JP3516525B2 - 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 an electronic shift control system fail countermeasure technique capable of changing a gear position by operating a select lever even when an electronic shift control system fails.

[0002]

2. Description of the Related Art Conventionally, a device disclosed in Japanese Examined Patent Publication No. 4-81065 has been known as a device capable of changing a gear position by operating a select lever even when an electronic shift control system fails. As shown in FIG. 13, a hydraulic pressure is applied to the fast reducing pressure port when one range pressure is generated in the oil passage connecting the manual valve (MAN valve) and the fast reducing pressure port of the shift B valve. A first reducing valve that strokes the spool of the shift B valve when actuated is provided.

[0003]

However, in the above-mentioned conventional device, the shift B valve is formed with a step for applying the fast reducing pressure, so that the valve body of the control valve unit has a step. When laying out the spool holes, the large diameter side of the spool needs to be the inlet side of the holes for assembly, and the layout position of the spool hole of the shift B valve is limited.

As a result, the degree of freedom in layout of the many spool holes formed in the valve body is reduced, leading to an increase in size, cost and weight of the control valve unit.

Further, when an attempt is made to add a function capable of changing the gear position by operating the select lever even when a failure occurs based on the existing automatic transmission automatic transmission, the shift valve may be changed or the spool hole layout may be determined. Requires major design changes.

The present invention has been made in view of the above problems, and an object thereof is to provide an automatic transmission in which the gear position can be changed by operating the select lever even when the electronic transmission control system fails. In a hydraulic control device, a hydraulic circuit which is advantageous in terms of space, cost, and weight that does not require a shift valve change can be used as a countermeasure against electronic shift control system failure.

[0007]

In order to achieve the above object, in the invention according to claim 1, as shown in the claim correspondence diagram of FIG. 1, the shift control is performed by the solenoid pressure by the bidirectional shift solenoid a. The valve b is provided, and the spool of the shift valve b is stroked by using the emblem range pressure generated by selecting the manual valve d to the engine brake range position in response to the shift solenoid state when the solenoid control means c fails. in the hydraulic control device for an automatic transmission which is adapted to be changed gear position even when, in the middle of the solenoid pressure oil passage f for connecting the solenoid pressure port e of the shift solenoids a and shift valve b, the engine braking range pressure
Acting regardless of the stroke position of the shift valve,
Cut off the shift solenoid a and the solenoid pressure port e
By be Rukoto characterized in that a switching means g for stroke spool of the shift valve b.

To achieve the above object, in the invention according to claim 2, in the hydraulic control device for an automatic transmission according to claim 1, the shift solenoid a is a normally open type, and the switching means g is an emblem range. The first switching valve is characterized in that the pressure is used as a valve operating signal pressure to switch from a position where the solenoid pressure oil passage f is communicated to a position where it is shut off.

To achieve the above object, in the invention according to claim 3, in the hydraulic control device for an automatic transmission according to claim 1, the shift solenoid a is a normally open type, and the switching means g is a valve. The solenoid pressure oil passage f is shut off by using the introduced envelop range pressure as the operating pressure, and the entrain range pressure introduced to the valve is shifted valve b.
The shuttle ball valve is directly led to the solenoid pressure port e.

To achieve the above object, in the invention according to claim 4, in the hydraulic control device for an automatic transmission according to claim 1, the shift solenoid a is a normally closed type, and the switching means g is an emblem range. The second switching valve is characterized in that the pressure is used as a valve operating signal pressure to switch from a position communicating with the solenoid pressure oil passage f to a position draining the oil of the solenoid pressure port e.

[0011]

The operation of the first invention will be described.

When the electronic speed change control system fails, no drive current is applied from the solenoid control means c to the shift solenoid a, the shift solenoid a is fixed in the fail state, and the spool of the shift valve b fails the shift solenoid a. When the state is open, it is fixed at a position where no solenoid pressure is applied, and when the shift solenoid a is in the closed state, it is fixed at a position where solenoid pressure is applied.

Therefore, the gear position is fixed to a specific gear position (for example, the third speed position) determined by the spool position where the shift valve b is fixed.

When the driver needs a stronger driving force or engine brake during traveling in the gear position fixed state, the solenoids of the shift solenoid a and the shift valve b can be selected by selecting the engine brake range with the select lever. In the switching means g provided in the middle of the solenoid pressure oil passage f that connects with the pressure port e, the emblem range pressure generated by the switching of the manual valve d.
Acts regardless of the stroke position of the shift valve,
The soft solenoid a and the solenoid pressure port e are shut off ,
The spool of the shift valve b strokes from the fixed position.

Therefore, the gear position changes according to the spool stroke of the shift valve b (for example, the third gear position → the second gear position), and a strong driving force and engine braking required by the driver can be obtained.

Further, since the hydraulic pressure to the solenoid pressure port e is switched by using the envelop range pressure, it is not necessary to form a step on the spool of the shift valve b as in the conventional case, and the shift valve b can be changed. It is possible to make the hydraulic circuit advantageous in terms of space, cost and weight that are not required.

The operation of the second invention will be described.

Since the fail state of the shift solenoid a is open, the spool of the shift valve b is fixed at a position where no solenoid pressure is applied when the electronic shift control system fails.

When the engine brake range is selected by the select lever during traveling in the gear position fixed state, the solenoid valve uses the emblem range pressure generated by the select operation in the first switching valve as the switching means g as the valve operating signal pressure. A position where the pressure oil passage f is switched from a communicating position to a blocking position, pilot pressure supplied through a throttle acts on the solenoid pressure port e of the shift valve b, and the spool of the shift valve b does not apply solenoid pressure. Stroke from to the position where solenoid pressure is applied.

The operation of the third invention will be described.

Since the fail state of the shift solenoid a is open, the spool of the shift valve b is fixed at a position where no solenoid pressure is applied when the electronic shift control system fails.

When the engine brake range is selected by the select lever during traveling in the gear position fixed state, the shuttle ball valve, which is the switching means g, generates the enblem range pressure generated by the select operation and guided to the valve. As a result, the solenoid side of the solenoid pressure oil passage f is cut off, and the entrain range pressure guided to the valve is guided to the solenoid pressure port e of the shift valve b as it is,
The spool of the shift valve b strokes from a position where no solenoid pressure is applied to a position where solenoid pressure is applied.

The operation of the fourth invention will be described.

Since the fail state of the shift solenoid a is closed, the spool of the shift valve b is fixed at a position for applying solenoid pressure when the electronic shift control system fails.

If the engine brake range is selected by the select lever during traveling with the gear position fixed, the solenoid valve uses the emblem range pressure generated by the select operation in the second switching valve, which is the switching means g, as the valve operating signal pressure. The position where the pressure oil passage f is communicated is switched to the position where the oil of the solenoid pressure port e is drained,
The solenoid pressure acting on the solenoid pressure port e of the shift valve b is drained, and the spool of the shift valve b strokes from the position where the solenoid pressure is applied to the position where the solenoid pressure is not applied.

[0026]

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

(First Embodiment) First, an overall outline of an automatic transmission to which a hydraulic control device according to a first embodiment of the present invention is applied will be described.

FIG. 2 is a skeleton diagram showing the power transmission mechanism of the automatic transmission.

In FIG. 2, IN is an input shaft, OUT is an output gear, FPG is a front planetary gear, RPG is a rear planetary gear, and the front planetary gear FPG is a front sun gear FS, a front ring gear FR, and both gears FS. ，
The rear planetary gear RPG has a front pinion FP meshing with FR, and the rear planetary gear RPG has a rear sun gear RS and a long pinion LP meshing with the gear RS and meshing with the front pinion FP.
Are supported on a common carrier PC.

In the structure of the gear train described above, the members involved in shifting are the four members of the front sun gear FS, the rear sun gear RS, the common carrier PC, and the front ring gear FR, among which members are selected. Is connected to the input shaft IS or is fixed to the case K as reverse speed change elements such as reverse clutch REV / C, high clutch H / C, low clutch LOW / C, as a speed change element for obtaining a forward speed 4 speed / reverse speed 1 speed. Low & reverse brake L & R / B, low one-way clutch LOW OWC
, Band brakes B / B are provided.

The front sun gear FS is connected to the input shaft IN via the first rotating member M1 and the reverse clutch REV / C, and is connected to the case K via the first rotating member M1 and the band brake B / B. It is connected.

The rear sun gear RS is connected to the input shaft IN via the second rotary member M2 and the low clutch LOW / C.

The common carrier PC is a high clutch H.
/ C and the third rotating member M3, and is connected to the input shaft IS, and is also connected to the case K via the fourth rotating member M4, the low & reverse brakes L & R / B and the low one-way clutch LOW OWC arranged in parallel. Has been done.

The front ring gear FR is connected to the output gear OUT via the fifth rotating member M5.

The feature of this power transmission mechanism is 4-3.
With a one-way clutch that was adopted to obtain a changeover timing without shift shock when downshifting,
With the adoption of this one-way clutch, the clutch by hydraulic engagement required to secure the engine brake has been eliminated, and the number of speed change elements has been reduced to achieve size and weight reduction.

FIG. 3 shows the above-mentioned power transmission mechanism for the fourth forward speed.
It is a figure which shows the engagement logic which obtains the reverse 1st speed stage.

In the first speed (1st), the low clutch LOW
/ C hydraulic connection and low & reverse brake L & R / B
It can be obtained by hydraulic engagement (when the engine brake range is selected) or mechanical engagement (when accelerating) of the low one-way clutch LOW OWC. That is, the rear sun gear is input, the common carrier is fixed, and the front ring gear is output.

The second speed (2nd) is a low clutch LOW.
/ C and band brake B / B are hydraulically connected. That is, the rear sun gear is input, the front sun gear is fixed, and the front ring gear is output.

The third speed (3rd) is a high clutch H / C.
And low clutch LOW / C are hydraulically engaged.
That is, the rear sun gear and the common carrier are simultaneously input, and the front ring gear is output (gear ratio = 1).

The fourth speed (4th) is a high clutch H / C.
And the band brake B / B is hydraulically connected. In other words, the common drive input, the fixed front sun gear, and the output of the front ring gear result in an overdrive gear stage.

The reverse speed (Rev) is the reverse clutch R
It is obtained by hydraulically connecting the EV / C and the low & reverse brake L & R / B. That is, front sun gear input,
Fixed common carrier, front ring gear output.

4 and 5 are overall hydraulic circuit diagrams of the control valve.

In FIGS. 4 and 5, L16 is a pressure regulator valve, which regulates the oil pump discharge pressure to the line pressure according to the magnitude of the pressure modifier pressure. L6 is a pressure modifier valve that adjusts the pressure modifier pressure by reducing the pilot pressure according to the magnitude of the throttle pressure. L19 is a pilot valve that reduces the line pressure to regulate the pilot pressure, which is a constant pressure. L9 is an accumulation control valve, which regulates the accumulation control pressure by reducing the line pressure according to the magnitude of the pressure modifier pressure.
L18 is a torque converter pressure regulator valve that reduces the line pressure to regulate the torque converter pressure. L17 is a line pressure relief valve, which defines the upper limit pressure of the line pressure. L12 is a shift valve A and L11 is a shift valve B, and the oil passage is switched at each of the first to fourth speeds (OD) according to the operation of the shift solenoid.
L20 is a lock-up control valve that switches engagement / disengagement of the lock-up clutch according to the operation of the lock-up solenoid, and exerts a function as a pressure regulating valve during the switching. L2 is a reverse inhibit valve, which switches a circuit for applying the line pressure to the low & reverse brake according to the operation of the timing solenoid. L13 is a manual valve that delivers the line pressure to the required control valve according to the position of the select lever. L21 is a 2ND hold valve that realizes a second speed gear ratio by setting the select lever to one range even if the electronic shift control system does not operate. L10
Is a low-clutch sequence valve and L8 is a low-clutch timing valve.
Appropriately engage and disengage the low clutch when shifting down from high speed. L14 is a low clutch accumulator which not only smoothes the engagement of the low clutch but also has a function of appropriately engaging / disengaging the low clutch. L1 is a 1-2 modulator valve and L4 is a 1-2
Accumulator piston smooths the brake band engagement during 1-2 shifts. L5 is a 2-3 accumulator that facilitates high clutch engagement and brake band release during 2-3 shifts. L3 is a 3-4 accumulator that smoothes the engagement of the brake band during the 3-4 shift. L15 is a modifier accumulator and L7 is a line pressure accumulator, which prevents the pressure modifier pressure from pulsating and smoothes the pressure.

4 and 5, 31 is a lockup solenoid, 32 is a shift solenoid A, 33 is a shift solenoid B, 34 is a timing solenoid, 35 is a line pressure solenoid, O / P is an oil pump, and T / C is T / C. It is a torque converter. Among the solenoids, the lockup solenoid 31 and the line pressure solenoid 35 are duty solenoids, and the shift solenoid A (32)
The shift solenoid B (33) and the timing solenoid 34 are on / off solenoids. Further, the torque converter T / C has a built-in lockup clutch.

In the upper right portion of FIG. 5, 2A is a second speed apply pressure chamber of a band servo piston for operating the band brake B / B, 3R is a third speed release pressure chamber, and 4A is a fourth speed apply pressure chamber. The band brake B / B is engaged by the hydraulic action of only 2A, the band brake B / B is released by the hydraulic action of 2A and 3R, and the band brake B / B is engaged by the hydraulic action of 2A, 3R and 4A.

FIG. 6 is a block diagram of the electronic shift control system. The solenoids 31, 32, 33, 34 and 35 are A / T
The drive is controlled by the control unit 41. Signals from sensors and switches such as a throttle sensor 42, an oil temperature sensor 43, a vehicle speed sensor 44, and a turbine sensor 45 are input to the A / T control unit 41, which are detected by the A / T control unit 41. The arithmetic processing is performed based on the input information by the signal and the set control law.

FIG. 7 is a diagram showing a shift solenoid operation table, and FIG. 8 is a diagram showing an example of a shift point characteristic model.

In the shift control by the shift solenoid A (32) and the shift solenoid B (33), the gear position is determined based on the shift point characteristic model diagram shown in FIG. 8 and the detected throttle opening and vehicle speed. In order to obtain the determined gear position, it is controlled by issuing an ON or OFF command to both solenoids 32, 33 according to the shift solenoid operation table shown in FIG.

Next, the configuration of the hydraulic control system of the first embodiment corresponding to the inventions of claims 1 and 2 will be described.

FIG. 9 is a hydraulic circuit diagram showing the essential parts of the first embodiment device, and FIG. 10 is a hydraulic circuit schematic diagram showing the essential parts of the first embodiment device.

In FIGS. 9 and 10, 33 is a shift solenoid B (corresponding to the shift solenoid a in the claims) and L.
11 is a shift valve B (corresponding to shift valve b in claims), 41 is an A / T control unit (corresponding to solenoid control means c in claims), L13 is a manual valve (corresponding to manual valve d in claims), L21 is 2
ND hold valve (switching means of claim 1 and claim 2
(Corresponding to the first switching valve).

The shift solenoid B (33) is shown in FIG.
A solenoid driven and controlled by the A / T control unit 41 according to the control rule shown in FIG.
It is a normally open type that outputs SOL and drains the solenoid pressure P SOL by opening the port 33b by the spool 33a when not energized. The port 33b has a first
The solenoid pressure oil passage 51 (corresponding to the solenoid pressure oil passage in the claims) is connected.

The shift valve B (L11) is a switching valve which uses the solenoid pressure PSOL from the shift solenoid B (33) as an operation signal pressure, and a spool 11a slidably provided in the valve hole and the spool 11a. And a solenoid pressure port 11c formed in the valve hole. The solenoid pressure port 11c is connected to the second solenoid pressure oil passage 52 (corresponding to the solenoid pressure oil passage in the claims). Further, the second solenoid pressure oil passage 52 communicates with the pilot pressure oil passage 54 via the orifice 53.

The manual valve L13 is a manual switching valve for switching the oil passage for delivering the line pressure by a select lever (not shown), and a spool 13a slidably provided in the valve hole and a valve 13 formed in the valve hole. It has a range pressure port 13b, a D range pressure port 13c, a line pressure port 13d, a reverse range pressure port 13e, and a drain port 13f. The 1 range pressure port 13b is connected to the 1 range pressure oil passage 55 and the D range pressure port 1
3c is connected to the D range pressure oil passage 56, the line pressure port 13d is connected to the line pressure oil passage 57, and the reverse range pressure port 13e is connected to the reverse range pressure oil passage 58.
In addition, 1 range pressure port 13b and line pressure port 13d
One range position in which and communicate with each other corresponds to an engine brake range position in the claims, and one range pressure corresponds to an emble range pressure in the claims.

The 2ND hold valve L21 connects the port 33b of the shift solenoid B (33) and the solenoid pressure port 11c of the shift valve B (L11) so that the gear position can be changed even when the electronic shift control system fails. Between the first and second solenoid pressure oil passages 51 and 52, the entrain range pressure is used as the valve operation signal pressure.
A spool 21a slidably provided in the valve hole and a spring 21b for urging the spool 21a upward in the drawing, which is a valve that switches from a position where the second solenoid pressure oil passages 51 and 52 are communicated to a position where the second solenoid pressure oil passages 51 and 52 are cut off. It is configured to have a first range pressure port 21c, a first solenoid pressure port 21d, and a second solenoid pressure port 21e formed in the valve hole. The first range pressure port 21c is connected to the first range pressure oil passage 55, the first solenoid pressure port 21d is connected to the first solenoid pressure oil passage 51, and the second solenoid pressure port 21e is connected to the second solenoid pressure oil passage 52. There is.

Next, the operation of the first embodiment device will be described.

[When the electronic gear shift control system is normal] In the gear shift control when the electronic gear shift control system is normal, the gear position is determined based on the shift point characteristic model diagram shown in FIG. 8 and the detected throttle opening and vehicle speed. This is performed by issuing an ON or OFF command to the shift solenoid A (32) and the shift solenoid B (33) according to the shift solenoid operation table shown in FIG. 7 in order to obtain the determined gear position.

Here, since one range pressure is not generated during traveling with the D range selected, the spool 21a of the 2ND hold valve L21 is at the position shown in FIG. 9, and the first solenoid pressure port 21d and the first solenoid pressure port 21d are connected. The second solenoid pressure port 21e communicates with each other, the first solenoid pressure oil passage 51 and the second solenoid pressure oil passage 52 become one oil passage, and when the shift solenoid B (33) is closed, the solenoid pressure PSO
When L is generated and the shift solenoid B (33) is opened, the solenoid pressure PSOL is drained.

On the other hand, when traveling by selecting one range, one range pressure is generated, so the spool 21a of the 2ND hold valve L21 strokes downward from the position shown in FIG. And the second solenoid pressure oil passage 52 are disconnected from each other, and the shift solenoid B
Regardless of (33), the solenoid pressure PSOL is generated on the second solenoid pressure oil passage 52 side.

However, since the first speed and the second speed are automatically changed in the first range, as shown in FIG. 7, the range in which the shift solenoid B (33) is originally closed to generate the solenoid pressure PSOL. Therefore, there is no problem even if the 2ND hold valve L21 operates at the 1 range pressure.

[When electronic shift control system fails] When the electronic shift control system fails, no drive current is applied from the A / T control unit 41 to the shift solenoid A (32) and the shift solenoid B (33), and the electronic shift control system 41 is open. Fixed in the failed state, shift valve A (L
12) and the spool of the shift valve B (L11) are fixed at a position where the solenoid pressure PSOL is not applied.

Therefore, the gear position is as shown in FIG.
Shift solenoid A (32) and shift solenoid B
Since no drive current is applied to (33), it is fixed at the third speed position.

When the driver needs a stronger driving force or engine braking while traveling in this gear position fixed state, if one range is selected by the select lever, the 2ND hold valve L21 and the manual valve L13 of the 2ND hold valve L21 are selected. The spool 21a strokes downward from the position shown in FIG. 9 using the 1 range pressure generated by the switching as the valve actuation signal pressure, and the first solenoid pressure oil passage 51
And the second solenoid pressure oil passage 52 are disconnected from each other, and the pilot pressure supplied through the orifice 53 acts on the solenoid pressure port 11c of the shift valve B (L11),
The spool 11a strokes from the lower end position in the drawing to the upper end position.

Therefore, in FIG. 7, the same state as when the shift solenoid A (32) is OFF and the shift solenoid B (33) is ON, that is, the second speed state, and the gear position is the third speed position before the select operation. After the selection operation, the speed changes to the second speed position, and the strong driving force and engine braking required by the driver can be obtained.

Next, the effect of the apparatus of the first embodiment will be described.

Between the first and second solenoid pressure oil passages 51 and 52 connecting the shift solenoid B (33) and the solenoid pressure port 11c of the shift valve B (L11), one range pressure is used as the valve operating signal pressure. Since the 2ND hold valve L21 for switching the first and second solenoid pressure oil passages 51, 52 from the communicating position to the closing position is provided, the shift valve B (L11) does not need to be changed, and the normally open type Shift solenoid B (33)
With the 2ND hold valve L21 that uses one range pressure as the valve operating signal pressure, the hydraulic circuit that is advantageous in terms of space, cost, and weight can be used as a countermeasure against electronic shift control system failure.

That is, since the hydraulic pressure to the solenoid pressure port 11c is switched using one range pressure, it is not necessary to form a step on the spool of the shift valve as in the conventional case.

(Second Embodiment) Next, the structure of a hydraulic control system according to a second embodiment of the invention will be described.

FIG. 11 is a schematic diagram of a hydraulic circuit showing a main part of the second embodiment device.

In FIG. 11, 33 is a shift solenoid B (corresponding to shift solenoid a in claims), L11 is a shift valve B (corresponding to shift valve b in claims), and L1.
3 is a manual valve (corresponding to the manual valve d in the claims), L22 is a shuttle ball valve (corresponding to the switching means in claim 1 and the shuttle ball valve in claim 3), 51 is the first solenoid pressure oil passage, and 52 is Second solenoid pressure oil passage, 5
3 is an orifice, 54 is a pilot pressure oil passage, and 55 is a 1-range pressure oil passage.

When selecting one range, the shuttle ball valve L22 shuts off the first solenoid pressure oil passage 51 by using the one range pressure introduced to the valve as the operating pressure, and the one rerange pressure introduced to the valve to the second range. Solenoid pressure port 1 of shift valve B (L11) via solenoid pressure oil passage 52
It is a valve that leads directly to 1c.

Since the other structure is the same as that of the first embodiment, detailed illustration and description thereof will be omitted.

Next, the operation of the second embodiment device will be described.

If the driver selects one range with the select lever while traveling in the third speed fixed state when the electronic speed change control system is in failure, the shuttle ball valve L22 uses the one range pressure introduced to the valve as the operating pressure. While blocking the first solenoid pressure oil passage 51, the 1-range pressure guided to the valve is directly guided to the solenoid pressure port 11c of the shift valve B (L11) via the second solenoid pressure oil passage 52, and the shift valve B (11) spool 11a
Stroke upward in the drawing. Therefore, the gear position is changed from the third speed to the second speed by the selection operation.

Next, the effect of the second embodiment device will be described.

One range pressure is used as the valve operating pressure between the first and second solenoid pressure oil passages 51 and 52 connecting the shift solenoid B (33) and the solenoid pressure port 11c of the shift valve B (L11). In addition, since the shuttle ball valve L22 for solenoid port pressure is provided,
The shift valve B (L11) does not need to be changed, and a normally open type shift solenoid B (33) and a shuttle ball valve L22 that operates at one range pressure are used, which is advantageous in terms of space, cost, and weight. It is possible to achieve a countermeasure against electronic shift control system failure with a simple hydraulic circuit.

(Third Embodiment) Next, the structure of a hydraulic control system according to a third embodiment of the present invention will be described.

FIG. 12 is a schematic diagram of a hydraulic circuit showing a main part of the third embodiment device.

In FIG. 12, 33 'is a shift solenoid B (corresponding to the shift solenoid a in claims), L11 is a shift valve B (corresponding to the shift valve b in claims), and L.
13 is a manual valve (manual valve d in the claims
L23 is a 2ND hold valve (corresponding to the switching means of claim 1 and the second switching valve of claim 4), 51 is a first solenoid pressure oil passage, 52 is a second solenoid pressure oil passage, 5
3 is an orifice, 54 is a pilot pressure oil passage, and 55 is a 1-range pressure oil passage.

The shift solenoid B (33 ') is a normally closed type solenoid, and is the 2ND
The hold valve L23 is a valve that switches from one position communicating both solenoid pressure oil passages 51 and 52 with one range pressure as a valve operating signal pressure to a position draining the oil of the solenoid pressure port 11c.

The shift valve B (L11) is a valve that strokes the spool 11a to the 3rd and 4th speed sides when the hydraulic pressure of the solenoid pressure port 11c is generated and to the 1st and 2nd speed sides when the hydraulic pressure is not generated.

Since the other construction is the same as that of the apparatus of the first embodiment, detailed illustration and description thereof will be omitted.

Next, the operation of the device of the third embodiment will be described.

If one range is selected by the select lever in the third speed fixed state at the time of failure of the electronic shift control system, one range pressure is switched to the drain side in the 2ND hold valve L23 as the valve operating signal pressure,
The spool 11a of the shift valve B (11) is stroked downward in the drawing. Therefore, the gear position is changed from the third speed to the second speed by the selection operation.

Next, the effect of the device of the third embodiment will be described.

Between the shift solenoid B (33) and the solenoid pressure port 11c of the shift valve B (L11), between the first and second solenoid pressure oil passages 51 and 52, one range pressure is used as the valve operating signal pressure. Since the 2ND hold valve L23 is provided, the shift valve B (L1
It is advantageous in terms of space, cost and weight using the normally closed type shift solenoid B (33 ') and the 2ND hold valve L23 which uses 1 range pressure as the valve actuation signal pressure, without the need to change 1). The hydraulic circuit can achieve the electronic shift control system fail countermeasure.

Although the embodiments have been described above with reference to the drawings, the specific configuration is not limited to the embodiments, and modifications and additions within the scope of the present invention are included in the present invention. Be done.

For example, in the above embodiment, the shift solenoid is an on-off type two-way solenoid, but a duty solenoid that generates hydraulic pressure stepwise by duty control may be used.

[0089]

According to the first invention of claim 1,
In a hydraulic control device for an automatic transmission that allows the gear position to be changed by operating the select lever even when the electronic shift control system fails, a solenoid pressure oil passage connecting the shift solenoid and the solenoid pressure port of the shift valve may be provided in the middle. , Envelope range pressure shift valve stroke position
The shift solenoid and the solenoid pressure.
Due to the provision of the switching means for the stroke of the spool of the shift valve by Rukoto to shut off the port, achieving space not requiring change of the shift valve, the cost, the electronic shift control system failure protection using advantageous hydraulic circuit in terms of weight The effect of being able to do is obtained.

According to a second aspect of the present invention, in the hydraulic control device for the automatic transmission according to the first aspect, the shift solenoid is a normally open type, the switching means is the valve for operating the emblem range pressure. As the signal pressure is the first switching valve that switches from the position where the solenoid pressure oil passage communicates to the position where it shuts off, there is no need to change the shift valve, and the normally open type shift solenoid and the emblem range pressure are used as the valve operating signal pressure. The effect that the electronic shift control system fail countermeasure can be achieved with the hydraulic circuit that is advantageous in terms of space, cost, and weight using the first switching valve is obtained.

According to a third aspect of the present invention, in the hydraulic control device for an automatic transmission according to the first aspect, the shift solenoid is a normally open type and the switching means is an entrained range guided by a valve. Since it is a shuttle ball valve that uses the pressure as the operating pressure to shut off the solenoid side of the solenoid pressure oil passage, and also directly guides the emblem range pressure that is guided to the valve to the solenoid pressure port of the shift valve,
Space and cost using a normally open type shift solenoid and a shuttle ball valve that uses the envelop range pressure as the valve operating pressure without changing the shift valve.
The hydraulic circuit, which is advantageous in terms of weight, can achieve the effect of being able to achieve the electronic shift control system fail countermeasure.

According to a fourth aspect of the present invention, in the hydraulic control device for an automatic transmission according to the first aspect, the shift solenoid is a normally closed type, the switching means is the valve for operating the emblem range pressure. As the second switching valve that switches from the position that communicates the solenoid pressure oil passage to the position that drains the oil in the solenoid pressure port as the signal pressure, the shift valve does not need to be changed, and the normally closed type shift solenoid and the emblem range pressure can be used. The effect that the electronic shift control system fail countermeasure can be achieved with the hydraulic circuit that is advantageous in terms of space, cost, and weight using the second switching valve that serves as the valve operating signal pressure.

[Brief description of drawings]

FIG. 1 is a claim correspondence diagram showing a hydraulic control device for an automatic transmission according to the present invention.

FIG. 2 is a skeleton diagram showing a power transmission mechanism of an automatic transmission to which the device of the first embodiment is applied.

FIG. 3 is a diagram showing a fastening logic table of an automatic transmission to which the device of the first embodiment is applied.

FIG. 4 is a diagram showing the left half of the overall hydraulic circuit diagram of a control valve that is the hydraulic control device of the first embodiment.

FIG. 5 is a diagram showing the right half of the entire hydraulic circuit diagram of the control valve that is the hydraulic control device according to the first embodiment.

FIG. 6 is a block diagram of an electronic shift control system of the first embodiment device.

FIG. 7 is a diagram showing a shift solenoid operation table of the first embodiment device.

FIG. 8 is a diagram showing an example of a shift point characteristic model of the first embodiment device.

FIG. 9 is a hydraulic circuit diagram showing a main part of the first embodiment device.

FIG. 10 is a schematic diagram of a hydraulic circuit showing a main part of the first embodiment device.

FIG. 11 is a schematic diagram of a hydraulic circuit showing a main part of the second embodiment device.

FIG. 12 is a schematic diagram of a hydraulic circuit showing a main part of a third embodiment device.

FIG. 13 is a schematic diagram of a hydraulic circuit showing a conventional hydraulic control device for an automatic transmission.

[Explanation of symbols]

a shift solenoid b shift valve c Solenoid control means d Manual valve ￲ Solenoid pressure port f Solenoid pressure oil passage g switching means

─────────────────────────────────────────────────── ─── Continuation of the front page (56) Reference JP-A-63-83441 (JP, A) JP-A-62-159839 (JP, A) JP-A-5-248534 (JP, A) JP-A-5- 272631 (JP, A) JP-A-7-332482 (JP, A) JP-A-62-49066 (JP, A) JP-A-6-147308 (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 (4)

(57) [Claims] 1. A shift valve which is switch-controlled by a solenoid pressure by a two-way shift solenoid, and is generated by selecting a manual valve to an engine brake range position depending on a shift solenoid state when the solenoid control means fails. Stroke the spool of the shift valve using the emblem range pressure to
In a hydraulic control device for an automatic transmission that is capable of changing the gear position even in the case of a failure, in the middle of a solenoid pressure oil passage connecting the shift solenoid and the solenoid pressure port of the shift valve , the emblem range pressure is applied to the stroke of the shift valve. Made regardless of position
The shift solenoid and the solenoid pressure port.
Hydraulic control apparatus for an automatic transmission, characterized in that a switching means for the stroke of the shift valve spool by Rukoto to blocking the door. 2. The hydraulic control device for an automatic transmission according to claim 1, wherein the shift solenoid is a normally open type, and the switching means communicates with a solenoid pressure oil passage using an entrain range pressure as a valve operating signal pressure. A hydraulic control device for an automatic transmission, comprising a first switching valve for switching from a position to a shutoff position. 3. The hydraulic control device for an automatic transmission according to claim 1, wherein the shift solenoid is a normally open type, and the switching means uses a solenoid pressure oil passage as an operating pressure with an entrain range pressure guided by a valve. A hydraulic control device for an automatic transmission, characterized in that it is a shuttle ball valve that shuts off the solenoid side and guides the entrain range pressure guided to the valve directly to the solenoid pressure port of the shift valve. 4. The hydraulic control device for an automatic transmission according to claim 1, wherein the shift solenoid is a normally closed type, and the switching means communicates with a solenoid pressure oil passage using an entrain range pressure as a valve operating signal pressure. A hydraulic control device for an automatic transmission, comprising a second switching valve that switches from a position to a position where oil in a solenoid pressure port is drained.