JP3528213B2 - Hydraulic control device for automatic transmission - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control device for an automatic transmission, and more particularly to a hydraulic control device for an automatic transmission in which a solenoid valve is used to electrically control a shift valve for switching supply and discharge of operating hydraulic pressure to an actuator. .

[0002]

2. Description of the Related Art Generally, an automatic transmission mounted on an automobile is a combination of a torque converter and a speed change mechanism, and a power transmission path of the speed change mechanism is switched by selective operation of a plurality of friction elements such as clutches and brakes. The automatic transmission of this type is provided with a hydraulic control circuit for controlling the supply and discharge of hydraulic pressure to and from the actuators of the friction elements. This hydraulic control circuit includes, 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,
A plurality of shift valves and the like are provided that are activated according to operating conditions and switch the oil passages leading to the actuators to selectively activate a plurality of friction elements.
Then, in recent years, a duty solenoid valve for changing the adjustment value of the line pressure by the regulator valve according to an operating state such as the throttle opening of the engine, or an ON-type valve for activating a shift valve at the time of gear shifting.
An OFF solenoid valve and the like are provided and electrically controlled to improve the accuracy of shift control.

By the way, as an ON-OFF solenoid valve used in this type of hydraulic control circuit, a two-way valve type ON-OFF solenoid valve is usually used. This is a valve body with a built-in valve body that connects or disconnects the source pressure port and the drain port depending on whether or not the solenoid coil is energized. The source pressure port communicates with the drain port and the drain port is opened to the atmosphere. Therefore, for example, when the solenoid coil is de-energized, the valve body blocks the communication between the source pressure port and the drain port, and the spool built in the shift valve responds to the control source pressure. When the solenoid coil is energized, the valve body moves while the control pressure acts, and the source pressure port and the drain port communicate with each other, so that the control pressure acting on the spool of the shift valve is reduced. When it is opened to the atmosphere, the position of the spool is switched by the action of the return spring.

The conventional two-way valve type ON-OF as described above.
The following disadvantages may occur in the configuration of the F solenoid valve.

That is, when the control pressure supplied to the shift valve is discharged by operating the ON-OFF solenoid valve, the working oil in the control source pressure oil passage is discharged from the drain port of the solenoid valve. It will always be discharged. In this case, the control source pressure oil passage on the upstream side of the solenoid valve is provided with an orifice for restricting the passage of hydraulic oil, but an ON-OFF solenoid valve is provided for a plurality of shift valves. In this case, a non-negligible amount of hydraulic oil will be discharged. Therefore, when the discharge flow rate of the oil pump is relatively insufficient with respect to the outflow rate, problems such as an insufficient amount of lubricating oil will occur. On the other hand, although the capacity of the oil pump will be increased, the pump will be increased in size and the cost will be increased accordingly.

A two-way valve type ON-for controlling the shift valve.
With respect to the above-mentioned problems caused by using the OFF solenoid valve, for example, Japanese Patent Laid-Open No. 2-176256 proposes to use a three-way valve type of this type of ON-OFF solenoid valve. ing. This is a valve body with a built-in valve body that selectively connects the output port to the input port or drain port depending on whether or not the solenoid coil is energized, and extends over the control source pressure oil passage guided to the shift valve control port. It will be installed later. In that case, the input port is connected to the control source pressure side, and the output port is connected to the control port. Therefore, for example, when the solenoid coil is de-energized, the valve body closes the drain port and the output port communicates while the solenoid coil is energized. By moving against, the input port is blocked and the output port is now in communication with the drain port. Therefore, in the state where the control pressure supplied to the shift valve is discharged, the control source pressure oil passage is shut off, so that the leak amount of the hydraulic oil is greatly reduced, and the oil pump A sufficient amount of lubricating oil can be secured without increasing the capacity.

Further, in a control valve unit which constitutes a hydraulic control circuit of this kind, a spool made of the same material is generally mounted on a valve body made of aluminum for the purpose of reducing a leak of hydraulic oil at a high temperature. However, since the amount of leakage from the ON-OFF solenoid valve is greatly reduced, it is possible to use inexpensive iron as the spool material instead of aluminum, and it is possible to reduce the cost. Become.

[0008]

As described above, if a three-way valve type valve is used instead of the conventional two-way valve type ON-OFF solenoid valve, there are various merits. Since the three-way valve type is more expensive than the two-way valve type, for example, if the three-way valve type is used for all shift valves, it is cheaper to replace the spool with aluminum. Even if iron is used as a substitute, the effect of cost reduction will be canceled and the manufacturing cost will rise.

Therefore, it is necessary to properly select a shift valve to which a three-way valve type ON-OFF solenoid valve is applied.

That is, in the hydraulic control circuit of this type of automatic transmission, the line pressure is used as the control source pressure for the ON-OFF solenoid valve, but a three-way valve type ON-OFF solenoid valve is used. If you try to install in the control source pressure oil passage to which the line pressure is supplied,
The urging force to the valve body must be strengthened by that much,
Further, the ON-OFF solenoid valve becomes expensive, which is not preferable. Therefore, it is conceivable to use, for example, the output pressure of the pressure reducing valve that forms the control pressure of the regulator valve for adjusting the line pressure as the control source pressure for the shift valve that is switched by the ON-OFF solenoid valve.

On the other hand, in this type of automatic transmission, a predetermined shift valve may be switched for timing adjustment during gear shifting. In that case, assuming that a three-way valve type is used as the ON-OFF solenoid valve for the shift valve, for example, when introducing the control pressure from the state in which the control pressure is discharged from the control port of the shift valve, Since the hydraulic oil is supplied while filling the oil passage to the shift valve, the output pressure of the pressure reducing valve, which is guided as the control source pressure, temporarily decreases, and the control pressure that is guided to the regulator valve accordingly. Will also decrease. Therefore, the line pressure adjusted by the regulator valve also fluctuates, and there is a possibility that proper shift control may not be performed, and the ON-O
The advantages of using a three-way valve as an FF solenoid valve will be diminished.

The operating oil pressure of the friction element, whose engagement pressure is supplied and discharged by a shift valve that is switched for timing adjustment, is controlled by a pressure regulating valve to which an output pressure formed by a pressure reducing valve is supplied as a control pressure. even if that both If you supplying the output pressure as control source pressure of the shift valve, if the operation of the valve so as to switch the three-way valve type ON-OFF solenoid valve, similar to the above problems Will occur.

In addition, in this type of automatic transmission, a predetermined shift valve may be set on the side that prevents the discharge of the control pressure at the highest speed. In this case, hydraulic oil does not leak even with a normal two-way valve type ON-OFF solenoid valve, so even if an expensive three-way valve type is used for the shift valve, it will result in excess quality. Therefore, there is no particular advantage in securing the amount of lubricating oil.

The present invention addresses the above problem in an automatic transmission in which a shift valve for switching the supply and discharge of operating hydraulic pressure to a friction element is electrically switched by a solenoid valve, and is a two-way valve type solenoid valve. By appropriately using a three-way valve type in place of the above, the purpose is to secure an appropriate amount of lubricating oil while suppressing cost increase.

[0015]

That is, a hydraulic control device for an automatic transmission according to the invention of claim 1 of the present application (hereinafter referred to as the first invention) includes a plurality of shifts for switching supply and discharge of operating hydraulic pressure to and from a friction element. In an automatic transmission including a valve and a solenoid valve that electrically supplies and discharges the control pressure supplied to these shift valves, a pressure reducing valve that reduces the line pressure and an output pressure formed by the pressure reducing valve A pressure regulating valve supplied as control pressure is provided, and the control source pressure oil passage leading to the control port of the shift valve except the shift valve that is switched for timing adjustment at least among the plurality of shift valves is three-way A valve type solenoid valve is provided, and the control source pressure oil passage is configured to supply the output pressure formed by the pressure reducing valve. To.

In the hydraulic control device for an automatic transmission according to the second aspect of the present invention (hereinafter referred to as the second aspect of the invention), the pressure regulating valve in the first aspect of the invention is a regulator valve for adjusting the line pressure. Is characterized by.

On the other hand, the invention of claim 3 of the present application (hereinafter, referred to as the third
The hydraulic control device for an automatic transmission according to the invention is the first invention.
In the invention or the second invention , control leading to the control port
Shift with a three-way valve type solenoid valve in the source pressure oil passage
The valve must be switched to adjust the timing when shifting.
Shift valves other than those described above, and
It is characterized in that it is a shift valve excluding a shift valve that is set on the side that blocks the discharge of control pressure at least at the highest speed stage.

[0018]

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

That is, in both the first and second inventions, at least a three-way valve type solenoid valve is provided in the control source pressure oil passage leading to the control port of the shift valve except the shift valve which is switched for timing adjustment during gear shifting. Since it is installed and the output pressure of the pressure reducing valve that forms the control pressure of the pressure regulating valve is guided to this control source pressure oil passage,
Since the price of the solenoid valve can be kept low and the leakage of hydraulic oil is greatly reduced,
The amount of lubricating oil can be properly secured without increasing the capacity of the oil pump.

In addition, the working oil pressure supplied to the friction element whose engagement pressure is supplied and discharged by the shift valve that is switched for timing adjustment during gear shifting, for example, the output pressure formed by the pressure reducing valve is supplied as the control pressure. The conventional two-way valve type is used as the solenoid valve for switching the operation of the shift valve even if it is controlled by a pressure regulating valve. In this case, fluctuations in the output pressure of the pressure reducing valve caused by fluctuations in the working hydraulic pressure supplied to the friction element are avoided, and good controllability is ensured.

In particular, according to the second aspect of the invention, the output pressure of the pressure reducing valve for forming the control pressure introduced to the regulator valve for adjusting the line pressure is used as the control source pressure for controlling the shift valve via the three-way valve type solenoid valve. When guiding to the port, the solenoid valve that controls the operation of the shift valve that is switched for timing adjustment during gear shifting as described above is not replaced by a three-way valve, so fluctuations in line pressure during gear shifting are avoided. Even in this case, good controllability is ensured.

On the other hand, according to the third invention , the timing
System except shift valves that can be switched for
A three-way valve type solenoid valve is installed in the control pressure oil passage leading to the control port of the shift valve, except for the shift valve that is set to the side that blocks the exhaust of the control pressure at the highest speed. Therefore, the amount of lubricating oil can be reliably secured even during high-speed traveling where lubrication becomes severe while avoiding cost increase due to excessive quality.

[0023]

EXAMPLES Examples of the present invention will be described below.

First, the mechanical structure of the automatic transmission 10 according to the embodiment will be described with reference to FIG.
Is a torque converter 20 as a main component,
Transmission mechanism 30 driven by the output of the converter 20
And a plurality of friction elements 41 to 46 such as clutches and brakes for switching the power transmission path of the mechanism 30 and one-way clutches 51 and 52, by which the D, S, L and R ranges as a travel range are provided. And 1 to 4 speeds in the D range, 1 to 3 speeds in the S range, and 1 in the L range
You can get 2nd speed.

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 mechanism 30 side via the turbine shaft 27. Here, a pump shaft 12 penetrating the inside of the turbine shaft 27 is connected to the engine output shaft 1, and the oil pump 13 provided at the rear end portion of the transmission by the shaft 12
Are being driven.

On the other hand, the speed change mechanism 30 is composed of a Ravigneaux type planetary gear unit, and the turbine shaft 27
A small-sized small sun gear 31 loosely fitted on the upper side, and a turbine shaft 27 on the rear side of the sun gear 31
A large sun gear 32 having a large diameter loosely fitted above, a plurality of short pinion gears 33 meshed with the small sun gear 31, and a front half of the short pinion gear 33.
A long pinion gear 34 whose rear half is meshed with the large sun gear 32, a carrier 35 rotatably supporting the long pinion gear 34 and the short pinion gear 33, and a ring gear 36 meshed with the long pinion gear 34. It is composed of.

A forward clutch 41 and a first one-way clutch 51 are provided in series between the turbine shaft 27 and the small sun gear 31, and a coast clutch 42 is provided in parallel with the clutches 41 and 51. A 3-4 clutch 43 is provided between the turbine shaft 27 and the carrier 35, and the turbine shaft 27 and the large sun gear 3 are provided.
A reverse clutch 44 is interposed between the two. Further, between the large sun gear 32 and the reverse clutch 44, a 2-4 brake 45, which is a band brake for fixing the large sun gear 32, is provided, and
A second one-way clutch 52 that receives the reaction force of the carrier 35 and a low reverse brake 46 that fixes the carrier 35 are provided in parallel between the carrier 35 and the transmission case 11. The ring gear 36 is connected to the output gear 14, and the rotation is transmitted from the output gear 14 to the left and right wheels (not shown) via a differential device.

Here, the friction elements 41 to 46 such as the above-mentioned clutches and brakes and the one-way clutches 51 and 52.
Table 1 below summarizes the relationship between the operating state and the gear position.

[0029]

[Table 1] Next, a hydraulic control circuit that supplies and discharges hydraulic pressure to and from the actuators of the friction elements 41 to 46 will be described.
The automatic transmission 10 is provided with a hydraulic control circuit 60 as shown in FIG. Here, among the above actuators, the hydraulic actuator 4 of the 2-4 brake 45
5a is composed of a servo piston having an apply port 45b and a release port 45c.
When the hydraulic pressure is supplied only to 5b, the 2-4 brake 45 is engaged, and when the hydraulic pressure is not supplied to both ports 45b and 45c and when the hydraulic pressure is supplied to both ports 45b and 45c, 2 -4 The brake 45 is released. In addition, other friction elements 41 to 4
The actuators 4, 46 are composed of normal hydraulic pistons, and when the hydraulic pressure is supplied, the friction elements are engaged.

The hydraulic control circuit 60 has, as main components, a regulator valve 61 for adjusting the pressure of the hydraulic oil discharged from the oil pump 13 shown in FIG. 1 to the main line 110 to a predetermined line pressure, and a manual operation. A manual valve 62 for selecting a range by means of each of the friction elements (actuators) 41 to 4 which operates in accordance with a gear position.
First, second, and third shift valves 63, 64, and 65 for supplying and discharging hydraulic pressure to and from the engine 6 are provided.

The manual valve 62 includes D, S, L
Each forward range, R range, N range, and P range can be set. In the forward range, the main line 110 is connected to the forward line 111, and in the R range, it is connected to the backward line 112. It has become.

The first, second, and third shift valves 63, 64, 65 have control ports 63 at one end.
a, 64a, 65a are provided. And the first,
Control ports 63a, 6 of the second shift valves 63, 64
4a is connected to the first and second control source pressure lines 113 and 114 respectively branched from the forward line 111, and the control port 65a of the third shift valve 65 is provided with the third control source pressure line 115. In addition to being connected, these control source pressure lines 113, 114, 115 are provided with first, second, and third ON-OFF solenoid valves 66, 67, 68 for shifting, respectively. Of these, the first and second ON-OFF solenoid valves 66,
67 is an ordinary two-way valve, each of which is ON
The control pressures of the corresponding control ports 63a and 64a are discharged to position the spools of the first and second shift valves 63 and 64 on the left side in the drawing, and when the spools are off, the control ports 63a and 64a are controlled. A control pressure is introduced from the first and second control source pressure lines 113 and 114 to position the spool on the right side against the biasing force of the spring.

On the other hand, the third ON-OFF solenoid valve 68 is composed of a three-way valve, and when it is ON, the third control source pressure line 115 on the upstream side is cut off, and
In that state, the control port 65 of the third shift valve 65
The control pressure of a is discharged, and the spool of the valve 65 is positioned on the right side in the drawing. Also, OFF
At this time, the control pressure is introduced from the third control source pressure line 115 to the control port 65a, and in this case as well, the spool is positioned on the left side against the biasing force of the spring.

Here, these ON-OFF solenoid valves 66 to 68 are turned on based on a map preset according to the vehicle speed of the vehicle and the throttle opening degree of the engine in response to a signal from a controller which will be described later. OF
These friction elements 41 to 46 are shown in Table 1 above by F control, and accordingly, the spool positions of the shift valves 63 to 65 are switched and the oil passages leading to the friction elements 41 to 46 are switched. The gears are fastened in combination so that the shift speed can be switched according to the operating condition. In that case, each shift stage in the forward range of D, S, L and each ON-OFF solenoid valve 66 to
The relationship between the 68 ON / OFF combination pattern is set as shown in Table 2 below.

[0035]

[Table 2] On the other hand, the spool of the manual valve 62 is set to D, S,
Main line 110 when set to each forward range of L
A line 116 is branched from a forward line 111 communicating with the forward clutch 41. The line 116 serves as a forward clutch line, and the forward clutch 41 is connected via a one-way orifice 69 that performs a throttle action in the hydraulic oil supply direction.
Have been led to. Therefore, the forward clutch 41 is always engaged in the D, S, and L ranges. An ND accumulator 70 is connected to the forward clutch line 116 downstream of the one-way orifice 69.

Further, the forward line 111 is guided to the first shift valve 63, the first ON-OFF solenoid valve 66 is turned ON, and when the spool of the shift valve 63 is positioned on the left side, the servo apply line 117 is fed. Servo piston 45a communicating with each other and through the orifice 71
To the Apply port 45b. Therefore, D, S,
The first ON-OFF solenoid valve 66 is O in the L range.
At N, that is, at the 2nd, 3rd and 4th speeds in the D range, the 2nd and 3rd speeds in the S range, and the 2nd speed in the L range, hydraulic pressure (servo apply pressure) is introduced to the apply port 45b, and the release port 45c. The 2-4 brake 45 is engaged when the hydraulic pressure (servo release pressure) is not introduced. In addition, line 1 is provided at the above-mentioned Apply port 45b.
1 via 18 and timing control valve 72
-2 accumulator 73 is connected.

The forward line 111 is also guided to the third shift valve 65, the third ON-OFF solenoid valve 68 is OFF, and when the spool of the shift valve 65 is located on the left side, the coast clutch line 119.
Communicate with. The coast clutch line 119 reaches the coast clutch 42 via a coast reducing valve 74 and a one-way orifice 75 that performs a throttle action in the hydraulic oil supply direction. Therefore, the third ON-OFF solenoid valve 68 is OFF in the D, S, L ranges.
At this time, that is, the coast clutch 42 is engaged in the third speed of the D and S ranges, the second speed of the S and L ranges, and the first speed of the L range.

Further, the forward line 111 is also led to the second shift valve 64. And the line 111
The second ON-OFF solenoid valve 67 is OFF
Thus, when the spool of the second shift valve 64 is located on the right side, it communicates with the 3-4 clutch line 120. The line 120 further reaches the 3-4 clutch 43 via the 3-4 control valve 76. Therefore,
When the second ON-OFF solenoid valve 67 is OFF in the D, S, and L ranges, that is, the 3-4 clutch 43 is engaged in the 3rd and 4th speeds of the D range and the 3rd speed of the S range.

Here, the above-mentioned 3-4 clutch line 120
The line 121 branched from the line is guided to the third shift valve 65, and the third ON-OFF solenoid valve 68 is opened.
At F, when the spool of the shift valve 65 is located on the left side, it communicates with the servo release line 122 that communicates with the release port 45c of the servo piston 45a. Therefore, when the second and third ON-OFF solenoid valves 67, 68 are both OFF in the D, S, L ranges, that is, in the third speed of the D range and the third speed of the S range, the servo is applied to the release port 45c of the servo piston 45a. Release pressure is introduced and the 2-4 brake 45 is released.

A line 123 is branched from the forward line 111, and this line 123 also has the second line.
It is guided to the shift valve 64. This line 123
Is the second ON-OFF solenoid valve 67 is ON,
When the spool of the second shift valve 64 is located on the left side, it communicates with the line 124 that communicates with the first shift valve 63. On the other hand, the first shift valve 63 has a first ON-OF
When the F solenoid valve 66 is OFF and the spool of the valve 63 is located on the right side, a line 125 communicating with the line 124 is connected, and the line 125 is connected via a low reducing valve 77, a ball valve 78 and a line 126. the third is led to the shift valve 6 5 Te. The line 126 indicates that the third ON-OFF solenoid valve 68 is OFF and the third shift valve 65
When the spool is located on the left side, it communicates with the low reverse brake line 127 that communicates with the low reverse brake 46. Therefore, in the D, S, and L ranges, the first, second, and third ON-OFF solenoid valves 66 to 68 are
When they are OFF, ON, and OFF, that is, at the first speed in the L range, the low reverse brake 46 is engaged.

[0041] Here, when the spool of the second shift valve 64 is positioned to the left, to the line 124 communicating with the forward line 111 via line 123, reduced pressure limit port 74a of the coast Reducing valve 74
A line 128 leading to is connected. In addition, the back pressure port 74b formed at one side of the coast Reducing valve 74, the line pressure of the main line 110 is always supplied. Therefore, S, when the 2ON-OFF solenoid valve 67 in the L-range is ON, when 1,2 speed 1,2 speed and L-range of S-range is specifically, the back pressure port in Coast Reducing Valve 74 Main line 11 always led to 74b
In addition to the line pressure of 0, the line pressure of the forward line 111 is also supplied to the pressure reduction limiting port 74a via the lines 123, 124 and 128, and the coast clutch pressure is reduced by that amount. By being suppressed, the transmission torque of the coast clutch 42 will increase. On the other hand, the second ON-O in the D and S ranges
When the FF solenoid valve 67 is OFF, specifically, the third speed in the D range and the third speed in the S range, the spool of the second shift valve 64 is located on the left side.
Decompression limit port 74a in Coast Reducing valve 74, line 128 communicates with the drain port of the shift valve 64 through the line 124. This makes it possible to vacuum restricted state of the coast Reducing valve 74 is released, that much coast clutch pressure is reduced than the case described above, it will be reduced even torque transmitted coast clutch 42 accordingly.

Further, a line 129 is branched from a retreat line 112 communicating with the main line 110 in the R range, and the line 129 is provided with a one-way orifice 79 or the like which performs a throttling action in the hydraulic oil supply direction. It is guided to the other end of the ball valve 78.

Further, the reverse line 112 serves as a reverse clutch line 130, and a reverse clutch 4 is provided via a one-way valve 80 which opens when hydraulic oil is supplied.
It has reached 4. Therefore, in the R range, the third ON
While the low-off brake 46 is engaged when the -OFF solenoid valve 68 is off, the reverse clutch 44 is always engaged. A line 131 branched from the line 128 between the one-way orifice 79 and the ball valve 78.
An N-R accumulator 81 is connected to.

Further, the hydraulic pressure control circuit 60 has the configuration shown in FIG.
A fourth shift valve 82 for controlling the lockup clutch 26 in the torque converter 20 and a lockup control valve 83 shown in FIG.

The fourth shift valve 82 and the lockup control valve 83 include a regulator valve 6
The converter line 132 led from 1 is connected, and the control source pressure line 133 branched from the main line 110 is connected to the control port 82a provided at one end of the fourth shift valve 82. Also, the fourth
In the control port 82a of the shift valve 82,
Fourth ON-OFF solenoid valve 8 for lockup
4 is connected. A normal two-way valve is used for this ON-OFF solenoid valve 84, and
When the N-OFF solenoid valve 84 is OFF, the fourth
Since the spool of the shift valve 82 is located on the left side, the converter line 132 is set to the torque converter 2
Release line 1 leading to the lock-up release chamber 26 b in the 0
34 to communicate with the lockup clutch 26.
Is released and enters the converter state. Here, a converter relief valve 85 is connected to the line 135 connected to the fourth shift valve 82 so as to always communicate with the converter line 132.

On the other hand, when the fourth ON-OFF solenoid valve 84 is turned on and the control pressure is discharged from the control port 82a of the fourth shift valve 82, the spool of the valve 82 moves to the right side in the drawing. moving, the converter line 132 is communicated with the fastening line 136 leading to the lockup chamber 26 a in the torque converter 20, which lock-up clutch 26 is engaged by. Then, at this time, the release line 134 is the fourth
Communicating with the lock-up control valve 83 via the shift valve 82 and the intermediate line 137, operating pressure, which is adjusted by the control valve 83 is supplied to the lock-up release chamber 26 b as a lock-up release pressure.

That is, the control source pressure line 138 led from the main line 110 through the reducing valve 86 is connected to the control port 83a at one end of the lockup control valve 83, and the other end side A pressure regulation prevention line 139 leading to the forward line 111 is connected to the pressure regulation prevention port 83b. A first duty solenoid valve 88 is installed on the downstream side of the orifice 87 provided in the control source pressure line 138, and the lockup control is performed according to the duty value given to the first duty solenoid valve 88. By adjusting the control pressure supplied to the control port 83a of the valve 83, the pressure regulation blocking port 83 on the other end side
The converter in-line 13 is provided on condition that the line pressure is not supplied to b via the pressure regulation blocking line 139.
2 and the fastening line 136 through the lock-up fastening chamber 2
The differential pressure between the engagement pressure supplied to 6a and the release pressure supplied to the lockup release chamber 26b via the intermediate line 137 and the release line 134 is adjusted, and the lockup clutch 26 is controlled to a predetermined slip state. To be done.

On the other hand, the lockup control valve 8
The pressure regulation prevention line 139 is attached to the pressure regulation prevention port 83b of No. 3 described above.
When the line pressure is supplied via the, the spool of the control valve 83 is fixed in a state of being located on the left side. Therefore, the lock-up release chamber 26 b is
The operating pressure of the release line 134, the fourth shift valve 82
Also, the pressure is drained from the drain port 83c of the lock-up control valve 83 via the intermediate line 137, and the lock-up clutch 26 is in a completely engaged lock-up state. In that case, the drain port 83c is provided with an orifice whose diameter is appropriately set, so that the hydraulic oil supplied to the lock-up fastening chamber 26a via the fastening line 136 is in a communicating state. Even if it flows into the lockup release chamber 26b , it is not excessively discharged.

Moreover, since the lockup state and the slip state are switched by controlling the supply state of the line pressure to the pressure regulation prevention port 83b of the lockup control valve 83, the control valve 83 is regulated. By setting the pressure range small, it becomes possible to precisely control the engagement force of the lockup clutch 26 in the slip mode.

Here, the operating characteristic of the first duty solenoid valve 88 is set to a characteristic in which the duty control pressure decreases as the duty value D increases. That is, when the duty value D is 1, the drain port is always open, and the pressure level of the control source pressure line 138 on the downstream side of the orifice 87 is the maximum pressure reducing state. On the other hand, when the duty value D is 0, the drain port is always shut off and the pressure level is maintained at the maximum pressure.

Further, in the hydraulic control circuit 60, a throttle modulator valve 89 and a second duty solenoid valve 90 for operating the valve are provided for controlling the line pressure adjusted by the regulator valve 61.
Is provided.

As shown in FIG. 3, the throttle modulator valve 89 has a line 140 leading to a control source pressure line 138 in which a control source pressure reduced to a predetermined pressure by the reducing valve 86 is formed. While being guided, a duty control pressure adjusted by a second duty solenoid valve 90 that periodically opens and closes according to a predetermined duty value D is introduced into the control port 89a on the one end side. And control source pressure line 1
By adjusting the control source pressure that is introduced from 38 through the line 140, the throttle modulator pressure according to the duty value D is generated. In this case, the duty value D is set according to, for example, the throttle opening of the engine, and the throttle modulator pressure corresponding to this is set on the output line 14.
Via the first pressure increasing port 6 of the regulator valve 61
By being introduced into 1a, the line pressure adjusted by the valve 61 is increased according to the increase of the throttle opening. On the other hand, a line 142 branched from the retreat line 112 is connected to the second pressure increasing port 61b provided in the regulator valve 61. As a result, the line pressure is further increased in the R range.

In this embodiment, the duty control pressure generated by the first duty solenoid valve 88 for adjusting the engagement force of the lockup clutch 26 is also supplied to the control port 91a of the modulator valve 91. It has become so. This modulator valve 9
1 adjusts the line pressure supplied from the main line 110 via the line 143 according to the duty control pressure from the first duty solenoid valve 88 to generate a modulator pressure, and the modulator pressure is generated by the line 144. Is supplied to the back pressure chamber 81a of the N-R accumulator 81 and the like.

A line 145 branched from the line 144 is connected to the control port 76a of the 3-4 control valve 76 on the 3-4 clutch line 120. Therefore, if the duty control of the first duty solenoid valve 88 is performed, the modulator pressure corresponding to the duty value D is increased.
1 and is introduced into the control port 76a of the 3-4 control valve 76, whereby the hydraulic pressure (3-4 clutch pressure) adjusted by the control valve 76 also corresponds to the duty value D. Is adjusted to the specified value.

On the other hand, this 3-4 control valve 76
Is provided with a pressure regulation blocking port 76b for blocking a pressure regulation (pressure reduction) operation at one end thereof, and the pressure regulation blocking port 76b is connected to the main line 110 via the switching valve 92 and the line 146. The pressure blocking line 147 is connected. When the pressure regulation blocking line 147 communicates with the line 146 through the switching valve 92, the line pressure of the main line 110 is supplied to the pressure regulation blocking port 76b of the 3-4 control valve 76, The pressure regulating operation of the control valve 76 is blocked.

That is, in the control port 92a on one end side of the switching valve 92, the orifice 87 in the control source pressure line 138 and the first duty solenoid valve 8 are provided.
8 is connected to the line 148, and the balance port 92b on the other end side is connected to the line 149 branched from the control source pressure line 138 on the upstream side of the orifice 87. Then, when the duty control pressure generated by the first duty solenoid valve 88 is equal to or higher than a predetermined value, the spool of the switching valve 92 is located on the left side in the drawing, and the pressure regulation blocking line 147 becomes the main line 110. Line 14 leading to
6 to the main line 11 via the line 146.
By supplying the line pressure of 0 to the pressure regulation blocking port 76b of the 3-4 control valve 76, the pressure regulation operation of the control valve 76 is blocked. On the other hand, when the duty control pressure generated by the first duty solenoid valve 88 falls below a predetermined value, the spool of the switching valve 92 overcomes the spring force and moves to the right side, whereby the pressure regulation prevention line 14 is reached.
7 is disconnected from the line 146.

Here, the switching valve 92 is connected to a line 150 which communicates with the pressure regulation blocking line 147 when the spool is located on the right side. This line 150 is guided to the fourth shift valve 82 for lockup control, and a line 151 leading to the main line 110 when the spool of the shift valve 82 is located on the right side.
It is designed to communicate with. That is, the fourth ON-OF
When the F solenoid valve 84 is turned on and the spool of the fourth shift valve 82 is located on the right side in the drawing to control the engagement force of the lockup clutch 26, the line pressure of the main line 110 is changed to the line 15
It is guided to the pressure regulation blocking line 147 via the first and fourth shift valves 82 and the line 150. The fourth
In the converter state in which the spool of the shift valve 82 is located on the left side, the line 150 communicates with the drain port provided in the shift valve 82.

The switching valve 92 has a drain line 1 which communicates with the servo apply line 117 when the spool of the first shift valve 63 is located on the right side.
51 is connected. And this drain line 15
1 is selectively communicated with two drain ports having different throttle amounts.

The above-mentioned third control source pressure line 115 is branched from the control source pressure line 138 on the upstream side of the switching valve 92, and this source pressure line 115 is connected to the third ON-OFF solenoid valve. The control port 65 a of the third shift valve 65 is reached via 68.

Here, in the first shift valve 63,
3-4 The pressure regulation prevention line 14 for the control valve 14
The line 152 branched from 7 is connected, and when the first ON-OFF solenoid valve 66 is turned on and the spool of the first shift valve 63 is located on the left side, the first back pressure chamber 73a is connected to the main line 110. Line 153 leading to the second back pressure chamber 73b of the 1-2 accumulator 73 to which the line pressure is constantly introduced;
It is configured to communicate with 52. Therefore,
When the line pressure is supplied to the pressure regulation blocking line 147, this line pressure is supplied via the lines 152 and 153 only when the spool of the first shift valve 63 is located on the left side. It is introduced into the second back pressure chamber 74b of 73.

Further, the servo apply line 117 leading to the apply port 45b of the servo piston 45a.
The timing control valve 72 installed on the line 118 leading to the 1-2 accumulator 73 from the timing control valve 72 has a control port 72a at one end thereof.
A line 154 branched from the 3-4 clutch line 120 is connected to the downstream side of the 3-4 control valve 76, and the ball valve 93 and the ball valve 93 are connected to the accumulation cut prevention port 72b provided on the other end side. The lock-up control valve 8 via the line 155.
The line 156 leading to the pressure regulation blocking line 139 for pressure regulation blocking of No. 3 is connected. A line 157 branched from the line 125 connected to the second shift valve 64 is connected to the intermediate port 72c provided in the intermediate portion of the timing control valve 72.

The timing control valve 72
The ball valve 93 connected to the line 156 leading to the accumulation cut-inhibiting port 72b is connected to the line 1 leading to the lock-up pressure regulating blocking line 139.
Located on the opposite side of 55, a line 158 branched from a line 150 provided between the switching valve 92 and the fourth shift valve 82 is connected.

In addition to the above configuration, this hydraulic control circuit 6
0 is equipped with a fifth shift valve 94 mainly used for adjusting the shift timing. The fifth shift valve 94, the first bypass line 159 which bypasses the orifice 71 on the servo apply pressure line 117
And a second bypass line 160 that bypasses the one-way valve 80 on the reverse clutch line 130, and the pressure regulation blocking port 8 of the lockup control valve 83.
The control source pressure line 161 branched from the main line 110 is guided to the control port 94a on one end side while being installed so as to straddle the lockup pressure regulation prevention line 139 guided to 3b. Then, by turning on / off the two-way valve type fifth ON-OFF solenoid valve 95 installed in the control source pressure line 161, the position of the spool of the fifth ON-OFF solenoid valve 95 is switched and the above-mentioned fifth 1, second bypass line 15
9, 160 and the pressure regulation blocking line 139 are opened or closed.

That is, when the fifth ON-OFF solenoid valve 95 is OFF and the spool of the fifth shift valve 94 is located on the right side in the drawing, the first bypass line 159 and the pressure regulation blocking line 139 are opened. On the other hand, the second bypass line 160 is cut off. At this time, the downstream portion of the second bypass line 160 is a line 129 provided with the one-way orifice 79.
And the reverse clutch line 130 or the reverse line 112 through the line 129. On the other hand, when the fifth ON-OFF solenoid valve 95 is turned on and the spool of the fifth shift valve 94 is moved to the left side in the drawing, the first bypass line 159 and the pressure regulation prevention line 139 are each blocked, and the second The bypass line 160 is opened.

Further, the first bypass line 159 is provided with a one-way orifice 96 located downstream of the fifth shift valve 94 for performing a throttling action in the hydraulic oil supply direction. A normal orifice 97 is provided on the upstream side of the shift valve 94. In the branch line 162 branched from the first bypass line 159 on the upstream side of the orifice 97, the orifice 98 having a smaller throttle amount than the orifice 97 and the passage of hydraulic oil in the discharge direction are blocked. The one-way valve 99 is provided, and when the branch line 162 turns on the fifth ON-OFF solenoid valve 95 and the spool of the fifth shift valve 94 is located on the left side, the branch line 162 is more than the valve 94. The first bypass line 159 is joined on the downstream side.

Further, as shown in FIG. 4, the automatic transmission 10 has first to third ON-OFF solenoid valves 66 to 68 for gear shift control and a fourth ON-OFF for lockup.
A controller 200 for controlling the operation of the OFF solenoid valve 84, the first duty solenoid valve 88, the second duty solenoid valve 90 for adjusting the line pressure, and the fifth ON-OFF solenoid valve 95 is provided. This controller 200 includes a signal from a vehicle speed sensor 201 that detects the vehicle speed of the vehicle, and a throttle opening sensor 202 that detects the throttle opening of the engine.
Shift position sensor 20 for detecting a signal from the shift lever and a position (range) of a shift lever included in the automatic transmission 10.
Oil temperature sensor 20 for detecting the signal from 3 and the temperature of hydraulic oil
4 and the like are input, and the operation of each of the solenoid valves is controlled in accordance with the operating state indicated by these signals and the driver's request.

Next, the third ON-OFF solenoid valve 68, which constitutes the characteristic part of the present invention, will be described more specifically with reference to FIGS. 5 and 6.

As shown in FIG. 5, the valve body 2 constituting the ON-OFF solenoid valve 68 is located between the valve seats 2a and 2b arranged opposite to each other, and is made of an elastic spherical body. This valve body 2c has a built-in valve body 2c.
By selectively adhering c to the valve seats 2a and 2b, the output port 2d selectively communicates with the input port 2e or the drain port 2f. In addition, the valve body 2 has a return spring 2g for urging the valve body 2c so as to be in close contact with the valve seat 2a on the drain port 2f side.
And a solenoid coil 2h that is brought into close contact with the valve seat 2b on the input port 2e side by attracting the valve body 2c against the urging force of the return spring 2g when energized.

As shown in FIG. 6, the valve body 2 having the above-described structure has the third control source pressure line 115 guided to the control port 65a of the third shift valve 65 formed in the valve body 3. It will be installed so that it is divided. In this case, the input port 2e is arranged so as to communicate with the control source pressure side, and the output port 2d is arranged so as to communicate with the control port 65a. Therefore, the solenoid coil 2
When the energization of h is stopped, the valve body 2c receives the urging force of the return spring 2g and comes into close contact with the one valve seat 2a, thereby closing the drain port 2f and
The input and output ports 2e and 2d are in communication with each other. Thereby, the upstream portion 115a of the third control source pressure line 115
The hydraulic oil supplied to the third ON-OFF solenoid valve 68 via the oil is guided to the downstream portion 115b communicating with the control port 65a via the oil passage 2i formed in the valve body 2, and the control pressure is applied to the valve. By acting on one end side of the spool 65b of the third shift valve 65 inserted in the body 3, it is located on the left side in the drawing against the biasing force of the return spring 65c arranged on the other end side of the spool 65b. It will be.

On the other hand, when the solenoid coil 2h is energized, the valve body 2c moves against the return spring 2g and comes into close contact with the other valve seat 2b, thereby closing the input port 2e and the output port 2d. Will be communicated with the drain port 2f. Therefore, the third
The hydraulic oil that forms the control pressure that acts on the spool 65b of the shift valve 65 follows the opposite route to the third O
It is guided to the output port 2d of the N-OFF solenoid valve 68, and is discharged from the discharge port 2j via the drain port 2f in the open state. As a result, the spool 65b of the third shift valve 65 receives the biasing force of the return spring 65c and moves to the right side in the drawing, whereby the position of the spool 65b is switched. In that case, the input port 2e is closed by the valve body 2c, but since the pressure reduced by the reducing valve 86 is guided as the control source pressure,
Even if the magnetic force generated by the solenoid coil 2h is small, the hydraulic oil does not leak and the price can be kept low.

Although the automatic transmission 10 according to this embodiment has the above-described structure, it supplies the control pressure to the third shift valve 65 among the first to third ON-OFF solenoid valves 66, 67, 68 for shifting. The reason why only the third ON-OFF solenoid valve 68 to be discharged is a three-way valve is as follows.

That is, as shown in Table 1 above,
For example, the engagement states of the 2-4 brake 45 and the 3-4 clutch 43 can be switched at the same time between the 2-3 gear shift and the 3-2 gear shift. As shown in Table 3, first to third ON-OFF
The solenoid valves 66, 67, 68 are set so as to switch from the second speed pattern to the third speed pattern via the intermediate first and second patterns.

[0073]

[Table 3] Further, at the time of 3-2 shift, as shown in Table 4 below, the first to third ON-OFF solenoid valves 66, 6 are provided.
7, 68 are set so as to be switched from the 3rd speed pattern to the 2nd speed pattern via the intermediate first and second patterns.

[0074]

[Table 4] Therefore, for example, in the second speed state of the automobile, if the driving state changes and a 2-3 shift command is generated,
As shown in Table 3 above, the solenoid pattern is 2
The speed pattern is switched to the intermediate first pattern, and the first and second ON-OFF solenoid valves 66 and 67 are turned off. Therefore, it is concluded 3-4
Regarding the clutch 43, the spool of the second shift valve 64 is located on the right side of the drawing in the hydraulic control circuit 60 of FIG. 2, and is supplied to the second shift valve 64 via the forward line 111. Line pressure is 3-
When the 3-4 clutch 43 is supplied via the 4-clutch line 120 and the 3-4 control valve 76, the engaging operation of the clutch 43 is started. At that time, the first duty solenoid valve 8
A duty control signal such that the duty control pressure of No. 8 is smaller than a predetermined value is output from the controller 200 to the first duty solenoid valve 88. As a result, the spool of the switching valve 92 is located on the right side in the drawing, and the pressure regulation blocking line 1 leading to the pressure regulation blocking port 76b of the 3-4 control valve 76 is connected.
47 is separated from the line 146 leading to the main line 110 and the line 1 leading to the fourth shift valve 82.
It will be connected to 50. Therefore, the line pressure supplied to the pressure regulation blocking port 76b of the 3-4 control valve 76 is changed to the pressure regulation blocking line 147 and the line 150.
Thus, the pressure is discharged from the drain port of the fourth shift valve 84 via the spring, whereby the plug 76c of the 3-4 control valve 76 is connected to a spring (not shown) provided between the plug 76c and the spool 76d in series. ), It moves back to the right side, and the pressure adjusting (pressure reducing) operation of the 3-4 control valve 76 becomes possible. When the first duty solenoid valve 88 is duty-controlled with a predetermined duty value, a modulator pressure corresponding to the duty value is generated by the modulator valve 91, and the above-mentioned 3-
While being introduced into the control port 76a of the 4th control valve 76, the line pressure of the forward line 111 discharged from the second shift valve 64 is adjusted to a pressure corresponding to the modulator pressure, and then as a 3-4 clutch pressure. 3-4
It will be supplied to the clutch 43. In that case, 3
The -4 clutch pressure is as shown in FIG.
It is controlled so that it rapidly rises as indicated by the symbol (a), and in the latter half, it becomes a shelf pressure state in which the pressure rises gradually as indicated by the symbol (a). Note that the 3-4 clutch 43 enters a half-engaged state and is in a completely engaged state while the 3-4 clutch pressure is controlled to the shelf pressure state.

When a predetermined time T1 elapses after the 2-3 shift command is issued, a duty control signal is output to the first duty solenoid valve 88 so that the duty control pressure becomes a predetermined value or more. Therefore, the spool of the switching valve 92 is located on the left side, and accordingly, the line 146 communicating with the main line 110 is again communicated with the pressure regulation blocking line 147. Therefore, the line pressure of the main line 110 is supplied to the pressure regulation blocking port 76a of the 3-4 control valve 76, which causes the plug 76 of the valve 76 to operate.
c moves to the left side with the spool 76d, and is fixed in a state where the spool 76d is located on the left side.
As a result, the line pressure from the forward line 111 supplied from the second shift valve 64 to the 3-4 control valve 76 via the 3-4 clutch line 120 is supplied to the 3-4 clutch 43 without being reduced. As a result, the 3-4 clutch pressure increases rapidly as indicated by the symbol (c) in FIG. 7.

On the other hand, 2-4 brakes 4 which are simultaneously released
For 5, the first ON-OFF solenoid valve 66
Is turned off, the spool of the first shift valve 63 is positioned on the right side in the drawing, and the servo apply line 117 communicating with the apply port 45b of the servo piston 45a becomes the drain port of the switching valve 92. It communicates with the drain line 151 which communicates.

In this case, when the temperature of the hydraulic oil indicated by the signal from the oil temperature sensor 204 is higher than the predetermined value, the fifth
The fifth ON-OFF solenoid valve 97 that controls the operation of the shift valve 96 is turned ON. Therefore, the fifth
Since the spool of the shift valve 94 is located on the left side, the orifice 7 is attached to the servo apply line 117.
The downstream portion of the first bypass line 159 that merges on the downstream side of 1 is connected to the fifth shift valve 94 from the line 159.
Will be connected to the branch line 162 that is branched on the upstream side. Therefore, a part of the hydraulic oil supplied to the apply port 45b of the servo piston 45a is branched to the first bypass line 159 downstream of the orifice 71 on the servo apply line 117, and then the fifth shift is performed. The flow is guided to a branch line 162 connected to the valve 94, the flow rate is throttled by an orifice 98 provided in the branch line 162, and then the flow returns to the first bypass line 159, and the flow rate is increased upstream of the orifice 71. After joining the rest of the hydraulic oil discharged through the orifice 71, the hydraulic oil is discharged from the drain port of the switching valve 92 via the drain line 151. With this, 2-4
Immediately after the start of the release operation of the brake 45, the servo apply pressure is rapidly reduced as shown by the symbol (d) in FIG. 7, and then communicated with the servo apply line 117 via the timing control valve 72 1- Due to the action of the 2 accumulator 73, it decreases in a predetermined shelf pressure state as shown by the symbol (e).

In this case, since the fifth ON-OFF solenoid valve 95 is turned on and the spool of the fifth shift valve 94 is located on the left side, the line pressure acting on the left end side of the spool 72d of the timing control valve 72 is increased. However, the pressure is discharged from the drain port of the fifth shift valve 94. Therefore, when the 3-4 clutch pressure introduced to the control port 72a of the timing control valve 72 via the line 154 branched from the 3-4 clutch line 120 reaches a predetermined operating pressure P1, the valve 72 is connected to the control port 72a. By moving the built-in spool 72d to the left, the 1-2 accumulator 73
Is disconnected from the servo apply line 117. As a result, the servo apply pressure is rapidly exhausted as indicated by reference numeral (F) in FIG.
5 will be released as soon as possible.

In this case, a three-way valve type valve is adopted as the first ON-OFF solenoid valve 66, and the pressure reduced by the reducing valve 86 is introduced as the control source pressure of the first shift valve 63. Immediately after the first ON-OFF solenoid valve 66 is switched from ON to OFF, the control port 63a of the first shift valve 63 is filled with hydraulic oil while filling the empty oil passage.
Therefore, the control source pressure supplied to the throttle modulator valve 89 via the line 140 is temporarily reduced, and the throttle modulator pressure generated by the valve 89 is correspondingly reduced. Will also temporarily decline. Therefore, the line pressure adjusted by the regulator valve 61 fluctuates transiently, which causes various problems such as delay in rising of the engagement pressure supplied to the 3-4 clutch 43. For this reason,
It is not preferable to adopt a three-way valve type as the first ON-OFF solenoid valve 66.

When a predetermined time T1 elapses after the shift operation further proceeds and the shift command is generated, the solenoid pattern is switched from the intermediate first pattern to the intermediate second pattern, and the third ON-OFF solenoid valve 68 is turned on. Is turned off, and accordingly, the spool 65b of the third shift valve 65 is located on the left side in the drawing as shown in FIG. As a result, 3-4 clutch line 1
The line 121 branched from 20 is connected to the servo release line 122, and the second shift valve 6
The line pressure of the forward line 111 supplied to No. 4 is supplied as the servo release pressure to the release port 45c of the servo piston 45a via the servo release line 122.

At this time, the forward drive line 111 guided to the third shift valve 65 is the coast clutch line 11
9, the line pressure of the forward line 111 supplied to the shift valve 65 is adjusted to a predetermined pressure by the coast reducing valve 74, and then the coast clutch 42 is used as the coast clutch pressure. Will be supplied to.

At the same time, the fifth ON-OFF solenoid valve 97 is turned off, and the spool of the fifth shift valve 94 is moved to the right side in the drawing accordingly, leading to the lockup control valve 83. The pressure regulation blocking line 139 is opened, and the pressure regulation blocking line 83 is supplied to the pressure regulation blocking port 83b of the control valve 83, and the timing control valve 7
The line pressure is also supplied to the second accumulation cut prevention port 72b. Therefore, the spool 72d of the timing control valve 72 returns to the connection position shown in FIG. 2, and the 1-2 accumulator 73 communicates with the servo apply line 117.

Then, when a predetermined time T2 elapses after the solenoid pattern is switched to the second intermediate pattern, the solenoid pattern is switched to the third speed pattern to prepare for the next shift. In that case, the first ON-O
By turning on the FF solenoid valve 66,
Since the spool of the first shift valve 63 is located on the left side of the drawing, the servo apply line 117 and the forward line 111 communicate with each other, and the line pressure of the forward line 111 supplied to the first shift valve 63 is increased. Apply port 45 of servo piston 45a as servo apply pressure
b. In this case, since the spool 73d of the timing control valve 72 is returned to the connection position, the servo apply pressure is in the predetermined shelf pressure state as indicated by the symbol (g) in FIG. 7 due to the action of the 1-2 accumulator 73. Will rise via.

If the operating state changes and a 3-2 shift command is generated in the third speed state of the automobile,
A series of 3-shifting down the gear from 3rd to 2nd
The 2nd gear shift control is performed. Even in the 3-2 gear shift control, as shown in Table 4 above, the 1st to 3rd O
The N-OFF solenoid valves 66, 67, 68 are switched from the 3rd speed pattern to the 2nd speed pattern via the intermediate first and second patterns.

That is, when the 3-2 shift command is generated,
As shown in Table 4 above, the solenoid pattern is 3
The speed pattern is switched to the intermediate first pattern, and the first ON-OFF solenoid valve 66 is turned off.

Regarding the released 3-4 clutch 43, the second ON-OFF solenoid valve 67 is turned on.
Since the FF state is maintained, the second shift valve 64
2 is located on the right side of the drawing in the hydraulic control circuit 60 of FIG.
Therefore, the forward line 111 and the 3-4 clutch line 120, which are guided to each other, are maintained in communication with each other. Then, in this state, when the control signal is received from the controller 200 and the first duty solenoid valve 88 operates according to a predetermined sequence, the output pressure of the 3-4 control valve 76 changes.
Immediately after starting the disengagement operation of the 3-4 clutch 43,
The 3-4 clutch pressure rapidly decreases as indicated by the reference numeral (H) in FIG. 8 and then gradually decreases according to a predetermined gradient as indicated by the reference numeral (K).

On the other hand, for the 2-4 brake 45 to be engaged, the spool of the first shift valve 63 is located on the right side in the drawing because the first ON-OFF solenoid valve 66 is turned OFF as described above. By the way, the servo apply line 117 that communicates with the apply port 45b of the servo piston 45a becomes the drain line 15
1 to communicate with the drain port of the switching valve 92.
Therefore, the servo apply pressure rapidly decreases as indicated by the symbol (U) in FIG. 8 and then the 1-2 accumulator 7
As a result of the action of No. 2, as shown by the reference numeral (S), it decreases in a predetermined shelf pressure state.

Since the third ON-OFF solenoid valve 68 for controlling the operation of the third shift valve 65 is turned OFF subsequently to the third speed pattern, the servo release pressure is supplied to the release port 45c of the servo piston 45a. 2-4
The released state of the brake 45 is maintained.

Then, when the predetermined time T3 has elapsed since the release operation of the 3-4 clutch 43 progressed and the gear shift command was generated, the solenoid pattern is switched from the intermediate first pattern to the intermediate second pattern. Specifically, 1-
At the timing immediately after the shelf pressure state of the servo apply pressure formed by the 2 accumulator 73 is completed, the third O
At the same time that the N-OFF solenoid valve 68 is turned ON, the first ON-OFF solenoid valve 66 is returned from OFF to ON. Therefore, at this point in time, the servo release line 122 communicating with the release port 45c of the servo piston 45a is communicated with the drain port 65d of the third shift valve 65 as shown in FIG. In this case, since the servo release line 122 is not provided with an orifice-like member, the servo release pressure is rapidly exhausted as shown by the symbol (SI) in FIG.

On the other hand, regarding the servo apply pressure,
Since the ON-OFF solenoid valve 66 is turned ON, the spool of the first shift valve 63 is located on the left side, and the servo apply line 117 and the forward line 111 communicate with each other, and the first shift valve 63 is connected. The supplied line pressure of the forward line 111 is supplied as the servo apply pressure to the apply port 45b of the servo piston 45a via the servo apply line 118 and the first bypass line 159. Therefore,
Due to the action of the 1-2 accumulator 74, the servo apply pressure gradually increases in a predetermined shelf pressure state as indicated by the reference numeral (s) in FIG. Then, the 2-4 brake 45 enters the half-engaged state and the fully engaged state while the servo apply pressure passes through the shelf pressure state.

Since the gear shifting operation proceeds at a delicate timing in this way, a three-way valve type valve that causes fluctuations in the line pressure is used as the ON-OFF solenoid valve that switches the first shift valve 63 for the reason described above. It is not preferable to use it.

Then, when a predetermined time T4 has elapsed after the solenoid pattern was switched to the intermediate first pattern, the solenoid pattern is switched to the second speed pattern. That is, the second ON-OFF solenoid valve 67
Is turned on, the spool of the second shift valve 64 is positioned on the left side of the drawing in the hydraulic control circuit of FIG. 2, and the 3-4 clutch line 120 causes the drain of the second shift valve 64 to drain. Communicate with the port. As a result, the 3-4 clutch pressure is rapidly exhausted as indicated by the reference numeral (c) in FIG. 8, and the gear is prepared for the next shift.

On the other hand, in the 4th speed of the D range which is the highest speed stage, as shown in Table 2 above, the second ON-OFF solenoid valve 67 is set to OFF. In this case, as described above, even in the two-way valve type ON-OFF solenoid valve, there is almost no leakage of hydraulic fluid in the OFF state, so an expensive three-way valve type ON-OFF is used.
There is no need to use solenoid valves.

Moreover, the third ON-OFF which is in the ON state
No leakage of the hydraulic oil because it is the three-way valve for the solenoid valve 6 8, so that the leakage amount is significantly reduced when particularly high speeds where a high degree of lubrication is required. As a result, the amount of lubricating oil is appropriately secured, it is not necessary to use a large-capacity oil pump 13, the pump 13 can be made compact, and cost increase can be suppressed. become.

In addition, the third ON-OFF solenoid valve 68 is only a three-way valve, and, for example, the timing control valve 72, the coast reducing valve 7
4,3-4 control valve 76, Loule reducing valve 77, motor du regulator instead like the valve 91 in the aluminum can be used spool with product cost inexpensive iron, the amount of lubricating oil properly secured Meanwhile, the manufacturing cost can be suppressed.

Regarding the third ON-OFF solenoid valve 68, as shown in Table 3 above, when the solenoid pattern is switched from the intermediate first pattern to the intermediate second pattern, it is switched from ON to OFF. However, since the 2-3 shift is substantially completed at that time, even if the line pressure slightly fluctuates, no particular problem occurs.

[0097]

As described above, according to the present invention, a plurality of shift valves for switching the supply and discharge of the operating oil pressure to the friction element, and a solenoid valve for electrically supplying and discharging the control pressure supplied to these shift valves. In an automatic transmission equipped with a control valve, at least a three-way valve type solenoid valve is installed in the control source pressure oil passage leading to the control port of the shift valve except the shift valve that is switched for timing adjustment during gear shifting. Since the output pressure of the pressure reducing valve that forms the control pressure of the pressure regulating valve is guided to the pressure oil passage, the price of the solenoid valve can be kept low, and the leakage of hydraulic oil is greatly reduced. The amount of lubricating oil can be properly secured without increasing the capacity of the oil pump.

Moreover, the operating oil pressure supplied to the friction element whose engagement pressure is supplied and discharged by the shift valve that is switched for timing adjustment during gear shifting, for example, the output pressure formed by the pressure reducing valve is supplied as the control pressure. The conventional two-way valve type is used as the solenoid valve for switching the operation of the shift valve even if it is controlled by a pressure regulating valve. In this case, fluctuations in the output pressure of the pressure reducing valve caused by fluctuations in the working hydraulic pressure supplied to the friction element are avoided, and good controllability is ensured.

In particular, according to the second aspect of the invention, the output pressure of the pressure reducing valve for forming the control pressure introduced to the regulator valve for adjusting the line pressure is used as the control source pressure for controlling the shift valve via the three-way valve type solenoid valve. When guiding to the port, the solenoid valve that controls the operation of the shift valve that is switched for timing adjustment during gear shifting as described above is not replaced by a three-way valve, so fluctuations in line pressure during gear shifting are avoided. Even in this case, good controllability is ensured.

On the other hand, according to the third invention , the timing
System except shift valves that can be switched for
A three-way valve type solenoid valve is installed in the control pressure oil passage leading to the control port of the shift valve, except for the shift valve that is set to the side that blocks the exhaust of the control pressure at the highest speed. Therefore, the amount of lubricating oil can be reliably secured even during high-speed traveling where lubrication becomes severe while avoiding cost increase due to excessive quality.

[Brief description of drawings]

FIG. 1 is a skeleton diagram of an automatic transmission according to an embodiment.

FIG. 2 is a circuit diagram showing a hydraulic control circuit of an automatic transmission according to an embodiment.

FIG. 3 is an enlarged view showing a configuration of a line pressure control unit and its surroundings in a hydraulic control circuit.

FIG. 4 is a control system diagram for each valve in the hydraulic control circuit of FIG.

FIG. 5 is an enlarged cross-sectional view of a third ON-OFF solenoid valve.

FIG. 6 is a cross-sectional view of essential parts showing a state of arrangement of a third ON-OFF solenoid valve and a third shift valve through which control pressure is supplied and discharged by the solenoid valve.

FIG. 7 is a time chart showing a change in hydraulic pressure during 2-3 shifts.

FIG. 8 is a time chart showing changes in hydraulic pressure during 3-2 shift.

[Explanation of symbols]

10 automatic transmission 42 Coast Clutch 43 3-4 Clutch 45 2-4 brake 46 Low reverse brake 60 Hydraulic control circuit 61 Regulator valve 63 First shift valve 64 Second shift valve 65 3rd shift valve 66 1st ON-OFF solenoid valve 67 Second ON-OFF solenoid valve 68 3rd ON-OFF solenoid valve 86 reducing valve 89 Throttle modulator valve 115 Third control source pressure line 138 Control source pressure line

Front page continuation (72) Inventor Hiroaki Yokota, 3-1, Shinchi Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) In-house Shinya Kamada, 3-3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (56) References JP-A-2-51659 (JP, A) JP-A-5-312260 (JP, A) JP-A-5-215208 (JP, A) JP-A-5-39843 (JP, A) Kaihei 5-106726 (JP, A) JP 5-319146 (JP, A) JP 3-129166 (JP, A) JP 2-176256 (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 (3)

(57) [Claims] 1. An automatic transmission including a plurality of shift valves for switching supply and discharge of operating hydraulic pressure to and from a friction element, and a solenoid valve for electrically supplying and discharging control pressure supplied to these shift valves. A pressure reducing valve for reducing the pressure and a pressure regulating valve to which the output pressure formed by the pressure reducing valve is supplied as a control pressure are provided.
A three-way valve type solenoid valve is provided in a control source pressure oil passage leading to a control port of the shift valve except at least the shift valve that is switched for timing adjustment among the plurality of shift valves. A hydraulic control device for an automatic transmission, characterized in that it is configured to supply an output pressure formed by the pressure reducing valve to a passage. 2. The hydraulic control device for an automatic transmission according to claim 1, wherein the pressure regulating valve is a regulator valve for adjusting the line pressure. 3. The control source pressure oil passage leading to the control port is three-wayed.
A shift valve equipped with a valve-type solenoid valve
A shift valve that is sometimes switched to adjust the timing
Claims a shift valve excluding blanking, and characterized in that it is a shift valve except shift valve is set to the side to prevent the exhaust pressure of the control pressure in at least the highest speed stage
The hydraulic control device for an automatic transmission according to claim 1 or 2 .