JP4265385B2 - Hydraulic control device for power transmission device - Google Patents

Description

  The present invention relates to a hydraulic control device that controls a power transmission device for a vehicle.

  2. Description of the Related Art Conventionally, there has been known a vehicle having a structure in which a transmission is provided on the output side of a driving force source and the transmission is hydraulically controlled. An example of such a hydraulic control device for a transmission is described in Patent Document 1 below. In the vehicle described in Patent Document 1, engine torque is transmitted to wheels via a torque converter, a forward / reverse switching device, and a continuously variable transmission. The forward / reverse switching device has a reverse brake and a forward clutch, and is provided with a brake oil chamber for operating the reverse brake and a clutch oil chamber for operating the forward clutch.

  In addition, a select lever for switching the driving mode is provided in the passenger compartment, and a manual valve and a reverse signal valve that are linked to the select lever are connected to the select lever. The manual valve and the reverse signal valve are configured to operate at five positions corresponding to the parking range, reverse range, neutral range, drive range, and sports drive range set by the select lever.

  On the other hand, a hydraulic control device for controlling a forward / reverse switching device, a continuously variable transmission, and the like is provided. The hydraulic circuit of this hydraulic control device is provided with a clutch pressure control valve, and a clutch pressure path is connected to the discharge port of the clutch pressure control valve. The clutch pressure control valve has an external pilot chamber that controls the hydraulic pressure of the discharge port. The hydraulic pressure in the clutch pressure path is selectively supplied to the clutch oil chamber or the brake oil chamber via a manual valve. A pilot pressure path is connected to the reverse signal valve, and the pilot pressure path is connected to an external pilot chamber of the clutch pressure control valve.

When the reverse signal valve operates in conjunction with the operation of the select lever and the position of the reverse signal valve is set to the neutral range position, drive range position, or sports drive position, the clutch pressure path Hydraulic pressure is supplied to the external pilot chamber of the clutch pressure control valve via the pilot pressure path. As a result, the clutch pressure output from the discharge port of the clutch pressure control valve is set to a low pressure. On the other hand, when the reverse signal valve position is set to the parking range position or the reverse position position, the clutch pressure passage hydraulic pressure is not supplied to the external pilot chamber of the clutch pressure control valve, and the clutch control valve discharge port Is set to a high pressure.
Japanese Patent Laid-Open No. 10-325458

  By the way, in said patent document 1, the manual valve and the reverse signal valve were connected with the select lever, and there existed a problem that a manual valve enlarged.

  The present invention has been made against the background described above, and it is possible to suppress as much as possible the increase in size of a valve that selectively supplies hydraulic pressure to any of a plurality of hydraulic chambers. It is an object of the present invention to provide a hydraulic control device for a power transmission device.

  In order to achieve the above object, the invention of claim 1 has a forward / reverse switching device provided in a path for transmitting power to wheels, and the forward / backward switching device controls a driving force for moving the vehicle forward. A forward frictional engagement device, a reverse frictional engagement device for controlling the driving force for moving the vehicle backward, and a forward hydraulic chamber for controlling the torque capacity of the forward frictional engagement device; And a reverse hydraulic chamber for controlling the torque capacity of the frictional engagement device, and the hydraulic control device for the power transmission device in which the hydraulic pressure of the forward hydraulic chamber is different from the hydraulic pressure of the reverse hydraulic chamber In accordance with a shift position selected according to a modulator valve that outputs a hydraulic pressure obtained by reducing the hydraulic pressure of a predetermined oil passage, a solenoid valve that outputs a hydraulic pressure that is regulated using the output hydraulic pressure of the modulator valve as a base pressure, and Forward A manual valve for supplying pressure oil to either the hydraulic chamber or the reverse hydraulic chamber, and a switching valve for selectively supplying the output hydraulic pressure of the modulator valve or solenoid valve to the manual valve, When a shift position for moving the vehicle in reverse is selected and the output hydraulic pressure of the modulator valve is supplied to the manual valve via the switching valve, the output hydraulic pressure of the modulator valve is used as the signal hydraulic pressure, and the modulator valve A control oil passage for raising the output hydraulic pressure is provided separately from the manual valve.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, when a shift position for moving the vehicle in reverse is selected, first, the output hydraulic pressure of the solenoid valve is used for the reverse movement via the manual valve. The configuration is such that the switching valve is operated after that, and the output hydraulic pressure of the modulator valve is supplied to the reverse hydraulic chamber via the manual valve. It is a feature.

  The invention according to claim 3 selects a plurality of hydraulic chambers for controlling the power transmission state of the power transmission device and any of the plurality of hydraulic chambers by a predetermined operation, and the input hydraulic pressure is selected. In a hydraulic control device of a power transmission device having a first switching valve that outputs to a hydraulic chamber, a first control valve that outputs a first hydraulic pressure, and a first hydraulic pressure that is output from the first control valve The second control valve that further regulates pressure and outputs the second hydraulic pressure, and selects either the first hydraulic pressure or the second hydraulic pressure by an operation different from the operation of the first switching valve. A second switching valve for inputting the selected hydraulic pressure to the first switching valve, and a first hydraulic pressure selected by the second switching valve is a predetermined hydraulic pressure selected by the first switching valve. When supplying to the chamber, the first hydraulic pressure is supplied to the first control valve. , It is characterized in that a control oil passage for controlling the pressure regulating function of the first first hydraulic by the control valve.

  According to a fourth aspect of the invention, in addition to the configuration of the third aspect, the first hydraulic pressure setting device that sets the target hydraulic pressure of the predetermined hydraulic chamber to be higher than the target hydraulic pressure of the other hydraulic chambers; When the second hydraulic pressure is selected by the switching valve and the second hydraulic pressure is input to the first switching valve, the shut-off device that shuts off the control oil path, and the first hydraulic pressure The first hydraulic pressure output when supplied to the first control valve via the control oil passage is set to be higher than the first hydraulic pressure output when the control oil passage is shut off. And a second hydraulic pressure setting device.

  According to a fifth aspect of the invention, in addition to the configuration of the third or fourth aspect, the second hydraulic pressure is selected as an operation mode of the second switching valve when the hydraulic pressure of the predetermined hydraulic chamber is increased. A first operation mode in which a second hydraulic pressure is input to the first switching valve, and the second hydraulic pressure is supplied to the predetermined hydraulic chamber, and the hydraulic pressure in the predetermined hydraulic chamber increases to a predetermined value or more. The first hydraulic pressure is selected, the first hydraulic pressure is supplied to the first switching valve, and the first hydraulic pressure is routed through the control oil passage to the first control valve. And a second operation mode to be supplied to the device.

  According to a sixth aspect of the invention, in addition to the configuration of any of the third to fifth aspects, the power transmission device includes a forward / reverse switching for switching the direction of torque transmitted from the driving force source of the vehicle to the wheels in the forward and reverse directions. The forward / reverse switching device includes a plurality of friction engagement devices whose torque capacities are controlled based on the hydraulic pressures of the plurality of hydraulic chambers, and transmits power from the driving force source to the wheels. A continuously variable transmission is arranged on the route.

  According to a seventh aspect of the present invention, in addition to the configuration of the sixth aspect, the plurality of friction engagement devices include a forward friction engagement device capable of increasing a torque capacity when a driving force is generated to advance the vehicle, and the vehicle. A reverse friction engagement device capable of increasing the torque capacity when generating a driving force for reverse movement of the vehicle. The torque capacity of the reverse friction engagement device is controlled by the hydraulic pressure of a predetermined hydraulic chamber, and The torque capacity of the friction engagement device is controlled by the hydraulic pressure of another hydraulic chamber.

  According to the first aspect of the present invention, when the shift position for moving the vehicle backward is selected and the output hydraulic pressure of the modulator valve is supplied to the manual valve via the switching valve, the output hydraulic pressure of the modulator valve is used as the signal hydraulic pressure. It is possible to increase the output hydraulic pressure of the modulator valve. Here, since the control oil path is provided separately from the manual valve, it is possible to suppress an increase in size of the manual valve. Further, it is possible to reliably increase the torque capacity of the reverse friction engagement device.

  According to the second aspect of the invention, in addition to obtaining the same effect as the first aspect of the invention, the hydraulic pressure in the reverse hydraulic chamber gradually increases in the initial stage of increasing the engagement pressure of the reverse friction engagement device. As a result, the control accuracy of the torque capacity of the reverse friction engagement device is improved. Next, when the torque capacity of the reverse friction engagement device increases to a predetermined value or more, the output hydraulic pressure of the modulator valve is supplied to the reverse hydraulic chamber, so that the torque capacity of the reverse friction engagement device can be reliably maintained. .

  According to the invention of claim 3, since the operation of the first switching valve and the operation of the second switching valve can be performed separately, the increase in size of the first switching valve can be suppressed. Further, when the hydraulic pressure selected by the operation of the second switching valve is supplied to the predetermined hydraulic chamber via the first switching valve, the hydraulic pressure selected by the second switching valve is the first control. By supplying to the valve, it is possible to control the pressure regulating function of the first control valve.

  According to the invention of claim 4, in addition to obtaining the same effect as that of the invention of claim 3, the first control valve is supplied with the hydraulic pressure selected by the second switching valve to the first control valve. The first hydraulic pressure output from the valve can be increased. Therefore, it is possible to reliably increase the first hydraulic pressure supplied to the predetermined hydraulic chamber.

  According to the fifth aspect of the invention, in addition to obtaining the same effect as that of the third or fourth aspect of the invention, when the hydraulic pressure of the predetermined hydraulic chamber is to be increased, the second switching valve is operated as the second switching mode. A first operation mode in which the hydraulic pressure is supplied to a predetermined hydraulic chamber; and when the hydraulic pressure in the predetermined hydraulic chamber is increased to a predetermined value or more by the second hydraulic pressure, the first hydraulic pressure is supplied to the predetermined hydraulic chamber; In addition, it is possible to select a second operation mode in which the first hydraulic pressure is supplied to the first control valve via the control oil passage.

  According to the sixth aspect of the present invention, in addition to obtaining the same effect as that of any of the third to fifth aspects of the invention, the torque capacity of the plurality of friction engagement devices is controlled so that the wheels from the driving force source of the vehicle The forward / reverse direction of the torque transmitted to the vehicle is switched to generate a driving force for moving the vehicle forward or backward.

  According to the seventh aspect of the invention, in addition to obtaining the same effect as that of the sixth aspect of the invention, it is easier to increase the torque capacity of the reverse friction engagement device when a driving force for causing the vehicle to move backward is generated. .

  Next, the present invention will be described based on specific examples. FIG. 2 schematically shows an example of a power train and a control system of a vehicle Ve that is a target of the control device of the present invention. The power train shown here is configured such that the torque of the driving force source 1 is transmitted to the belt type continuously variable transmission 4 via the fluid transmission device 9 and the forward / reverse switching device 8. As the driving force source 1, at least one of an engine or an electric motor can be used. As this engine, for example, an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, or the like can be used. Hereinafter, a case where a gasoline engine is used as the driving force source 1 will be described, and the driving force source 1 will be referred to as “engine 1” for convenience. An intake pipe (not shown) of the engine 1 is provided with an electronic throttle valve (not shown), and the engine 1 has a crankshaft 70.

  As the fluid transmission device 9 connected to the crankshaft 70, a torque converter is used in the embodiment of FIG. Hereinafter, the fluid transmission device 9 is referred to as a “torque converter 9”. The torque converter 9 has a pump impeller 11 and a turbine runner 12. A cylindrical portion 71 is continuous with the front cover 10, and the pump impeller 11 is formed at the end of the cylindrical portion 71 opposite to the front cover 10. The turbine runner 12 is disposed inside the cylindrical portion 71, and the pump impeller 11 and the turbine runner 12 are provided to face each other. The turbine runner 12 is connected to the shaft 50 so as to rotate integrally. The pump impeller 11 and the turbine runner 12 are provided with a large number of blades (not shown), and power is transmitted between the pump impeller 11 and the turbine runner 12 by the kinetic energy of the fluid.

  In addition, a stator 13 that selectively changes the flow direction of the fluid sent from the turbine runner 12 and flows into the pump impeller 11 is disposed in the inner peripheral portion of the pump impeller 11 and the turbine runner 12. . The stator 13 is connected to a predetermined fixed portion (casing) 15 via a one-way clutch 14.

  The torque converter 9 includes a lockup clutch 16. The lock-up clutch 16 is provided inside the cylindrical portion 71 and is arranged in parallel with the power transmission path from the front cover 10 to the shaft 50. In addition, a first hydraulic chamber 72 and a second hydraulic chamber 73 are formed inside the cylindrical portion 71. The lockup clutch 16 is attached so as to rotate integrally with the shaft 50 and is configured to be movable in the axial direction of the shaft 50. The operation of the lockup clutch 16 in the axial direction of the shaft 50 is controlled based on the correspondence between the hydraulic pressure in the first hydraulic chamber 72 and the hydraulic pressure in the second hydraulic chamber 73. Furthermore, a hydraulic control device 59 having a function of controlling the pressure of the working fluid (oil) supplied to the first hydraulic chamber 72 and the second hydraulic chamber 73 is provided.

  The forward / reverse switching device 8 is a mechanism that is employed when the rotational direction of the engine 1 is limited to one direction, and the forward / reverse switching device 8 is configured to move the primary shaft 51 with respect to the rotational direction of the shaft 50. A function to switch the rotation direction is provided. The forward / reverse switching device 8 has a function of connecting the shaft 50 and the primary shaft 51 to a state where power can be transmitted and a function of blocking power transmission between the shaft 50 and the primary shaft 51. Yes.

  In the example shown in FIG. 2, a double pinion type planetary gear mechanism is employed as the forward / reverse switching device 8. That is, a sun gear 17 that rotates integrally with the shaft 50 and a ring gear 18 that is arranged concentrically with the sun gear 17 are provided, and a pinion gear 19 that meshes with the sun gear 17 and a pinion gear between the sun gear 17 and the ring gear 18. 19 and another pinion gear 20 meshed with the ring gear 18 are arranged, and the pinion gears 19 and 20 are held by a carrier 21 so as to rotate and revolve freely.

  Further, a forward clutch 22 that connects the sun gear 17 and the shaft 50 and the carrier 21 so as to be integrally rotatable is provided. A reverse brake 23 that reverses the rotation direction of the primary shaft 51 with respect to the rotation direction of the shaft 50 by selectively fixing the ring gear 18 is provided. Engagement / release of the forward clutch 22 and the reverse brake 23 is controlled by a hydraulic control device 59. The primary shaft 51 and the carrier 21 are connected so as to rotate integrally.

  The belt type continuously variable transmission 4 includes a primary pulley 24 and a secondary pulley 25 that are arranged in parallel to each other. First, the primary pulley 24 is configured to rotate integrally with the primary shaft 51, and the primary pulley 24 has a fixed sheave 52 and a movable sheave 53. A hydraulic actuator 26 that moves the movable sheave 53 in the axial direction of the primary shaft 51 is provided.

  On the other hand, the secondary pulley 25 is configured to rotate integrally with the secondary shaft 55, and the secondary pulley 25 includes a fixed sheave 54 and a movable sheave 56. Further, a hydraulic actuator 27 that moves the movable sheave 56 in the axial direction of the secondary shaft 55 is provided. Further, an annular belt 28 is wound around the primary pulley 24 and the secondary pulley 25. Further, the state of oil supplied to and discharged from the hydraulic chamber (not shown) of the actuator 26 and the hydraulic chamber (not shown) of the actuator 27 is controlled by a hydraulic control device 59. The differential 6 is connected to the secondary shaft 55 via the gear transmission 29, and the wheel (front wheel) 2 is connected to the differential 6.

  Next, a control system for the vehicle Ve shown in FIG. 2 will be described. First, an electronic control unit (ECU) 34 is provided. The electronic control unit 34 is a microcomputer having an arithmetic processing unit (CPU or MPU), a storage unit (RAM and ROM), and an input / output interface. It is configured. The electronic control unit 34 includes a signal from the engine rotational speed sensor 30, a signal from the turbine rotational speed sensor 31 that detects the rotational speed of the turbine runner 12, a signal from the input rotational speed sensor 32 that detects the rotational speed of the primary shaft 51, A signal from the output rotation speed sensor 33 that detects the rotation speed of the secondary shaft 55, a signal from the accelerator opening sensor 57, a signal from the shift position sensor 60, a signal from the brake switch 74, a signal from the oil pressure detection sensor 58, and the like are input. The oil pressure detection sensor 58 detects the oil pressure in a hydraulic chamber (described later) that controls the torque capacity of the forward clutch 22 and the reverse clutch 23. Further, the gear ratio of the belt type continuously variable transmission 4 is calculated based on the signal of the input rotational speed sensor 32 and the signal of the output rotational speed sensor 33.

  The shift position sensor 60 detects an operation state of a shift position selection device (not shown) operated by an occupant of the vehicle Ve. For example, the shift position sensor 60 detects a parking position, a reverse position, a neutral position, a drive position, a low position, and the like. When the occupant of the vehicle Ve intends not to generate a driving force in the vehicle Ve, the parking position or the neutral position is selected. When there is an intention to generate a driving force for moving the vehicle Ve forward, the drive position or the low position is selected. Further, when there is an intention to generate a driving force for moving the vehicle Ve backward, the reverse position is selected. From this electronic control unit 34, a signal for controlling the engine 1, a signal for controlling the hydraulic control unit 59, a signal for controlling the belt-type continuously variable transmission 4, a signal for controlling the lock-up clutch 16, a forward / reverse switching device 8 A signal for controlling the output is output.

  In the vehicle Ve configured as described above, when the engine 1 is operated, torque output from the engine 1 is transmitted to the wheels via the torque converter 9, the forward / reverse switching device 8, and the belt type continuously variable transmission 4. 2 is transmitted. Further, the electronic control unit 34 stores a lockup clutch control map. Based on the lockup clutch control map, the transmission torque capacity of the lockup clutch 16 (in other words, engagement hydraulic pressure, engagement pressure, engagement State) is controlled, and the lock-up clutch 16 is released (specifically fully released) or slipped or engaged (specifically fully engaged).

  Next, the control of the forward / reverse switching device 8 will be described. When the shift position sensor 60 detects a low position or a drive position, the forward clutch 22 of the forward / reverse switching device 8 is engaged and the reverse brake 23 is released. Then, the shaft 50 and the carrier 21 rotate integrally, the torque of the shaft 50 is transmitted to the primary shaft 51, and the torque of the primary shaft 51 is transmitted to the wheels 2, so that the driving force for moving the vehicle Ve forward is generated. appear. At this time, the shaft 50 and the primary shaft 51 rotate in the same direction.

  On the other hand, when the reverse position is detected by the shift position sensor 60, the forward clutch 22 is released and the reverse brake 23 is engaged. Then, when the engine torque is transmitted to the sun gear 17, the ring gear 18 serves as a reaction force element, and the torque of the sun gear 17 is transmitted to the primary shaft 51 via the carrier 21. When the torque of the primary shaft 51 is transmitted to the wheels 2, a driving force in a direction for moving the vehicle Ve backward is generated. In this case, the shaft 50 and the primary shaft 51 rotate in opposite directions. When the neutral position or the parking position is selected, the forward clutch 22 and the reverse brake 23 are released, and the power transmission between the shaft 50 and the primary shaft 51 is interrupted.

  Next, control of the belt type continuously variable transmission 4, more specifically, control of the gear ratio and torque capacity will be described. As described above, the engine torque is transmitted to the primary shaft 51, and the belt type continuously variable transmission is performed based on various signals input to the electronic control unit 34 and data stored in advance in the electronic control unit 34. The gear ratio and torque capacity of the machine 4 are controlled. First, the control of the gear ratio will be described. When the position of the movable sheave 53 in the axial direction of the primary shaft 51 is controlled and the groove width of the primary pulley 24 is adjusted, the winding radius of the belt 28 with respect to the primary pulley 24 changes, and the belt-type continuously variable transmission 4 The gear ratio changes steplessly.

  Specifically, when the amount of oil supplied to the hydraulic chamber of the hydraulic actuator 26 increases, the groove width of the primary pulley 24 is narrowed, the winding radius of the belt 28 in the primary pulley 24 is increased, and the belt type The continuously variable transmission 4 is changed so that the gear ratio becomes small, that is, the speed is increased. On the contrary, when the amount of oil supplied to the hydraulic chamber of the hydraulic actuator 26 decreases, the groove width of the primary pulley 24 is widened, and the wrapping radius of the belt 28 in the primary pulley 24 is reduced. The variable speed change of the continuously variable transmission 4 is changed, that is, decelerated and shifted. When the amount of oil supplied to the hydraulic chamber of the hydraulic actuator 26 is controlled to be substantially constant, the winding radius of the belt 28 in the primary pulley 24 is maintained to be substantially constant, and the speed of the belt type continuously variable transmission 4 is changed. The ratio is maintained approximately constant.

  In parallel with the gear ratio control as described above, the hydraulic pressure supplied to the hydraulic chamber of the hydraulic actuator 27 is controlled, the position of the movable sheave 56 in the axial direction of the secondary shaft 55 is controlled, and the belt type continuously variable The torque capacity of the transmission 4 is controlled. Specifically, when the hydraulic pressure in the hydraulic chamber of the hydraulic actuator 27 is increased, the groove width of the secondary pulley 25 is narrowed, and the clamping pressure applied to the belt 28 from the secondary pulley 25 is increased. The torque capacity of the transmission 4 increases. On the contrary, when the hydraulic pressure in the hydraulic chamber of the hydraulic actuator 27 decreases, the clamping pressure applied from the secondary pulley 25 to the belt 28 decreases, and the torque capacity of the belt type continuously variable transmission 4 decreases. Specifically, the torque capacity is reduced when the speed increasing shift is executed, and the torque capacity is increased when the speed reduction shifting is executed. When the hydraulic pressure in the hydraulic chamber of the hydraulic actuator 27 is controlled to be substantially constant, the clamping pressure applied from the secondary pulley 25 to the belt 28 is maintained substantially constant, and the torque capacity of the belt type continuously variable transmission 4 is substantially constant. Constantly controlled.

  Next, a configuration example of the aforementioned hydraulic control device 59 will be described with reference to FIG. First, a manual valve 80 that operates in accordance with a shift position selected by a passenger of the vehicle Ve is provided. The manual valve 80 includes a spool 81 operable in a predetermined direction, specifically, an axial direction, land portions 82, 83, 84 formed on the spool 81, an input port 85, and output ports 86, 87, 88. , And drain ports 89 and 90. As an operating mechanism for operating the spool 81, an operating mechanism configured to transmit an operating force applied to a shift position selecting device (not shown) to the spool 81 via a transmission device (not shown), or It is possible to use an operation mechanism or the like configured to operate the spool 81 with an actuator that detects the operation of the shift position selection device photoelectrically and operates based on the detection result.

  The output port 86 is connected to oil passages 91 and 92, and the oil passage 91 is connected to the forward clutch hydraulic chamber 93. Regardless of the operation of the spool 81, the oil passage 91 and the oil passage 92 are communicated with each other. The forward clutch hydraulic chamber 93 controls the torque capacity of the forward clutch 22, and the reverse brake hydraulic chamber 95 controls the torque capacity of the reverse brake 23.

  On the other hand, an oil pump (not shown) driven by the engine 1 or an electric motor (not shown) is provided, and oil discharged from the oil pump is regulated by a pressure control valve (not shown). Thus, the oil is supplied to the oil passage 96. This oil passage 96 is connected to a modulator valve 97. The modulator valve 97 includes a spool 98 that can reciprocate in a predetermined direction, an elastic member 99 that urges the spool 98 in a predetermined direction, lands 100, 101, 102 formed in the spool 98, and an input port 103. And an output port 104, a drain port 105, a feedback port 106, and a control port 107. The input port 103 is connected to the oil passage 96, and an oil passage 108 connected to the output port 104 and the feedback port 106 is provided. The oil passage 108 is connected to the input port 110 of the linear solenoid valve 109, and the linear solenoid valve 109 has an output port 111.

  A clutch pressure switching valve 112 is provided in a path from the oil path 108 to the input port 85 of the manual valve 80. The clutch pressure switching valve 112 includes a spool 113 operable in a predetermined direction, specifically, an axial direction, and an elastic member 114 that urges the spool 113 in a predetermined direction. A mechanical coupling mechanism for interlocking the spool 113 and the spool 81 is not provided, and the spool 81 and the spool 113 can operate separately. Although it is possible for the spool 81 and the spool 113 to operate simultaneously, the spool 81 and the spool 113 are different in their operation positions and operation amounts.

  The spool 113 is formed with land portions 115, 116, and 117. The clutch pressure switching valve 112 has input ports 118 and 119, an output port 120, a drain port 121, a control port 122, and relay ports 123 and 124. The input port 118 and the oil passage 108 are connected by an oil passage 125, the output port 120 and the input port 85 of the manual valve 80 are connected by an oil passage 126, the relay port 123, and the output port of the manual valve 80. 88 is connected by an oil passage 127, and the relay port 124 and the control port 107 of the modulator valve 97 are connected by an oil passage 128. Further, an oil passage 129 for inputting a signal pressure to the control port 122 is provided.

  A linear solenoid valve 130 is provided in a path between the oil path 108 and the input port 119 of the clutch pressure switching valve 112. The linear solenoid valve 130 includes a spool 131 that can reciprocate in a predetermined direction, an elastic member 132 that biases the spool 131 in a predetermined direction, and lands 133, 134, and 135 formed in the spool 131. ing. The linear solenoid valve 130 has an input port 136, an output port 137, a drain port 138, and a feedback port 139. In the linear solenoid valve 130 configured as described above, the operating position of the spool 131 is controlled based on the magnetic attractive force formed by the energization current. In this embodiment, as the current value increases, the communication area between the input port 136 and the output port 137 is narrowed, the hydraulic pressure of the output port 137 decreases, and as the current value decreases, the input port 136 and the output port 137 A case where the linear solenoid valve 130 having a characteristic that the communication area of the output port 137 is expanded and the hydraulic pressure of the output port 137 is increased will be described as an example.

  The input port 136 is connected to the oil passage 108, the output port 137 and the input port 119 of the clutch pressure switching valve 112 are connected by the oil passage 140, and the oil passage 140 is also connected to the feedback port 139. . Thus, the oil path 125 and the linear solenoid valve 130 are arranged in parallel on the path from the oil path 108 to the clutch pressure switching valve 112. The current values of the linear solenoid valves 109 and 130 and the signal pressure input to the control port 122 are controlled by the electronic control unit 34.

  Next, the function of the hydraulic control device 59 shown in FIG. 1 will be described. First, in the modulator valve 97, when the spool 98 is urged downward in FIG. 2 by the urging force of the elastic member 99 and the input port 103 and the output port 104 communicate with each other, Is supplied to the oil passage 108. When the oil in the oil passage 108 is supplied to the hydraulic chamber 93 or the hydraulic chamber 95, the oil passage 125 and the oil passage 140 are selectively switched as the oil supply passage. The switching of the oil passages 125 and 140 is executed using the shift position or the hydraulic pressure of the hydraulic chamber 95 as a parameter.

  First, a function when a position other than the reverse position is switched to the reverse position will be described. When the reverse position is selected and the spool 142 of the manual valve 80 stops at the position corresponding to the reverse position, the input port 85 and the output port 86 are shut off, the drain port 89 is opened, and the input port 85 and the output ports 87 and 88 communicate with each other, and the drain port 90 and the output port 87 are blocked.

  On the other hand, when the position other than the reverse position is switched to the reverse position, the required hydraulic pressure in the hydraulic chamber 95 is not more than a predetermined value. When the required hydraulic pressure in the hydraulic chamber 95 is equal to or less than a predetermined value, the signal pressure input from the oil passage 129 to the control port 122 of the clutch pressure switching valve 112 is controlled to a low pressure. Then, the spool 113 moves upward in FIG. 1 by the urging force of the elastic member 114, and the spool 113 stops at the first operation position shown by the left half of FIG. When the spool 113 stops at the first operating position, the input port 119 and the output port 120 are communicated, and the input port 118 and the output port 120 are blocked.

  In the linear solenoid valve 130, the spool 131 is urged upward in FIG. 1 by the urging force of the elastic member 132, and the spool 131 is urged by the magnetic attraction force corresponding to the current value supplied to the linear solenoid valve 130 in FIG. Is biased downward. Therefore, the communication area between the input port 136 and the output port 137 is controlled by the current value of the linear solenoid valve 130, and the oil pressure of the oil supplied from the oil passage 108 to the oil passage 140 is controlled. Since the oil pressure in the oil passage 108 is reduced by the linear solenoid valve 130, the oil pressure in the oil passage 140 is equal to or lower than the oil pressure in the oil passage 108.

  The oil in the oil passage 140 is supplied to the hydraulic chamber 95 via the oil passage 126 and the oil passage 94, the hydraulic pressure in the hydraulic chamber 95 increases, and the torque capacity of the reverse brake 23 increases. As the oil pressure in the oil passage 140 increases, the oil pressure in the feedback port 139 also increases, and the force that biases the spool 131 downward in FIG. 1 increases, and the communication area between the input port 136 and the output port 137 increases. It is narrowed. When the spool 113 of the clutch pressure switching valve 112 is stopped at the first operating position, the relay port 123 and the relay port 124 are blocked. For this reason, the oil supplied from the oil passage 126 to the oil passage 127 via the output port 88 is not supplied to the oil passage 128.

  In this way, when the engagement of the reverse brake 23 is started and the required hydraulic pressure in the hydraulic chamber 95 becomes equal to or higher than the predetermined hydraulic pressure, the signal pressure input to the control port 122 is controlled to be high. The predetermined hydraulic pressure corresponds to a hydraulic pressure at which the torque capacity of the reverse brake 23 becomes a torque capacity at which the reverse brake 23 does not slip. Then, the spool 113 moves downward in FIG. 1, and the spool 113 stops at the second operation position shown on the right side of FIG. When the spool 113 stops at the second operation position, the input port 119 and the output port 120 are blocked, and the input port 118 and the output port 120 are communicated. Then, the oil in the oil passage 108 is supplied to the hydraulic chamber 95 via the oil passages 125 and 126.

  Further, when the spool 113 of the clutch pressure switching valve 112 is stopped at the second operation position, the relay port 123 and the relay port 124 are communicated with each other. Therefore, the oil in the oil passage 126 is supplied to the oil passage 127 via the output port 88, and the oil is supplied to the control port 107 of the modulator valve 97 via the oil passage 128. Then, the force for urging the spool 98 of the modulator valve 97 downward in FIG. 1 increases, and the communication area between the input port 103 and the output port 104 is expanded. Therefore, the hydraulic pressure of the oil passage 108 when the spool 113 is stopped at the second operation position is greater than the hydraulic pressure of the oil passage 108 when the spool 113 is stopped at the first operation position. Becomes high pressure.

  Thus, when the position other than the reverse position is switched to the reverse position, the time from when the engagement of the reverse brake 23 is started until the torque capacity of the reverse brake 23 reaches a predetermined value. The oil in the oil passage 108 is supplied to the hydraulic chamber 95 via the linear solenoid valve 130 and the oil passage 140. For this reason, by controlling the current value of the linear solenoid valve 130, the hydraulic pressure in the hydraulic chamber 95 can be finely adjusted, specifically, the hydraulic pressure can be gradually increased, and a shock caused by the engagement of the reverse brake 23 can be achieved. Can be suppressed.

  By the way, the oil in the oil passage 108 is supplied to the input port 110 of the linear solenoid valve 109, and the hydraulic pressure or oil amount of the output port 111 is controlled by the current value of the linear solenoid valve 109. Here, when the oil in the oil passage 108 is supplied to the hydraulic chamber 95 via the oil passage 140, the hydraulic pressure input to the control port 107 does not increase. Therefore, fluctuations in the oil pressure of the oil passage 108 can be suppressed, and the influence on the control performance of the linear solenoid valve 109 can be avoided. Further, since an increase in the oil pressure of the oil passage 108 can be suppressed, an increase in the amount of oil leakage in the oil passage 108 can be suppressed.

  On the other hand, when the required hydraulic pressure in the hydraulic chamber 95 exceeds a predetermined value and the torque capacity of the reverse brake 23 exceeds a predetermined value, the operating position of the spool 113 of the clutch pressure switching valve 112 is switched to the second operating position. It is done. Then, since the oil in the oil passage 108 is supplied to the hydraulic chamber 95 through the oil passage 125 without being depressurized by the linear solenoid valve 130, the torque capacity of the reverse brake 23 is set to a sufficient value. It is possible to control to a value that does not slip due to the transmission torque.

  In particular, when the spool 113 stops at the second operating position, the oil in the oil passage 126 is supplied to the control port 107 of the modulator valve 97 via the oil passage 127 and the oil passage 128, The amount of oil supplied to the oil passage 108 increases. Therefore, the oil pressure in the oil passage 108 can be further increased, and the torque capacity of the reverse brake 23 can be reliably increased.

  When the hydraulic pressure in the hydraulic chamber 95 is sufficiently increased and the hydraulic pressure in the oil passage 108 is increased, the hydraulic pressure in the feedback port 106 increases the force that urges the spool 98 upward in FIG. And the communication area between the output port 104 and the output port 104 are reduced. Therefore, it is possible to suppress an excessive increase in the oil pressure of the oil passage 108.

  Next, a case where the drive position is selected will be described. In this case, the input port 85 and the output port 87 are blocked by the operation of the spool 81 of the manual valve 80, and the output port 87 and the drain port 90 are communicated. For this reason, the oil in the hydraulic chamber 95 is discharged to the drain port 90 via the oil passage 94, and the hydraulic pressure in the hydraulic chamber 95 decreases. Accordingly, the reverse brake 23 is released. Further, the operation of the spool 81 causes the input port 85 and the output port 86 to communicate with each other, and the drain port 89 is blocked.

  When this drive position is selected, either the first operation position or the second operation position may be selected as the operation position of the spool 113 of the clutch pressure switching valve 112. The relationship of communication / blocking between the ports by the operation of the clutch pressure switching valve 112 is the same as when the reverse position is selected.

  First, when the first operation position is selected, oil in the oil passage 108 is supplied to the hydraulic chamber 93 via the linear solenoid valve 130 and the oil passages 140, 126, 91. As a result, the hydraulic pressure in the hydraulic chamber 93 increases and the forward clutch 22 is engaged. On the other hand, when the second operation position is selected, the oil in the oil passage 108 is supplied to the hydraulic chamber 93 via the oil passages 125, 126, and 91. As a result, the hydraulic pressure in the hydraulic chamber 93 increases and the forward clutch 22 is engaged. Note that when the drive position is selected, the input port 85 and the output port 88 are shut off, so even when the second operation position is selected, the oil in the oil passage 126 is not supplied to the oil passage 128. .

  Further, in the hydraulic control device 59 of FIG. 1, the operation of the spool 81 of the manual valve 80 and the operation of the spool 113 of the clutch pressure switching valve 112 are performed independently (separately) and different operations are performed. It is the composition which becomes. The operating position of the spool 113 has two stages, and the operating position of the spool 81 has five stages, which are completely different. Specifically, there is no mechanical coupling mechanism that operates the spool 113 and the spool 81 in conjunction with each other. Therefore, an increase in size of the manual valve 80 can be suppressed.

  Further, in this embodiment, the target hydraulic pressure of the hydraulic chamber 95 when the reverse brake 23 is engaged is set higher than the target hydraulic pressure of the hydraulic chamber 93 when the forward clutch 22 is engaged. . The reason is as follows. First, the thrust of a piston (not shown) with which the forward clutch 22 is engaged is obtained by “the hydraulic pressure of the hydraulic chamber 93 × the pressure receiving area of the piston”. On the other hand, the thrust of a piston (not shown) with which the reverse brake 23 is engaged is obtained by “the hydraulic pressure of the hydraulic chamber 95 × the pressure receiving area of the piston”. Since the pressure receiving area of the piston of the reverse brake 23 is narrower than the pressure receiving area of the piston of the forward clutch 22 due to space restrictions in the casing 15, the hydraulic chamber 93 is used to generate the same thrust. This is because it is necessary to set the target hydraulic pressure in the hydraulic chamber 95 higher than the target hydraulic pressure. The target hydraulic pressure of the hydraulic chambers 93 and 95 is set by the electronic control unit 34.

  A control example of the hydraulic control device 59 configured as described above will be comprehensively described based on a flowchart shown in FIG. First, it is determined whether or not a reverse position has been selected (step S1). If the determination in step S1 is affirmative, the hydraulic pressure in the hydraulic chamber 95 of the reverse brake 23 engaged in the reverse position is predetermined. It is determined whether or not the hydraulic pressure is over (step S2). If a negative determination is made in step S2, the spool 113 of the clutch pressure switching valve 112 is stopped at the first operating position, and the oil in the oil passage 108 passes through the linear solenoid valve 130 and the oil passage 140. Supplyed to the hydraulic chamber 95 (step S3), the process returns to the start of the control routine.

  On the other hand, when a positive determination is made in step S2, the spool 113 of the clutch pressure switching valve 112 is stopped at the second operation position, and the oil in the oil passage 108 passes through the oil passage 125. Supplyed to the hydraulic chamber 95 (step S4), the process returns to the start of the control routine.

  Here, the correspondence between the configuration of the embodiment and the configuration of the present invention will be described. The forward / reverse switching device 8 corresponds to the power transmission device of the present invention, and the forward clutch 22 and the reverse brake 23 are The forward clutch 22 corresponds to the forward friction engagement device of the present invention, and the reverse brake 23 corresponds to the reverse friction engagement device of the present invention. The hydraulic chambers 93 and 95 correspond to a plurality of hydraulic chambers of the present invention, the hydraulic chamber 93 corresponds to the forward hydraulic chamber of the present invention, the hydraulic chamber 95 corresponds to the reverse hydraulic chamber of the present invention, The manual valve 80 corresponds to the first switching valve of the present invention, the hydraulic pressure output from the output port 104 (the hydraulic pressure of the oil passage 108) corresponds to the first hydraulic pressure of the present invention, and the modulator valve 97 This corresponds to the first control valve of the present invention and The hydraulic pressure output from the port 137 corresponds to the second hydraulic pressure, the linear solenoid valve 130 corresponds to the second control valve and the solenoid valve of the present invention, and the clutch pressure switching valve 112 corresponds to the second hydraulic pressure of the present invention. The hydraulic chamber 95 corresponds to the predetermined hydraulic chamber of the present invention, the oil passages 127 and 128 and the relay ports 123 and 124 correspond to the control oil passage of the present invention, and The control device 34 corresponds to the first hydraulic pressure setting device of the present invention, the spool 113 of the clutch pressure switching valve 112 corresponds to the shut-off device of the present invention, and the spool 98 and the control port 107 of the modulator valve 97 This corresponds to the second hydraulic pressure setting device of the invention, and the oil passage 96 corresponds to the predetermined oil passage of the present invention.

  The power transmission device according to the present invention has a function of interrupting power transmission between the input shaft 50 and the shaft 51 and enabling power transmission and a function of switching the rotation direction of the shaft 51 with respect to the input shaft 50. A control mode in which the spool 113 is stopped at the first operating position corresponds to the control of the power transmission state, and a control mode in which the spool 113 is stopped at the second operating position corresponds to the first operating mode of the present invention. Corresponds to the second operation mode of the present invention, the belt type continuously variable transmission 4 corresponds to the continuously variable transmission of the present invention, and the forward clutch 22 and the reverse brake 23 correspond to the frictional engagement of the present invention. The forward clutch 22 corresponds to the forward friction engagement device of the present invention, and the reverse brake 23 corresponds to the reverse friction engagement device of the present invention. Those, and the engine 1 corresponds to a driving force source of the present invention. Further, the “different operation” of the present invention is that the operation of the spool of the first switching valve and the spool of the second switching valve can be operated independently without interlocking, and the operation position and operation of each spool. It means that the amount is different. Further, the hydraulic pressure at which slip does not occur in the reverse brake 23 corresponds to “the hydraulic pressure in the predetermined hydraulic chamber is a predetermined value” of the present invention.

  Note that the present invention can also be applied to a vehicle having a configuration in which the target hydraulic pressure in the hydraulic chamber of the forward clutch is higher than the target hydraulic pressure in the hydraulic chamber of the reverse brake. In this case, the hydraulic chamber of the forward clutch corresponds to the predetermined hydraulic chamber of the present invention, and the hydraulic chamber of the reverse brake is another hydraulic chamber of the present invention. Further, in a vehicle having a stepped transmission as a power transmission device, the stepped transmission is controlled in speed ratio by engagement / release of a plurality of friction engagement devices (clutch and brake). The present invention can also be applied. Furthermore, the present invention can be applied to a vehicle having a toroidal continuously variable transmission instead of the belt type continuously variable transmission. Furthermore, the present invention can be applied to a vehicle provided with a single pinion type planetary gear mechanism as a forward / reverse switching device. Furthermore, the present invention can also be applied to a hydraulic control device in which the relationship between the increase / decrease in the current value supplied to the linear solenoid valve and the level of the output hydraulic pressure are opposite to those described above.

  Here, it will be as follows if the characteristic structure described in the Example is described. That is, the first characteristic configuration is that a plurality of hydraulic chambers for controlling the power transmission state of the power transmission device and a plurality of the hydraulic chambers are selected by a predetermined operation, and an input hydraulic pressure is set. A hydraulic control device for a power transmission device having a first switching valve that outputs to a selected hydraulic chamber, a first control valve that outputs a first hydraulic pressure, and regulates the first hydraulic pressure; and The second control valve that outputs a second hydraulic pressure different from the first hydraulic pressure, and the first hydraulic pressure or the second hydraulic pressure by an operation different from the operation of the first switching valve. A second switching valve that inputs the selected hydraulic pressure to the first switching valve, and the first hydraulic pressure selected by the second switching valve is selected by the first switching valve. When the first hydraulic pressure is supplied to the predetermined hydraulic chamber, the first hydraulic pressure is supplied to the first control valve. As a result, the control oil path for controlling the pressure adjustment function of the first hydraulic pressure by the first control valve and the target hydraulic pressure of the predetermined hydraulic chamber are set to be higher than the target hydraulic pressure of the other hydraulic chambers. When the second hydraulic pressure is selected by an electronic control unit (controller) and the first switching valve, and the second hydraulic pressure is input to the first switching valve, the control oil passage is shut off. And a first hydraulic pressure that is output when the first hydraulic pressure is supplied to the first control valve via the control oil passage, and is output when the control oil passage is shut off. And a hydraulic pressure setting device that sets the pressure higher than the first hydraulic pressure. Here, the electronic control unit 34 of the embodiment corresponds to an electronic control unit (controller) having a first characteristic configuration, and the spool 98 and the control port 107 are the hydraulic setting unit having the first characteristic configuration. Equivalent to.

  In addition, the second characteristic configuration is based on the first characteristic configuration, and the second hydraulic pressure is set as the operation mode of the second switching valve when the hydraulic pressure in the predetermined hydraulic chamber is increased. A first operation mode in which the second hydraulic pressure is input to the first switching valve, and the second hydraulic pressure is supplied to the predetermined hydraulic chamber, and the predetermined hydraulic chamber has a predetermined hydraulic pressure. When the pressure rises above the value, the first hydraulic pressure is selected, the first hydraulic pressure is supplied to the first switching valve, and the first hydraulic pressure is routed through the control oil path to the first hydraulic pressure. A hydraulic control device for a power transmission device having a mode selection device that selectively switches between a second operation mode supplied to one control valve. Here, the electronic control unit 34 of the embodiment corresponds to a mode selection device having a second characteristic configuration.

  Further, the third characteristic configuration is that a plurality of hydraulic chambers for controlling the power transmission state of the power transmission device and a plurality of hydraulic chambers are selected by a predetermined operation, and an input hydraulic pressure is selected. In the hydraulic control method of the power transmission device having the first switching valve that outputs to the selected hydraulic chamber, the first control valve that outputs the first hydraulic pressure, the first hydraulic pressure is regulated, and The second control valve that outputs a second hydraulic pressure different from the first hydraulic pressure, and the first hydraulic pressure or the second hydraulic pressure by an operation different from the operation of the first switching valve. A second switching valve that inputs the selected hydraulic pressure to the first switching valve, and the first hydraulic pressure selected by the second switching valve is selected by the first switching valve. When supplying to the predetermined hydraulic chamber, the first hydraulic pressure is supplied to the first control valve. Thus, the control oil path for controlling the pressure adjusting function of the first hydraulic pressure by the first control valve and the target hydraulic pressure of the predetermined hydraulic chamber are set to be higher than the target hydraulic pressure of the other hydraulic chambers. When the second hydraulic pressure is selected by an electronic control unit (controller) and the first switching valve, and the second hydraulic pressure is input to the first switching valve, the control oil passage is shut off. And a first hydraulic pressure that is output when the first hydraulic pressure is supplied to the first control valve via the control oil passage, and is output when the control oil passage is shut off. A hydraulic pressure setting device that sets the hydraulic pressure higher than the first hydraulic pressure, and the second hydraulic pressure is selected as an operation mode of the second switching valve when the hydraulic pressure in the predetermined hydraulic chamber is increased. The first operation for inputting the second hydraulic pressure to the first switching valve When the second hydraulic pressure is supplied to the predetermined hydraulic chamber and the hydraulic pressure in the predetermined hydraulic chamber increases to a predetermined value or more. The first hydraulic pressure is selected, the first hydraulic pressure is supplied to the first switching valve, and the first hydraulic pressure is supplied to the first control valve via the control oil passage. This is a hydraulic control method for a power transmission device having operation mode selection means (second operation mode selection step). Here, steps S2 and S3 shown in FIG. 3 correspond to second operation mode selection means (second operation mode selection step), and steps S2 and S4 correspond to second operation mode selection means (second operation mode selection step). This corresponds to an operation mode selection step). In addition, the concept of “hydraulic control device for transmission” or “hydraulic control device for belt-type continuously variable transmission” is used as the “hydraulic control device for power transmission device” described in the claims. Is included.

It is a conceptual diagram which shows the hydraulic control apparatus of the forward / reverse switching apparatus which is an application example of this invention. It is a conceptual diagram which shows the power train and control system of the vehicle used as the object of this invention. 2 is a flowchart showing a control example that can be executed by a vehicle having the hydraulic control device shown in FIG. 1.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine (drive force source), 2 ... Wheel, 4 ... Belt type continuously variable transmission, 8 ... Forward / reverse switching device, 22 ... Forward clutch, 23 ... Reverse brake, 34 ... Electronic control unit, 59 ... Hydraulic pressure Control device 80 ... Manual valve 93,95 ... Hydraulic chamber 97 ... Modulator valve 98,113 ... Spool 107 ... Control port 112 ... Clutch pressure switching valve 123,124 ... Relay port 127,128 ... Oil Road, 130 ... Linear solenoid valve, Ve ... Vehicle.

Claims (7)

There is a forward / reverse switching device provided in a path for transmitting power to the wheels. The forward / backward switching device includes a forward friction engagement device for controlling a driving force for moving the vehicle forward, and a driving force for moving the vehicle backward. A forward hydraulic chamber for controlling the torque capacity of the forward friction engagement device, and a reverse hydraulic chamber for controlling the torque capacity of the reverse friction engagement device. In the hydraulic control device of the power transmission device in which the hydraulic pressure of the forward hydraulic chamber and the hydraulic pressure of the reverse hydraulic chamber are different from each other,
A modulator valve that outputs a hydraulic pressure obtained by reducing the hydraulic pressure of a predetermined oil passage, a solenoid valve that outputs a hydraulic pressure adjusted using the output hydraulic pressure of the modulator valve as a base pressure, and the forward valve according to a selected shift position A manual valve for supplying pressure oil to either the hydraulic chamber or the reverse hydraulic chamber, and a switching valve for selectively supplying the output hydraulic pressure of the modulator valve or solenoid valve to the manual valve,
When a shift position for moving the vehicle in reverse is selected and the output hydraulic pressure of the modulator valve is supplied to the manual valve via the switching valve, the output hydraulic pressure of the modulator valve is used as the signal hydraulic pressure, and the modulator valve A hydraulic control device for a power transmission device, characterized in that a control oil passage for raising the output hydraulic pressure is provided separately from the manual valve.   When the shift position for moving the vehicle in reverse is selected, first, the output hydraulic pressure of the solenoid valve is supplied to the reverse hydraulic chamber via the manual valve, and then the switching valve 2. The hydraulic control device for a power transmission device according to claim 1, wherein the output hydraulic pressure of the modulator valve is supplied to the reverse hydraulic chamber via the manual valve. . A plurality of hydraulic chambers that control the power transmission state of the power transmission device, and a first operation that selects any of the plurality of hydraulic chambers by a predetermined operation and outputs the input hydraulic pressure to the selected hydraulic chamber. In the hydraulic control device of the power transmission device having the switching valve of
A first control valve that outputs a first hydraulic pressure;
A second control valve that further regulates the first hydraulic pressure output from the first control valve and outputs the second hydraulic pressure;
A second switch that selects either the first hydraulic pressure or the second hydraulic pressure by an operation different from the operation of the first switch valve and inputs the selected hydraulic pressure to the first switch valve. A valve,
When the first hydraulic pressure selected by the second switching valve is supplied to the predetermined hydraulic chamber selected by the first switching valve, the first hydraulic pressure is supplied to the first control valve. Thus, a hydraulic control device for a power transmission device, comprising: a control oil passage for controlling a pressure adjusting function of the first hydraulic pressure by the first control valve. A first hydraulic pressure setting device that sets a target hydraulic pressure of the predetermined hydraulic chamber to be higher than a target hydraulic pressure of another hydraulic chamber;
A shut-off device that shuts off the control oil path when the second hydraulic pressure is selected by the first switching valve and the second hydraulic pressure is input to the first switching valve;
The first hydraulic pressure that is output when the first hydraulic pressure is supplied to the first control valve via the control oil passage is the first hydraulic pressure that is output when the control oil passage is shut off. The hydraulic control device for a power transmission device according to claim 3, further comprising a second hydraulic pressure setting device that sets a pressure higher than the hydraulic pressure. As an operation mode of the second switching valve when increasing the hydraulic pressure of the predetermined hydraulic chamber,
A first operation mode in which the second hydraulic pressure is selected and the second hydraulic pressure is input to the first switching valve;
When the second hydraulic pressure is supplied to the predetermined hydraulic chamber and the hydraulic pressure in the predetermined hydraulic chamber increases to a predetermined value or more, the first hydraulic pressure is selected, and the first hydraulic pressure is set to the first hydraulic pressure chamber. And a second operation mode in which the first hydraulic pressure is supplied to the first control valve via the control oil passage while being supplied to the first switching valve. A hydraulic control device for the power transmission device according to 1.   The power transmission device includes a forward / reverse switching device that switches the direction of the torque transmitted from the driving force source to the wheels in order to generate a driving force for moving the vehicle forward or backward. The advance switching device has a plurality of friction engagement devices whose torque capacities are controlled based on the hydraulic pressures of the plurality of hydraulic chambers, and a continuously variable transmission is disposed in a power transmission path from the driving force source to the wheels. 6. The hydraulic control device for a power transmission device according to claim 3, wherein the hydraulic control device is a power transmission device.   The plurality of friction engagement devices include a forward friction engagement device in which a torque capacity is increased when generating a driving force for moving the vehicle forward, and a reverse drive in which the torque capacity is increased when generating a driving force for moving the vehicle backward. The friction capacity of the reverse friction engagement device is controlled by the hydraulic pressure of a predetermined hydraulic chamber, and the torque capacity of the forward friction engagement device is controlled by the hydraulic pressure of another hydraulic chamber. The hydraulic control device for a power transmission device according to claim 6, wherein the hydraulic control device is configured as described above.

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