JP3435827B2 - Control device for automatic transmission for vehicles - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission for a vehicle, and more particularly to automatically performing a connecting / disconnecting operation of a clutch mechanism and a shift operation of switching a shift stage of a transmission gear mechanism by using a hydraulically actuated actuator. The present invention relates to a control device for an automatic transmission in a vehicle, which is provided with an automatic transmission adapted to be performed by a vehicle and an anti-skid brake device.

[0002]

2. Description of the Related Art Generally, a transmission mounted on a vehicle is roughly classified into a manual transmission and an automatic transmission. Among them, the former manual transmission, as is well known, is configured to combine a clutch mechanism and a speed change gear mechanism having a plurality of sets of gear trains, and switch gear trains constituting the above speed change gear mechanism at the time of gear shifting. .

In the latter automatic transmission, a torque converter and a planetary gear mechanism are combined, and the power transmission path of the planetary gear mechanism is switched by selectively operating a plurality of friction elements such as clutches and brakes. Then, it is customary to automatically shift to a predetermined gear.

Further, in recent years, an electronic device has been developed in which an engagement / disengagement operation of a clutch mechanism used in a manual transmission and a shift operation of a transmission gear mechanism are automatically performed by an actuator that operates in accordance with an electric signal from a computer, for example. A control type automatic transmission has been developed and is in the stage of practical use (see, for example, Japanese Patent Laid-Open No. 2-3761). In that case, the clutch operating actuator and the shift operating actuator may be hydraulically actuated.

On the other hand, a vehicle may be equipped with an anti-skid brake device. This anti-skid brake device controls the electromagnetic control valve provided in the braking pressure control circuit to reduce the pressure when the wheel deceleration obtained from the wheel speed detected by the wheel speed sensor falls below a predetermined deceleration, for example. This reduces the braking pressure, and the rotation speed of the wheels is restored by the reduction of the braking pressure. For example, when the acceleration of the wheels reached from the wheel speed reaches a predetermined acceleration, the control valve is pressure-increased. This increases the braking pressure. Therefore, by continuously performing such a series of controls (hereinafter referred to as ABS control) until, for example, the vehicle stops, a wheel lock or skid state at the time of sudden braking is avoided , and the vehicle is stabilized in direction. It is possible to stop with a short braking distance without losing the property.

In this case, the anti-skid brake device of this type is equipped with, for example, two oil pumps and supplies the operating source pressure generated by one of the oil pumps to the electromagnetic control valve for the front wheels. The operation source pressure generated by the other oil pump may be supplied to the electromagnetic control valve for the rear wheels. According to this, even if one of the oil pumps fails, the other oil pump can surely perform the ABS control for the rear wheels.

[0007]

By the way, in addition to mounting the above-mentioned electronically controlled automatic transmission on a vehicle of this type,
May be equipped with anti-skid brake equipment. In this case, if the actuator in the automatic transmission is hydraulically operated, an oil pump for the automatic transmission is required in addition to the oil pump for the ABS control, which increases the weight and the manufacturing cost. Will rise. In particular, when the clutch operating actuator and the shift operating actuator are equipped with dedicated oil pumps for reasons such as different control pressures, two oil pumps are required. Will further increase, and the manufacturing cost will also increase.

Therefore, according to the present invention, the oil pump for ABS control is used only when the ABS control is executed, and the oil pump for ABS control is fail safe.
This was done by focusing on the fact that it is suitable for controlling actuators for clutch operation and actuators for shift operation, each of which requires a different operating pressure, and it is intended to reduce the number of oil pumps and improve vehicle mountability. The main purpose.

[0009]

That SUMMARY OF THE INVENTION The inventors of the present invention of claim 1 (hereinafter referred to as the first invention), both the clutch mechanism and the transmission gear mechanism are combined, hydraulically actuated which disconnects the clutch mechanism antiskid having an automatic transmission, the brake pressure control circuit operates based on pressure is pressurized feed produced by the two oil pumps having the clutch actuator and the transmission gear mechanism hydraulically operated shift actuators for switching the gear position of the In a vehicle provided with a brake device, a first one of the two oil pumps constituting the anti-skid brake device.
The oil pump is provided in the oil pressure side oil passage of the first working pressure circuit with respect to the clutch actuator in the automatic transmission, and the two oil-hydraulic brake devices that also constitute the anti-skid brake device are provided.
The other second oil pump of the oil pumps is connected to the source pressure side oil passage of the second working pressure circuit for the shift actuator in the automatic transmission, and the first oil pump is connected to the oil pump in the braking pressure control circuit. The first switching means for selectively communicating with the downstream first oil passage or the source pressure oil passage of the first working pressure circuit, and the second oil pump are connected to the downstream side of the oil pump in the braking pressure control circuit. And a second switching means for selectively communicating with the second oil passage or the source pressure side oil passage of the second operating pressure circuit.

The invention of claim 2 of the present application (hereinafter referred to as the second
In addition to the configuration of the first invention, the source pressure side oil passage of the first working pressure circuit and the source pressure side oil passage of the second working pressure circuit are provided on the downstream side of the first and second switching means. It is characterized in that a bypass valve for bypassing is provided and the bypass valve is opened when one of the oil pumps fails.

In addition to the structure of the first and second inventions, the invention of claim 3 of the present application (hereinafter referred to as the third invention) is at the time of gear shifting of the automatic transmission when the antiskid brake device is operating. Even if the first switching means is on the first oil passage side,
A control means for setting the second switching means on the second oil passage side is provided.

[0012]

According to the above construction, the following operation can be obtained.

That is, in any of the first to third aspects of the invention, the two clutches constituting the antiskid brake device are provided.
One of the oil pumps is connected to the oil passage on the source pressure side of the first working pressure circuit for the clutch actuator in the automatic transmission, and the two oil pumps that also constitute the anti-skid brake device are connected.
Since the other second oil pump is connected to the source pressure side oil passage of the second working pressure circuit for the shift actuator in the automatic transmission, the number of oil pumps is reduced, which results in weight reduction. As a result, the vehicle mountability is improved and the manufacturing cost is also reduced.

Moreover, the state in which the first oil pump communicates with the oil passage of the braking pressure control circuit in the anti-skid brake device and the state in which the pump communicates with the oil passage on the source pressure side of the working pressure circuit for the clutch actuator in the automatic transmission. And a state in which the second oil pump is also in communication with the oil passage of the braking pressure control circuit in the anti-skid brake device, and the pump is in communication with the oil passage on the source pressure side of the working pressure circuit for the shift actuator in the automatic transmission. Since it is possible to switch between the above state and the above state, it is possible to obtain an operating pressure that appropriately corresponds to the required hydraulic pressure.

Further, according to the second aspect of the invention, when one of the oil pumps fails, the bypass valve opens and the source pressure side oil passage of the working pressure circuit for the clutch actuator and the source pressure side oil passage of the working pressure circuit for the shift actuator are provided. And will be communicated with each other, improving the fail-safety.

According to the third aspect of the invention, when the anti-skid brake device is operating, even when the automatic transmission is changing gears, the first and second braking pressure control circuits for the brake device are provided.
Since the oil pressure generated by the second oil pump is supplied, the ABS control is executed prior to the gear shift, and the reliability of the ABS control is ensured.

[0017]

Embodiments of the present invention will be described below with reference to the drawings.

As shown in FIG. 1, in the vehicle according to this embodiment, the left and right front wheels 1 and 2 are driven wheels, the left and right rear wheels 3 and 4 are drive wheels, and the output torque of the engine 5 is It is adapted to be transmitted from the automatic transmission 6 to the left and right rear wheels 3 and 4 via the propeller shaft 7, the differential device 8 and the left and right drive shafts 9 and 10. The front wheels 1, 2 and the rear wheels 3, 4
The disk rotors 11a to 14a that rotate integrally with the wheels 1 to 4 and the disk rotors 11a to 11a.
Braking mechanisms 11 to 14 including calipers 11b to 14b for braking the rotation of 14a are provided, respectively.

The automatic transmission 6 includes an engine output shaft 5
clutch mechanism 61 connected to a, and clutch mechanism 61
A clutch actuator 62 for connecting and disconnecting a gear, and a speed change gear mechanism 63 arranged on the output side of the clutch mechanism 62.
And a shift actuator 64 for switching the shift speed of the shift gear mechanism 63. Here, the transmission gear mechanism 63 includes a plurality of sets of gear trains, a plurality of shift rods, a shift fork that brings one of the gear trains into a power transmission state by a selective operation of the shift rods, a synchronization mechanism, and the like. With this configuration, the neutral state, the first to fifth forward speeds, and the reverse speed can be switched according to the operation of the shift lever (not shown) or the operating state.

On the other hand, a main throttle valve 17 connected to an accelerator pedal 16 operated by a driver and a sub-throttle valve 19 connected to a throttle opening adjusting actuator 18 are connected in series to an intake system 15 of the engine 5. And these throttle valves 1
By adjusting the openings of 7 and 19, the intake air amount of the engine 5 is variably controlled and the engine output is adjusted.

In this vehicle, control of supply / discharge of braking pressure to / from the braking mechanisms 11 to 14 in the wheels 1 to 4 and the clutch actuator 62 in the automatic transmission 6 are performed.
And a hydraulic control circuit 30 for controlling supply and discharge of operating pressure to and from the shift actuator 64.

The hydraulic control circuit 30 is provided with a master cylinder 22 for generating a braking pressure corresponding to the stepping force of the brake pedal 21 increased by the master back 20, and the stepping operation of the brake pedal 21 is performed. Hydraulic control unit 2 that generates hydraulic pressure regardless
3 is the master cylinder 22 and the braking mechanisms 11
It is installed between 14 and.

In this embodiment, the hydraulic control circuit 30 and the hydraulic control unit 23 are constructed as follows.

As shown in FIG. 2, the hydraulic control unit 23 includes a first double-compartment drive driven by a motor 31.
It has the 2nd oil pumps 32 and 33. A check valve 34 for preventing backflow is installed in the first working pressure line 100 connected to the discharge side of the first oil pump 32, and the first working pressure is provided downstream of the check valve 34. Two front wheel braking pressure supply lines 101 and 102 branched from the line 100 are used for the front wheel braking mechanisms 11 and 1.
2 are connected to the calipers 11b and 12b, respectively. Then, these front wheel braking pressure supply lines 10
1, 102 are on the normally open electromagnetic pressure increasing valves 35, 3 respectively.
6 is installed, and normally closed electromagnetic pressure reducing valves 37, 38 are connected to the downstream side of the pressure increasing valves 35, 36. Then, one of the return lines 103a and 103b connected to the electromagnetic pressure reducing valves 37 and 38 is merged into one, and the one operation oil supply line is introduced from the reservoir 39 to the first oil pump 32 through the line 104. It is connected to 104a. Further, the first normal brake line 105 guided from the master cylinder 19 is joined to the first working pressure line 100 on the upstream side of the electromagnetic pressure increasing valves 35 and 36. A line 106 led from the reservoir 39 is connected to the master cylinder 19.

On the other hand, in this case as well, a check valve 40 for preventing backflow is installed in the second working pressure line 107 connected to the discharge side of the second oil pump 33, and this check valve 40 is also provided. The two rear wheel braking pressure supply lines 108 and 109 branched from the second working pressure line 107 on the downstream side of the
Are respectively connected to the calipers 13b and 14b. A normally open electromagnetic pressure increasing valve 41 is installed on the second working pressure line 107, at a position upstream of a branch portion to the rear wheel braking pressure supply lines 108 and 109. A normally closed electromagnetic pressure reducing valve 42 is provided downstream of the pressure increasing valve 41.
Are connected. The return line 110 connected to the electromagnetic pressure reducing valve 42 is connected to the other hydraulic oil supply line 104b led from the reservoir 39 to the second oil pump 33 via the line 104. Also,
The second normal brake line 111 guided from the master cylinder 19 is joined to the second working pressure line 107 on the upstream side of the electromagnetic pressure increasing valve 41.

In this embodiment, the first oil pump 32 and the check valve 3 are provided on the first working pressure line 100.
4, the first electromagnetic switching valve 43 is installed, and the third working pressure line 112 is connected to the other output port of the electromagnetic switching valve 43. On the third working pressure line 112, from the upstream side, a first pressure adjusting valve 44a for adjusting the working pressure to a predetermined pressure and a check valve 45a for preventing backflow are provided.
And a first accumulator 46a for accumulating the operating pressure are sequentially installed, and the terminal side thereof is guided to the clutch actuator 62 via a clutch electromagnetic control valve 47 for controlling the supply and discharge of the operating pressure. In this case, the first
The electromagnetic switching valve 43 opens the first working pressure line 100 in the OFF state, and switches to the third working oil when it is turned on and discharges the working oil discharged from the first oil pump 32.
It is connected so as to be guided to the clutch actuator side via the operating pressure line 112.

A second electromagnetic switching valve 48 is installed on the second working pressure line 107 between the second oil pump 33 and the check valve 40. The fourth working pressure line 113 is provided at the other output port.
Are connected. On the third working pressure line 113, from the upstream side, a second pressure adjusting valve 44b for adjusting the working pressure to a predetermined pressure, a check valve 45b for preventing backflow, and a second accumulator 46b for accumulating the working pressure are provided. The shift actuator 64 is sequentially installed, and its distal end side is provided with a shift electromagnetic control valve 49 for controlling supply and discharge of operating pressure.
Have been led to. In this case, the second electromagnetic switching valve 48
Opens the second working pressure line 107 in the OFF state, and switches the working oil discharged from the second oil pump 33 when turned on to the fourth working pressure line 1
It is connected via 13 so as to be guided to the shift actuator side.

The third and fourth working pressure lines 11 are
2, 113, a bypass line 113 is installed, and the normally closed bypass valve 5 is provided on the bypass line 113.
0 is set.

In the configuration of the hydraulic control circuit 30 as described above, when the various solenoid valves provided in the hydraulic control unit 23 are set as shown in FIG. 2, the brake pedal 21 generated in the master cylinder 22. The braking pressure according to the stepping force of is supplied to each of the braking mechanisms 11-14. As a result, the front wheels 1 and 2 and the rear wheels 3 and 4 are respectively braked by the braking force corresponding to these braking pressures.

Further, as shown in FIG. 1, the vehicle is equipped with a controller 70. The controller 70 includes a wheel speed sensor 7 provided for each of the wheels 1 to 4.
1 to 74, a signal from the brake switch 75 that detects the depression state of the brake pedal 21, a signal from a vehicle speed sensor 76 that detects the vehicle speed, and the main throttle valve 1
Signal from the throttle sensor 77 that detects the opening degree of 9
An engine output by inputting signals from a shift position sensor 78 for detecting the shift position of the shift lever, controlling the shift of the automatic transmission 6 based on these signals, and adjusting the opening of the sub-throttle valve 17. Control,
The braking control is performed on the braking mechanisms 11 to 14, and the first and second pressure sensors 79 and 80 installed on the third and fourth working pressure lines 111 and 112 are used to perform the first and second pressure control. The failure determination of the oil pumps 32 and 33 is performed.

Further, the first and second pressure sensors 79, 8
0 is also used to set the operating pressure of the clutch actuator 62 and the shift actuator 64, and when the respective pressure sensors 79, 80 show values below the set pressure, the corresponding oil pumps 32, 33 are driven. In that case, the set pressures of the 79 and 80 pressure sensors are set according to the required hydraulic pressures of the actuators 62 and 64.

The brake control and shift control performed by the controller 70 will be briefly described below. First, the former brake control is performed as follows.

The controller 70 includes wheel speed sensors 71 to 71.
When it is determined that the predetermined ABS control condition is satisfied based on the signal from the switch 74 and the signal from the brake switch 75, the first and second electromagnetic switching valves 43 and 48 are set as shown in FIG. , The left front wheel 1, the right front wheel 2, and the left and right rear wheels 3 and 4 are independently controlled. In this case, the ABS control for the left front wheel 1 is performed as follows, for example.

That is, the controller 70 turns on the electromagnetic pressure increasing valve 35 and the electromagnetic pressure reducing valve 37, respectively, when it is determined that the deceleration of the left front wheel 1 becomes larger than a predetermined value. Therefore, the braking pressure of the front wheel braking pressure supply line 101 guided to the braking mechanism 11 of the left front wheel 1 is reduced, and the braking force acting on the left front wheel 1 is reduced. Further, when the controller 70 determines that the acceleration of the left front wheel 1 becomes larger than the predetermined value, it turns off the electromagnetic pressure increasing valve 35 and the electromagnetic pressure reducing valve 37. As a result, the braking pressure of the braking mechanism 11 increases, and the braking force acting on the left front wheel 1 increases accordingly. Then, such control is continued until the predetermined termination condition is satisfied or the brake pedal 21 is released.

The latter shift control is performed as follows.

That is, when the signal from the shift position sensor 78 indicates the upshift position, the controller 70 operates the clutch actuator 62 and the shift actuator 64 to shift the gear stage from the current gear stage to the gear stage one stage higher. When the signal indicates the downshift position as well as the upshift, the clutch actuator 62 and the shift actuator 64 are actuated to shift down the gear from the current gear to the next lower gear. When the signal indicates the reverse position, the clutch actuator 62 and the shift actuator 64 are similarly operated to switch to the reverse gear.

Then, the controller 70, when the signal from the shift position sensor 78 indicates the D range position,
The shift mode is set to the automatic shift mode, the shift map set with the vehicle speed and the throttle opening as parameters, the actual vehicle speed indicated by the signal from the vehicle speed sensor 76, and the actual vehicle speed indicated by the signal from the throttle sensor 77. The shift speed is determined based on the throttle opening, and the clutch actuator 62 and the shift actuator 64 are operated so that the shift speed is realized, and the shift speed is downshifted or upshifted.

Further, in this embodiment, the first and second electromagnetic switching valves 4 provided in the hydraulic control unit 23 are provided.
3, 48 and the bypass valve 50 are controlled as follows according to the flowchart shown in FIG.

That is, the controller 70 determines in step S1 whether or not a shift signal is generated. When it is determined that a shift signal is generated, the controller 70 proceeds to step S2 and outputs AB
It is determined whether or not S control is in progress. The controller 70 is AB
When it is determined that the S control is not being performed, the process proceeds to step S3, and the first and second electromagnetic switching valves 43 and 48 are turned on. Therefore, the hydraulic pressure generated by the first oil pump 32 is introduced into the third working pressure line 112, regulated to a predetermined pressure by the first pressure regulating valve 44a, and then the clutch actuator via the clutch electromagnetic control valve 47. The hydraulic pressure generated by the second oil pump 33 is guided to 62
Introduced into the operating pressure line 113, the second pressure regulating valve 4
The electromagnetic control valve for shift 49 is adjusted to a predetermined pressure by 4b.
Through the shift actuator 64. In that case, since the hydraulic circuits are independent of each other, the required hydraulic pressure of the clutch actuator 62 and the shift actuator 6
Even if the required hydraulic pressure of 4 is significantly different, an appropriate operating pressure can be obtained for each.

On the other hand, when the controller 70 determines in step S2 that the ABS control is being executed, the controller 70 proceeds to step S4 and sets the first and second electromagnetic switching valves 43 and 48 to OFF, respectively. As a result, the interruption of the ABS control is avoided, and the reliability of the ABS control is ensured.

The controller 70 further executes step S5.
To determine whether the oil pump is out of order. This determination is based on the third and fourth working pressure lines 112, 11
3 is performed on the basis of signals from the first and second pressure sensors 79 and 80 installed in the controller 3.
When it is determined that the pressure indicated by the signal from the pressure sensor 79 is smaller than the predetermined value, it is determined that the first oil pump 32 has failed.

When the controller 70 determines in step S5 that the oil pump has not failed, the controller 70 proceeds to step S6 to set the bypass valve 50 to OFF, while when it determines that the oil pump has failed, In step S7, the bypass valve 50 is turned on. As a result, the third and fourth working pressure lines 112, 1
Even if the first oil pump 32 malfunctions, the hydraulic pressure generated by the second oil pump 33 will cause the hydraulic pressure generated by the second oil pump 33 to communicate with the third working pressure via the bypass line 114. It will be guided to the line 112.

As described above, the first oil pump 32 constituting the anti-skid brake device is connected to the third working pressure line 112 for the clutch actuator 62 in the automatic transmission 6, and the second oil pump 32 also constitutes the anti-skid brake device. Since the oil pump 33 is connected to the third working pressure line 113 for the shift actuator 64 in the automatic transmission 6, the number of oil pumps is reduced, which results in weight reduction and is mounted on a vehicle. As a result, the manufacturing cost is reduced as well as the productivity is improved.

In this embodiment, the automatic transmission has been described as a fully automatic transmission, but the present invention is also applicable to a semi-automatic transmission that gives a shift command based on the driver's intention.

[0045]

As described above, according to the present invention, two oil pumps constituting an anti-skid brake device are installed.
One of the first oil pumps is connected to the oil pressure side oil passage of the first working pressure circuit for the clutch actuator in the automatic transmission , and the other second oil pump of the two oil pumps also constituting the antiskid brake device is used.
Since the oil pump is connected to the source pressure side oil passage of the second working pressure circuit for the shift actuator in the automatic transmission, the number of oil pumps is reduced, which results in weight reduction. The vehicle mountability will be improved and the manufacturing cost will be reduced.

Moreover, the state in which the first oil pump communicates with the oil passage of the braking pressure control circuit in the anti-skid brake device and the state in which the pump communicates with the oil passage on the source pressure side of the working pressure circuit for the clutch actuator in the automatic transmission. And a state in which the second oil pump is also in communication with the oil passage of the braking pressure control circuit in the anti-skid brake device, and the pump is in communication with the oil passage on the source pressure side of the working pressure circuit for the shift actuator in the automatic transmission. Since it is possible to switch between the above state and the above state, it is possible to obtain an operating pressure that appropriately corresponds to the required hydraulic pressure.

According to the second aspect of the invention, when one of the oil pumps fails, the bypass valve opens and the source pressure side oil passage of the working pressure circuit for the clutch actuator and the source pressure side oil passage of the working pressure circuit for the shift actuator are opened. And will be communicated with each other, improving the fail-safety.

According to the third aspect of the invention, when the anti-skid brake device is in operation, even when the automatic transmission is shifting, the first and second braking pressure control circuits for the braking device are
Since the hydraulic pressure generated by the second oil pump is supplied, the ABS control is executed even if the ABS control is performed at the same time as the shift, so that the reliability of the ABS control is ensured. It will be. In this case, the shift control is not performed, but there is no problem even if the shift is not performed in the situation where the ABS control is executed.

[Brief description of drawings]

FIG. 1 is a vehicle control system diagram.

FIG. 2 is a circuit diagram showing a hydraulic control circuit.

FIG. 3 is a flowchart showing the control operation of the controller for the first and second electromagnetic switching valves and the bypass valve.

[Explanation of symbols]

6 automatic transmission 32 1st oil pump 33 Second oil pump 43 First solenoid switching valve 48 Second solenoid switching valve 50 Bypass valve 61 Clutch mechanism 62 clutch actuator 63 speed change gear mechanism 64 shift actuator 70 controller 100 First working pressure line 107 Second working pressure line 112 Third working pressure line 113 4th working pressure line

─────────────────────────────────────────────────── --Continued from the front page (56) References JP-A-2-3761 (JP, A) JP-A-63-61617 (JP, A) JP-A-5-193402 (JP, A) Actual development Sho-63- 126649 (JP, U) Actual development 2-62965 (JP, U) Actual development 4-28268 (JP, U) (58) Fields investigated (Int.Cl. ⁷ , DB name) F16H 61/00-61 / 12

Claims (3)

(57) [Claims] 1. A both the clutch mechanism and the transmission gear mechanism are combined, automatic transmission having a shift actuator for a hydraulically operated for switching the gear position of the hydraulically operated clutch actuator and the transmission gear mechanism and disconnecting the clutch mechanism and machine, a control device of the automatic transmission in a vehicle which is equipped with a anti-skid brake system having a brake pressure control circuit operates based on pressure is pressurized feed produced by the two oil pumps, anti-skid brake Of the two oil pumps that make up the device ,
Based on the compression side oil path of the first hydraulic pressure circuit for the clutch actuator in one of the first oil pump is the automatic transmission, on the same constituting the anti-skid brake system
The other second oil pump of the two oil pumps is connected to the source pressure side oil passage of the second working pressure circuit for the shift actuator in the automatic transmission, and the first oil pump is connected to the braking pressure. In the braking pressure control circuit, the first switching means for selectively communicating with the first oil passage on the downstream side of the oil pump in the control circuit or the source pressure side oil passage of the first working pressure circuit, and the second oil pump are provided. The second oil passage downstream of the oil pump or the second oil passage
A control device for an automatic transmission for a vehicle, comprising: a second switching means that selectively communicates with a source pressure side oil passage of an operating pressure circuit. 2. A bypass valve is provided for bypassing the source pressure side oil passage of the first working pressure circuit and the source pressure side oil passage of the second working pressure circuit downstream of the first and second switching means. ,
The control device for an automatic transmission for a vehicle according to claim 1, wherein the bypass valve is configured to open when one of the oil pumps fails. 3. When the anti-skid brake device is operating, the first switching means has the first switching means even when shifting the automatic transmission.
The control means for respectively setting the second switching means to the second oil passage side is provided on the oil passage side.
Alternatively, the control device for the automatic transmission for a vehicle according to claim 2.