JP4484815B2 - Hydraulic control device for multi-stage automatic transmission - Google Patents

Description

  The present invention relates to a hydraulic control device for a multi-stage automatic transmission mounted on a vehicle, for example, and more particularly to a hydraulic control device for a multi-stage automatic transmission that ensures traveling of the vehicle at the time of solenoid all-off failure.

  2. Description of the Related Art Conventionally, for example, a stepped automatic transmission mounted on a vehicle controls the engagement state of a plurality of friction engagement elements (clutch, brake) by a hydraulic control device, and forms a transmission path in a transmission mechanism at each shift stage. By doing so, it is possible to perform a multi-speed shift. This hydraulic control device is provided with a plurality of switching valves, pressure regulating valves, and the like, and a plurality of solenoid valves for electronically controlling the operation of these valves. The multi-stage shift control is performed.

  By the way, in the hydraulic control apparatus as described above, for example, when a disconnection or a short circuit occurs, or when any failure is detected in the hydraulic control apparatus, no electrical signal is sent to the solenoid valve, so-called solenoid In an all-off failure state, there has been proposed one capable of forming a gear position by hydraulic control in order to ensure vehicle travel (see Patent Document 1).

  For example, even if a solenoid all-off failure occurs during traveling in the drive (D) range, for example, when traveling at the third forward speed or the fourth forward speed, For example, when the vehicle is traveling at the first forward speed or the second forward speed, the engine is stopped after being further fixed at the fourth forward speed, for example, so as to be fixed at the first forward speed. For example, it is configured to be changed and fixed to the first forward speed.

JP 2004-28277 A

  By the way, in recent years, with the aim of improving the fuel efficiency of a vehicle, etc., development of multi-stage automatic transmissions (for example, 8 forward stages) has been developed, and in such multi-stage automatic transmissions, The gears are configured so as to be subdivided in a wide range of gear ratios from high to low. In such a multi-stage automatic transmission, when the solenoid is all-off-failed during traveling as described above, the shift stage is distributed and fixed to two predetermined stages (relatively high speed stage or low speed stage) There is a possibility that a downshift with two or more stages (for example, a 5-3 shift) may occur, and it is not preferable that a downshift with two or more stages occurs without the driver's intention. However, it is difficult to restart the vehicle after stopping the vehicle once only by fixing it to the high speed stage, and there is a possibility that the faulty vehicle cannot be self-propelled simply by fixing it to the high speed stage.

  Accordingly, the present invention provides a hydraulic control device for a multi-stage automatic transmission that can fix a gear position at a relatively high speed when a solenoid all-off failure state occurs during traveling and can restart the vehicle. Is intended to provide.

The present invention according to claim 1 (see, for example, FIGS. 1 to 9) includes a plurality of friction engagement elements (for example, C) that are engaged and disengaged by respective hydraulic servos (for example, 51, 52, 53, 54, 61, 62). -1, C-2, C-3, C-4, B-1, B-2) A multi-stage automatic that forms a plurality of shift speeds (for example, 8th forward speed to 1st reverse speed). In the transmission (1)
An oil pump (21) that generates hydraulic pressure in conjunction with engine rotation, a line pressure generating means (25) that generates hydraulic pressure of the oil pump (21) to line pressure (P _L ), and the line pressure (P _L ) And a frictional engagement element (C) that engages at a relatively low speed (for example, the third forward speed) with a range pressure output means (23) that can output the forward range pressure (P _D ) based on the shift position. -1) and a second hydraulic servo (52) that engages and disengages a friction engagement element (C-2) that engages at a relatively high speed (for example, the seventh forward speed). And a hydraulic control device (20) for a multi-stage automatic transmission comprising:
A first engagement pressure control solenoid valve (SL1) that supplies engagement pressure (P _C1 ) to the first hydraulic servo (51) and an engagement pressure (P _C2 ) to the second hydraulic servo (52) And an input port (for example, P _L , P _D , P _MOD ) based on the line pressure (P _L ) in a non-energized state. SL1a, SL2a, SL3a, SL4a, SL5a, SLUa) and output ports (eg, SL1b, SL2b, SL3b, SL4b, SL5b, SLUb) are shut off and the output ports (eg, SL1b, SL2b, SL3b, SL4b, SL5b, SLUb) ) And a discharge port (for example, SL1d, SL3d, SL4d, EX), and in an energized state, the input port (for example, SL1a, S 2a, SL3a, SL4a, SL5a, SLUb) and the output port (for example, SL1b, SL2b, SL3b, SL4b, SL5b, SLUb) to communicate with the hydraulic servo (for example, 51, 52, 53, 54, 61, 62). ) of supply to the respective engagement pressure _{(P C1, P C2, P} C3, P C4, P B1, P B2) pressure temper plurality of engagement pressure control solenoid valve (e.g. SL1, SL2, SL3, SL4, SL5, SLU)
A reverse input pressure generation position that outputs the forward range pressure (P _D ) as a reverse input pressure when all solenoid valves (for example, SL1, SL2, SL3, SL4, SL5, SLU, SR, SL) are not energized. A first switching valve (34) switched to (for example, the left half position in FIG. 5);
A first position (for example, the left half position in FIG. 5) where the reverse input pressure is reversely input to the discharge port (SL1d) of the first engagement pressure control solenoid valve (SL1), and the reverse input pressure is the second position. A second switching valve (32, 132) that can be switched to a second position (for example, the right half position in FIG. 5) for reverse input to the discharge port (SL2d) of the solenoid valve (SL2) for engagement pressure control. ,
The second switching valve (32, 132) is set to the second position (for example, the right half position in FIG. 5 and the lower position in FIG. 9) when the engine is started normally, and allows the lock pressure to pass therethrough. Is locked to the second position (for example, the right half position in FIG. 5 and the lower position in FIG. 9) and the solenoid valve is deenergized. Is the first position (for example, the left half position in FIG. 5, the upper position in FIG. 9),
The hydraulic control device (20) of the multi-stage automatic transmission is characterized by the above.

According to the second aspect of the present invention (see, for example, FIGS. 4, 5, 8, and 9), the second switching valve (32, 132) is in the second position (for example, the right half position in FIG. 9), the line pressure (P _L ) is allowed to pass as the lock pressure.
The hydraulic control device (20) for a multi-stage automatic transmission according to claim 1, wherein

The present invention according to claim 3 (see, for example, FIG. 4 and FIG. 5) outputs the signal pressure (P _SR ) in a non-energized state, and is energized at least when the engine is started normally so that the signal pressure (P _SR ) equipped with a solenoid valve for failure ( _SR ) that shuts off
The second switching valve (32) has a signal pressure (P _SR ) of the fail solenoid valve (SR) before it is locked by the lock pressure in the event of a failure to de-energize all the solenoid valves. And is switched to the first position (for example, the left half position in FIG. 5) by the signal pressure (P _SR ).
The hydraulic control device for a multi-stage automatic transmission according to claim 1 or 2, wherein

According to a fourth aspect of the present invention (see, for example, FIGS. 4, 5 and 8), the lock pressure passed by the second switching valve (32) is delayed and communicated with the second switching valve (32). Comprising delay means (33, 71, 72),
The hydraulic control device (20) for a multi-stage automatic transmission according to claim 3, wherein

According to a fifth aspect of the present invention (see, for example, FIGS. 4, 5 and 8), the delay means is a biased position biased by the first biasing means (33s) (for example, the right half position in FIG. 5). ) And a communication position (for example, left in FIG. 5) that communicates the lock pressure with the second switching valve (32) when the lock pressure is input against the bias of the first biasing means (33s). Half-position) and a third switching valve (33) switched to,
The hydraulic control device (20) for a multi-stage automatic transmission according to claim 4, wherein the hydraulic control device (20) is provided.

According to a sixth aspect of the present invention, the delay means includes the biasing position biased by the first biasing means, and the forward range pressure (P _D ) against the biasing of the first biasing means. A third switching valve that can be switched to a communication position that communicates the lock pressure with the second switching valve (32) when the signal is input.
The hydraulic control device (20) for a multi-stage automatic transmission according to claim 4, wherein the hydraulic control device (20) is provided.

According to a seventh aspect of the present invention (see, for example, FIGS. 4, 5, and 8), the second switching valve (32) is provided at the first position (for example, the left half position in FIG. 5) or the second position ( For example, it has a second spool (32p) switched to the right half position in FIG.
The third switching valve (33) is switched to the urging position (for example, the right half position in FIG. 5) or the communication position (for example, the left half position in FIG. 5), and is coaxial with the second spool (32p). A third spool (33p) arranged so as to be able to abut,
The second spool (32p) of the second switching valve (32) is used when the third spool (33p) of the third switching valve (33) is in the biased position (for example, the right half position in FIG. 5). The second position (for example, the right half position in FIG. 5) is brought into contact with the third spool (33p).
The hydraulic control device (20) for a multi-stage automatic transmission according to claim 5 or 6, wherein the hydraulic control device (20) is provided.

In the present invention according to claim 8 (see, for example, FIGS. 4 and 5), the first switching valve (34) is urged by the second urging means (34s) to reduce the forward range pressure (P _D ). When the signal position (P _SR ) of the solenoid valve for failure ( _SR ) is input against the position to be blocked (for example, the right half position in FIG. 5) and the bias of the second biasing means (34s) To the reverse input pressure output position (for example, the left half position in FIG. 5) that communicates the forward range pressure (P _D ) and outputs it as the reverse input pressure.
A hydraulic control device (20) for a multi-stage automatic transmission according to any one of claims 3 to 7, wherein

The present invention according to claim 9 (for example, FIG. 2, FIG. 4, and FIG. 5) is a friction mechanism that engages at the relatively low speed stage and the relatively high speed stage (for example, the third forward speed and the seventh forward speed). A third hydraulic servo (53) for engaging and disengaging the coupling element (C-3);
The plurality of engagement pressure control solenoid valves include a third engagement pressure control solenoid valve (SL3) that supplies an engagement pressure (P _C3 ) to the third hydraulic servo (53),
The first switching valve (34) directly outputs the reverse input pressure to the discharge port (SL3d) of the third engagement pressure control solenoid valve (SL3) in the event of a failure in which all the solenoid valves are de-energized. Become
The hydraulic control device (20) for a multi-stage automatic transmission according to any one of claims 1 to 8, wherein the hydraulic control device (20) is provided.

The present invention according to claim 10 (for example, FIG. 2, FIG. 4, and FIG. 5) is a gear position (for example, forward 4th speed stage and forward 6th speed stage) different from the relatively low speed stage and the relatively high speed stage. A fourth hydraulic servo (54) for engaging and disengaging the engaging frictional engagement element (C-4);
The plurality of engagement pressure control solenoid valves include a fourth engagement pressure control solenoid valve (SL4) that supplies an engagement pressure (P _C4 ) to the fourth hydraulic servo (54),
The fourth engagement pressure control solenoid valve (SL4) is made to enter the locking pressure through the second switching valve as the line pressure input port _{(SL4a) (P L) (} 32,132) ,
A hydraulic control device (20) for a multi-stage automatic transmission according to any one of claims 1 to 9, wherein

  In addition, although the code | symbol in the said parenthesis is for contrast with drawing, this is for convenience for making an understanding of invention easy, and has no influence on the structure of a claim. It is not a thing.

  According to the first aspect of the present invention, the first switching valve outputs the forward range pressure as the reverse input pressure and is locked at the second position by the lock pressure when there is a failure in which all solenoid valves are de-energized. The second switching valve reversely inputs reverse input pressure to the discharge port of the second engagement pressure control solenoid valve to supply engagement pressure to the second hydraulic servo, and shuts off the lock pressure after the engine is restarted. Since the second switching valve in the first position reversely inputs the reverse input pressure to the discharge port of the first engagement pressure control solenoid valve and supplies the engagement pressure to the first hydraulic servo, the vehicle is running. In this case, the engine can be fixed at a relatively high speed and can prevent the occurrence of two or more downshifts. For example, after the vehicle is temporarily stopped, the engine is restarted. Letting , Can be relatively low speed stage can be it makes it possible to re-start the vehicle.

  According to the second aspect of the present invention, when the second switching valve is in the second position, the line pressure is allowed to pass to obtain the lock pressure, so that the engine is locked at the second position based on the line pressure when the engine is started normally. In other words, when the vehicle is running, it can be fixed at a relatively high speed stage even at the time of a failure in which all solenoid valves are de-energized. Further, the second switching valve based on the line pressure is unlocked by stopping the engine, and the first position where the line pressure is shut off can be set, that is, by restarting the engine, a relatively low speed stage can be achieved. The vehicle can be re-started.

  According to the third aspect of the present invention, the second switching valve is provided with a fail solenoid valve that outputs a signal pressure in a non-energized state and that is at least energized at the time of normal engine start and shuts off the signal pressure. In the event of a failure that de-energizes all solenoid valves, the signal pressure of the fail solenoid valve is input before being locked by the lock pressure, and is switched to the first position by the signal pressure. By starting, it is possible to make a relatively low speed stage.

  According to the fourth aspect of the present invention, since the delay means that delays the lock pressure passed by the second switching valve and communicates with the second switching valve is provided, when all the solenoid valves are deenergized, Thus, the second switching valve can be reliably switched to the first position by the signal pressure of the fail solenoid valve before being locked by the lock pressure.

  According to the fifth aspect of the present invention, the delay means is switched to the communication position where the lock pressure is communicated with the second switching valve when the lock pressure is input against the urging force of the first urging means. Since the switching valve is provided, when the engine is started normally and the line pressure is output, the lock pressure can be communicated to the second switching valve to lock the second switching valve.

  According to the sixth aspect of the present invention, the delay means is switched to the communication position where the lock pressure is communicated with the second switching valve when the forward range pressure is input against the urging of the first urging means. Since the three-switching valve is provided, the lock pressure can be communicated to the second switching valve to lock the second switching valve when the shift position is set to the forward range at the normal time.

  According to the seventh aspect of the present invention, when the third spool of the third switching valve is in the biased position, the second spool of the second switching valve is brought into the second position by the contact of the third spool. Therefore, for example, even when the third spool of the third switching valve sticks and the lock pressure is not communicated with the second switching valve, the second spool is brought into the second position by the contact of the third spool. Can be maintained. As a result, for example, even if the third spool sticks, it is possible to prevent the second spool from being set to the first position for supplying the engagement pressure to the first hydraulic servo. Even when the solenoid valve is de-energized, the solenoid valve can be reliably fixed at a relatively high speed stage, and the occurrence of two or more downshifts can be reliably prevented.

  According to the present invention of claim 8, the first switching valve communicates the forward range pressure when the signal pressure of the fail solenoid valve is input against the urging of the second urging means and reversely inputs the signal. Since it is switched to the reverse input pressure output position that outputs as a pressure, at the time of failure to de-energize all solenoid valves, the output of the reverse input pressure by the first switching valve by the signal pressure of one fail solenoid valve And switching between the first position and the second position of the second switching valve can be made possible.

  According to the ninth aspect of the present invention, the first switching valve outputs the reverse input pressure directly to the discharge port of the third engagement pressure control solenoid valve when all the solenoid valves are deenergized and compared. Since the engagement pressure is supplied to the third hydraulic servo that engages and disengages the friction engagement element that engages at the low speed stage and the relatively high speed stage, the above-described relatively low speed stage and relatively high speed stage can be achieved. Can do.

  According to the tenth aspect of the present invention, since the fourth engagement pressure control solenoid valve inputs the lock pressure via the second switching valve as the line pressure to the input port, all the solenoid valves are de-energized. Before, whether or not the first switching valve is passing the lock pressure normally is determined by whether or not the gear stage achieved by the friction engagement element engaged by the fourth hydraulic servo is normally established. Can be determined. As a result, for example, when the first switching valve is not locked by the lock pressure, all solenoid valves can be de-energized to prevent unintended downshifts from occurring, thereby ensuring vehicle driving safety. can do.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments according to the present invention will be described below with reference to FIGS.

[Configuration of automatic transmission]
First, a schematic configuration of a multi-stage automatic transmission 1 (hereinafter simply referred to as “automatic transmission”) to which the present invention can be applied will be described with reference to FIG. As shown in FIG. 1, an automatic transmission 1 suitable for use in, for example, an FR type (front engine, rear drive) vehicle has an input shaft 11 of the automatic transmission 1 that can be connected to an engine (not shown). The torque converter 7 and the speed change mechanism 2 are provided around the axial direction of the input shaft 11.

  The torque converter 7 has a pump impeller 7a connected to the input shaft 11 of the automatic transmission 1, and a turbine runner 7b to which the rotation of the pump impeller 7a is transmitted via a working fluid. The runner 7 b is connected to the input shaft 12 of the transmission mechanism 2 that is arranged coaxially with the input shaft 11. Further, the torque converter 7 is provided with a lock-up clutch 10, and when the lock-up clutch 10 is engaged by hydraulic control of a hydraulic control device described later, the input shaft 11 of the automatic transmission 1 is The rotation is directly transmitted to the input shaft 12 of the speed change mechanism 2.

  The speed change mechanism 2 includes a planetary gear DP and a planetary gear unit PU on the input shaft 12 (and the intermediate shaft 13). The planetary gear DP includes a sun gear S1, a carrier CR1, and a ring gear R1, and the carrier CR1 has a pinion P1 that meshes with the sun gear S1 and a pinion P2 that meshes with the ring gear R1. This is a so-called double pinion planetary gear.

  The planetary gear unit PU has a sun gear S2, a sun gear S3, a carrier CR2 (CR3), and a ring gear R3 (R2) as four rotating elements, and the carrier CR2 meshes with the sun gear S2 and the ring gear R3. This is a so-called Ravigneaux type planetary gear having P4 and a short pinion P3 meshing with the long pinion P4 and the sun gear S3.

  The sun gear S1 of the planetary gear DP is connected to, for example, a boss portion 3b that is integrally fixed to the transmission case 3, and the rotation is fixed. The carrier CR1 is connected to the input shaft 12 and is rotated in the same rotation as the rotation of the input shaft 12 (hereinafter referred to as “input rotation”), and the fourth clutch C-4 (friction engagement). Connected). Further, the ring gear R1 is decelerated by the input rotation being decelerated by the fixed sun gear S1 and the carrier CR1 that rotates, and the first clutch C-1 (friction engagement element) and the third clutch. It is connected to C-3 (friction engagement element).

  The sun gear S2 of the planetary gear unit PU is connected to a first brake B-1 (friction engagement element) as a locking means and can be fixed to the transmission case 3, and the fourth clutch C- 4 and the third clutch C-3, the input rotation of the carrier CR1 is input via the fourth clutch C-4, and the reduction rotation of the ring gear R1 is input via the third clutch C-3. It is free. Further, the sun gear S3 is connected to the first clutch C-1, so that the reduced rotation of the ring gear R1 can be input.

  Further, the carrier CR2 is connected to the second clutch C-2 (friction engagement element) to which the rotation of the input shaft 12 is input via the intermediate shaft 13, and is input via the second clutch C-2. Rotation can be input, and the transmission case is connected to the one-way clutch F-1 and the second brake B-2 (friction engagement element) as locking means, and the one-way clutch F-1 is used for the transmission case. 3 is restricted from rotating in one direction, and the rotation can be fixed via the second brake B-2. The ring gear R3 is connected to an output shaft 15 that outputs rotation to a drive wheel (not shown).

[Transmission path of each gear stage]
Next, based on the above configuration, the operation of the speed change mechanism 2 will be described with reference to FIGS. 1, 2, and 3. In the velocity diagram shown in FIG. 3, the vertical axis indicates the rotational speed of each rotating element (each gear), and the horizontal axis indicates the gear ratio of these rotating elements. Further, in the planetary gear DP portion of the velocity diagram, the vertical axis at the lateral end (left side in FIG. 3) is the sun gear S1, and the vertical axes are the ring gear R1 and the carrier in order from the right to the right in the figure. Corresponds to CR1. Further, in the planetary gear unit PU of the velocity diagram, the vertical axis at the lateral end (right side in FIG. 3) is the sun gear S3, and thereafter the vertical axis is the ring gear R3 (R2) in order to the left side in the figure. ), Carrier CR2 (CR3), and sun gear S2.

  For example, in the D (drive) range and in the first forward speed (1st), as shown in FIG. 2, the first clutch C-1 and the one-way clutch F-1 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the ring gear R1 that is decelerated and rotated by the fixed sun gear S1 and the carrier CR1 that is the input rotation is input to the sun gear S3 via the first clutch C-1. Further, the rotation of the carrier CR2 is restricted in one direction (forward rotation direction), that is, the carrier CR2 is prevented from rotating in the reverse direction and is fixed. Then, the decelerated rotation input to the sun gear S3 is output to the ring gear R3 via the fixed carrier CR2, and the forward rotation as the first forward speed is output from the output shaft 15.

  During engine braking (coasting), the second brake B-2 is locked to fix the carrier CR2, and the forward first speed state is set in such a manner as to prevent the carrier CR2 from rotating forward. maintain. Further, at the first forward speed, the one-way clutch F-1 prevents the carrier CR2 from rotating in the reverse direction and enables forward rotation, so that the first forward speed when switching from the non-traveling range to the traveling range, for example. Can be smoothly achieved by the automatic engagement of the one-way clutch F-1.

  In the second forward speed (2nd), as shown in FIG. 2, the first clutch C-1 is engaged and the first brake B-1 is locked. Then, as shown in FIGS. 1 and 3, the rotation of the ring gear R1 that is decelerated and rotated by the fixed sun gear S1 and the carrier CR1 that is the input rotation is input to the sun gear S3 via the first clutch C-1. Further, the rotation of the sun gear S2 is fixed by the locking of the first brake B-1. Then, the carrier CR2 is decelerated and rotated at a speed lower than that of the sun gear S3, the decelerated rotation input to the sun gear S3 is output to the ring gear R3 via the carrier CR2, and the forward rotation as the second forward speed is output shaft. 15 is output.

  At the third forward speed (3rd), as shown in FIG. 2, the first clutch C-1 and the third clutch C-3 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the ring gear R1 that is decelerated and rotated by the fixed sun gear S1 and the carrier CR1 that is the input rotation is input to the sun gear S3 via the first clutch C-1. Further, the reduced rotation of the ring gear R1 is input to the sun gear S2 by the engagement of the third clutch C-3. That is, since the reduced rotation of the ring gear R1 is input to the sun gear S2 and the sun gear S3, the planetary gear unit PU is directly connected to the reduced rotation, the reduced rotation is output to the ring gear R3 as it is, and the forward rotation as the third forward speed is performed. Output from the output shaft 15.

  At the fourth forward speed (4th), as shown in FIG. 2, the first clutch C-1 and the fourth clutch C-4 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the ring gear R1 that is decelerated and rotated by the fixed sun gear S1 and the carrier CR1 that is the input rotation is input to the sun gear S3 via the first clutch C-1. Further, the input rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the fourth clutch C-4. Then, the carrier CR2 is decelerated and rotated at a speed higher than that of the sun gear S3, the decelerated rotation input to the sun gear S3 is output to the ring gear R3 via the carrier CR2, and the forward rotation as the fourth forward speed is output shaft. 15 is output.

  At the fifth forward speed (5th), as shown in FIG. 2, the first clutch C-1 and the second clutch C-2 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the ring gear R1 that is decelerated and rotated by the fixed sun gear S1 and the carrier CR1 that is the input rotation is input to the sun gear S3 via the first clutch C-1. Further, the input rotation is input to the carrier CR2 by the engagement of the second clutch C-2. Then, due to the decelerated rotation input to the sun gear S3 and the input rotation input to the carrier CR2, the decelerated rotation is higher than the fourth forward speed and is output to the ring gear R3, and the forward rotation as the fifth forward speed is performed. Is output from the output shaft 15.

  At the sixth forward speed (6th), as shown in FIG. 2, the second clutch C-2 and the fourth clutch C-4 are engaged. Then, as shown in FIGS. 1 and 3, the input rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the fourth clutch C-4. Further, the input rotation is input to the carrier CR2 by the engagement of the second clutch C-2. That is, since the input rotation is input to the sun gear S2 and the carrier CR2, the planetary gear unit PU is directly connected to the input rotation, and the input rotation is output to the ring gear R3 as it is, and the forward rotation as the sixth forward speed (direct connection stage). Is output from the output shaft 15.

  At the seventh forward speed (7th, OD1), as shown in FIG. 2, the second clutch C-2 and the third clutch C-3 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the ring gear R1 that is decelerated by the fixed sun gear S1 and the carrier CR1 that is the input rotation is input to the sun gear S2 via the third clutch C-3. Further, the input rotation is input to the carrier CR2 by the engagement of the second clutch C-2. Then, the decelerated rotation input to the sun gear S2 and the input rotation input to the carrier CR2 result in a speed-up slightly higher than the input rotation, which is output to the ring gear R3. In addition, the forward rotation as the overdrive speed 1) is output from the output shaft 15.

  At the eighth forward speed (8th, OD2), as shown in FIG. 2, the second clutch C-2 is engaged, and the first brake B-1 is locked. Then, as shown in FIGS. 1 and 3, the input rotation is input to the carrier CR2 by the engagement of the second clutch C-2. Further, the rotation of the sun gear S2 is fixed by the locking of the first brake B-1. Then, the input rotation of the carrier CR2 becomes higher than the forward seventh speed by the fixed sun gear S2, and is output to the ring gear R3, and the forward eighth speed (overdrive second speed higher than the direct connection speed) is output. The forward rotation as the stage) is output from the output shaft 15.

  In the first reverse speed (Rev1), as shown in FIG. 2, the third clutch C-3 is engaged, and the second brake B-2 is locked. Then, as shown in FIGS. 1 and 3, the rotation of the ring gear R1 that is decelerated by the fixed sun gear S1 and the carrier CR1 that is the input rotation is input to the sun gear S2 via the third clutch C-3. Further, the rotation of the carrier CR2 is fixed by the locking of the second brake B-2. Then, the decelerated rotation input to the sun gear S2 is output to the ring gear R3 via the fixed carrier CR2, and the reverse rotation as the first reverse speed is output from the output shaft 15.

  In the second reverse speed (Rev2), as shown in FIG. 2, the fourth clutch C-4 is engaged, and the second brake B-2 is locked. Then, as shown in FIGS. 1 and 3, the input rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the fourth clutch C-4. Further, the rotation of the carrier CR2 is fixed by the locking of the second brake B-2. Then, the input rotation input to the sun gear S2 is output to the ring gear R3 via the fixed carrier CR2, and the reverse rotation as the second reverse speed is output from the output shaft 15.

  In this automatic transmission, the fourth clutch C-4 and the second brake B-2 are engaged in the reverse range by the hydraulic control by the hydraulic control device 20, which will be described in detail later, that is, only the second reverse speed stage. To form. However, this can be variously changed, and it is possible to form only the first reverse speed or both the first reverse speed and the second reverse speed.

  For example, in the P (parking) range and the N (neutral) range, the first clutch C-1, the second clutch C-2, the third clutch C-3, and the fourth clutch C-4 are released. Then, the carrier CR1 and the sun gear S2, and the ring gear R1, the sun gear S2, and the sun gear S3, that is, the planetary gear DP and the planetary gear unit PU are disconnected. Further, the input shaft 12 (intermediate shaft 13) and the carrier CR2 are disconnected. Thereby, the power transmission between the input shaft 12 and the planetary gear unit PU is disconnected, that is, the power transmission between the input shaft 12 and the output shaft 15 is disconnected.

[Overall configuration of hydraulic control unit]
Next, the hydraulic control device 20 for an automatic transmission according to the present invention will be described. First, the entire hydraulic control device 20 will be roughly described with reference to FIG. In the present embodiment, there is one actual spool in each valve. However, in order to explain the switching position or control position of the spool position, the right half state shown in FIGS. "Half position", left half state "left half position".

  As shown in FIG. 4, the hydraulic control device 20 includes a strainer 22, an oil pump 21, a manual shift valve (range pressure output means) 23, a primary regulator for mainly regulating and generating various hydraulic pressures as source pressures. A valve (line pressure generating means) 25, a secondary regulator valve 26, a solenoid modulator valve 27, and a linear solenoid valve SLT (not shown) are provided.

  In addition, the hydraulic control device 20 includes a lock-up relay valve 31, a spool-up relay valve 31 that controls or controls the spool position for selectively switching or adjusting the hydraulic pressure based on various source pressures to the respective oil passages. 2 clutch apply relay valve (second switching valve) 32, lock pressure delay valve (delay means, third switching valve) 33, first clutch apply relay valve (second switching valve) 34, B-2 apply control valve 35 B-2 control valve 36, B-2 check valve 37, first clutch apply control valve 41, signal check valve 42, second clutch apply control valve 43, B-1 apply control valve 44, C-4 relay valve 45 Etc.

  Further, the hydraulic control device 20 is configured to electrically control and supply hydraulic pressure to the above-described various relay valves or various control valves, linear solenoid valve SL1, linear solenoid valve SL2, linear solenoid valve SL3, linear solenoid. A valve SL4, a linear solenoid valve SL5, a linear solenoid valve SLU, a solenoid valve (failure solenoid valve) SR, and a solenoid valve SL are provided.

  It should be noted that the solenoid valves other than the solenoid valve SR in the hydraulic control apparatus 20, that is, the linear solenoid valves SL1 to 5 and SLU, and the solenoid valve SL are input ports and outputs when not energized (hereinafter also referred to as “off”). The so-called normally closed (N / C) type that shuts off the port and communicates when energized (hereinafter also referred to as “on”) is used. On the contrary, only the solenoid valve SR is normally open (N / O) type is used.

  The hydraulic control device 20 includes a hydraulic servo 51 capable of engaging / disengaging the first clutch C-1 and the second clutch C-2 based on the engagement pressure supplied after being regulated by the various valves. , A hydraulic servo 53 that can engage / disengage the third clutch C-3, a hydraulic servo 54 that can engage / disengage the fourth clutch C-4, and a hydraulic pressure that can disengage the first brake B-1. A servo 61 and a hydraulic servo 62 capable of engaging and disengaging the second brake B-1 are provided.

  Next, generation parts of various original pressures in the hydraulic control device 20, that is, line pressure, secondary pressure, and modulator pressure will be described. The generation portions of the line pressure, the secondary pressure, and the modulator pressure are the same as those of a general automatic transmission hydraulic control device, and are well-known, and will be described briefly.

The oil pump 21 is rotationally connected to, for example, the pump impeller 7a of the torque converter 7 and is driven in conjunction with the rotation of the engine. The oil pump 21 absorbs oil from an oil pan (not shown) via a strainer 22. Is generated. The hydraulic control device 20 is provided with a linear solenoid valve SLT (not shown). The linear solenoid valve SLT uses a modulator pressure P _MOD regulated by a solenoid modulator valve 27 described later as a source pressure. The signal pressure _PSLT according to the throttle opening is regulated and output.

The primary regulator valve 25 discharges the hydraulic pressure generated by the oil pump 21 based on the signal pressure P _SLT of the linear solenoid valve SLT that is input to the spool loaded with the urging force of the spring. pressure adjusted to P _L. This line pressure P _L is a manual shift valve 23, solenoid modulator valve 27, second clutch apply relay valve 32, linear solenoid valve SL5, first clutch apply control valve 41, second clutch apply control valve 43, and B, which will be described later. -1 Apply control valve 44.

Further, the hydraulic pressure discharged by the primary regulator valve 25 is further partially discharged by the secondary regulator valve 26 based on the signal pressure P _SLT of the linear solenoid valve SLT input to the spool loaded with the urging force of the spring. the pressure is adjusted to the secondary pressure _{P SEC} in the form. The secondary pressure _PSEC is supplied to a lubricating oil passage (not shown) and the like, and is also supplied to the lockup relay valve 31 to be used as an original pressure for controlling the lockup clutch 10.

The solenoid modulator valve 27 adjusts the line pressure P _L adjusted by the primary regulator valve 25 to a modulator pressure P _MOD that becomes substantially constant when the line pressure P _L exceeds a predetermined pressure based on the biasing force of the spring. Press. The modulator pressure P _MOD is supplied as a source pressure to the above-described linear solenoid valve SLT (not shown), solenoid valve SL (normally closed), solenoid valve SR (normally open), and linear solenoid valve SLU (normally closed).

[Configuration of forward shifting function portion in hydraulic control device]
Next, functional parts that mainly perform forward shift control in the hydraulic control apparatus 20 will be described with reference to FIG. First, the manual shift valve 23, as well has a spool 23p driven mechanically (or electrically) to the shift lever provided in a driver's seat (not shown), the line pressure P _L to the input port 23a You are typing. Source when the shift position based on the operation of the shift lever is in the D (drive) range, communicated with the output port 23b and the input port 23a based on the position of the spool 23p, the line pressure P _L from the output port 23b advancement was pressure (D) range pressure P _D is output.

The output ports 23b and 23c are, as will be described in detail later, an input port SL1a of a linear solenoid valve SL1, an input port SL3a of a linear solenoid valve SL3, an input port 34k of a first clutch apply relay valve 34, and a B-2 apply control valve 35. It is connected to the input port 35d, when the forward range, and outputs the forward range pressure P _D to these ports.

When the shift position is set to the R (reverse) range based on the operation of the shift lever, the input port 23a and the output port 23d communicate with each other based on the position of the spool 23p, and the line pressure P _L is output from the output port 23d. reverse (R) range pressure P _R is output as a source pressure.

The output port 23d, the input port 34i of the first clutch apply relay valve 34 described later in detail, is connected to the input port 36d of the B-2 control valve 36, when the reverse range, the reverse range pressure P _R to the these ports Is output.

  When the P (parking) range and the N (neutral) range are set based on the operation of the shift lever, the input port 23a and the output ports 23b, 23c, and 23d are blocked by the spool 23p, that is, the range pressure is output. Not.

The solenoid valve SR inputs the modulator pressure P _MOD to an input port Sa (shared with the solenoid valve SL), and is energized and output port SRb at normal times other than during the first forward speed engine braking described later. more not output the signal pressure P _SR, for example, a solenoid-all-off mode or the like or when the later-described engine braking first forward speed, the output port SRb outputs a signal pressure P _SR than at the time of non-energization (see FIG. 2) . The output port SRb is connected to the oil chamber 32a of the second clutch apply relay valve 32, the oil chamber 34a of the first clutch apply relay valve 34, and the input port 34b. outputs the pressure P _SR, detail is when the first clutch apply relay valve 34 described later is locked to the right half position, even if the signal pressure P _SR output to the oil chamber 35a of the B-2 apply control valve 35 To do.

The linear solenoid valve (engagement pressure control solenoid valve) SLU inputs the modulator pressure P _MOD to the input port SLUa, and outputs the signal pressure P _SLU from the output port SLUb when energized (see FIG. 2). The output port SLUb is connected to the oil chamber 36a of the B-2 control valve 36 via the lockup relay valve 31. When the lockup relay valve 31 is set to the right half position (see FIG. 4 and FIG. 4). The signal pressure P _SLU is output to the oil chamber 36a.

The linear solenoid valve (first engagement pressure control solenoid valve) SL1 includes an input port SL1a for inputting the forward range pressure P _D, the hydraulic servo by regulating the forward range pressure P _D when it is energized (the has an output port SL1b output to first hydraulic servo) 51 as an engagement pressure _{P C1,} a feedback port SL1c, and a discharge port SL1d for draining predominantly engagement pressure _{P C1} of the hydraulic servo 51. The outlet port SL1d is connected to the port 32f of the second clutch apply relay valve 32 described later, in the normal state, the engagement pressure P _C1 is drained from the drain port EX of the second clutch apply relay valve 32 . The output port SL1b is connected to the hydraulic servo 51 via a first clutch apply control valve 41 described later (see FIGS. 4 and 6).

The linear solenoid valve (second engagement pressure control solenoid valve) SL2 includes an input port SL2a for receiving the forward range pressure P _D via the B-2 apply control valve 35 which will be described later, the advanced when it is energized to drain the output port SL2b to output as the engagement pressure _{P C2} to the hydraulic servo (second hydraulic servo) 52 by applying a range pressure _{P D} tone, a feedback port SL2c, the engagement pressure _{P C2} of the main hydraulic servo 52 A discharge port SL2d. Under normal conditions, the discharge port SL2d communicates with a port 32d and a port 32e of a second clutch apply relay valve 32, which will be described later, and a port 34d and a drain port EX of the first clutch apply relay valve 34. the engagement pressure _{P C2} is drained from the port EX.

The linear solenoid valve (third engagement pressure control solenoid valve) SL3 includes an input port SL3a for inputting the forward range pressure P _D, the hydraulic servo by regulating the forward range pressure P _D when it is energized (the 3 and an output port SL3b to output as the engagement pressure _{P C3} to the hydraulic servo) 53, a feedback port SL3c, mainly has a discharge port SL3d to drain the engagement pressure _{P C3} of the hydraulic servo 53. The outlet port SL3d is connected to the port 34e of the first clutch apply relay valve 34 described later, in the normal state, the engagement pressure P _C3 is drained from the drain port EX of the first clutch apply relay valve 34 .

The linear solenoid valve (fourth engagement pressure control solenoid valve) SL4 has an input port SL4a for inputting a line pressure P _L (lock pressure) passing through a second clutch apply relay valve 32, which will be described later. an output port SL4b to output as the engagement pressure _{P C4} to the hydraulic servo (fourth hydraulic servo) 54 by regulating the line pressure _{P L,} the drain to drain the feedback port SL4c, the engagement pressure _{P C4} of the hydraulic servo 54 Port EX. The output port SL4b is connected to the hydraulic servo 54 via a C-4 relay valve 45 and a second clutch apply control valve 43 described later (see FIGS. 4, 6, and 7).

Linear solenoid valve (engagement pressure control solenoid valve) SL5, the line pressure P _L input ports SL5a for inputting, engagement pressure to the hydraulic servo 61 by regulating the line pressure P _L when it is energized P _B1 It has an output port SL5b for outputting a feedback port SL5c, and a drain port EX draining the engagement pressure _{P B1} of the hydraulic servo 61 as. The output port SL5b is connected to the hydraulic servo 61 via a B-1 apply control valve 44 described later (see FIGS. 4 and 6).

The B-2 apply control valve 35 includes a spool 35p and a spring 35s that urges the spool 35p upward in the figure, and an oil chamber 35a and an input port 35b above the spool 35p in the figure. And an output port 35c, an input port 35d, an output port 35e, and an oil chamber 35f. Spool 35p of the B-2 apply control valve 35 is in the right half position when entering the signal pressure P _SR to the oil chamber 35a, the other is to the left half position by the biasing force of the spring 35s. Further, the spool 35p is when entering one of the engagement pressure _{P C3, P C4, P B1} described later to the oil chamber 35f is regardless of the input of the signal pressure _{P SR,} fixed to the left half position Is done.

The input port 35d, with the forward range pressure P _D is input, the output port 35e is connected to the input port SL2a of the linear solenoid valve SL2, when the spool 35p is in the left half position, the forward range pressure and it outputs the P _D to the linear solenoid valve SL2. Further, the output port 35c is connected to the input port 36c below the B-2 control valve 36, the oil chamber 35a enter the signal pressure _{P SR,} when the spool 35p is in the right half position, the forward range pressure the P _D is output to the B-2 control valve 36.

The B-2 control valve 36 includes a spool 36p and a spring 36s that urges the spool 36p upward in the figure, and an oil chamber 36a, an output port 36b, and an upper part of the spool 36p in the figure. , An input port 36c, an input port 36d, an output port 36e, and a feedback oil chamber 36f. The spool 36p of the B-2 apply control valve 36 is controlled from the right half position to the left half position when the signal pressure _PSLU is input to the oil chamber 36a.

At forward range (in forward first speed of the engine braking), via the B-2 apply control valve 35 inputs the forward range pressure P _D to the input port 36c, and the signal pressure P _SLU of the oil chamber 36a based on the feedback pressure of the oil chamber 36f output port 36b engagement pressure _{P B2} to the pressure regulating output from. Further, when the reverse range, the reverse range enter the pressure _{P R} to the port 36d from the manual shift valve 23, and outputs the engagement pressure _{P B2} from the output port 36e.

The B-2 check valve 37 has an input port 37a, an input port 37b, and an output port 37c. Either of the hydraulic pressures input to the input port 37a and the input port 37b is output to the output port 37c. Output more. That is, when the engagement pressure P _B2 is input from the output port 36b of the B-2 control valve 36 to the input port 37a, it is output from the output port 37c to the hydraulic servo 62, and the output port of the B-2 control valve 36 is output. When the engagement pressure P _B2 is input from 36e to the input port 37b, it is output to the hydraulic servo 62 from the output port 37c.

  The first clutch apply relay valve 34 has a spool 34p and a spring (second urging means) 34s for urging the spool 34p upward in the figure, and an oil is provided above the spool 34p in the figure. It has a chamber 34a, an input port 34b, an output port 34c, an output port 34d, an output port 34e, an input port 34k, an input port 34f, an output port 34g, and an oil chamber 34j.

To the oil chamber 34a is, in the normal other than the first forward speed when the engine brake, with the the solenoid valve SR is turned on, the signal pressure P _SR is not input, due to the urging force of the spring 34s, The spool 34p is set to the right half position. Further, when the spool 34p is in the right half position, the input port 34f is inputted engagement pressure _{P C1} from the linear solenoid valve SL1, the output port 34g from the engagement pressure _{P C1} is output to the oil chamber 34j, the The spool 34p is locked at the right half position.

When the right half position of the spool 34p is forward range pressure P _D is input to the input port _34k, the reverse range pressure P _R that is input to the input port 34i is blocked. Further, in the state in which the spool 34p is locked to the right half position by the engagement pressure P _C1, even if the signal pressure to the oil chamber 34a P _SR is input is maintained to the right half position, the input to the input port 34b The signal pressure _PSR thus output is output from the output port 34 c to the oil chamber 35 a of the B-2 apply control valve 35. The output port 34d and the output port 34e are connected to a discharge port SL3d of the linear solenoid valve SL3 and a discharge port SL2d of the linear solenoid valve SL2 via a second clutch apply relay valve 32 described later. when discharging the engagement pressure _{P C3} by the solenoid valve SL3, and the該該linear solenoid valve SL2 when discharging the engagement pressure _{P C2,} enter them engagement pressure _{P C3} and engagement pressure _{P C2,} Discharge from drain port EX.

Meanwhile, details on the all-solenoids-off mode described below, together with the signal pressure P _SR is input to the oil chamber 34a, to cut off the engagement pressure P _C1 from the linear solenoid valve SL1, the spool 34p and the left half position Become. In the case of the left half position of the spool 34p, the forward range, the output port 34d of the forward range pressure _{P D} is input to the input port 34k, and output from the output port 34e, the discharge port SL3d of the linear solenoid valve SL3 and A reverse input pressure is output to an input port 32e of a second clutch apply relay valve 32 described later. Further, in the reverse range, and outputs the reverse range pressure _{P R} that is input to the input port 34i from the output port 34h to the input port 35b of the B-2 apply control valve 35 is not inputted signal pressure _{P SR} to the oil chamber 35a rear proceeds range pressure P _R is output through the B-2 apply control valve 35 as the left half position in the input port 36c of the B-2 control valve 36. As a result, the B-2 control valve 36 is locked in the left half position with the valve stick or the like generated as described above, and even when the communication between the input port 36d and the output port 36e is blocked, the input port 36c by being passed 36b communicate with each other, the rear proceeds range pressure P _R is reliably supplied to the hydraulic servo 62.

  The second clutch apply relay valve 32 includes a spool (second spool) 32p and a spring 32s that urges the spool 32p upward in the figure, and an oil chamber 32a above the spool 32p in the figure. An input port 32b, an output port 32c, an output port 32d, an input port 32e, an input port 32f, and an oil chamber 32g. In addition, a lock pressure delay valve 33 having a spool (third spool) 33p that can be pressed against the spool 32p is integrally provided below the second clutch apply relay valve 32. The lock pressure delay valve 33 includes a spool 33p and a spring (first urging means) 33s that urges the spool 33p upward in the drawing, and presses the spool 33p downward in the drawing. Thus, an oil chamber 33a in which hydraulic pressure acts and an input port 33b communicating with the oil chamber 32g of the second clutch apply relay valve 32 are provided. In addition, orifices (delay means) 71 and 72 are disposed in an oil passage connecting the output port 32d of the second clutch apply relay valve 32 and the input port 33b of the lock pressure delay valve 33.

The spool 32p of the second clutch apply relay valve 32 is set to the right half position based on the urging force of the spring 32s and the spring 33s during normal operation (and in a solenoid all-off mode during engine start described later). The The time of the right half position of the spool 32p, an input port SL4a of the linear solenoid valve SL4 from the output port 32c of the line pressure _{P L} input to the input port 32b, the oil chamber 33a and the input port of the lock pressure delay valve 33 33b, and the lock pressure delay valve 33 is locked at the left half position by the oil pressure of the oil chamber 33a. As a result, the oil chamber 33b and the oil chamber 32g are communicated with each other, so that the oil chamber 33b Is supplied to the oil chamber 32g, and the spool 32p is locked in the right half position.

Further, when the right half position of the spool 32p, an output port 32f is connected to the discharge port SL1d of the linear solenoid valve SL1, when discharging the engagement pressure _{P C1} by the linear solenoid valve SL1, the engagement The pressure _PC1 is input and discharged from the drain port EX. Further, the output port 32d is connected to the discharge port SL2d of the linear solenoid valve SL2, and the input port 32e is connected to the output ports 34d and 34e of the first clutch apply relay valve 34. when discharging the engagement pressure _{P C2} by the valve SL2, is input from the output port 32d of the engagement pressure _{P C2,} is discharged from the drain port EX of the first clutch apply relay valve 34 via the input port 32e.

Meanwhile, the details, or, after the engine is restarted in the all-solenoids-off mode described later, the spool 32p is in the left half position, shut off the line pressure P _L input to the input port 32b, also, the input port 32e Are communicated with the output port 32f.

[Operation of each forward shift stage]
In the hydraulic control device 20 having the functional portion that performs forward shift control as described above, the forward solenoid range SL1 is turned on at the first forward speed in the forward range, and the forward range input to the input port SL1a. pressure _{P D} is the pressure regulating output as the engagement pressure _{P C1} to the hydraulic servo 51, the first clutch C1 is engaged. Thereby, the forward first speed is achieved in combination with the locking of the one-way clutch F-1.

Further, at the time of engine braking in the first forward speed, the solenoid valve SR is turned off, the signal pressure P _SR is output from the output port SRb. At this time, the second clutch apply relay valve 32 is locked in the right half position by the line pressure P _L (lock pressure), and the first clutch apply relay valve 34 is brought in the right half position by the engagement pressure P _C1. Locked. Therefore, the signal pressure _{P SR} of the solenoid valve SR is input to the oil chamber 35a of the B-2 apply control valve 35, the input port 35b input port of the forward range pressure _{P D} output port 35c from the B-2 control valve 36 is inputted to 36c, the signal pressure _{P SLU} of the linear solenoid valve SLU the forward range pressure _{P D} at the spool 36p is control tone as the engagement pressure _{P B2} to the hydraulic servo 62 via the B2 check valve 37 The pressure is output and the second brake B-2 is locked. Thereby, coupled with the engagement of the first clutch C-1, the first forward speed engine brake is achieved.

In the second forward speed, in addition to the state of the linear solenoid valve SL1 is turned on, the linear solenoid valve SL5 is turned on, the engagement pressure line pressure P _L that is input to the input port SL5a is the hydraulic servo 61 P _B1 And the first brake B-1 is engaged. Thereby, coupled with the engagement of the first clutch C-1, the second forward speed is achieved.

Note that, in the forward range, the neutral control (N cont) for improving the fuel consumption by releasing the first clutch C1 is controlled in the same manner as the second forward speed, and the engagement pressure by the linear solenoid valve SL1. P _C1 is adjusted so that the first clutch C-1 is immediately before engagement (a state in which the first clutch C-1 is loosely packed), and when the neutral control (N cont) is thereby released, the second forward speed is immediately set. Neutral is possible.

In the third forward speed, the addition to the state of the linear solenoid valve SL1 is turned on, the linear solenoid valve SL3 is turned on, the engagement pressure to the forward range pressure P _D is the hydraulic servo 53 that is input to the input port SL3a P _The pressure is regulated as _C3 and the third clutch C-3 is engaged. Thereby, the forward third speed is achieved in combination with the engagement of the first clutch C-1.

In the fourth forward speed, in addition to the state in which the linear solenoid valve SL1 is turned on, the linear solenoid valve SL4 is turned on, and the line pressure P _L input to the input port SL4a via the second clutch apply relay valve 32 There is pressure regulating output as the engagement pressure _{P C4} to the hydraulic servo 54, the fourth clutch C4 are engaged. Thereby, the forward fourth speed is achieved in combination with the engagement of the first clutch C-1.

Incidentally, any chance, if the fourth forward speed is not achieved, the second clutch apply relay valve 32 is a valve stick, since the left half position, the line pressure P _L is not input to the input port SL4a, i.e. 4 Since a state where the clutch C-4 is not engaged is conceivable, it is prohibited to shift to a solenoid all-off mode described later.

That is, when the spool 32p of the second clutch apply relay valve 32 is in the left half position, it is in a solenoid all-off mode, which will be described later, and is input to the input port 32e of the second clutch apply relay valve 32 as a reverse input pressure. and the forward range pressure _{P D} is input as a reverse input pressure from the output port 32f to the discharge port SL1d of the linear solenoid valve SL1 is output from the output port SL1b, is supplied to the hydraulic servo 51, the first clutch C-1 is Engaged. In other words, since the third forward speed will be achieved, in that state, for example, when shifting to the solenoid all-off mode at a high speed higher than the fifth forward speed, a downshift of two or more speeds will occur. Because.

In the fifth forward speed, in addition to the state where the linear solenoid valve SL1 is turned on, the linear solenoid valve SL2 is turned on, and the forward range pressure P input to the input port SL2a via the B-2 apply control valve 35 _D is pressure regulating output as the engagement pressure _{P C2} to the hydraulic servo 52, the second clutch C2 are engaged. This achieves the fifth forward speed in combination with the engagement of the first clutch C-1.

In the sixth forward speed, in addition to the state where the linear solenoid valve SL2 is turned on, the linear solenoid valve SL4 is turned on, and the line pressure P _L input to the input port SL4a via the second clutch apply relay valve 32 There is pressure regulating output as the engagement pressure _{P C4} to the hydraulic servo 54, the fourth clutch C4 are engaged. Thereby, the forward sixth speed is achieved in combination with the engagement of the second clutch C-2.

Incidentally, also in this case, if the sixth forward speed is not achieved, the second clutch apply relay valve 32 is a valve stick, since the left half position, the line pressure P _L to the input port SL4a is not input Since a state is considered, it is prohibited to shift to a solenoid all-off mode described later.

That is, similarly, when the spool 32p of the second clutch apply relay valve 32 is in the left half position, it is in a solenoid all-off mode, which will be described later, and the reverse input pressure is applied to the input port 32e of the second clutch apply relay valve 32. input the forward range pressure _{P D} is input as a reverse input pressure from the output port 32f to the discharge port SL1d of the linear solenoid valve SL1 is output from the output port SL1b, is supplied to the hydraulic servo 51, the first clutch C- 1 is engaged. In other words, since the third forward speed will be achieved, in that state, for example, when shifting to the solenoid all-off mode at a high speed higher than the fifth forward speed, a downshift of two or more speeds will occur. Because.

In the seventh forward speed, the addition to the state of the linear solenoid valve SL2 is turned on, the linear solenoid valve SL3 is turned on, the engagement pressure to the forward range pressure P _D is the hydraulic servo 53 that is input to the input port SL3a P _The pressure is regulated as _C3 and the third clutch C-3 is engaged. This achieves the seventh forward speed in combination with the engagement of the second clutch C-2.

In the eighth forward speed, in addition to the state in which the linear solenoid valve SL2 is turned on, the linear solenoid valve SL5 is turned on, and the line pressure P _L input to the input port SL5a is applied to the hydraulic servo 61 to the engagement pressure P _B1. And the first brake B-1 is engaged. Accordingly, in combination with the engagement of the second clutch C-2, the eighth forward speed is achieved.

Incidentally, any chance, when the fifth forward speed to the eighth forward gear is not achieved, B-2 apply control valve 35 is a valve stick, since the right half position, the forward range pressure P _D is input to the input port SL2a In other words, a state in which the second clutch C-2 is not engaged is conceivable. When such a state is determined, some kind of fail safe is performed.

[Configuration of Simultaneous Engagement Prevention Function Part in Hydraulic Control Device]
Next, a functional part for mainly preventing simultaneous engagement in the hydraulic control apparatus 20 will be described with reference to FIG. A first clutch apply control valve 41 is interposed between the output port SL1b of the linear solenoid valve SL1 and the hydraulic servo 51. The output port SL3b of the linear solenoid valve SL3 is directly connected to the hydraulic servo 53. A second clutch apply control valve 43 is interposed between the output port SL4b of the linear solenoid valve SL4 and the hydraulic servo 54. Between the output port SL5b of the linear solenoid valve SL5 and the hydraulic servo 61, a B-1 apply control valve 44 is interposed.

  As described above, the B-2 apply control valve 35 and the linear solenoid valve SL2 are interposed between the manual shift valve 23 (see FIGS. 4 and 5) and the hydraulic servo 52. A B-2 apply control valve 35, a B-2 control valve 36, and a B-2 check valve 37 are interposed between the shift valve 23 and the hydraulic servo 62.

  The first clutch apply control valve 41 includes a spool 41p having a land portion having a large diameter in order from the upper side to the lower side in the figure, a spring 41sa that urges the spool 41p upward in the figure, and the spool 41p. And a spring 41sb contracted between the spool 41p and the plunger 41r, and an oil chamber 41a, an oil chamber 41b, in order from the top of the spool 41p in the figure, It has an oil chamber 41c, an input port 41d, an output port 41e, and an oil chamber 41f.

The aforementioned oil chamber 41a, is inputted engagement pressure _{P C2} supplied to the hydraulic servo 52, the above-described oil chamber 41b, the engagement pressure supplied to the hydraulic servo 53,54,61 by signal check valve 42 Among them, the largest engagement pressure P _C3 , P _C4 , P _B1 is input, and further, the engagement pressure P _C1 to be supplied to the hydraulic servo 51 is input to the oil chamber 41c. On the other hand, the oil chamber 41f is input line pressure P _L, which presses the spool 41p upward (left half position) I biasing force coupled with the spring 41Sa.

Thus, for example, when the engagement pressure _{P C1} to the oil chamber 41c is, the engagement pressure _{P C2} to the oil chamber 41a is, one of the engagement pressure _{P C3, P C4, P B1} to the oil chamber 41c are simultaneously input It is overcome to the urging force of the line pressure _{P L} and the spring 41sa of the oil chamber 41f blocks the input port 41d, and stops the supply of the engagement pressure _{P C1} to the hydraulic servo 51. That is, the simultaneous engagement of the first clutch C-1, the second clutch C-2, and the third clutch C-3, the first clutch C-1, the second clutch C-2, and the fourth clutch C-4. Simultaneous engagement of the first clutch C-1, the second clutch C-2 and the first brake B-1 is prevented, and the second clutch C-2, the third clutch C-3, the second clutch Engagement between the clutch C-2 and the fourth clutch C-4, and the second clutch C-2 and the first brake B-1 is allowed.

  The spring 41sb locks only the plunger 41r in the right half position when the engine is stopped and no hydraulic pressure is generated. The plunger 41r of the first clutch apply control valve 41 is always in the normal state. This prevents the valve from being held in the left half position. Even when the engine is not in trouble, when the engine is stopped and no hydraulic pressure is generated, only the plunger 41r is operated to the right half position. Thus, it is intended to prevent obstruction when actually operating to the right half position at the time of failure.

  The second clutch apply control valve 43 includes a spool 43p in which a land portion having a large diameter is formed in order from the upper side to the lower side in the drawing, a spring 43sa that biases the spool 43p upward in the drawing, and the spool 43p. And a spring 43sb contracted between the spool 43p and the plunger 43r, and an oil chamber 43a, an oil chamber 43b, in order from the top of the spool 43p in the figure, It has an input port 43c, an output port 43d, and an oil chamber 43e.

The aforementioned oil chamber 43a, is the engagement pressure _{P C3} supplied to the hydraulic servo 53 is input, the above-mentioned oil chamber 43 b, the engagement pressure _{P C4} supplied to the hydraulic servo 54 is input. On the other hand, the oil chamber 43e is input line pressure P _L, which presses the spool 43p upward (left half position) I biasing force coupled with the spring 43Sa.

Thus, for example, the oil chamber 43b is an engagement pressure _{P C4,} when the engagement pressure _{P C3} to the oil chamber 41a are inputted at the same time, striking on the urging force of the line pressure _{P L} and the spring 43sa of the oil chamber 41e won blocking the input port 43c, to stop the supply of the engagement pressure P _C4 to the hydraulic servo 54, i.e. to prevent the third clutch C-3 with simultaneous engagement of the fourth clutch C4, first 3. Engagement of the clutch C-3 is allowed.

  The spring 43sb locks only the plunger 43r in the right half position when the engine is stopped and no hydraulic pressure is generated, and the plunger 43r of the second clutch apply control valve 43 is always in the normal state. This prevents the valve from being held in the left half position. Even when the engine is not in trouble, when the engine is stopped and no hydraulic pressure is generated, only the plunger 43r is operated to the right half position. Thus, it is intended to prevent obstruction when actually operating to the right half position at the time of failure.

  The B-1 apply control valve 44 includes a spool 44p in which a land portion having a diameter increasing in order from the upper side to the lower side in the drawing, a spring 44sa that biases the spool 44p upward in the drawing, and the spool 44p. And a spring 44sb contracted between the spool 44p and the plunger 44r, and an oil chamber 44a, an oil chamber 44b in order from the upper side of the drawing of the spool 44p, An oil chamber 44c, an input port 44d, an output port 44e, and an oil chamber 44f are provided.

The aforementioned oil chamber 44a, is the engagement pressure _{P C4} supplied to the hydraulic servo 54 is input, the above-mentioned oil chamber 44b, the engagement pressure _{P C3} supplied to the hydraulic servo 53 is input, the oil chamber 43c Is inputted with the engagement pressure P _B1 supplied to the hydraulic servo 61. On the other hand, the oil chamber 44f is input line pressure P _L, which presses the spool 44p upward (left half position) I biasing force coupled with the spring 44Sa.

The B-1 apply control valve 44 is simultaneously operated by the second clutch apply control valve 43 in a state where the engagement pressure P _B1 supplied to the hydraulic servo 61 of the first brake B-1 is input to the oil chamber 44c. If one of the engagement pressure _{P C3} of the third clutch C3 is not possible to engage the engagement pressure _{P C4} of the fourth clutch C4 is input to the oil chamber 44a or the oil chamber 44b, the spool 44p and the plunger 44r are in the right half position.

Thus, for example, to the oil chamber 44c is engagement pressure _{P B1,} when the oil chamber engagement pressure _{P C3} to the engagement pressure _{P C4} or oil chamber 44b to 44a are inputted at the same time, the line pressure of the oil chamber 44f P overcoming the the urging force of the _L and the spring 44sa blocking the input port 44d, and stops the supply of the engagement pressure _{P B1} to the hydraulic servo 61, i.e., first brake B1, third clutch C-3 Alternatively, simultaneous engagement with the fourth clutch C-4 is prevented, and engagement of the third clutch C-3 or the fourth clutch C-4 is allowed.

  The spring 44sb keeps only the plunger 44r in the right half position when the engine is stopped and no hydraulic pressure is generated, and the plunger 44r of the B-1 apply control valve 44 is always in the normal state. This prevents the valve from being held in the left half position. Even when the engine is not in trouble, when the engine is stopped and no hydraulic pressure is generated, only the plunger 44r is operated to the right half position. Thus, it is intended to prevent obstruction when actually operating to the right half position at the time of failure.

B-2 apply control valve 35, when entering one of the engagement pressure _{P C3, P C4, P B1} to the oil chamber 35f as described above, regardless of the input of the signal pressure _{P SR,} left Fixed in half position. Further, when none of the engagement pressures P _C3 , P _C4 , and P _B1 is input to the oil chamber 35f and the signal pressure PSR of the solenoid valve _SR is input, the right half is overcome by overcoming the urging force of the spring 35s. To be in position.

Thus, when entering one of the engagement pressure _{P C3, P C4, P B1} to the oil chamber 35f is supplied to the forward range pressure _{P D} supplied only to the linear solenoid valve SL2, that is, the hydraulic servo 62 Therefore, simultaneous engagement of any of the third clutch C-3, the fourth clutch C-4, and the first brake B-1 with the second brake B-2 is prevented. Further, when the input port 35d and the output port 35e to the SL2 are communicated with each other, the communication between the input port 35d and the output port 35c to the B2 control valve 36 is cut off. Simultaneous engagement with the brake B-2 is prevented.

  As described above, the second clutch apply control valve 43 and the B-1 apply control valve 44 simultaneously engage two of the third clutch C-3, the fourth clutch C-4, and the first brake B-1. Is prevented. Further, the B-2 apply control valve 35 allows the simultaneous engagement of any one of the third clutch C-3, the fourth clutch C-4, and the first brake B-1 with the second brake B-2, and Simultaneous engagement of the second clutch C-2 and the second brake B-2 is prevented. Further, the first clutch apply control valve 41 allows any one of the third clutch C-3, the fourth clutch C-4, and the first brake B-1, the second clutch C-2, and the first clutch C-1. Simultaneous engagement is prevented. Thus, in the forward range, only the first clutch C-1 can inevitably be engaged simultaneously with the second brake B-2, and there are three friction engagement elements (clutch and brake). Simultaneous engagement is reliably prevented.

[Configuration of Reverse Shift Function and Lockup Function Part in Hydraulic Control Device]
Next, functional parts of the hydraulic control apparatus 20 that mainly perform reverse shift control and lockup control will be described with reference to FIG. Since the manual shift valve 23, the linear solenoid valve SL4, the B-2 control valve 36, the B-2 check valve 37, and the like have been described in the forward shift control, the description thereof will be omitted.

The solenoid valve SL is normally closed, and the modulator pressure P _MOD is input to the input port Sa (shared with the solenoid valve SR). The solenoid valve SL is turned on during reverse operation and when the lockup clutch 10 is operated. and it outputs the signal pressure _{P SL} from the output port SLb. The output port SLb is connected to an oil chamber 31a of the lockup relay valve 31 and an oil chamber 45a of the C-4 relay valve 45, which will be described later, and when turned on, the signal pressure P _{SL is applied} to the oil chambers 31a and 45a. Is output.

  The lock-up relay valve 31 includes a spool 31p and a spring 31s that urges the spool 31p upward in the drawing, and an oil chamber 31a, an input port 31b, It has an output port 31c, an input / output port 31d, an input port 31e, an input / output port 31f, and an oil chamber 31g.

In the time of disengagement of the lock-up clutch 10 during forward movement, the oil chamber 31a, along with the solenoid valve SL is turned off, the signal pressure P _SL is not input, due to the urging force of the spring 31s, The spool 31p is set to the right half position. Further, when the spool 31p is in the right half position, the linear solenoid valve SLU than the signal pressure _{P SLU} is input to the input port 31b, the signal pressure _{P SLU} is the oil chamber of the B-2 control valve 36 from the output port 31c To 36a.

Further, the input port 31e, the secondary pressure P _SEC pressure regulated by the secondary regulator valve 26 described above is input, when the spool 31p is in the right half position, the lock from output port 31d of the torque converter 7 The secondary pressure _PSEC is output to the up / off port 10a. The secondary pressure _PSEC input into the torque converter 7 from the port 10a is circulated and discharged from the port 10b that is also used for lock-up, and is drained from a drain port (not shown) via the input / output port 31f (or Supplied to a lubricating oil passage (not shown)).

In the time of engagement of the lock-up clutch 10 during forward movement, when the solenoid valve SL is turned on, the signal pressure P _SL is input to the oil chamber 31a, by overcoming the urging force of the spring 31s, the spool 31p is Left half position. Then, the signal pressure P _SLU input to the input port 31b is cut off, and the secondary pressure P _SEC input to the input port 31e is output from the input / output port 31f to the lockup on port 10b. The lockup clutch 10 is pressed and engaged.

In the time of the reverse, the reverse range pressure P _R from the manual shift valve 23 to the oil chamber 31g is input, the spool 31p of the lock-up relay valve 31 is secured to the right half position. Thus, even if the signal pressure P _SL to the oil chamber 31a is input, it and the reverse range pressure P _R of the biasing force and the oil chamber 31g of the spring 31s is coupled with, the spool 31p is kept in the right half position The

  The C-4 relay valve 45 includes a spool 45p and a spring 45s that urges the spool 45p downward in the figure, and an oil chamber 45a, an input port 45b, and an upper part of the spool 45p in the figure. , An output port 45c, an input port 45d, and an oil chamber 45e.

When a forward range (i.e. when the reverse range pressure P _R is not output) the solenoid valve SL is off (i.e. during non-engagement of the lock-up clutch 10), the signal pressure P _SL to the oil chamber 45a Is not input, but the spool 45p is moved to the left half position by the biasing force of the spring 45s. Further, even when the solenoid valve SL is turned on (that is, when the lockup clutch 10 is engaged) and the signal pressure _PSL is input to the oil chamber 45a in the forward range, the urging force of the spring 45s is applied. In combination with this, the spool 45p is moved to the left half position.

When the spool 45p is the left half position is output from the output port 45c with the engagement pressure P _C4 from the linear solenoid valve SL4 is input to the input port 45d to the hydraulic servo 54, i.e. the fourth forward speed, and At the sixth forward speed, the hydraulic servo 54 is linearly regulated by the linear solenoid valve SL4.

Subsequently, control during reverse travel will be described. In the reverse range during normal, reverse range pressure P _R from the output port 23d of the manual shift valve 23 is output. Then, in the C-4 relay valve 45, but the rear proceeds range pressure _{P R} is supplied to the oil chamber 45 e, the solenoid valve SL is turned on, the signal pressure _{P SL} to the oil chamber 45a is inputted, the spring 45s In combination with the urging force, the spool 45p is set to the left half position. Thus, even during reverse travel engagement pressure P _C4 from the linear solenoid valve SL4 is output to the hydraulic servo 54.

In the B-2 control valve 36, since the signal pressure _{P SLU} of the linear solenoid valve SLU is not output, is locked to the right half position, the reverse range pressure _{P R} that is input to the input port 36d is, an output port 36e Is output as the engagement pressure P _B2 . The engagement pressure P _B2 output from the output port 36e is input to the input port 37b of the B-2 check valve 37, is output from the output port 37c, and is supplied to the hydraulic servo 62. As a result, the fourth clutch C-4 and the second brake B-2 are engaged, and the second reverse speed is achieved.

In the reverse range, the B-2 control valve 36 sticks to the left half position so that the engagement pressure P _B2 is not output from the output port 36e. When the stick is detected, for example, because the reverse gear is not achieved, the solenoid valve SR is turned off to apply the signal pressure _PSR to the first clutch apply relay valve 34 to switch to the left half position. Accordingly, the reverse range pressure _{P R} to the port 34i, via port 34h inputted to the input port 35b, and outputs the reverse range pressure _{P R} to the B-2 control valve 36 from the output port 35c.

  Incidentally, the manual shift valve 23 is connected to a shift lever disposed in the driver's seat via a detent mechanism and a link mechanism (or shift-by-wire device) (not shown), and is driven to rotate by operating the shift lever. The spool 23p is drivingly connected to the fan-shaped detent plate in the spool movement direction (linear movement direction), and an intermediate position between the range positions by a detent lever that urges the detent plate to each shift range position. It is configured not to stop. The detent plate that is driven to rotate has a support shaft that is integrally fixed to the center of rotation, and an angle sensor that detects the rotation angle of the support shaft is provided at one end of the support shaft. It has been. That is, the angle sensor can detect the angle of the detent plate, that is, the spool position of the manual shift valve 23 that is drivingly connected to the detent plate.

  Based on detection of this angle sensor (hereinafter referred to as “spool position sensor” for ease of understanding), when it is detected that the vehicle is in the forward range, for example, the linear solenoid valve SL1 is controlled by an electronic control unit (eg, ECU). Turns on to achieve the first forward speed as described above (second forward speed or third forward speed may be formed), and when it is detected that the reverse range is reached, solenoid valve SL, linear Solenoid valve SL4 is turned on to achieve the second reverse speed as described above.

  However, for example, if this spool position sensor fails, the shift position cannot be detected, and it may not be possible to determine which solenoid valve to turn on. Further, for example, when the shift position cannot be detected, none of the solenoid valves is turned on, that is, no engagement pressure is supplied to any hydraulic servo, that is, the driving force from the engine is transmitted via the transmission mechanism 2. It will be in a neutral state that is not transmitted to the wheels of the vehicle.

  Therefore, in the hydraulic control device of the automatic transmission, when the shift position cannot be detected, the same solenoid valve as that in the first forward speed is turned on, that is, only the linear solenoid valve SL1 is turned on. At this time, if the actual shift position is the forward range, the first forward speed described above is formed as it is, and therefore the description of the first forward speed is omitted.

Shift position can not be detected, when the actual shift position is a reverse range, firstly, although the linear solenoid valve SL1 is turned on, the forward range pressure P _D is not supplied to the input port SL1a of the linear solenoid valve SL1 because (see FIGS. 4 and 5), the engagement pressure _{P C1} is supplied to the hydraulic servo 51 is not, that is, the first clutch C1 is not engaged.

On the other hand, as shown in FIG. 7, the solenoid valve SL, when the linear solenoid valve SL4 is turned off, the reverse range pressure P _R that is output from the output port 23d of the manual shift valve 23, C-4 relay valve 45 The spool 45p is set to the right half position against the urging force of the spring 45s. Thus, the reverse range pressure P _R that is input to the input port 45b is output from the output port 45 c, is supplied to the hydraulic servo 54, the fourth clutch C-4 are engaged.

Further, B-2 control valve 36, the spool 36p due to the urging force of the spring 36s is the right half position, the reverse range pressure _{P R} that is input to the input port 36d is output from the output port 36e, the B- 2 is supplied to the hydraulic servo 62 via the check valve 37, and the second brake B-2 is engaged. As a result, the fourth clutch C-4 and the second brake B-2 are engaged, and the second reverse speed is achieved.

  As described above, for example, even when the shift position cannot be detected, the hydraulic control device 20 of the automatic transmission has the first forward speed or the second reverse speed depending on the actual spool position of the manual shift valve 23. A stage can be achieved.

In the present embodiment, the case where the spool position sensor fails and the linear solenoid valve SL4 and the solenoid valve SL are turned off (not energized) to perform forward start control regardless of the shift position has been described. detail is the same even in the all-solenoids-off failure mode to be described later, even that is the linear solenoid valve SL4 and the solenoid valve SL by the solenoid-all-off is turned off, the fourth clutch by reverse range pressure P _R C- 4 engagements are possible.

[Operation during solenoid valve all-off failure]
Next, the solenoid all-off failure which is the main part of the present invention will be described with reference to FIGS. In the hydraulic control device 20 of the automatic transmission, when a failure is detected in other solenoid valves, various switching valves, various control valves, etc., for example, except when the valve stick of the linear solenoid valve SL4 described above is detected. Then, a transition is made to a solenoid all-off fail mode in which all solenoid valves are turned off. For example, even when a disconnection, a short circuit, or the like occurs, the solenoid is also all off in the same manner. Therefore, in this specification, the solenoid / all off fail mode is set including these states.

First, in the normal state, because with the ignition is turned on solenoid valve SR is turned on, the engine is started, even if the primary regulator valve 25 the oil pump 21 is driven line pressure P _L is produced, The signal pressure _PSR is not output. For this reason, as shown in FIG. 8A, in the second clutch apply relay valve 32, the urging force of the spring 32s and the urging force of the spring 33s act on the spool 32p upward in the figure via the spool 33p. Then, the spool 32p is set to the upper position (second position).

In the upper position of the spool 32p, as is the line pressure _{P L} lock pressure input to the input port 32b, the oil chamber 33a of the input port SL4a, lock pressure delay valve 33 of the linear solenoid valve SL4 from the output port 32c Are output to the input port 33b. Then, as shown in FIG. 8 (b), the spool 33p of the lock pressure delay valve 33 is pressed to the lower position (communication position) in the lower part of the figure, and the input port 33b and the oil chamber 32g communicate with each other. oil chamber 32g to the line pressure P _L is inputted as a lock pressure to lock the spool 32p upward position. This lock, the engine is stopped, the oil pump 21 is stopped, the line pressure P _L is maintained until no occur.

Here, for example, during running the vehicle in the forward range, for some reason, when the all-solenoids-off failure mode, the second clutch apply relay valve 32, the spool 32p is locked by the lock pressure based on the line pressure P _L In this state, all the solenoid valves are turned off (when a failure occurs). At this time, all the solenoid valves are turned off, so that only the normally open solenoid valve SR outputs the signal pressure _PSR , and the other solenoid valves stop outputting the signal pressure or the engagement pressure. In particular, in the linear solenoid valves SL1, SL2, and SL3, the output ports SL1b, SL2b, and SL3b are in communication with the discharge ports SL1d, SL2d, and SL3d (see FIG. 5).

On the other hand, in the second clutch apply relay valve 32, as shown in FIG. 8 (b), the signal pressure to the oil chamber 32a _{P SR} is input, the input line pressure _{P L} to the oil chamber 32g is as a lock pressure Therefore, the spool 32p is kept locked in the upper position.

Incidentally, any chance, the locking pressure delay valve 33 is stuck at a position above the upper in the figure, a state in which the oil chamber 32g to line pressure P _L of the second clutch apply relay valve 32 is not inputted as a lock pressure However, since the spool 33p of the lock pressure delay valve 33 is configured to contact the spool 32p of the second clutch apply relay valve 32, the spool 32p is maintained in the same manner as when the spool 32p is locked at the upper position.

Further, as shown in FIG. 5, in the first clutch apply relay valve 34, the signal pressure P _SR of the solenoid valve SR is input to the oil chamber 34a, by overcoming the urging force of the spring 34s, the spool 34p is left half Position (reverse input pressure output position). Thereby, the output port 34d forward range pressure _{P D} is input to the input port 34k is as a reverse input pressure is output from 34e, the input port 32e of the exhaust port SL3d of the linear solenoid valve SL3 and the second clutch apply relay valve 32 And input.

Forward range pressure P _D input as a reverse input pressure to the discharge port SL3d of the linear solenoid valve SL3 is output from the output port SL3b of the linear solenoid valve SL3, is supplied to the hydraulic servo 53, i.e. the third clutch C- 3 is engaged. Moreover, the forward range pressure P _D input as a reverse input pressure to the input port 32e of the second clutch apply relay valve 32, as shown in FIG. 8 (b), the spool 32p is locked in the upper position, As shown in FIG. 5, the reverse input pressure is input from the output port 32d to the discharge port SL2d of the linear solenoid valve SL2, output from the output port SL2b, supplied to the hydraulic servo 52, that is, the second clutch C-2 is Engaged.

  As described above, in the solenoid all-off fail mode when the vehicle is traveling in the forward range, the seventh forward speed in which the second clutch C-2 and the third clutch C-3 are engaged is set.

On the other hand, then, for example, temporarily stopping the vehicle, when the engine is stopped, the line pressure P _L is no longer generated, as shown in FIG. 8 (a), the second clutch apply relay valve 32 and the lock pressure delay valve 33 Thus, both the spool 32p and the spool 33p are set to the upper position based on the urging force of the spring 32s and the spring 33s. Then, further subsequently, when restarting the engine, the oil pump 21 is driven, the line pressure P _L occurs, as shown in FIG. 8 (c), the signal pressure P _SR oil solenoid valve SR is turned off because the input to the chamber 32a, acts downward in the figure the signal pressure P _SR is against the urging force of the urging force and the spring 33s of the spring 32s, the spool 32p is switched to the lower position. Accordingly, the input port 32b is cut off, that is since the line pressure P _L is not output from the output port 32c, will not be entered as a lock pressure to the oil chamber 32 g.

At this time, before the spool 32p is switched to the lower position, for example, the line pressure P _L to flow from the input port 32b, even slightly lock pressure from the output port 33c is outputted by the orifice 71 and 72 Since the inflow of the lock pressure is slowed and it takes time until the spool 33p of the lock pressure delay valve 33 is switched to the lower position, that is, the input of the lock pressure to the oil chamber 32g is delayed. There the signal pressure P _SR than is locked in the upper position is previously input to the oil chamber 32a, reliably spool 32p is switched to the lower position.

In the present embodiment, the line pressure P _L as a lock pressure to the oil chamber 33a of the lock pressure delay valve 33 has been described which act, not the lock pressure (instead of the line pressure P _L) forward range pressure P _D can be modified to act. At this time, since the hydraulic pressure does not act on the oil chamber 33a until the engine is restarted and the shift position is set to the forward range, it is possible to more reliably delay the lock pressure being input to the oil chamber 32g.

In the second clutch apply relay valve 32, when the spool 32p is switched to the lower position, the forward range pressure output from the output ports 34d and 34e of the first clutch apply relay valve 34 and input to the input port 32e. P _D is, as shown in FIG. 5, are input as a reverse input pressure from the output port 32f to the discharge port SL1d of the linear solenoid valve SL1 is output from the output port SL1b, is supplied to the hydraulic servo 51, that is, the first clutch C-1 is engaged.

  As described above, after the engine is restarted in the solenoid all-off fail mode, the third forward speed in which the first clutch C-1 and the third clutch C-3 are engaged is set.

[Another embodiment]
Next, another embodiment in which a part of the above embodiment is changed will be described with reference to FIG. In this other embodiment, instead of the second clutch apply relay valve 32 and the lock pressure delay valve 33, a second clutch apply relay valve (second switching valve) 132 and a lock pressure shown in FIG. The inflow valve 133 is used, and the solenoid valve SR is normally closed.

  As shown in FIG. 9A, in the second clutch apply relay valve 132, the spool 132p is biased upward in the figure by the spring 132s, and in the lock pressure inflow valve 33, The spool 133p is biased upward in the drawing by a spring 133s that is contracted with respect to the spool 132p, and the oil chamber 133a is connected to the output port SRb of the solenoid valve SR.

Further, the line pressure _{P L} is input to the input port 132c, an output port 132b is connected to the input port SL4a oil chamber 132a and the linear solenoid valve SL4, further input port 132e is first clutch apply relay valve 34, the output port 132d is connected to the discharge port SL2d of the linear solenoid valve SL2, and the output port 132f is connected to the discharge port SL1d of the linear solenoid valve SL1.

First, as shown in FIG. 9A, when the engine is stopped and the oil pump 21 is stopped and no hydraulic pressure is generated, both the spool 132p and the spool 133p are set to the upper positions. Further, when the engine is started at the normal time, as shown in FIG. 9B, the solenoid valve SR is once turned on, and the signal pressure _PSR is input to the oil chamber 133a. Thus, the spool 132p and the spool 133p are both in the lower position, the line pressure _{P L} is input to the input port 132c, is output from the output port 132b as a lock pressure flows into the oil chamber 132a.

Thereafter, the lock In the normal state of the normal state, as shown in FIG. 9 (c), the line pressure P _L as a lock pressure input to the oil chamber 132a is a spool 132p to the lower position (second position) To do. In this state, similarly to the embodiment described above, the line pressure P _L is output to the input port SL4a of the linear solenoid valve SL4. Moreover, the engagement pressure _{P C2} is discharged from the discharge port SL2d of the linear solenoid valve SL2 is output to the drain port EX of the first clutch apply relay valve 34 via the output port 132d and the input port 132e, it is drained. Moreover, the engagement pressure _{P C1} is discharged from the discharge port SL1d of the linear solenoid valve SL1 is output from the output port 132f with the drain port EX, it is drained.

Here, for example, when the vehicle is traveling in the forward range and the solenoid / all-off fail mode is set for some reason, the second clutch apply relay valve 132 is set to the line pressure P as shown in FIG. _{With the} lock pressure based on _L , all the solenoid valves are turned off (the failure occurs) in a state where the spool 132p is locked at the lower position. Then, as described above, an output port 34d forward range pressure _{P D} is input to the input port 34k of the first clutch apply relay valve 34 as a reverse input pressure is output from 34e, the discharge port SL3d of the linear solenoid valve SL3 And the input port 132e of the second clutch apply relay valve 132.

Thus, the forward range pressure P _D to the hydraulic servo 53 via the linear solenoid valve SL3 is supplied, is inputted as a reverse input pressure to the linear solenoid valve SL2 through an input port 132e and the output port 132d, the hydraulic servo 52 In other words, the second clutch C-2 is engaged. Accordingly, similarly, in the solenoid all-off fail mode when the vehicle is traveling in the forward range, the seventh forward speed in which the second clutch C-2 and the third clutch C-3 are engaged is set.

On the other hand, then, for example, stop the vehicle Once the engine is stopped, no longer occurs the line pressure _{P L,} as shown in FIG. 9 (a), due to the urging force of the spring 132s and the spring 133 s, the spool 132p and the spool 133p Are the upper position (first position). Then, further subsequently, when restarting the engine, the oil pump 21 is driven, the line pressure P _L occurs, as shown in FIG. 9 (e), the signal pressure P _SR oil solenoid valve SR is turned off Since the signal is not input to the chamber 32a, both the spool 132p and the spool 133p are maintained in the upper position. This will shut off the input port 132c, i.e. since the line pressure P _L is not output from the output port 132b, it will not be entered as a lock pressure to the oil chamber 132a.

Then, in the second clutch apply relay valve 132, the spool 132p is at the left upper position, the output port 34d, is outputted from 34e, the forward range pressure _{P D} input to the input port 132e is linear from the output port 132f The reverse input pressure is input to the solenoid valve SL1 and supplied to the hydraulic servo 51, that is, the first clutch C-1 is engaged. Accordingly, similarly, after the engine is restarted in the solenoid all-off fail mode, the third forward speed in which the first clutch C-1 and the third clutch C-3 are engaged is set.

[Summary of the present invention]
As described above, according to the present invention, in the case of failure of the non-energization of all of the solenoid valves, the first clutch apply relay valve 34 outputs the forward range pressure P _D as a reverse input pressure, the line pressure P _L the second clutch apply relay valve 32 that was locked as a lock pressure to the second position (or 132) is, the engagement pressure P _C2 is reversely input the reverse input pressure to the discharge port SL2d of the linear solenoid valve SL2 to the hydraulic servo 52 The second clutch apply relay valve 32 (or 132), which shuts off the lock pressure after the engine restarts and is in the first position, reversely inputs the reverse input pressure to the discharge port SL1d of the linear solenoid valve SL1. because supplying the engagement pressure P _C1 to the hydraulic servo 51 Te, in the traveling of the vehicle, the solid in the seventh forward speed is relatively high gear For example, the vehicle can be stopped at a relatively low speed by stopping the vehicle and then restarting the engine. The third forward speed can be set, and the vehicle can be re-started.

Further, outputs a signal pressure P _SR in the non-energized state, and includes a solenoid valve SR for fail to block the least is normally energized when the engine is started at the time by the signal pressure P _SR, the second clutch apply relay valve 32, in the event of a failure of the non-energization of all of the solenoid valves, inputs a signal pressure P _SR of the solenoid valve SR before being locked by the lock pressure, is switched to the first position by the signal pressure P _SR Therefore, by restarting the engine, it is possible to achieve the third forward speed that is a relatively low speed.

Further, since the lock pressure delay valve 33 communicating with the second clutch apply relay valve 32 by delaying the lock pressure passed by the second clutch apply relay valve 32 is provided, all solenoid valves are de-energized. in the case of failure, the second clutch apply relay valve 32 before being locked by the lock pressure, it can be switched to reliably first position by the signal pressure P _SR of the solenoid valve SR.

Further, the lock pressure delay valve 33 switches the lock pressure to the communication position where it communicates with the second clutch apply relay valve 32 when the lock pressure is input against the urging force of the spring 33s. is started, communicates lock pressure to the second clutch apply relay valve 32 when the line pressure P _L is output, it is possible to lock the second clutch apply relay valve 32.

The lock pressure delay valve 33 is configured to be switched to the communicating position to communicate the lock pressure to the second clutch apply relay valve 32 when entering the forward range pressure P _D against the bias of the spring 33s It is also possible to connect the lock pressure to the second clutch apply relay valve 32 and lock the second clutch apply relay valve 32 when the shift position is set to the forward range during normal operation.

Further, the spool 32p of the second clutch apply relay valve 32 is brought into the right half position in FIG. 5 by contact with the spool 33p when the spool 33p of the lock pressure delay valve 33 is in the right half position in FIG. Therefore, for example, even when the spool 33p sticks and the lock pressure is not communicated with the oil chamber 33g of the second clutch apply relay valve 32, the spool 32p is brought into contact with the right half of FIG. Can be maintained in position. Thus, for example, even the spool 33p is stuck, the spool 32p can be prevented from being left half position in FIG. 5 for supplying the engagement pressure P _C1 to the hydraulic servo 51, while the vehicle is traveling Even if the solenoid is all-off-failed, it can be reliably fixed at the seventh forward speed, that is, it can be reliably prevented that two or more downshifts occur.

Further, the first clutch apply relay valve 34, reverse input to output as a reverse input pressure communicated to the forward range pressure P _D at the time of inputting a signal pressure P _SR of the solenoid valve SR against the bias of the spring 34s because switched to the pressure output position, in the event of a failure of the non-energization of all of the solenoid valves, the signal pressure P _SR of one solenoid valve SR, the output of the reverse input pressure of the first clutch apply relay valve 34, The second clutch apply relay valve 32 can be switched between the first position and the second position.

Further, the first clutch apply relay valve 34 directly outputs the reverse input pressure to the discharge port SL3d of the linear solenoid valve SL3 in the event of a failure in which all the solenoid valves are de-energized, and the third forward speed, which is a relatively low speed stage. and so supplying the engagement pressure P _C3 to the hydraulic servo 53 that engages and disengages the third clutch C3 that engages the seventh forward speed is relatively fast stage, the third forward speed is the relatively low speed stage In addition, it is possible to achieve the seventh forward speed that is a relatively high speed.

Further, since the linear solenoid valve SL4 inputs the lock pressure via the second clutch apply relay valve 32 as the line pressure P _L to the input port SL4a, the hydraulic servo 54 applies before de-energizing all the solenoid valves. The second clutch apply relay valve 32 passes the lock pressure normally depending on whether the fourth forward speed and the sixth forward speed achieved by the engaged fourth clutch C-4 are normally established. It can be determined whether or not. As a result, for example, when the second clutch apply relay valve 32 is not locked by the lock pressure, all solenoid valves can be de-energized to prevent an unintended downshift from occurring. Sex can be secured.

  In the above-described embodiment, the case where the hydraulic control apparatus 20 is applied to the multi-stage automatic transmission 1 that enables the eighth forward speed and the first reverse speed has been described as an example. The present invention is not limited to this, and is particularly suitable for an automatic transmission having a large number of forward shift stages, but can be applied to any type of stepped automatic transmission.

In the above in the present embodiment described, it has been described that using a line pressure P _L as a lock pressure to lock the second clutch apply relay valve 32 as an example, not limited to this, during travel of the vehicle Any pressure may be used as the lock pressure as long as it is generated. As such, for example, it is considered to use the forward range pressure P _D, this time, in the all-solenoids-off failure state, even without restarting the engine, except the shift position D range (P, R , N range), the second clutch apply relay valve 32 is unlocked and can be switched to, for example, the third forward speed.

The skeleton figure which shows the automatic transmission which can apply this invention. Operation table of this automatic transmission. The speed diagram of this automatic transmission. BRIEF DESCRIPTION OF THE DRAWINGS Schematic which shows the whole hydraulic control apparatus which concerns on this invention. FIG. 3 is a partially omitted view showing a forward shift function portion in the hydraulic control device. FIG. 3 is a partially omitted view showing a simultaneous engagement preventing function portion in the hydraulic control device. FIG. 3 is a partially omitted view showing a reverse shift function portion in the hydraulic control device. FIGS. 4A and 4B are diagrams showing the switching position of the second clutch apply relay valve, where FIG. 5A is a view showing when the engine is off, FIG. 5B is a view showing when the engine is all-off, and FIG. The figure which shows time. It is a figure which shows the switching position of the 2nd clutch apply relay valve which concerns on another embodiment, (a) is a figure which shows the time of engine off, (b) is a figure which shows the time of engine start at the time of normal, (c) is a figure The figure which shows the time of normal driving | running | working, (d) is a figure which shows the time of all-off during driving | running | working, (e) is a figure which shows the time of engine restart at the time of all-off.

Explanation of symbols

1 Multi-stage automatic transmission 20 Hydraulic control device 21 Oil pump 23 Range pressure output means (manual shift valve)
25 Line pressure generation means (primary regulator valve)
32 Second switching valve (second clutch apply relay valve)
32p Second spool 33 Delay means, third switching valve (lock pressure delay valve)
33s First urging means (spring)
33p Third spool 34 First switching valve (first clutch apply relay valve)
34s Second urging means (spring)
51 hydraulic servo, first hydraulic servo 52 hydraulic servo, second hydraulic servo 53 hydraulic servo, third hydraulic servo 54 hydraulic servo, fourth hydraulic servo 61 hydraulic servo 62 hydraulic servo 71 delay means (orifice)
72 Delay means (orifice)
132 Second switching valve (second clutch apply relay valve)
C-1 Friction engagement element (first clutch)
C-2 Friction engagement element (second clutch)
C-3 Friction engagement element (third clutch)
C-4 Friction engagement element (fourth clutch)
B-1 Friction engagement element (first brake)
B-2 Friction engagement element (second brake)
P _L line pressure P _D forward range pressure P _C1 engagement pressure P _C2 engagement pressure P _C3 engagement pressure P _C4 engagement pressure P _B1 engagement pressure P _B2 engagement pressure P _SR signal pressure SR Solenoid valve, solenoid for failure Valve SL Solenoid valve SL1 (First) Engagement pressure control solenoid valve (Linear solenoid valve)
SL1a Input port SL1b Output port SL1d Discharge port SL2 (Second) Engagement pressure control solenoid valve (linear solenoid valve)
SL2a input port SL2b output port SL2d discharge port SL3 (third) engagement pressure control solenoid valve (linear solenoid valve)
SL3a Input port SL3b Output port SL3d Discharge port SL4 (Fourth) Engagement pressure control solenoid valve (linear solenoid valve)
SL4a Input port SL4b Output port SL5 Solenoid valve for controlling engagement pressure (linear solenoid valve)
SL5a Input port SL5b Output port SLU Solenoid valve for engagement pressure control (linear solenoid valve)
SLUa input port SLUb output port EX discharge port

Claims (10)

In a multi-stage automatic transmission that forms a plurality of shift stages according to the engagement state of a plurality of friction engagement elements engaged and disengaged by respective hydraulic servos,
An oil pump that generates hydraulic pressure in conjunction with engine rotation, a line pressure generating means that generates hydraulic pressure of the oil pump as line pressure, and a range in which the line pressure is input and forward range pressure can be output based on the shift position A pressure output means, a first hydraulic servo for engaging / disengaging a friction engagement element engaged at a relatively low speed stage, and a second hydraulic servo for engaging / disengaging a friction engagement element engaged at a relatively high speed stage. In the hydraulic control device of the multistage automatic transmission provided,
A first engagement pressure control solenoid valve for supplying an engagement pressure to the first hydraulic servo and a second engagement pressure control solenoid valve for supplying an engagement pressure to the second hydraulic servo; And shutting off the input port and the output port for inputting the hydraulic pressure based on the line pressure, communicating the output port and the discharge port, and communicating the input port and the output port in an energized state. A plurality of engagement pressure control solenoid valves for adjusting the engagement pressure supplied to each of the hydraulic servos;
A first switching valve that can be switched to a reverse input pressure generation position that outputs the forward range pressure as a reverse input pressure in the event of failure to de-energize all solenoid valves;
A first position where the reverse input pressure is reversely input to the discharge port of the first engagement pressure control solenoid valve, and a first position where the reverse input pressure is reversely input to the discharge port of the second engagement pressure control solenoid valve. A second switching valve that is switched to two positions;
The second switching valve is set to the second position when the engine is started normally, passes a lock pressure, is locked to the second position based on the lock pressure, and all the solenoid valves are de-energized. The first position where the lock pressure is cut off after restarting the engine is at the time of failure.
A hydraulic control device for a multi-stage automatic transmission. The second switching valve passes the line pressure when the second switching valve is in the second position, and serves as the lock pressure.
The hydraulic control apparatus for a multi-stage automatic transmission according to claim 1. A fail-proof solenoid valve that outputs a signal pressure in a non-energized state and that is at least energized at the time of normal engine start and shuts off the signal pressure;
The second switching valve receives a signal pressure of the fail solenoid valve before being locked by the lock pressure in the event of a failure in which all the solenoid valves are de-energized, and the first switching valve receives the first pressure by the signal pressure. Switched to position,
The hydraulic control apparatus for a multi-stage automatic transmission according to claim 1 or 2, wherein Delay means for delaying the lock pressure passed by the second switching valve and communicating with the second switching valve;
The hydraulic control device for a multi-stage automatic transmission according to claim 3. The delay means includes an urging position urged by the first urging means and the lock pressure when the lock pressure is input against the urging force of the first urging means. A communication position that communicates with a third switching valve that can be switched to,
The hydraulic control device for a multi-stage automatic transmission according to claim 4. The delay unit is configured to switch the lock pressure when the forward position pressure is input against the biasing position biased by the first biasing unit and the biasing force of the first biasing unit. A communication position that communicates with the valve, and a third switching valve that can be switched to.
The hydraulic control device for a multi-stage automatic transmission according to claim 4. The second switching valve has a second spool that is switched to the first position or the second position;
The third switching valve has a third spool that is switched to the urging position or the communication position and is disposed so as to be coaxially contactable with the second spool.
The second spool of the second switching valve is brought to the second position by contact of the third spool when the third spool of the third switching valve is in the biased position;
The hydraulic control apparatus for a multi-stage automatic transmission according to claim 5 or 6, The first switching valve is configured to cut off the forward range pressure by being biased by the second biasing means, and to reduce the signal pressure of the fail solenoid valve against the biasing of the second biasing means. When the input is made, the forward range pressure is communicated and output as the reverse input pressure and switched to the reverse input pressure output position.
8. The hydraulic control device for a multi-stage automatic transmission according to claim 3, wherein the hydraulic control device is a multi-stage automatic transmission. A third hydraulic servo for engaging and disengaging the friction engagement elements engaged at the relatively low speed stage and the relatively high speed stage;
The plurality of engagement pressure control solenoid valves include a third engagement pressure control solenoid valve for supplying engagement pressure to the third hydraulic servo,
The first switching valve is configured to directly output the reverse input pressure to the discharge port of the third engagement pressure control solenoid valve when all the solenoid valves are deenergized.
9. The hydraulic control device for a multi-stage automatic transmission according to claim 1, wherein the hydraulic control device is a multi-stage automatic transmission. A fourth hydraulic servo that engages and disengages a friction engagement element that engages at a speed different from the relatively low speed and the relatively high speed;
The plurality of engagement pressure control solenoid valves include a fourth engagement pressure control solenoid valve that supplies engagement pressure to the fourth hydraulic servo,
The fourth engagement pressure control solenoid valve is configured to input the lock pressure via the second switching valve to the input port as the line pressure.
The hydraulic control apparatus for a multi-stage automatic transmission according to any one of claims 1 to 9, wherein

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