JP3496323B2 - 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 system for an automatic transmission, and more particularly to a hydraulic control system for an automatic transmission in which an interlock occurs when a specific combination of a plurality of friction elements is simultaneously engaged. Regarding the device.

[0002]

2. Description of the Related Art As is well known, an automatic transmission mounted on a vehicle such as an automobile is generally a combination of a torque converter and a speed change gear mechanism, and a power transmission path of the speed change gear mechanism is a plurality of clutches, brakes and the like. The friction element is selectively operated to automatically shift to a predetermined gear. Further, such an automatic transmission is provided with a hydraulic control circuit for controlling supply and discharge of operating pressure to and from hydraulic chambers provided in each of the friction elements.

In this hydraulic control circuit, for example, a regulator valve that adjusts the discharge pressure of the oil pump to a predetermined line pressure, a manual valve that switches the range by manual operation, and an valve that operates according to operating conditions and operates for each of the above hydraulic chambers. A large number of shift valves and the like are provided for selectively operating each friction element by switching the pressure supply state. Note that such a shift valve is generally switched by supplying and discharging control pressure to and from its control port. In order to supply this control pressure in a timely manner, the valve element is driven by electromagnetic force. A so-called solenoid valve is widely used in which the supply timing of hydraulic pressure (solenoid pressure) is controlled.

Further, in recent years, it has been attempted to electrically control the generation, adjustment or discharge of the working pressure in each of the hydraulic chambers by using a hydraulic control means such as a duty solenoid valve. By using such a hydraulic control means, the operating pressure supplied to each friction element can be adjusted accurately, and in particular, the timing of supply / discharge of the operating pressure at the time of shifting can be precisely controlled to reduce shift shock. As a result, it is possible to improve the shift feeling.

By the way, in the above automatic transmission, when a specific combination of a plurality of friction elements is simultaneously engaged, a so-called interlock occurs in which the transmission gear mechanism is locked and becomes inoperative. There is. For example,
Taking the case of an automatic transmission with four forward gears as an example,
Only the so-called 3-4 clutch that is engaged in the 3rd or 4th speed of the forward range and should be disengaged in the gears of the 2nd or lower speed, the so-called low reverse brake that is engaged in the reverse range or the 1st speed to obtain engine braking, only the engagement chamber When the power transmission system is provided with a so-called 2-4 brake for the second speed or the fourth speed in the forward range, which is engaged only when hydraulic pressure is applied to
An interlock occurs when the 3-4 clutch and the low reverse brake, the low reverse brake and the 2-4 brake, and the 2-4 brake and the reverse clutch are simultaneously engaged.

With respect to this interlock problem, conventionally, regarding a combination of friction elements which cause an interlock when they are simultaneously engaged, both of them are connected to one shift valve, and depending on the shift position of the valve spool of this shift valve. , If one of the friction elements is fastened, the other friction element is set to be released, or the control source pressure is connected according to the manual switching operation of the manual valve that selects the shift range. It is known that the interlock is avoided by devising the structure of the hydraulic control circuit by appropriately switching the oil passages and the like.

Although no particular attention is paid to the avoidance of this interlock, for example, in Japanese Patent Laid-Open No. 5-10430, a common pressure adjusting means is provided for two friction elements to which operating pressure is not supplied at the same time. One friction element and one pressure adjusting means are provided as one set, and a switching means for simultaneously switching the friction elements connected to the pressure adjusting means in each set is provided for the plurality of sets, thereby simplifying the configuration of the hydraulic circuit. There is a disclosure that is intended to be realized. In the hydraulic circuit according to this related art, the avoidance of interlock is basically performed by switching the connecting oil passage of the control source pressure with a manual valve.

[0008]

However, in order to simplify the hydraulic control circuit and the like, when the connecting oil passage of the control source pressure is shared for a plurality of predetermined ranges, the manual valve switching is performed. It becomes difficult to avoid all interlocks by operation. In this case, if a shift valve is provided and selectively switched for each combination of friction elements that cause interlock when they are simultaneously fastened, a large number of shift valves are required, which complicates the configuration and control of the hydraulic control device. There was a problem of doing.

The present invention has been made in view of the above problems, and it is an object of the present invention to provide a hydraulic control device for an automatic transmission which can avoid interlocking of a plurality of friction elements with a relatively simple structure. The basic purpose.

[0010]

Therefore, the invention according to claim 1 of the present application (hereinafter referred to as the first invention) is the first friction element and the second friction element, and the second friction element and the third friction element. , And an interlock occurs when the third friction element and the fourth friction element are simultaneously fastened, respectively. In the hydraulic control device for an automatic transmission, the first friction element or the third friction element is fastened Switches the oil passage to release the second friction element and the fourth friction element, and release the first friction element and the third friction element when the second friction element or the fourth friction element is fastened. It is characterized in that a single shift valve is provided.

The invention according to claim 2 of the present application (hereinafter,
In the first invention, the shift valve has a common exhaust pressure port for discharging the hydraulic pressure of each hydraulic chamber of the first friction element and the fourth friction element, and a second friction element. And another common exhaust pressure port for discharging the hydraulic pressure of each hydraulic chamber of the third friction element, respectively.

The invention according to claim 3 of the present application (hereinafter,
In the first or second invention, the shift valve is connected to a hydraulic pressure supply means for supplying hydraulic pressure to the first friction element or the second friction element. Is characterized in that the connection state between the first friction element or the second friction element and the hydraulic pressure supply means is selectively switched.

Further, the invention according to claim 4 of the present application
(Hereinafter, referred to as a fourth invention), in any one of the first to third inventions, a control source pressure whose supply is controlled by a manual valve is introduced to one end side of the shift valve, while It is characterized in that a solenoid pressure whose supply is controlled by a solenoid valve is introduced to the end side.

Furthermore, the invention according to claim 5 of the present application.
(Hereinafter, referred to as a fourth aspect of the invention) is the type according to any one of the first to fourth aspects of the invention, wherein the automatic transmission is a type having four shift speeds in a forward range, and the first friction element. Is a 3-4 clutch that should be engaged in the 3rd or 4th speed of the forward range and should be disengaged in the gears of the 2nd or lower speed. The second friction element can provide the reverse range or the engine brake 1
A low reverse brake that is fast-engaged, the third friction element is fast-engaged only when hydraulic pressure acts only on the engagement chamber, a 2-4 brake for forward speed second speed or fourth speed, and the fourth friction element is It is characterized by being a reverse clutch that is engaged in the reverse range.

[0015]

According to the first invention of the present application,
Since the shift valve is provided, the second friction element and the fourth friction element are released when the first friction element or the third friction element is engaged, and the second friction element or the fourth friction element is released. The oil passages can be switched so as to release the first friction element and the third friction element when engaged, and it is possible to reliably prevent the friction elements of the above combinations from being engaged at the same time, and to prevent interlock. It can be avoided. In this case, since switching of the oil passage is performed by a single shift valve, there is no particular complication of the hydraulic control device, and a plurality of oil pressure control devices are provided with a relatively simple structure.
It is possible to avoid interlocking with the (four) friction elements.

Further, according to the second invention of the present application, basically, the same effect as that of the first invention can be obtained. Moreover, since the shift valve is provided with the two common exhaust pressure ports, the valve length of the shift valve should be shortened as compared with the case where the exhaust pressure port is provided for each of the four friction elements. It is possible to reduce the size and space of the valve.

Furthermore, according to the third invention of the present application, basically, the same effect as that of the first or second invention can be obtained. Moreover, since the shift valve selectively switches the connection state between the first friction element or the second friction element and the hydraulic pressure supply means, this shift valve is used to supply the hydraulic pressure of one hydraulic pressure supply means. Can be selectively used for both friction elements. As a result, the hydraulic pressure supply means for both the friction elements, which are prevented from being simultaneously fastened, can be shared with a simple structure,
It is possible to simplify the structure of the hydraulic circuit, save space, and reduce cost.

Further, according to the fourth invention of the present application,
Basically, the same effect as any one of the first to third inventions can be obtained. In particular, since the control source pressure and the solenoid pressure are introduced to each end of the shift valve, the shift position of the valve spool of the shift valve can be switched by switching the introduction state of these pressures.

Further, according to the fifth invention of the present application,
Basically, the same effect as any one of the first to fourth inventions can be obtained. Particularly, specifically, the automatic transmission is of a type having four speed stages in the forward range, and the first friction element is a so-called 3-4 clutch,
In the case where the second friction element is a so-called low reverse brake, the third friction element is a so-called 2-4 brake, and the fourth friction element is a so-called reverse clutch, a plurality (four) is provided with a relatively simple structure. It is possible to obtain an effect such as avoiding the interlocking of the friction element.

[0020]

Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. First, the mechanical configuration of the automatic transmission 10 according to this embodiment will be described with reference to FIG. The automatic transmission 10 has a torque converter 20 as a main component.
And a speed change gear mechanism 30 driven by the output of the torque converter 20, and a plurality of friction elements 41 to 45 such as clutches and brakes for switching the power transmission path of the mechanism 30.
And a one-way clutch 46, which can provide the first to fourth speeds in the forward traveling range such as the D, S, and L ranges and the reverse speed in the R range.

The torque converter 20 is a pump 2 fixed in a case 21 connected to the engine output shaft 1.
2 and the pump 22 disposed so as to face the pump 22.
A turbine 23 driven by hydraulic oil by means of a hydraulic fluid, and a stator 25 interposed between the pump 22 and the turbine 23 and supported by the transmission case 11 via a one-way clutch 24 to perform a torque increasing action. , Case 2 above
1 and the turbine 23, and is constituted by a lockup clutch 26 that directly connects the engine output shaft 1 and the turbine 23 via the case 21. The rotation of the turbine 23 is output to the transmission gear mechanism 30 side via the turbine shaft 27. Here, on the non-engine side of this torque converter 20,
An oil pump 12 driven by the engine output shaft 1 via a case 21 of the torque converter 20 is arranged.

On the other hand, the speed change gear mechanism 30 includes the sun gears 31a and 32a and the sun gears 31a and 32a, respectively.
A plurality of pinions 31b and 32b meshing with 32a
And first and second planetary gear mechanisms 31 and 32 configured by pinion carriers 31c and 32c that support these pinions 31b and 32b and ring gears 31d and 32d that mesh with the pinions 31b and 32b. A forward clutch 41 is provided between the turbine shaft 27 and the sun gear 31a of the first planetary gear mechanism 31, and a reverse clutch 42 is similarly provided between the turbine shaft 27 and the sun gear 32a of the second planetary gear mechanism 32. The 3-4 clutch 43 is respectively interposed between the shaft 27 and the pinion carrier 32c of the second planetary gear mechanism 32, and the sun gear 32a of the second planetary gear mechanism 32 is provided.
2-4 brakes 44 that can fix the vehicle are arranged.

Further, the ring gear 31d of the first planetary gear mechanism 31 and the pinion carrier 3 of the second planetary gear mechanism 32 are used.
2c are connected, and a low reverse brake 45 and a one-way clutch 46 are provided between them and the transmission case 11.
And are arranged in parallel, and the first planetary gear mechanism 3
The first pinion carrier 31c and the ring gear 32d of the second planetary gear mechanism 32 are connected to each other, and the output gear 1
3 is connected. The rotation of the output gear 13 is transmitted to the left and right axles 6, 7 via the transmission gears 2, 3, 4 and the differential mechanism 5.

Table 1 below summarizes the relationship between the operating states of the friction elements 41 to 45 such as the above-mentioned clutches and brakes and the one-way clutch 46 and the shift speeds. In Table 1, the mark ◯ indicates the case where the friction element is fastened. Further, the mark (○) indicates that it is fastened only in the case of the so-called L range. Further, the ● mark in the S / A (servo apply) column of the 2-4 brake 44 supplies the hydraulic pressure as described later, but the hydraulic pressure is also supplied to the S / R (servo release) side at the same time. Therefore, it is shown that the friction element 44 (2-4 brake) is not engaged and no special action is performed.

[0025]

[Table 1]

That is, the forward clutch 41 is engaged in the first, second or third speed of the forward range and released in the fourth speed, the reverse clutch 42 is only in the reverse range and the 3-4 clutch 43 is in the third or fourth speed. Only, the 2-4 brake 44 is only in the 2nd or 4th speed, the low reverse brake 45 is only in the 1st speed of the reverse range or the L range where engine braking is obtained,
Each is concluded. Further, the one-way clutch 46 works only in the first speed in the forward drive range. In this embodiment, among the friction elements 41 to 46, the 3-4 clutch 43 and the low reverse brake 45, the low reverse brake 45 and the 2-4 brake 44, and the 2-4 brake 4 are used.
When the 4 and the reverse clutch 42 are simultaneously engaged, a so-called interlock in which the operation of the speed change gear mechanism 30 is locked occurs, and this interlock causes an automatic transmission as described later. It can be surely avoided by switching the oil passage by one shift valve provided in the hydraulic control circuit 10. That is, the 3-4 clutch 43, the low reverse brake 4
5, 2-4 brake 44 and reverse clutch 42,
These respectively correspond to the first friction element, the second friction element, the third friction element and the fourth friction element described in claims 1, 2 and 3 of the present application.

Next, referring to FIG. 2, each of the friction elements 41 to 41 will be described.
The hydraulic control circuit 50 that supplies and discharges the operating pressure to and from the hydraulic chamber provided at 45 will be described. Here, of the above-mentioned friction elements, for example, a 2-4 brake 44 (see FIG. 1) for a second speed or a fourth speed, which is a band brake, has an apply chamber (fastening chamber) 44a as a hydraulic chamber to which operating pressure is supplied. And a release chamber (release chamber) 44b, the 2-4 brake 44 is engaged when the operating pressure is supplied only to the apply chamber 44a, and the operating pressure is supplied only to the release chamber 44b. The 2-4 brake 44 is released when operating pressure is not supplied to both chambers 44a and 44b and when operating pressure is supplied to both chambers 44a and 44b. That is, the 2-4 brake 44 is
It is fastened only when hydraulic pressure acts only on the apply chamber 44a. Further, the other friction elements 41 to 43 and 45 have a single hydraulic chamber, and the friction elements are engaged when the operating pressure is supplied to the hydraulic chamber. In the schematic view of the valve structure in FIG. 2, the shift positions of the valve spool on the upper side and the lower side of the center line of the valve spool are different from each other.

The hydraulic control circuit 50 has, as its main components, a regulator valve 51 for generating a line pressure (control source pressure), a manual valve 52 for switching the range by a manual operation, and basically, First, second and third shift valves 56, 57 and 58 for switching the oil passages according to the shift speed, and the first or second shift valve 56 or 57 or another shift valve described later (lock-up shift valve 76) First to activate
Alternatively, the second ON-OFF solenoid valve (hereinafter referred to as O
N-OFF valve) 61, 62 and each friction element 4
The first hydraulic pressure control means is capable of electrically performing control such as generation, adjustment, and discharge of the working pressure supplied to the hydraulic chambers 1 to 45.
-Third duty solenoid valves (hereinafter referred to as duty valves) 66, 67, 68 and the like are provided. By using the hydraulic pressure control means 66 to 68 (duty valves), the working pressure supplied to each friction element can be accurately adjusted, and in particular, the supply / discharge timing of the working pressure at the time of shifting can be precisely controlled. As a result, it is possible to improve the shift feeling such as reduction of shift shock.

Here, the above-mentioned ON-OFF valves 61, 6
The 2 and the duty valves 66 to 68 are all three-way valves, so that a state in which the upper and downstream oil passages are in communication and a state in which the downstream oil passages are drained are obtained. . In the latter case, the oil passage on the upstream side is shut off, so that the hydraulic oil from the upstream side is not discharged in the drain state, and the drive loss of the oil pump is reduced. The ON-OFF valves 61 and 62 and the duty valves 66 to 68 both drain the oil passage on the downstream side when ON (when energized) and drain the oil passages on the upstream and downstream sides when OFF (when not energized). It is designed to connect the road. Further, the duty valves 66 to 68 are duty-controlled (that is, ON).
It is possible to generate a hydraulic pressure adjusted to a predetermined value on the downstream side by using the hydraulic pressure on the upstream side as a source pressure by controlling (turning ON / OFF in a short cycle).

The regulator valve 51 adjusts the pressure of the working oil discharged from the oil pump 12 shown in FIG. 1 to a predetermined line pressure (control source pressure). The line pressure is supplied to the manual valve 52 via the main line 100 and the reducing valve 7
The first and second duty valves 67 are supplied as control source pressure, and further, as will be described later, an accumulator used when the forward clutch 41 is engaged via the shift valve 56 according to the switching state of the first shift valve 56. Supplied as back pressure to 72. The line pressure supplied to the reducing valve 71 is reduced to a constant value by the valve 71, and then the first,
It is supplied to the second ON-OFF valves 61 and 62. The constant pressure from the reducing valve 71 is also supplied to the pressure adjusting port 51a of the regulator valve 51 via the line 105. In this case, the constant pressure is adjusted by the linear solenoid valve 69 provided in the line 105, for example, according to the engine load, etc. Therefore, the regulator valve 51 adjusts the line pressure according to the engine load, etc. become.

From the reducing valve 71 to the first,
The constant pressure supplied to the second ON-OFF valves 61 and 62 is output to the downstream side as solenoid pressure when the valves 61 and 62 are OFF. That is, the first ON
When the -OFF valve 61 is OFF, the solenoid pressure of the OFF valve 61 is transmitted from the line 103 (first solenoid pressure supply line) to the first shift valve 56 via the third shift valve 58.
Alternatively, it is supplied as pilot pressure to the control port 56a or 57a at one end (right end) of the second shift valve 57, and biases the valve spool of these shift valve 56 or 57 to the left side in the drawing. In addition, the second ON-OFF valve 6
When 2 is OFF, the solenoid pressure is in line 10
It is supplied to the control port 76a at one end (left end) of the lock-up shift valve 76 via 4 (second solenoid pressure supply line), and biases the valve spool of the shift valve 76 to the right side in the drawing.

On the other hand, the line pressure supplied from the main line 100 to the manual valve 52 is introduced to the common forward line 106 in the D, S, and L ranges, and to the common line 107 in the R range. The advancing line 106 is branched into three lines 111, 112 and 113, of which the first line 111 is guided to the first duty valve 66 and supplies the line pressure as a control source pressure to the valve 66. Further, the second line 112 supplies the line pressure to the first shift valve 56, and the third line 113 supplies the line pressure to the second shift valve 57. Then, the third line 113 communicates with the line 114 when the spool of the second shift valve 57 is located on the left side in the drawing, and supplies the line pressure as the control source pressure to the third duty valve 68.

Further, as described above, the first to third duty valves 66 to 68 to which the control source pressure is supplied from the upstream side.
Of these, the downstream side of the first duty valve 66 is guided to the lockup shift valve 76, and the shift valve 76
When the valve spool of is located on the right side of the figure,
It communicates with the hydraulic chamber of the forward clutch 41 via the forward clutch line 121 provided with the orifice 73. The branch line 122 branched from the forward clutch line 121 is connected to the first shift valve 56. Further, the downstream line 125 of the second duty valve 67 has a branch line 124,
The branch line 124 is led to the first shift valve 56, and the downstream side line 125 is led to the second shift valve 57. In addition, the third duty valve 6
The downstream side of 8 is guided to the apply chamber 44a of the 2-4 brake 44.

On the other hand, the manual valve 52 causes R
The retreat line 107 where the line pressure is introduced in the range is the second
Guided to the shift valve 57, the line pressure is supplied to the second shift valve 57. The retreat line 107 is
The line pressure is also introduced to the pressure increasing port 51b of the regulator valve 51 via the line 127, and the line pressure is adjusted to a generally higher value in the R range than in the forward range. The branch line 128 branched from the line 127 is the other end of the second shift valve 57.
The pilot pressure is supplied to the (leftmost) control port 57b to urge the spool of the second shift valve 57 to the right side in the drawing.

Further, in addition to the above configuration, the hydraulic control circuit 50 has the lockup clutch 26 shown in FIG.
Lock-up shift valve 7 capable of switching the operating state of
6 is provided. This lock-up shift valve 7
6 includes a regulator valve 51 to a relief valve 7
The torque converter line 131 for supplying the torque converter pressure is connected to the first duty valve 66 via the No. 7, and the downstream line 123 of the first duty valve 66 is connected to the control port 76a. 2O
Line 1 leading pilot pressure from N-OFF valve 62
04 (second solenoid pressure supply line) is connected.

Then, the second ON-OFF valve 62 is turned off.
When the FF is applied and the pilot pressure is supplied to the control port 76a, the spool of the lock-up shift valve 76 is located on the right side in the figure by this pilot pressure, so that the torque converter line 131 of the lock-up clutch 26 moves. The torque converter pressure is introduced into the front chamber 26a by communicating with the line 134 leading to the front chamber 26a, and the lockup clutch 26 is released. A release line 132 having an oil cooler 78 is provided on both the outlet side of the front chamber 26a and the rear chamber 26b of the lockup clutch 26.
It is connected to the. Further, in this case, the downstream side line 123 of the first duty valve 66 and the forward clutch line 121 are communicated with each other via the lock-up shift valve 76, and from this forward clutch line 121 to the hydraulic chamber of the forward clutch 41, the first duty The hydraulic pressure generated by the valve 66 can be supplied.

On the other hand, when the second ON-OFF valve 62 is ON, the second solenoid pressure supply line 104 (that is, the control port 76a of the lockup shift valve 76) is drained, and the lockup shift valve is drained. Since the valve spool 76 is located on the left side in the drawing, the torque converter line 131 reaches the rear chamber 26b of the lockup clutch 26 through the line 13
5, the torque converter pressure is introduced into the rear chamber 26b, and the lock-up clutch 26 is engaged. At this time, the line 134 leading to the front chamber 26 a communicates with the downstream line 123 of the first duty valve 66 via the lock-up shift valve 76, and the first duty valve 66 allows the front chamber 2 to move.
The operating pressure of 6a can be adjusted, and the operation of the lockup clutch 26 can be closely controlled to effectively enhance the power transmission efficiency.

The lock-up shift valve 76 is also used.
A line 140 is provided between the first shift valve 56 and the first shift valve 56, and one end of the line 140 (the end portion on the lockup shift valve 76 side) has the valve spool of the lockup shift valve 76 on the left side in the drawing. When it is located, that is, when the first duty valve 66 is connected to the control circuit of the lockup clutch 26, it communicates with the forward clutch line 121 via the lockup shift valve 76. On the other hand, the other end of the line 140 (the end portion on the first shift valve 56 side) advances through the first shift valve 56 when the valve spool of the first shift valve 56 is located on the left side in the drawing. Line 1
No. 06 branch line 112, and when the valve spool is located on the right side in the drawing, it communicates with the drain port 56d of the first shift valve 56.

An accumulator 72 is connected to the first shift valve 56 via a line 141 (accumulator line), and a branch line 122 branched from an intermediate part of the forward clutch line 121 is connected. When the first shift valve 56 is located on the right side in the figure, the line 141 communicates with the main line 100 to store pressure in the accumulator 72, and when the first shift valve 56 is located on the left side. The hydraulic oil stored in the accumulator 72 can be supplied to the forward clutch 41 side by communicating with the line 122. That is, the accumulator 72
The accumulated pressure to the accumulator 72 and the pressure supply from the accumulator 72,
This is performed by switching the position of the valve spool of the first shift valve 56.

The release chamber 44b of the 2-4 brake 44 is connected to the first shift valve 56 via a line 115 (servo release line). The release chamber 44b and the hydraulic chamber of the forward clutch 41 are the forward clutch line 121 and the line 12 when the first shift valve 56 is located on the right side in the drawing.
2, the first shift valve 56 and the line 115 communicate with each other, and hydraulic pressure is simultaneously supplied and discharged. Further, the first shift valve 56 and the second shift valve 57 are connected to the line 124.
And are interconnected via line 125, and
The release chamber 44b connected to the shift valve 56 and the hydraulic chamber of the 3-4 clutch 43 connected to the second shift valve 57 via the line 117 (3-4 clutch line) are the first shift valve 56 and the first shift valve 56. 2 shift valve 57
Are both on the left side of the figure, line 11
5, first shift valve 56, line 124, line 125,
Communication is performed via the second shift valve 57 and the line 117, and at the same time, hydraulic pressure is supplied and discharged. The state in which the release chamber 44b of the 2-4 brake 44 communicates with the forward clutch 41 and the state in which the release chamber 44b communicates with the hydraulic chamber of the 3-4 clutch 43 are the valves of the first shift valve 56. It is switched by switching the position of the spool.

The line 1 is connected to the second shift valve 57.
Reverse clutch 42 through line 16 (reverse clutch line), line 118 (low reverse brake line)
The low reverse brakes 45 are connected to each other via the line 114 and the third duty valve 68.
And via line 119 (servo apply line)
The apply chamber 44a of the 4 brake 44 is connected.
The third duty valve 6 is provided in the apply chamber 44a.
The hydraulic pressure is directly supplied from 8. Then, when the valve spool of the second shift valve 57 is located on the left side in the drawing, the 3-4 clutch 43 and the second duty valve 67 are connected via the line 117 and the line 125. The line pressure is supplied to the third duty valve 68 by connecting the line 113 and the line 114. In this case, the reverse clutch 42 and the low reverse brake 45 are connected to the drain ports 57d and 57e of the second shift valve 57, respectively.

On the other hand, when the valve spool of the second shift valve 57 is located on the right side in the figure, the hydraulic chamber of the reverse clutch 42 communicates with the reverse line 107, and the line 118 and the line 125 are connected. The low reverse brake 45 and the second duty valve 67 are connected. In this case, the 3-4 clutch 43 and the third duty valve 68 (in other words, the apply chamber 44a of the 2-4 brake 44) communicate with the drain ports 57d and 57e of the second shift valve 57, respectively. in this way,
In the present embodiment, the second shift valve 57 includes a common exhaust pressure port 57d for discharging the hydraulic pressure in the hydraulic chambers of the 3-4 clutch 43 and the reverse clutch 42, a low reverse brake 45 and a 2-4 brake 44, respectively. A common exhaust pressure port 57e for discharging the hydraulic pressure in each hydraulic chamber of the (apply chamber 44a) is provided. As a result, compared with the case where the exhaust pressure port is provided for each of the friction elements 42 to 45,
The length of the shift valve 57 can be set short.

Of the friction elements 42 to 45, the 3-4 clutch 43 and the low reverse brake 45, the low reverse brake 45 and the 2-4 brake 44, and the 2-4 brake 44 and the reverse clutch 42 are as described above. When they are simultaneously engaged, the operation of the speed change gear mechanism 30 is locked and a so-called interlock occurs, but in the present embodiment, this interlock is caused by a single shift valve (second shift valve 57). It is designed to be avoided by switching roads (lines). The second shift valve 57 corresponds to the "shift valve" described in each claim of the present application. That is, the 3-4 clutch 43
Alternatively, when the 2-4 brake 44 is engaged (that is, the valve spool of the second shift valve 57 is located on the left side in the drawing), the low reverse brake 45 and the reverse clutch 42 are released, and the low reverse brake 45 is released. When the brake 45 or the reverse clutch 42 is engaged (that is, the valve spool of the second shift valve 57 is located on the right side in the drawing), 3
The -4 clutch 43 and the 2-4 brake 44 are released. In this way, by switching the oil passage by the single shift valve (second shift valve 57), interlocking of the plurality (four) of friction elements 42 to 45 can be reliably avoided with a relatively simple configuration. It is possible.

Further, in this embodiment, as described above, 3-
The 4th clutch 43 and the low reverse brake 45 have a second
A second duty valve 67 is connected via a shift valve 57, and the second duty valve 67 supplies hydraulic pressure to the hydraulic chambers of the 3-4 clutch 43 and the low reverse brake 45. This second duty valve 6
7 and 3-4 clutch 43 or low reverse brake 4
The connection state with 5 is selectively switched by switching the position of the valve spool of the second shift valve 57. The second duty valve 67 corresponds to the hydraulic pressure supply means described in claim 3 of the present application.
As a result, two friction elements that are not simultaneously engaged (3-4 clutch 43 and low reverse brake 45)
The hydraulic pressure supply means (second duty valve 67) can be shared with a simple structure, and the structure of the hydraulic pressure control circuit 50 can be simplified.

Further, in the present embodiment, the line 127 in which the supply of the hydraulic pressure (control source pressure) is controlled by the manual valve 52 is connected to the control port 57b on the one end side (the left end in the figure) of the second shift valve 57. While the control source pressure is guided through the branch line 128, a line 143 and a line 103 whose connection state is switched by the third shift valve 58 are connected to the control port 57a on the other end side (the right end in the drawing).
The solenoid pressure of the first ON-OFF valve 61 is introduced via the and. The first ON-OFF valve 61 is
It corresponds to the solenoid valve described in claim 4 of the present application. Then, the pilot pressure is supplied to one of the left and right control ports 57a and 57b, whereby the valve spool of the second shift valve 57 is moved and the oil passage is switched.

On the upstream side of the third shift valve 58,
In addition to the line 103, lines 146 and 147 respectively branched from the line 101 that supplies a constant pressure from the reducing valve 71 are connected, and a line communicating with a line 125 on the downstream side of the second duty valve 67. 148 is connected. On the other hand, on the downstream side of the third shift valve 58, in addition to the line 143, a line 144 connected to the control port 56a of the first shift valve 56 and an upstream side of the first shift valve 56 are connected. A line 149 communicating with the line 124 is connected, and a control port 58a of the third shift valve 58 is further branched from a line 117 (3-4 clutch line) from the second shift valve 57 to the 3-4 clutch 43. The branch line 145 is connected.

Therefore, when the valve spool of the third shift valve 58 is located on the right side in the figure, the line 1
47 and the line 144 communicate with each other, and the first shift valve 56
A constant pressure from the reducing valve 71 is introduced as a pilot pressure to the control port 56a, and the valve spool of the first shift valve 56 is shifted to the left side in the drawing. At this time, the first ON-OFF valve 61 is connected to the control port 57a on the right side of the second shift valve 57 via the line 103 and the line 143, and the first ON-OFF valve 61 is connected.
The solenoid pressure of the OFF valve 61 can be supplied as pilot pressure. When the pilot pressure is supplied to the right side control port 57a of the second shift valve 57, the valve spool of the second shift valve 57 is shifted to the left side in the drawing, and the line 117 and the line 125
The 4-clutch 43 and the second duty valve 67 are connected.

Then, when the hydraulic pressure is supplied from the second duty valve 67 to the hydraulic chamber of the 3-4 clutch 43 and the pressure value is increased to a predetermined value or more, a line 117 is passed through the line 145. The pressure at the control port 58a of the third shift valve 58 communicating with the third shift valve 58 increases,
The valve spool of the shift valve 58 is moved to the left side in the figure. As a result, the line 146 and the line 143 communicate with each other this time, and the constant pressure from the reducing valve 71 is guided to the right side control port 57a of the second shift valve 57 as the pilot pressure. At this time, the first shift valve 5 is connected via the line 103 and the line 144.
The first ON-OFF valve 61 is connected to the control port 56a of No. 6 so that the solenoid pressure of the first ON-OFF valve 61 can be supplied as the pilot pressure.

As described above, the 3-4 clutch 43 is a friction element which is engaged at the high speed side gear stages of the third or higher speed in the forward range and is released at the low speed side gear stages of the second speed or lower.
The shift valve 56 is a shift valve that can be switched between the third speed or lower in the forward range where the forward clutch 41 is engaged and the fourth speed where the forward clutch 41 is disengaged (in other words, in the shift range on the high speed side). . Also, the second
The shift valve 57 engages / disengages the low reverse brake 45 according to the switching of the shift position of the valve spool.
Release is switched. In other words, between the second speed in the forward range and the first speed at which engine braking is obtained (in other words,
It is a shift valve that can be switched (in a low speed side shift range). Therefore, the first shift valve 56 and the second shift valve 57 are not used at the same time.

As described above, according to the operating state of the friction element (3-4 clutch 43), the operating state of which can be switched between the high-speed gear stage of 3rd or higher and the low-speed gear stage of 2nd or lower
The first ON-OFF valve 61 is selectively used as the control port 56a of the first shift valve 56 or the second shift valve 57.
Of the solenoid valve (ON-OF) by connecting to the control port 57a of the solenoid valve and supplying the solenoid pressure according to the switching timing of the shift valve 56 or 57.
F valve) 61 solenoid pressure to the above two shift valves 5
It can be selectively used for switching 6,57.
In other words, the first ON-OFF valve 61 that can supply the solenoid pressure to the shift valves 56 and 57 can be shared by the two shift valves 56 and 57 that are not used at the same time, and the hydraulic control circuit 50 can be used. The structure of can be simplified.

The first shift valve 56 has a line 1
When the release chamber 44b of the 2-4 brake 44 is connected via 15 and the valve spool of the first shift valve 56 is located on the left side in the drawing, the above line 1 is used.
15 and the line 124 communicate with each other. The line 124 is
A line 125 that branches from the second duty valve 67 to the second shift valve 57 branches off, and an orifice 75 that narrows the flow path is provided between this branching section and the second duty valve 67. There is. Furthermore, the above line 1
24 is the third shift valve 5 from the middle of the line 125.
8 is connected to the line 149.

Then, at the time of shifting from the first speed to the second speed in the forward range (that is, when the hydraulic pressure is supplied to the apply chamber 44a of the 2-4 brake 44 and the hydraulic oil in the release chamber 44b is discharged). No hydraulic pressure is supplied to the hydraulic chamber of the 3-4 clutch 43, and no pilot pressure is introduced to the control port 58a of the third shift valve 58.
The valve spool of the shift valve 58 is located on the right side in the figure, and in this state, the line 149 and the line 1
It communicates with 48. Therefore, in this case, the hydraulic oil discharged from the release chamber 44b via the line 115 and the line 124 can be discharged via the line 149 and the line 148 instead of the orifice 75. That is, the line 149 and the line 148 form a bypass oil passage that bypasses the orifice 75,
The release chamber 4 is connected through the bypass oil passages 149 and 148.
By promptly discharging the hydraulic oil in 4b, it is possible to effectively prevent the residual pressure from remaining in the release chamber 44b and the delay of the shift timing. On the other hand, when the hydraulic pressure is supplied to the release chamber 44b (during shifting from the second speed to the third speed), the hydraulic oil is supplied through the orifice 75. The hydraulic pressure can be supplied while keeping the pressure in the hydraulic chamber at substantially the same pressure, and a good shift feeling can be obtained.

Switching of the shift position of the valve spool of the third shift valve 58 for passing through the bypass oil passages 149 and 148 is performed in the hydraulic chamber of the 3-4 clutch 43 not related to the shift from the first speed to the second speed. It is done by pressure. That is, when the pressure of the hydraulic chamber of the 3-4 clutch 43 becomes equal to or higher than a predetermined pressure slightly higher than the piston stroke pressure of the 3-4 clutch 43, the position of the valve spool of the third shift valve 58 is changed. By-pass oil passages 149, 1 switched to bypass the orifice 75
48 is adapted to be closed. As a result, when shifting from the 2nd speed to the 3rd speed, the pressure in the hydraulic chamber of the 3-4 clutch 43 reaches its piston stroke pressure (that is, 3-
After the stroke operation of the piston of the 4-clutch 43 is completed) and after the switching of the 3-4 clutch 43 and the 2-4 brake 44 is started, hydraulic pressure is supplied through the orifice 75 so that both frictions are reduced. It is possible to smoothly change the elements 43 and 44 and obtain a good shift feeling.

When shifting from the 1st speed to the 2nd speed, the hydraulic oil on the release chamber 44b side of the 2-4 brake 44 can be discharged at the earliest possible timing. At this time, the residual pressure temporarily left in the release chamber 44b of the 2-4 brake 44 spills through the lines 124 and 125, the second shift valve 57 and the line 145, and enters the control port 58a of the third shift valve 58. Although it may be possible to operate, since the switching point of the third shift valve 58 for forming the bypass oil passages 149 and 148 is set as described above, the residual pressure affects the third shift valve 58. The shift position of the valve spool cannot be switched too low. That is, when the 3-4 clutch 43 and the 2-4 brake 44 are changed over, 3
The hydraulic pressure can be supplied so that the hydraulic pressure chamber of the -4 clutch 43 and the release chamber 44b of the 2-4 brake 44 are maintained at the same pressure, and the release chamber 44b can be used when shifting from the first speed to the second speed. The optimal switching timing can be set so as to prevent the third shift valve 58 from being inadvertently switched due to the residual pressure on the side and the bypass oil passages 149 and 148 are closed.

By the way, the automatic transmission 10 has the structure shown in FIG.
As shown in, a controller 150 for controlling the first and second ON-OFF valves 61 and 62, the first to third duty valves 66 to 68, and the linear solenoid valve 69 in the hydraulic control circuit 50 is provided, and
The controller 150 includes a sensor 15 for detecting a vehicle speed of the vehicle, a throttle opening as an engine load, a shift position (range) selected by the driver, and the like.
Signals from the sensors 1, 152, 153 are input, and the valves 61, 6 are operated in accordance with the operating states of the vehicle or engine indicated by the signals from the sensors 151, 152, 153.
It is designed to control the operation of 2,66 to 69.

Next, the first and second ON-OFF valves 61 and 62 and the first to third duty valves 66 to 68.
The relationship between the operating state of and the operating pressure supply / discharge state of the friction elements 41 to 45 with respect to the hydraulic chambers will be described for each shift speed. Here, the first and second ON-OFF valves 61 and 62 and the first to second
The combinations of operating states (solenoid patterns) of the third duty valves 66 to 68 for each gear are shown in the following tables.
It is set as shown in (Table 2 to Table 6). Table 2 shows the case where the shift is an upshift, Table 3 shows the case where the shift is a downshift, and Table 4 shows the case where the downshift is the first speed in the L range, and Table 5 shows the manual valve 5.
Solenoid pattern corresponding to range selection by 2
Further, Table 6 shows the cases where the lockup control is performed in the third speed and the fourth speed, respectively.

Further, in each of these tables, a circle indicates that each solenoid valve 61, 62 and 66 to 68 is
In the energized (ON) state, the oil passage on the upstream side is shut off and the oil passage on the downstream side is drained, and the x mark indicates that the solenoid valves 61, 62 and 66 to 68 are not energized.
In the (OFF) state, the upstream oil passage is communicated with the downstream oil passage, and the original pressure is directly supplied to the downstream side. Further, the mark ● indicates that the duty valves 66 to 68 have their original pressures adjusted to a predetermined value by duty control and then supplied to the downstream side. Further, in the left column of each table, FWD sets the forward clutch 41 to S / A and S.
/ R is the apply chamber 44a and release chamber 44b of the 2-4 brake 44, 3-4 is the 3-4 clutch 43, L /
R is the low reverse brake 45, REV is the reverse clutch 42, and T / CF and T / CR are the front chamber 26a and the rear chamber 26b of the lockup clutch 26.
, Respectively.

Furthermore, in the left column of each table, the first,
The second ON-OFF is the first and second ON-OFF valves 61 and 62, and the first, second and third duty are the first, second and third duty valves 66, 67 and 68, respectively.
Each represents. Further, in the upper column of each table, arrows (→, ←, etc.) indicate the direction of gear shift or the direction of range change by manual operation. For example,
3 → 4 indicates a shift from 3rd speed to 4th speed, and N ← D indicates a change operation from the D range to the N range. In addition, L / U in the upper column of Table 6 represents the lockup control state. Furthermore, in each table, P
L is the line pressure, Pacc is the accumulator pressure, Ptc is the torque converter pressure, and P ₁ , P ₂ , P.
₃ is the first, second and third duty valves 66, 6 respectively
The duty control pressure by 7,68 is shown.

[0059]

[Table 2]

[0060]

[Table 3]

[0061]

[Table 4]

[0062]

[Table 5]

[0063]

[Table 6]

First, in the first speed (excluding the first speed in the L range), as shown in Tables 2 and 3 and FIG.
The -OFF valve 62 is in a non-energized (OFF) state and communicates the upstream and the downstream thereof, and the pilot pressure from the second ON-OFF valve 62 is transmitted through the second solenoid pressure supply line 104 to the lockup shift valve. As a result of being supplied to the control port 76a of the valve 76, the spool of the valve 76 is located on the right side in the drawing, and the downstream line 123 of the first duty valve 66 and the forward clutch line 121 are in communication. Further, the first duty valve 66 is in a non-energized (OFF) state so that the upstream and downstream sides thereof are in communication with each other, and the control source pressure from the line 111 is supplied as it is to the hydraulic chamber of the forward clutch 41, and the clutch 41 is It is concluded. Here, when the supply of the forward clutch pressure is started, the hydraulic pressure is gently supplied through the orifice 73. Furthermore, at this time,
Since the line 134 reaching the front chamber 26a of the lockup clutch 26 and the torque coverter line 131 communicate with each other, the torque converter pressure is introduced into the front chamber 26a, and the lockup clutch 26 is released. .

Further, in this first speed, the second duty valve 67 is energized (ON), and the lines 125 and 11 are
7 and the line 145 are used to drain the control port 58a of the third shift valve 58, and by positioning the valve spool of the third shift valve 58 on the right side in the drawing, the line 144 and the line 147 communicate with each other. As a result of the constant pressure being supplied from the reducing valve 71 to the control port 56a of the first shift valve 56, the valve spool of the first shift valve 56 is located on the left side in the drawing. As a result, the branch line 122 branched from the forward clutch line 121 communicates with the line 141 leading to the accumulator 72.
Therefore, when the forward clutch 41 is engaged during the N-D operation, etc., the accumulator 72
The clutch 41 is loosely engaged by the action of, and the shock at the time of the N-D operation or the like is reduced together with the action of the orifice 73.

Further, in this first speed, the first ON-OFF valve 61 is in a non-energized (OFF) state and the downstream side thereof is communicated, and the second shift valve 57 is connected via the line 103 and the line 143. By supplying the pilot pressure to the right side control port 57a, the spool of the second shift valve 57 is located on the left side in the drawing. At this time, the forward line 106 and the supply line 114 to the third duty valve 68 communicate with each other,
Line pressure is supplied to the third duty valve 68,
The third duty valve 68 is energized (ON) and is in a drain state, and the apply chamber 44a of the 2-4 brake 44 is provided.
No hydraulic pressure is supplied to.

Next, in the second speed state, as shown in Tables 2 and 3 and FIG. 5, the third duty valve 68 is OF
F is made to communicate the upper and lower sides, and the forward line 106,
The line pressure is directly supplied to the apply chamber 44a of the 2-4 brake 44 via the line 114 and the servo apply line 119. In addition, other duty valve 6
Regarding 6,67 and ON-OFF valves 61,62,
The operating state is the same as in the first speed. This allows
In addition to the forward clutch 41, the 2-4 brake 44 is engaged.

As shown in Table 2, the solenoid pattern is shown as an intermediate pattern (1 → 2) between the first speed and the second speed.
When shifting from the 1st speed to the 2nd speed (1-2 shift),
The duty valve 68 generates and supplies the servo apply pressure by duty control to smoothly perform the engaging operation of the 2-4 brake 44. Then, the third duty valve 68 stops the duty control after shifting to the second speed and operates so as to supply the line pressure as it is as the servo apply pressure. In this case, since the valve spool of the third shift valve 58 is located on the right side in the drawing, the line 149 and the line 148 communicate with each other, and a bypass oil passage that bypasses the orifice 75 provided in the line 125 is formed. As described above, when shifting from the first speed to the second speed, as described above, the hydraulic oil on the release chamber 44b side is discharged not through the orifice 75 but through the bypass oil passages 149 and 148. This prevents the shift timing from being delayed due to the residual pressure remaining on the release chamber 44b side. The switching timing of the third shift valve 58 for forming the bypass oil passages 149 and 148 is as described above. Further, the solenoid pattern at the time of downshifting from the 2nd speed to the 1st speed is the same as that in the case of the upshift (1-2 shift).

Further, as shown in Table 2 as a solenoid pattern as an intermediate pattern (2 → 3) between the 2nd speed and the 3rd speed, when the 2nd speed is changed to the 3rd speed (2-3rd speed),
The duty valve 67 uses the line pressure supplied from the main line 100 as an original pressure to generate an operating pressure. This operating pressure is guided to the first shift valve 56 via lines 125 and 124, and is also guided to the second shift valve 57 via line 125. These line 124 and line 125 are servo release lines 115 and 3 which communicate with the release chamber 44b of the 2-4 brake 44, respectively, because the spools of the first shift valve 56 and the second shift valve 57 are both located on the left side in the figure.
-Communicating with a 3-4 clutch line 117 which communicates with the hydraulic chamber of the -4 clutch 43. Therefore, the operating pressure generated by the second duty valve 67 is supplied to the release chamber 44b of the 2-4 brake 44 and the hydraulic chamber of the 3-4 clutch 43 as the servo release pressure and the 3-4 clutch pressure, respectively. For the second speed state, the 2-4 brake 44 is released while the 3-4 clutch 43 is engaged.

Here, at the time of this 2-3 shift, the second
The duty valve 67 generates the servo release pressure and the 3-4 clutch pressure by the duty control, and the third duty valve 68 that supplies the line pressure to the apply chamber 44a of the 2-4 brake 44 in the second speed state also servos. By adjusting the apply pressure with duty control, 2
The release operation of the -4 brake 44 and the engagement operation of the 3-4 clutch 43 are performed at more appropriate timings to reduce shift shock during 2-3 shifts. Further, at this time, since the release chamber 44b and the hydraulic chamber of the 3-4 clutch 43 communicate with each other as described above, the supply timing of the hydraulic pressure from the second duty valve 67 is adjusted via the orifice 75. While release chamber 44b and 3-4
It is guided to the hydraulic chambers of the clutch 43 at the same time, and the hydraulic pressure can be supplied while keeping these chambers at substantially the same pressure.

In the 2-3 speed, in the second speed state, the valve spool of the third shift valve 58 is located on the right side in the drawing, and the bypass oil passages 149 and 148 bypassing the orifice 75 are formed. However, as mentioned above,
When the pressure of the 3-4 clutch 43 increases and the pressure of the 3-4 clutch line 117 becomes slightly higher than the stroke pressure of the clutch 43, the shift position of the valve spool of the third shift valve 58 is switched, The communication between the line 148 and the line 149 is cut off and the bypass oil passages 149 and 148 are closed. Along with this, the connection relation for the line 103 is switched, the line 103 communicates with the line 144, and the first O
The pilot pressure from the N-OFF valve 61 is guided to the control port 56a of the first shift valve 56, while the second
A constant pressure from the reducing valve 71 is introduced to the right control port 57a of the shift valve 57.

After shifting to the third speed, as shown in Tables 2 and 3 and FIG. 6, the duty control of both the second duty valve 67 and the third duty valve 68 is stopped, and 3-4 As the clutch pressure, the servo release pressure, and the servo apply pressure, the line pressure is supplied as it is. The solenoid pattern at the time of downshifting from the 3rd speed to the 2nd speed (3-2 speed) is the same as that of the upshift (2-3 speed).

Further, in the fourth speed, as shown in Tables 2 and 3 and FIG. 7, the first duty valve 66 is energized (O
N) and the forward clutch line 121 on the downstream side is brought into the drain state. In addition, the first ON-OFF valve 61
Is energized (ON) to drain the control port 56a of the first shift valve 56 and move the spool to the right.
As a result, the forward clutch line 121 and the servo release line 115 are brought into communication with each other via the line 122. Therefore, depending on the switching state of the lockup shift valve 76, from the first duty valve 66 via the line 123 or from the drain port 56d of the first shift valve 56 via the line 140,
The forward clutch pressure and the servo release pressure are discharged at the same time. That is, with respect to the state of the third speed, the forward clutch 41 is released and the 2-4 brake 44 is engaged again.

In Table 2, the solenoid pattern is shown as an intermediate pattern (3 → 4) between the third speed and the fourth speed.
The value of the servo apply pressure is appropriately controlled by adjusting the operating pressure by the duty valve 68 by the duty control, and the shift shock at the time of the 3-4 shift is suppressed. Further, as shown in Table 3, for the shift from the fourth speed to the third speed (4-3 shift), when the forward clutch 41 is engaged during the 4-3 shift with the engine in the power-off state. In the fourth speed state, the line pressure is accumulated in the accumulator 72, and the first ON-OFF valve 61 is turned off.
By moving the spool of the shift valve 56 to the left, first, hydraulic oil is supplied from the accumulator 72 to the hydraulic chamber of the forward clutch 41. This allows
The time until the hydraulic oil fills the hydraulic chamber or the forward clutch line 121 is shortened, and the forward clutch 41 is quickly engaged.

On the other hand, in the first speed in the L range, Table 4 and FIG.
As shown in, the second ON-
The OFF valve 62 supplies solenoid pressure to the control port 76a of the lockup shift valve 76, and moves the valve spool of the lockup shift valve 76 to the right side in the drawing. Then, the first duty valve 66 uses the line pressures from the forward line 106 and the line 111 as the forward clutch pressure and the forward clutch line 12
By supplying 1 to 1, the forward clutch 41 is engaged. At the same time, the first ON-OFF valve 61 is energized (ON) to be in the drain state, and the second
The valve spool of the shift valve 57 is moved to the right side in the figure. This allows line 144 and line 1
47 communicates with the control port 5 of the first shift valve 56.
A constant pressure from the reducing valve 71 is introduced to 6a, and the valve spool of the first shift valve 56 moves to the left side in the drawing.

Then, the second duty valve 67 supplies the line pressure from the main line 100 to the lines 125 and 124. As a result, the line pressure from the second duty valve 67 is changed to the servo release line 11
5 and low reverse brake line 118.
Therefore, at the first speed in the L range, the low reverse brake 45 is engaged in addition to the forward clutch 41, and the first speed at which the engine brake operates is obtained.

Further, in the R range, as shown in Table 5 and FIG. 9, the second duty valve 67 supplies the line pressure from the main line 100 to the line 125 and the line 124 as in the case of the first speed in the L range. As a result, the line pressure from the second duty valve 67 is changed to the servo release line 115 and the low reverse brake line 11.
8 and the low reverse brake 45 is engaged. Also, from the manual valve 52 to the reverse line 107
Line pressure is introduced into the second shift valve 5
By being supplied to the reverse clutch line 116 through 7, the operating pressure is supplied to the hydraulic chamber of the reverse clutch 42. Therefore, in the R range, the low reverse brake 45 and the reverse clutch 42 are engaged. In the R range, since the line pressure is not introduced to the forward line 106, the forward clutch 4 is irrespective of the operating states of the first and second duty valves 66 and 67.
No operating pressure is supplied to the 1 or 3-4 clutch 43.

Next, referring to Table 6, FIG. 10 and FIG. 11, the case where the lockup control is performed in the third speed or the fourth speed will be described. First, when lockup control is performed from the lockup non-controlled state in the third speed, the second ON-OFF valve 62 is energized (ON) and its downstream side (that is, the lockup shift valve 76
Control port 76a of FIG. 10 is drained, and the valve spool of the lock-up shift valve 76 moves to the left side in the figure, as shown in FIG. Thus, the forward clutch line 121 and the source pressure supply line 140, the downstream line 123 of the first duty valve 66 and the front chamber 26a of the lockup clutch 26, and the torque converter line 131 and the rear chamber 26b of the lockup clutch 26 are Communicate with each other. At the same time, the first duty valve 66 is controlled so as to drain its downstream side.

Therefore, as a result of the torque converter pressure being supplied to the rear chamber 26b, the lockup clutch 26 is engaged and lockup control is performed. Further, in this case, the forward clutch line 121 includes the line 1
12 and the forward pressure supply line 140, the forward line 1
The line pressure from 06 is supplied, and the engaged state of the forward clutch 41 is maintained by this line pressure. Thus, by providing the source pressure supply line 140, even when the first duty valve 66 is connected to the lockup control circuit, the forward clutch 41 is connected to the forward clutch line 121 via the source pressure supply line 140. The fastening pressure can be supplied. During the transition process (3↔3L / U) between the control state and the non-control state of the lockup clutch 26, the first duty valve 66 is duty-controlled so that this transition is performed as smoothly as possible. .

When the lockup control is performed from the lockup non-controlled state in the fourth speed, the second ON-OFF valve 62 is energized (ON) and the downstream side thereof (that is, in the same manner as in the third speed). The control port 76a of the lock-up shift valve 76 is drained, and the valve spool of the lock-up shift valve 76 moves to the left side in the figure, as shown in FIG. Accordingly, the forward clutch line 121, the source pressure supply line 140, and the downstream side line 12 of the first duty valve 66.
3 and the front chamber 26a of the lockup clutch 26, and the torque converter line 131 and the rear chamber 26b of the lockup clutch 26 communicate with each other. Also,
At the same time, the first duty valve 66 is controlled to drain its downstream side. In addition, in this 4th speed,
Since the valve spool of the first shift valve 56 is located on the right side in the drawing, the source pressure supply line 140 communicates with the drain port 56d of the shift valve 56.

Therefore, as a result of the torque converter pressure being supplied to the rear chamber 26b, the lockup clutch 26 is engaged and lockup control is performed. Further, in this case, the forward clutch line 121 communicates with the drain port 56d of the first shift valve 56 via the source pressure supply line 140, and the source pressure supply line 140 is discharged from the drain port 56d. The forward clutch 41 is released. As described above, even when the first duty valve 66 is connected to the lockup control circuit, the position of the valve spool of the first shift valve 56 is switched, so that the forward clutch 41 is released without any trouble and the fourth speed is set. Can be shifted to. Also in this case, in the transition process (4⇔4L / U) between the control state and the non-control state of the lock-up clutch 26, the first duty valve 66 is operated so that the transition is performed as smoothly as possible. Controlled.

During the 3-4 shift, if the lockup control is performed before the shift, the forward clutch is maintained so that the connection state of the first duty valve 66 to the lockup control circuit side can be maintained. The hydraulic chamber 41 is drained by exhausting the source pressure supply line 140 from the drain port 56d of the first shift valve 56. Further, during the 3-4 shift, when the lockup control is not performed before the shift, the hydraulic chamber of the forward clutch 41 is drained by the first duty valve 66 so that the shift shock can be reduced. Further, during the 4-3 gear shift, the operating pressure supplied to the hydraulic chamber of the forward clutch 41 is set to the first duty valve in the lockup non-controlled state so that the shift shock can be more reliably reduced. Gear shifting is performed (accurately controlled by 66).

As described above, according to this embodiment, since the second shift valve 57 is provided, the 3-4 clutch 43 (first friction element) or the 2-4 brake 44 is provided.
When the (third friction element) is engaged, the low reverse brake 45 (second friction element) and the reverse clutch 42 (fourth friction element) are released, and the low reverse brake 45 or the reverse clutch 42 is engaged. The oil passages can be switched so as to release the 3-4 clutch 43 and the 2-4 brake 44 during the operation, and it is possible to reliably prevent the friction elements of the above combinations from being simultaneously engaged, and avoid the interlock. You can do it. In this case, since the switching of the oil passage is performed by the single shift valve 57 (second shift valve), the hydraulic control device 50 is not particularly complicated, and a plurality of ( It is possible to avoid interlocking with the four friction elements 42 to 45.

Further, according to this embodiment, the second shift valve 57 includes the two common exhaust pressure ports 57d and 57d.
Since e is provided, the valve length of the shift valve 57 can be shortened as compared with the case where the exhaust pressure port is provided for each of the four friction elements, and the valve 57 can be downsized and the space can be saved. Can be planned.

Further, according to this embodiment, the second shift valve 57 is the 3-4 clutch 43 (first friction element).
Alternatively, since the connection state between the low reverse brake 45 (second friction element) and the second duty valve 67 is selectively switched, this shift valve 57 is used to operate one hydraulic pressure supply means 67 (second duty valve). The supplied hydraulic pressure can be selectively used for the friction elements 43 and 45. As a result, it is possible to share the hydraulic pressure supply means for the friction elements 43 and 45, which are prevented from being simultaneously engaged, with a simple structure, simplify the structure of the hydraulic control circuit 50, and save space. Moreover, the cost can be reduced.

Further, according to this embodiment, the second
Each control port 5 provided at the left and right ends of the shift valve 57
Since the control source pressure and the solenoid pressure are introduced to 7d and 57e, the shift position of the valve spool of the shift valve 57 can be switched by switching the introduction state of these pressures.

Next, another embodiment of the present invention will be described in which the interlock of a plurality of (four) friction elements is avoided by switching one shift valve. In the following description, the same reference numerals are given to those having the same configuration and operation as those in the above-described embodiment shown in FIGS. 1 to 11 (for example, each friction element in the automatic transmission). And further description is omitted. The mechanical structure of the automatic transmission according to the other embodiment is the same as that shown in FIG. 2, and the relationship between the operating states of the friction elements 41 to 45 and the one-way clutch 46 and the shift speed is as described above. It is similar to that shown in Table 1.

FIG. 12 shows the overall construction of the hydraulic control circuit of the automatic transmission according to the other embodiment. The hydraulic control circuit 250 has, as its main components, a regulator valve 251 for generating a line pressure, a manual valve 252 for manually switching a range, and first and second shift valves for switching an oil passage according to a gear position. A1, A
2 and first and second ON-OFF valves B1 and B2 (ON-O for operating these shift valves A1 and A2).
(FF solenoid valve) and the first, second, and third for controlling the operating pressure supplied to the hydraulic chambers of the friction elements 41 to 45.
It is provided with duty valves C1, C2, C3 (duty solenoid valves) and the like. These solenoid valves B1, B2 and C1, C2, C3 are all 3-way valves,
The operation mode of the duty valves C1, C2, C3 is the same as that in the above-described embodiment (duty valves 66, 67, 68), but the ON-OFF valves B1, B2 are those in the above-mentioned embodiment. (O
Unlike the N-OFF valves 61, 62), energization (O
In the N) state, the upper and downstream oil passages are set to communicate with each other.

The hydraulic pressure from the oil pump 12 is adjusted to a predetermined line pressure by the regulator valve 251, and then supplied to the manual valve 252 via the main line 300, and the reducing valve 2
71 and the third duty valve C3 are supplied as control source pressure, and further are supplied as back pressure to the accumulator 272 for engaging the forward clutch 41. The line pressure supplied to the reducing valve 271 is reduced to a constant value by the valve 271 and then the line 3
01, 302 through the first and second ON-OFF valve B
1 and B2. When the first ON-OFF valve B1 is ON, it is further supplied as a pilot pressure to the control port A1a at one end (left end in the figure) of the first shift valve A1 via the line 303, and the valve spool of the shift valve A1 is supplied. Energize to the right in the figure. Further, when the second ON-OFF valve B2 is ON, the above constant pressure is further transmitted through the line 304 to the control port A2 at one end (the right end in the figure) of the second shift valve A2.
a, and biases the valve spool of the shift valve A2 to the left side in the drawing. The constant pressure from the reducing valve 271 is also supplied to the pressure adjusting port of the regulator valve 251 via the line 305,
At that time, the linear solenoid valve 269 provided in the line 305 adjusts the load according to, for example, the engine load.

On the other hand, the line pressure supplied from the main line 300 to the manual valve 252 is introduced into the forward line 306 in each of the D, S and L ranges and into the reverse line 307 in the R range. The advance line 306
Is branched into three lines 311, 312, 313, of which the branch line 311 is the first duty valve C1.
And the line pressure is supplied to the valve C1 as the control source pressure. Further, the branch line 312 is the first shift valve A.
1, the branch line 313 supplies the line pressure to the second shift valve A2. And this branch line 3
13 communicates with the line 314 when the valve spool of the second shift valve A2 is located on the right side in the drawing,
While supplying the line pressure to the first shift valve A1,
A line pressure is supplied to the second duty valve C2 as a control source pressure via a line 315 branched from the line 314.

Of the respective duty valves C1 to C3 to which the control source pressure is supplied from the upstream side as described above, the forward clutch line 321 provided with the orifice 273 is provided on the downstream side of the first duty valve C1. Line 3 branched from the forward clutch line 321 while being guided to the hydraulic chamber of the forward clutch 41 via
22 is guided to the first shift valve A1. The forward clutch line 321 has an orifice 273.
A bypass line 323 for bypassing the
A bypass valve 274 for opening and closing the line 323 is installed. The downstream side of the second duty valve C2 is branched into lines 324 and 325, and these branch lines 324 and 325 are all connected to the first shift valve A1. Further, the downstream side of the third duty valve C3 is connected to the second shift valve A2 via a line 326. On the other hand, the retreat line 307
Is connected to the second shift valve A2 to supply the line pressure to the valve A2. The retreat line 307 also guides the line pressure to the pressure increasing port 251b of the regulator valve 251 through the line 327 to adjust the line pressure in the R range to a value generally higher than the forward range. There is.

The lockup shift valve 276 for controlling the lockup clutch 26 is supplied with the torque converter pressure from the regulator valve 251 through the torque converter line 331 having the relief valve 277, and at both ends. Lines 332 and 333 led from the first and second ON-OFF valves B1 and B2 are connected to the control port, respectively. Then, the pilot pressure is introduced from either the first or second ON-OFF valve B1 or B2, so that the valve spool of the lock-up shift valve 276 is positioned on either the right side or the left side. As in the case, the release / engagement of the lockup clutch 26 is controlled. When the pilot pressure is not supplied, the lockup shift valve 276
The valve spool is located on the right side in the drawing, and the lockup clutch 26 is released. The first and second ON-OFF valves B1 and B2
(ON-OFF solenoid valve), the first, second and third duty valves C1, C2, C3 (duty solenoid valve) and the linear solenoid valve 269,
A controller (not shown) similar to that shown in FIG. 3 is connected so as to be able to send and receive signals, and its operation is controlled according to the operating state of the vehicle or engine.

Here, the hydraulic control circuit 25 according to the present embodiment.
The combinations of the operating states (solenoid patterns) of the ON-OFF valves B1 and B2 of 0 and the duty valves C1, C2 and C3 for each shift speed are set as shown in Table 7 below. In addition, in Table 7, a circle indicates an ON-OF.
The F valves B1 and B2 are ON, and the duty valves C1 to C3 are OFF, and both show the state in which the upstream oil passage communicates with the downstream oil passage. Also ×
The mark indicates OF for the ON-OFF valves B1 and B2.
F, the duty valves C1 to C3 are ON, and all show the state in which the upstream oil passage is shut off and the downstream oil passage is drained. Furthermore, the duty valve C1
“Duty” for C3 indicates a state in which the original pressure is adjusted to a predetermined value by duty control and then supplied to the downstream side.

[0094]

[Table 7]

In the above configuration, the 2-4 brake 44
In the second forward speed and the fourth forward speed in which is engaged, as shown in FIGS. 13 and 15, the valve spool of the second shift valve A2 is located on the right side in the drawing, and the low reverse brake 45 and the reverse clutch 42 are engaged. Both hydraulic chambers are in a drain state. So in this case,
The 2-4 brake 44 is not engaged, the low reverse brake 45 and the reverse clutch 42 are not engaged, and no interlock occurs. Also in the third forward speed and the fourth forward speed in which the 3-4 clutch 43 is engaged, as shown in FIGS. 14 and 15, the valve spool of the second shift valve A2 is also located on the right side in the figure, and the low The hydraulic chambers of the reverse brake 45 and the reverse clutch 42 are both in the drain state.
Therefore, in this case, the 3-4 clutch 43 is not engaged, the low reverse brake 45 is not engaged, and no interlock occurs. Thus, the interlocking of the four friction elements 42, 43, 44, 45 can be avoided by the action of one shift valve (second shift valve A2).

Further, in the first speed in the L range where the low reverse brake 45 is engaged, as shown in FIG.
The valve spool of the second shift valve A2 is located on the left side in the figure, and the apply chamber 4 of the 2-4 brake 44 is located.
4a is in a drain state. In this case, 3
The hydraulic pressure is not supplied to the -4 clutch 43. Therefore, the 3-4 clutch 43 and the 2-4 brake 44 are not engaged while the low reverse brake 45 is engaged, and no interlock occurs. In addition,
Reverse clutch 42 and low reverse brake 45
Even at the reverse speed at which is engaged, as shown in FIG.
The valve spool of the second shift valve A2 is also located on the left side in the figure, and the apply chamber 44a of the 2-4 brake 44 is in the drain state. Further, in this case, the hydraulic pressure is not supplied to the 3-4 clutch 43. Therefore, when the low reverse brake 45 and the reverse clutch 42 are engaged, the 3-4 clutches 43 and 2
The -4 brake 44 is not engaged and no interlock occurs. That is, even in these cases, the interlock of the four friction elements 42, 43, 44, 45 can be avoided.

It should be noted that the present invention is not limited to the above-described embodiments, and it goes without saying that various changes can be made to, for example, constituent parts, combinations or arrangements thereof without departing from the scope of the invention. Is.

[Brief description of drawings]

FIG. 1 is a skeleton diagram showing a mechanical configuration of an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a circuit diagram showing an overall configuration of a hydraulic control circuit of the automatic transmission.

FIG. 3 is a control system diagram for each solenoid valve of the hydraulic control circuit.

FIG. 4 is an enlarged view of a main part of a hydraulic control circuit showing a first speed state.

FIG. 5 is an enlarged view of a main part of a hydraulic control circuit showing a second speed state.

FIG. 6 is an enlarged view of a main part of a hydraulic control circuit showing a third speed state.

FIG. 7 is an enlarged view of a main part of a hydraulic control circuit showing a state of fourth speed.

FIG. 8 is an enlarged view of a main part of the hydraulic control circuit showing a state of the first speed in the L range.

FIG. 9 is an enlarged view of a main part of a hydraulic control circuit showing a state of reverse speed.

FIG. 10 is an enlarged view of a main part of a hydraulic control circuit showing a lockup control state at a third speed.

FIG. 11 is an enlarged view of a main part of a hydraulic control circuit showing a lockup control state at a fourth speed.

FIG. 12 is a circuit diagram showing an overall configuration of a hydraulic control circuit of an automatic transmission according to another embodiment of the present invention.

FIG. 13 is an enlarged view of a main part of a hydraulic control circuit showing a second speed state in the other embodiment.

FIG. 14 is an enlarged view of a main part of a hydraulic control circuit showing a state of a third speed according to the other embodiment.

FIG. 15 is an enlarged view of the essential parts of the hydraulic control circuit showing the state of the fourth speed in the other embodiment.

FIG. 16 is an enlarged view of a main part of a hydraulic control circuit showing a state of L range first speed according to the other embodiment.

FIG. 17 is an enlarged view of a main part of a hydraulic control circuit showing a state of reverse speed in the other embodiment.

[Explanation of symbols]

10 ... Automatic transmission 42 ... Reverse clutch (4th friction element) 43 ... 3-4 clutch (first friction element) 44 ... 2-4 brake (third friction element) 45 ... Low reverse brake (second friction element) 50, 250 ... Hydraulic control circuit (hydraulic control device) 52,252 ... Manual valve 57, A2 ... Second shift valve (shift valve) 57d, 57e ... Exhaust pressure port 61 ... First ON-OFF valve (solenoid valve) 67 ... Second duty valve (hydraulic pressure supply means)

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Shinya Kamata, Shinchi 3-1, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (56) Reference JP-A-7-54980 (JP, A) JP-A-63 -270953 (JP, A) JP-A-4-362360 (JP, A) JP-A-1-188722 (JP, A) JP-A-8-100858 (JP, A) JP-A-1-112061 (JP, A) ) JP-A-3-163265 (JP, A) JP-A-2-85567 (JP, A) JP-A 62-41453 (JP, A) JP-A 61-14644 (JP, A) JP-A 58- 156753 (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 (5)

(57) [Claims] 1. An automatic transmission in which an interlock occurs when the first friction element and the second friction element, the second friction element and the third friction element, and the third friction element and the fourth friction element are simultaneously engaged, respectively. A hydraulic control device for a machine, releasing the second friction element and the fourth friction element when the first friction element or the third friction element is engaged,
A single shift valve is provided for switching the oil passage to release the first friction element and the third friction element when the second friction element or the fourth friction element is engaged. Hydraulic control device for automatic transmission. 2. The shift valve comprises: a common exhaust pressure port for discharging the hydraulic pressure of each hydraulic chamber of the first friction element and the fourth friction element; and a common exhaust pressure port of each hydraulic chamber of the second friction element and the third friction element. The hydraulic control device for an automatic transmission according to claim 1, further comprising another common exhaust pressure port for discharging hydraulic pressure. 3. A hydraulic pressure supply means for supplying hydraulic pressure to the first friction element or the second friction element is connected to the shift valve, and the shift valve is connected to the first friction element or the second friction element. The hydraulic control device for an automatic transmission according to claim 1 or 2, wherein a connection state with the hydraulic pressure supply means is selectively switched. 4. A control source pressure whose supply is controlled by a manual valve is introduced to one end of the shift valve, while a solenoid pressure whose supply is controlled by a solenoid valve is introduced to the other end. The hydraulic control device for an automatic transmission according to any one of claims 1 to 3, characterized in that: 5. The automatic transmission is of a type having four shift speeds in a forward drive range, and the first friction element is engaged at a third speed or a fourth speed in a forward drive range and at a speed lower than the second speed. 3-4 clutch to be disengaged, the second friction element is a low reverse brake that is engaged at the first speed to obtain the reverse range or engine braking, and the third friction element is only when hydraulic pressure acts only on the engagement chamber. 2-4 brake for 2nd speed or 4th speed in the forward range to be engaged, the above-mentioned 4th
The hydraulic control device for an automatic transmission according to any one of claims 1 to 4, wherein the friction element is a reverse clutch that is engaged in a reverse range.