JP4484816B2 - Hydraulic control device for automatic transmission - Google Patents

Description

  The present invention relates to a hydraulic control device for an automatic transmission mounted on, for example, a vehicle. More specifically, the present invention relates to a solenoid valve that is energized at the time of reverse operation in a normal state, and outputs an engagement pressure to a hydraulic servo of a friction engagement element. The present invention relates to a hydraulic control device for an automatic transmission that forms a stage.

  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 achieve each shift stage and reverse stage during forward travel. In such a hydraulic control device, each of the hydraulic servos that engage and disengage the plurality of friction engagement elements is provided with a plurality of solenoid valves that regulate and output the engagement pressure, and electronic control of these solenoid valves is provided. Thus, the multi-speed shift control is performed by engaging the frictional engagement elements necessary for forming the shift speed (see Patent Document 1).

JP-A-8-42681

  By the way, in the above-described hydraulic control device, for example, in order to prevent unintended friction engagement elements from engaging when a failure (failure) occurs, and to reduce power consumption during traveling. It is preferable to use a normally closed type that does not output hydraulic pressure when the plurality of solenoid valves are not energized. Therefore, under normal conditions in such a hydraulic control device, when the shift range is changed to the forward range or the reverse range based on the operation of the shift lever, the necessary solenoid valve is energized, so that the forward shift stage or the reverse stage is energized. The engagement pressure is supplied to the hydraulic servo of the friction engagement element that is engaged in the first gear.

  However, in the hydraulic control device described above, if the solenoid valve necessary for forming the reverse gear is left unenergized, for example, due to some failure, the reverse gear is not formed, that is, the vehicle travels backward. There is a problem that it cannot be done.

  As a failure state in which the solenoid valve necessary for the reverse gear is deenergized, for example, a sensor that detects the shift range fails, the shift range cannot be detected, and which solenoid valve can be energized. All solenoid valves are de-energized in order to prevent any unintentional frictional engagement elements from engaging when a judgment is no longer possible, or when, for example, disconnection or short-circuiting occurs or some kind of failure is detected For example, when the solenoid all-off fail mode is selected.

  Therefore, the present invention provides a hydraulic pressure for an automatic transmission that can form a reverse gear by switching a range switching valve to a reverse range position even when a solenoid valve that is energized during reverse is deenergized. The object is to provide a control device.

The present invention according to claim 1 (see, for example, FIGS. 1 to 7) includes a plurality of frictional 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) automatic transmission that forms a plurality of shift speeds (for example, forward 8th speed to reverse 1st speed) In (1),
When the forward range position (D), reverse range position (R), or non-travel range position (P, N) is switched to the forward range position (D), the forward range pressure (P _D ) is changed. A range switching valve (23) that outputs a reverse range pressure (P _R ) when the reverse range position ( _R ) is output;
When energized, the first engagement pressure (P _C4 ) is applied to the first hydraulic servo (54) of the first friction engagement element (C-4) that engages at least during reverse travel among the plurality of friction engagement elements. A first engagement pressure control solenoid valve (SL4) that outputs
When the range switching valve (23) is switched to the reverse range position (R) at a normal time, the first engagement pressure control solenoid valve (SL4) is energized to form a reverse shift stage. In the hydraulic control device (20) of the transmission,
A signal pressure output solenoid valve (SL) that is energized and outputs a signal pressure (P _SL ) when the range switching valve (23) is switched to the reverse range position (R) at the normal time;
Interposed, communicating said first engagement pressure of _{(P C4)} to said first hydraulic servo (54) between the first engagement pressure control solenoid valve (SL4) and the first hydraulic servo (54) A first switch that switches between a normal position (left half position in FIG. 7) and a fail position (right half position in FIG. 7) that communicates the reverse range pressure (P _R ) with the first hydraulic servo (54). A valve (45),
The first switching valve (45) is locked at the normal position (left half position in FIG. 7) when the signal pressure (P _SL ) of the signal pressure output solenoid valve ( _SL ) is input, and the first engagement valve (45) is locked. The range switching valve (23) was switched to the reverse range position (R) at the time of failure when the solenoid valve (SL4) for controlling the combined pressure and the signal pressure output solenoid valve (SL) were deenergized. The reverse range pressure (P _R ) is switched to the fail position (the right half position in FIG. 7).
This is in the hydraulic control device (20) of the automatic transmission.

According to a second aspect of the present invention (see, for example, FIG. 4 and FIG. 7), the first switching valve (45) is arranged at the normal position (left half position in FIG. 7) or the fail position (right half position in FIG. 7). ), A biasing means (45s) for biasing the spool (45p) toward the normal position (left half position in FIG. 7), and the signal pressure output solenoid valve (SL). and signal pressure _{(P SL)} is the normal position to said spool (45p) the first oil chamber (45a) acting against the direction of (in FIG. 7 left half position), the reverse range pressure _{(P R)} is A second oil chamber (45e) acting on the spool (45p) in the direction of the fail position (right half position in FIG. 7);
A hydraulic control device (20) for an automatic transmission according to claim 1, wherein

According to the third aspect of the present invention (see, for example, FIGS. 4 and 7), when the signal pressure (P _SL ) of the signal pressure output solenoid valve ( _SL ) is input, the first position (the right half position in FIG. 7). Is switched to the second position (left half position in FIG. 7) and is locked to the first position (right half position in FIG. 7) when the reverse range pressure (P _R ) is input. (31)
The hydraulic control device (20) for an automatic transmission according to claim 1 or 2, characterized in that

According to a fourth aspect of the present invention (see, for example, FIGS. 4 and 7), the automatic transmission (1) includes a torque converter (7) having a lock-up clutch (10).
The second switching valve (31) is in the second position (left half position in FIG. 7) and outputs a lock-up clutch engagement pressure (P _SEC ) for engaging the lock-up clutch (10). To
A hydraulic control device (20) for an automatic transmission according to claim 3, wherein

The present invention according to claim 5 (see, for example, FIGS. 4 and 7), range position detecting means for detecting the range position of the range switching valve (23),
When energized, the second engagement pressure (P) is applied to the second hydraulic servo (51) of the second friction engagement element (C-1) that engages at least during the forward start of the plurality of friction engagement elements. _C1 ) and a second engagement pressure control solenoid valve (SL1).
The second engagement pressure control solenoid valve (SL1) outputs the second engagement pressure (P _C1 ) based on the forward range pressure (P _D ),
When the switching from the non-traveling range position (P, N) to the forward range position (D) in the range switching valve (23) is detected by the range position detecting means at the normal time, (2) When performing forward start control for energizing the solenoid valve for controlling the engagement pressure (SL1) and switching from the non-travel range position (P, N) to the reverse range position (R) is detected, Performing reverse start control for energizing the first engagement pressure control solenoid valve (SL4) and the signal pressure output solenoid valve (SL);
When the range position of the range switching valve (23) is not detected by the range position detecting means, the forward start control is performed.
The hydraulic control device (20) for an automatic transmission according to any one of claims 1 to 4, wherein the hydraulic control device (20) is provided.

  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 is locked at a normal position when the signal pressure of the signal pressure output solenoid valve is input, and the first engagement pressure is communicated with the first hydraulic servo, 1 When the failure occurs when the solenoid valve for engagement pressure control and the signal pressure output solenoid valve are de-energized, when the range switching valve is switched to the reverse range position, it is switched to the fail position by the reverse range pressure. Since the reverse range pressure is communicated with the first hydraulic servo, the reverse stage is smoothly formed by supplying the first engagement pressure output from the first engagement pressure control solenoid valve to the first hydraulic servo during normal operation. Even when there is a failure, a reverse gear can be formed by supplying the reverse range pressure to the first hydraulic servo, and the vehicle can travel backward even when there is a failure. Rukoto can.

  According to the second aspect of the present invention, the first switching valve includes a spool that is switched to a normal position or a fail position, an urging means that urges the spool toward the normal position, and a signal pressure of the signal pressure output solenoid valve. Has a first oil chamber that acts on the spool in the direction of the normal position, and a second oil chamber in which the reverse range pressure acts on the spool in the direction of the fail position, so that a signal pressure output solenoid valve It is possible to lock to the normal position when the signal pressure is input and to switch to the fail position by the reverse range pressure in the event of a failure.

  According to the third aspect of the present invention, when the signal pressure of the signal pressure output solenoid valve is inputted, the first position is switched to the second position, and when the reverse range pressure is inputted, the first position is locked. Since the second switching valve is provided, the hydraulic pressure control using the signal pressure output solenoid valve can be performed in the forward range, while the signal pressure of the signal pressure output solenoid valve is formed in the reverse stage in the reverse range. Can be output for.

  According to the fourth aspect of the present invention, the second switching valve is a valve that outputs the lockup clutch engagement pressure for engaging the lockup clutch in the second position. The hydraulic control of the lockup clutch can be performed using the output solenoid valve.

  According to the fifth aspect of the present invention, when the range position of the range switching valve is not detected by the range position detecting means, forward start control is performed to energize the second engagement pressure control solenoid valve. When the valve is in the forward range position, the forward gear can be achieved to allow the vehicle to travel forward. In addition, when the range switching valve is in the reverse range position, the forward range pressure is not output and the second engagement pressure is not output from the second engagement pressure control solenoid valve, thereby preventing the advancement stage from being achieved. However, when the first switching valve is switched to the fail position by the reverse range pressure and the reverse range pressure is supplied to the first hydraulic servo, a reverse stage can be formed. Reverse travel can be enabled.

  Embodiments according to the present invention will be described below with reference to FIGS.

[Configuration of automatic transmission]
First, a schematic configuration of a stepped 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 in the same rotation as the rotation of the input shaft 12 (hereinafter referred to as “input rotation”), and the fourth clutch C-4 (first rotation). Frictional engagement element). Further, the ring gear R1 is reduced in speed by the input sun being decelerated by the fixed sun gear S1 and the carrier CR1 that rotates, and the first clutch C-1 (second friction engagement element) and the first gear C1. It is connected to 3 clutch 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, when driving from the engine (drive source) 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. Combined. 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.

  When the first forward speed (1st) is not driven, that is, during engine braking (coast), the second brake B-2 is locked to fix the carrier CR2, and the carrier CR2 is rotated forward. The state of the first forward speed is maintained in a preventive manner. Further, at the time of driving at the first forward speed, the one-way clutch F-1 prevents the carrier CR2 from rotating in the reverse direction and enables the forward rotation, so that the forward movement when switching from the non-traveling range to the traveling range, for example. The first speed can be achieved smoothly by 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 is mainly composed of a strainer 22 for adjusting and generating hydraulic pressure as various source pressures, an oil pump 21, a manual shift valve (range switching valve) 23, a primary regulator valve. 25, a secondary regulator valve 26, a solenoid modulator valve 27, and a linear solenoid valve SLT (not shown).

  Further, the hydraulic control device 20 is a lock-up relay valve (secondary) in which the spool position is switched or controlled to selectively switch or adjust the hydraulic pressure based on various original pressures to the respective oil passages. Switching valve) 31, second clutch apply relay valve 32, lock pressure delay valve 33, first clutch apply relay valve 34, B-2 apply control valve 35, B-2 control valve 36, B-2 check valve 37, A first clutch apply control valve 41, a signal check valve 42, a second clutch apply control valve 43, a B-1 apply control valve 44, a C-4 relay valve 45 (first switching valve), and the like are provided.

  Further, the hydraulic pressure control device 20 linearly controls the solenoid valves SL1, linear solenoid valves SL2, linear solenoid valves SL3, linear solenoids for electrically controlling and supplying the hydraulic pressures to the various relay valves or control valves described above. A valve SL4, a linear solenoid valve SL5, a linear solenoid valve SLU, a solenoid valve SR, and a solenoid valve (failure 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 (non-traveling range) are set based on the operation of the shift lever, the input port 23a and the output ports 23b, 23c, 23d are blocked by the spool 23p, That is, the range pressure is not output.

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 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 (second 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 2 hydraulic servo) 51 and an output port SL1b to output as the engagement pressure (a second engagement _{pressure) P C1} to the feedback port SL1c and mainly discharging port for draining the engagement pressure _{P C1} of the hydraulic servo 51 SL1d And have. 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 SL2 includes an input port SL2a for receiving the forward range pressure P _D via the B-2 apply control valve 35 will be described later, the hydraulic servo 52 by applying the forward range pressure P _D tone when it is energized It has an output port SL2b to output as the engagement pressure _{P C2,} and the feedback port SL2c, and a discharge port SL2d to drain the engagement pressure _{P C2} of the main hydraulic servo 52. 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 SL3, said input port SL3a for inputting the forward range pressure _{P D,} the output port SL3b to output as the engagement pressure _{P C3} to the hydraulic servo 53 by regulating the forward range pressure _{P D} when it is energized If has a feedback port SL3c, mainly the exhaust 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 (first engagement pressure control solenoid valve) SL4 includes an input port SL4a for inputting the line pressure P _L that passes through the second clutch apply relay valve 32 described later, the line pressure P when it is energized an output port SL4b to output as the engagement pressure (a first engagement _{pressure) P C4} to the hydraulic servo (first hydraulic servo) 54 by regulating _L, and the feedback port SL4c, the engagement pressure _{P C4} of the hydraulic servo 54 And a drain port EX for draining. 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).

The linear solenoid valve SL5 includes an input port SL5a for inputting the line pressure _{P L,} and an output port SL5b to output to the hydraulic servo 61 by regulating the line pressure _{P L} when energized as the engagement pressure _{P B1,} feedback and port SL5c, and a drain port EX draining the engagement pressure _{P B1} of the hydraulic servo 61. 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 hydraulic servo 62 through 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 includes a spool 34p and a spring 34s that urges the spool 34p upward in the figure, and an oil chamber 34a and an input port 34b above the spool 34p in the figure. 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 It outputs to the input port 32e of the 2nd clutch apply relay valve 32 mentioned later as engagement pressure for a failure. 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 has a spool 32p and a spring 32s that urges the spool 32p upward in the figure, and an oil chamber 32a and an input port 32b above the spool 32p in the figure. An output port 32c, an output port 32d, an input port 32e, an input port 32f, and an oil chamber 32g. A lock pressure delay valve 33 having a 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 has a spool 33p and a spring 33s that urges the spool 33p upward in the drawing, and hydraulic pressure acts so as to press the spool 33p downward in the drawing. An oil chamber 33a and an input port 33b communicating with the oil chamber 32g of the second clutch apply relay valve 32 are provided. Further, orifices 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 to the right half position by the line pressure P _L, The first clutch apply relay valve 34 is locked to the right half position by the engagement pressure P _C1 . 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.

[Operation during solenoid valve all-off failure]
Next, the solenoid all-off failure will be described with reference to FIG. 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. Therefore, 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 through the spool 33p, and the spool 32p is moved to the right half position. Is done.

In the right half position of the spool 32p as input line pressure P _L lock pressure to the input port 32b, an input port SL4a of the linear solenoid valve SL4 from the output port 32c, the oil chamber of the lock pressure delay valve 33 33a and output to the input port 33b. Then, the spool 33p of the lock pressure delay valve 33 is pressed driven to the left half position in downward in the figure, communication with the input port 33b and the oil chamber 32g is, the input line pressure P _L to the oil chamber 32g is as a lock pressure The spool 32p is locked at the upper 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.

On the other hand, in the second clutch apply relay valve 32, since the signal pressure P _SR to the oil chamber 32a is input, the line pressure P _L to the oil chamber 32g is inputted as a lock pressure, the spool 32p is the upper position Will remain locked.

Incidentally, any chance, the locking pressure delay valve 33 is stuck in the left half position in upward in the drawing, is in 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. .

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 in the left-half position. Thereby, the output port 34d forward range pressure _{P D} is input to the input port 34k is as a fail for engagement pressure, is output from 34e, the input of the discharge port SL3d and second clutch apply relay valve 32 of the linear solenoid valve SL3 Input to port 32e.

Forward range pressure P _D input as a fail for engagement 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 fail for engagement pressure to the input port 32e of the second clutch apply relay valve 32, the spool 32p is locked to the right half position, the linear solenoid valve from the output port 32d The failure engagement pressure is input to the discharge port SL2d of SL2, is output from the output port SL2b, is 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, stop the vehicle Once the engine is stopped, no longer occurs the line pressure P _L, and the second clutch apply relay valve 32 and the lock pressure delay valve 33, the biasing force of the spring 32s and the spring 33s Accordingly, both the spool 32p and the spool 33p are set to the right half position. Then, further subsequently, when restarting the engine, because the oil pump 21 is driven, the line pressure P _L occurs, the solenoid valve SR is turned off by the signal pressure P _SR is input to the oil chamber 32a, the signal pressure P _SR acts downward in the figure against the biasing force of the biasing force and the spring 33s of the spring 32s, the spool 32p is switched to the left half 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, for example before the spool 32p is switched to the left half position, the line pressure P _L to flow from the input port 32b, even slightly lock pressure from the output port 33c is outputted, the orifice 71 and 72 As a result, the inflow of the lock pressure is slowed down, and it takes time until the spool 33p of the lock pressure delay valve 33 is switched to the left half position, that is, the input of the lock pressure to the oil chamber 32g is delayed. the signal pressure P _SR than the spool 32p 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.

When the spool 32p is switched to the left half position in the second clutch apply relay valve 32, the forward range is output from the output ports 34d and 34e of the first clutch apply relay valve 34 and input to the input port 32e. pressure _{P D} is input as a fail for engagement 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.

[Configuration of Reverse Shift Function and Lockup Function Part in Hydraulic Control Device]
Next, functional parts that mainly perform the reverse shift control and the lockup control in the hydraulic control device 20 that is the main part of the present invention 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 (first 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 The left half position (second position) is set. 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 (urging means) 45s that urges the spool 45p downward in the figure, and an oil chamber 45a above the spool 45p in the figure. , An input port 45b, 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 (normal position) by the urging 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 the detection of this angle sensor (hereinafter referred to as “spool position sensor” for ease of understanding), when it is detected that the non-traveling range (ie, parking range or neutral range) has been switched to the forward range, The controller (for example, ECU) may perform forward start control for turning on, for example, the linear solenoid valve SL1 to achieve the first forward speed as described above (the second forward speed or the third forward speed may be formed). In addition, when it is detected that the non-traveling range has been switched to the reverse range, reverse start control is performed to turn on the solenoid valve SL and the linear solenoid valve SL4 to achieve the second reverse speed as described above. ing.

  However, as described above, for example, when this spool position sensor fails, there is a possibility that the shift position (shift range position) cannot be detected, and it is impossible to determine which solenoid valve should be turned on. Further, for example, when the shift position cannot be detected, if any solenoid valve is not turned on, that is, the engagement pressure is not supplied to any hydraulic servo, that is, the driving force from the engine is transmitted to the vehicle via the transmission mechanism 2. The neutral state is not transmitted to the wheels.

  Therefore, in the hydraulic control device of the automatic transmission, when the shift position cannot be detected, the forward start control is performed to turn on the same solenoid valve as the first forward speed, 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 (fail 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. is the same even in the all-solenoids-off failure mode described above, i.e. the linear solenoid valve SL4 and the solenoid valve SL by the solenoid-all-off is also turned off, the reverse range pressure P _R of the fourth clutch C-4 Engagement is possible.

[Summary of the present invention]
As described above, according to the present invention, the C-4 relay valve 45 is locked to the left half position which is the normal position when the signal pressure P _SL of the solenoid valve _SL is input, and is engaged from the linear solenoid valve SL4. The pressure _PC4 is _communicated to the hydraulic servo 54, and is detected when the linear solenoid valve SL4 and the solenoid valve SL are deenergized, such as in the solenoid all-off fail mode or when the shift range position cannot be detected. Te, when the manual shift valve 23 is switched to the reverse range position, the communicating reverse range pressure P _R to the hydraulic servo 54 is switched to the right half position is fail position by the reverse range pressure P _R, the normal by occasionally supplying the engagement pressure P _C4 output by the linear solenoid valve SL4 to the hydraulic servo 54 For example, it is possible to pressure regulate the engagement pressure P _C4 so shift shock does not occur in a linear, it is possible to form a smooth reverse gear, and even at the time of the failure, the hydraulic servo of the reverse range pressure P _R By supplying to 54, it is possible to form a reverse gear, and it is possible to allow the vehicle to travel backward even when there is a failure.

The C-4 relay valve 45 includes a spool 45p that is switched to the left half position that is the normal position or the right half position that is the fail position, and a spring that biases the spool 45p toward the left half position that is the normal position. and 45s, an oil chamber 45a acting against the direction of the left half position is the normal position to the signal pressure P _SL spool 45p of the solenoid valve SL, the right half position reverse range pressure P _R is fail position the spool 45p because it has an oil chamber 45e which acts against the direction, and locked in the normal position when entering the signal pressure P _SL of the solenoid valve SL, and there at the time of failure is failure by the reverse range pressure P _R It is possible to switch to the right half position, which is the position.

Further, the lock-up relay valve 31 is locked to the right half position when switched from the right-half position in the left half position when entering the signal pressure P _SL of the solenoid valve SL, and enter the reverse range pressure P _R It is provided with the, yet one that enables the hydraulic control of the lockup clutch using the solenoid valve SL in the forward range, a signal pressure P _SL of the solenoid valve SL in the reverse range P _R of formation of the reverse speed Can be output for.

Further, when the manual shift valve 23 is in the forward range position, the forward start control is performed in which the linear solenoid valve SL1 is energized when a failure occurs when the range position of the manual shift valve 23 is not detected by the spool position sensor. Can be achieved to allow the vehicle to travel forward. Further, when the manual shift valve 23 is reverse range position, prevents the forward range pressure P _D is the engagement pressure P _C1 is not output from the linear solenoid valves SL1 to not output, to achieve the first forward speed while it is intended that may be, backward by the C-4 relay valve 45 is switched to the right half position is fail position by the reverse range pressure P _R, supplying reverse range pressure P _R to the hydraulic servo 54 A step can be formed, and the vehicle can travel backward.

  In the above-described embodiment, the case where the hydraulic control device 20 is applied to the 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, and can be applied to any stepped automatic transmission.

  In the present embodiment, the lockup relay valve 31 is applied as the second switching valve, and the engagement control of the lockup clutch is performed by the solenoid valve SL at the time of forward movement. However, the present invention is not limited to this. The valve may be applied to any valve as long as the valve performs some hydraulic control by switching the port that inputs and outputs the hydraulic pressure.

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.

Explanation of symbols

1 Automatic transmission 7 Torque converter 10 Lock-up clutch 20 Hydraulic control device 23 Range switching valve (manual shift valve)
31 Second switching valve (lock-up relay valve)
45 1st switching valve (C-4 relay valve)
45a First oil chamber 45e Second oil chamber 45p Spool 45s Energizing means (spring)
51 Hydraulic servo, 2nd hydraulic servo 52 Hydraulic servo 53 Hydraulic servo 54 Hydraulic servo, 1st hydraulic servo 61 Hydraulic servo 62 Hydraulic servo C-1 2nd friction engagement element (1st clutch)
C-2 Friction engagement element (second clutch)
C-3 Friction engagement element (third clutch)
C-4 1st friction engagement element (4th clutch)
B-1 Friction engagement element (first brake)
B-2 Friction engagement element (second brake)
F-1 One-way clutch P _D Forward range pressure P _R Reverse range pressure P _C1 Second engagement pressure P _C4 First engagement pressure P _SL signal pressure P _SEC lockup clutch engagement pressure (secondary pressure)
SL Fail Solenoid Valve SL1 Solenoid Valve for Second Engagement Pressure Control (Linear Solenoid Valve)
SL4 First engagement pressure control solenoid valve (linear solenoid valve)

Claims (5)

In an 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,
A range that is switched to one of the forward range position, reverse range position, and non-travel range position, and outputs the forward range pressure when the forward range position is set, and outputs the reverse range pressure when the reverse range position is established. A switching valve;
A first engagement pressure control solenoid that outputs a first engagement pressure to a first hydraulic servo of a first friction engagement element that engages at least during reverse travel among the plurality of friction engagement elements when energized. A valve,
In a hydraulic control device for an automatic transmission that forms a reverse shift stage by energizing the first engagement pressure control solenoid valve when the range switching valve is switched to the reverse range position at a normal time,
A signal pressure output solenoid valve that is energized and outputs a signal pressure when the range switching valve is switched to the reverse range position at the normal time;
A normal position interposed between the first engagement pressure control solenoid valve and the first hydraulic servo to communicate the first engagement pressure to the first hydraulic servo, and the reverse range pressure to the first hydraulic servo. A first switching valve that is switched to a fail position that communicates with the hydraulic servo;
The first switching valve is locked to the normal position when the signal pressure of the signal pressure output solenoid valve is input, and the first engagement pressure control solenoid valve and the signal pressure output solenoid valve are de-energized. When the range switching valve is switched to the reverse range position, and is switched to the fail position by the reverse range pressure.
A hydraulic control device for an automatic transmission. The first switching valve includes a spool that is switched to the normal position or the fail position, biasing means that biases the spool toward the normal position, and a signal pressure of the signal pressure output solenoid valve to the spool. A first oil chamber that acts on the direction of the normal position; and a second oil chamber on which the reverse range pressure acts on the spool with respect to the direction of the fail position.
The hydraulic control device for an automatic transmission according to claim 1. A second switching valve that is switched from the first position to the second position when the signal pressure of the signal pressure output solenoid valve is input and that is locked to the first position when the reverse range pressure is input; ,
The hydraulic control device for an automatic transmission according to claim 1 or 2, The automatic transmission includes a torque converter having a lock-up clutch,
The second switching valve is in the second position and outputs a lock-up clutch engagement pressure for engaging the lock-up clutch;
The hydraulic control apparatus for an automatic transmission according to claim 3. Range position detecting means for detecting a range position of the range switching valve;
A second engagement pressure control for outputting a second engagement pressure to a second hydraulic servo of a second friction engagement element that engages at least at the time of forward start of the plurality of friction engagement elements when energized. A solenoid valve,
The second engagement pressure control solenoid valve outputs the second engagement pressure based on the forward range pressure,
When the range position detecting means detects that the range switching valve switches from the non-travel range position to the forward range position, the second engagement pressure control solenoid valve is energized. Backward start control that performs forward start control and energizes the first engagement pressure control solenoid valve and the signal pressure output solenoid valve when switching from the non-travel range position to the reverse range position is detected. Done
When the range position of the range switching valve is not detected by the range position detecting means, the forward start control is performed.
The hydraulic control device for an automatic transmission according to any one of claims 1 to 4, wherein:

Images