JP4806990B2 - Hydraulic control device for automatic transmission - Google Patents

Description

  The present invention relates to a hydraulic control device for an automatic transmission that directly controls hydraulic pressure from a hydraulic pressure source by using a proportional solenoid valve, and more particularly to improvement of resistance or reliability against disconnection failure.

  Japanese Examined Patent Publication No. 5-63664 discloses a transmission control device in which the same number of electromagnetic valves as the number of friction engagement elements are prepared and the six forward speeds can be selectively set. The transmission control device described in the publication includes a total of five solenoid valves (such as a linear solenoid), one ON / OFF solenoid, and two shift valves, one for each of the friction engagement elements C1 to C5. Thus, when a disconnection failure (electrical interruption occurs), the gears can be automatically switched (1st → 3rd, 2nd to 5th → 4th, 6th → 5th) according to the currently selected gear.

  Further, in Patent Nos. 2925505 and 2925506, 6 forward stages are selected by 2 solenoid valves, 3 shift valves, and 3 ON / OFF solenoids for controlling the shift valves for 5 friction engagement elements. A transmission control device that can be set automatically is disclosed. This transmission control device performs a shift by introducing a line pressure to a friction engagement element as a reaction force element and exchanging the friction engagement element by two electromagnetic valves, and at the time of a disconnection failure (electrical interruption occurs) On the other hand, it is configured to maintain a predetermined gear stage (except for 1st and 6th) or a gear stage higher than the gear stage.

In the configurations of the above-mentioned Japanese Patent Nos. 2925505 and 2925506, a jump shift (hereinafter referred to as a skip shift) such as 3rdｒ5th, 2nd⇔4thｔｈ6th cannot be performed. Therefore, for example, 3rd⇔4th⇔5th in 3rd⇔5th. The gears must be shifted one step at a time, resulting in excessive shifting and responsive deterioration. Therefore, in US Pat. No. 6,585,617, two linear solenoids are added (four in total), one shift valve is reduced (two in total), and ON / OFF solenoids, compared to the above-mentioned Japanese Patent Nos. 2925505 and 2925506. Is reduced by two (1 in total), and one hydraulic switch (hereinafter referred to as hydraulic SW) is added to realize a skip shift between 2nd and 6th.
Japanese Patent Publication No. 5-63664 Japanese Patent No. 2925505 Japanese Patent No. 2925506 US Pat. No. 6,585,617

  FIG. 54 is a block diagram of a portion related to shift control in the hydraulic circuit diagram of Patent Document 4. FIG. 55 shows the movement of each shift valve in the solenoid pattern of FIG. The inside represents the type of linear solenoid, NH is a normal high type that keeps the engaged state when disconnected, and NL is a normal low type that transitions to the released state when disconnected, and the gear stages that are held when disconnected Is. In the garage shift of R⇔N⇔D, the ON / OFF solenoid 1 (hereinafter referred to as S1; corresponding to reference numeral 66 in Patent Document 1) switches the shift valve 1 (hereinafter referred to as SV1; corresponding to reference numeral 32 in Patent Document 1), A shift valve 2 (hereinafter referred to as SV2; corresponding to reference numeral 100 of Patent Document 1) can be switched by a linear solenoid 1 (hereinafter referred to as SL1). Further, when S1 is turned on (O) and SV1 is operated on, the line pressure (PL) is supplied to the linear solenoid 2 (hereinafter referred to as SL2), and SL2 can be activated.

  For example, according to FIG. 54, in the N range, the hydraulic pressure (PL pressure reduction in FIG. 54) obtained by reducing the line pressure from the control valve at a low pressure that can open the C1 clutch turns on the hydraulic switch (hereinafter referred to as hydraulic pressure SW). At the same time, SV2 is switched. The R range (except for the special case of SV1 fixation) is achieved by engagement of the C3 brake and B2 (C5) brake, that is, the engagement control of the linear solenoid 3 (hereinafter SL3), the engagement control of SL2. The Therefore, in the N → R shift, after the selection of the R range is detected, SL2 is engaged first, B2 (C5) brake is engaged, and R pressure is supplied to SL3, so SL3 is gently engaged. By performing the combined control, the garage shock due to the C3 brake engagement can be reduced (see an unrelated solenoid pattern R in FIG. 55).

  On the other hand, in the N → D shift, after the B2 (C5) brake is fastened in the same manner as described above, the D pressure is supplied to SL1, so that SL1 is gently engaged and the garage shock is generated by engaging the C1 clutch. This is performed by reducing the shift to 1st. Further, the engagement of the linear solenoid 4 (hereinafter referred to as SL4) to which the D pressure is supplied is engaged, the B1 (C4) brake is engaged, and the release control of SL2 is performed to release the B2 (C5) brake. As a result, the gear position becomes 2nd (refer to the solenoid pattern 1-2 of FIG. 55D).

  Next, when S1 in FIG. 54 is turned from ON (◯) to OFF (×), the line pressure (PL pressure) passes through SV1 and SV2, the hydraulic pressure SW is turned on, and SV2 is turned on by the step provided in SV2 ( ○) While maintaining the state, the line pressure (PL pressure) is supplied to SL3. In addition, when SV1 is in the OFF (x) state, SL2 that has been in communication with the B2 (C5) brake is in communication with the C2 clutch, and the C1 clutch, C2 clutch, C3 brake, and B1 (C4) brake are independent of each other. Thus, the speed can be freely changed from 2nd to 6th.

  On the other hand, according to the configuration of Patent Document 4, since S1 and SV1 are in the OFF (x) state when a complete disconnection failure occurs (see the disconnection solenoid pattern of D in FIG. 55), NH type SL2, SL3 Rises, the C1 clutch and the C3 brake are engaged, and a 3rd shift stage is configured. However, when SL2 is in the engaged state with S1 being OFF (×) and SV1 being ON (◯), the SL pressure is connected to C2 because the PL pressure latches SV2 to the ON side. The C2 clutch and the C3 brake are engaged, and the fifth shift stage is configured. Therefore, even if a complete disconnection failure occurs, SL2 is engaged and the C2 clutch is used. At the high speed of 4th to 6th, 5th is maintained to avoid a deceleration shock, and at the time of re-start, 3rd “Home” can be configured. When the remaining S1 is ON (◯) and SV1 is OFF (x), when a complete disconnection failure occurs, only the B2 (C5) brake is engaged.

  As described above, the configuration of Patent Document 4 achieves both a disconnection failure and a skip shift that cannot be achieved in Patent Documents 1 to 3, but the following problems remain. The first problem is that the merit in cost is lost with respect to the simplified configurations shown in Patent Documents 2 and 3. For example, compared with the simple configurations shown in Patent Documents 2 and 3, although it is inevitable to add two linear solenoids in order to realize the skip shift, one additional hydraulic switch (total 5) Piece) I need it. On the other hand, compared with the simplified configurations shown in Patent Documents 2 and 3, the number of parts is reduced from three to one on / off solenoid and from two to one shift valve. However, one increase in the hydraulic pressure SW cancels out these reductions because the hydraulic pressure SW is expensive, resulting in an increase in cost due to an increase in two linear solenoids.

  In addition, although it can be said that the electrical disconnection failure is improved from the configurations of Patent Documents 2 and 3, there is also a problem that the normal low type linear solenoid is assumed to be OFF at the time of disconnection. . Here, let us consider a case where a normal low type linear solenoid has an ON failure. For example, in the 6th running state in which the C2 clutch (SL2) and the B1 (C4) brake (SL4) are engaged, the SL4 (NL) is short-circuited or an ON failure occurs due to foreign matter or the like. When the downshift such as 6 → 4 (C1 clutch and C2 clutch engagement) is performed, an interlock is generated, so that it is detected by the hydraulic pressure SW and returned to 6th.

  As a secondary failure during driving in the above state, for example, if SL3 (NH) has a disconnection failure, even if SL2 is ON controlled and the C2 clutch pressure can be released, the C3 brake (SL3) and B1 (C4) Due to the combination with the brake (SL4), the gear is not shifted and planetary lock occurs.

  Therefore, it can be considered to change the shift pattern. However, since the same phenomenon occurs even in all disconnection modes (S1 and SV1 are in the OFF (x) state), S1 is in the ON (O) state and SV is in the OFF ( X) state, or S1 and SV1 both need to be in the ON (◯) state. For that purpose, S1 is changed from the OFF (×) state to the ON (◯) state. In this case, if the C2 clutch (SL2) and the B1 (C4) brake (SL4) are engaged, the 6th state is maintained. Since the output shaft may be locked, it is necessary to turn on SL2 and turn off the SL2 output pressure before the change. However, when the SL2 output pressure is turned off, the SV2 latched by the SL2 output pressure is turned off by the spring force, so that only the C4 (B1) brake is engaged and the driving force is lost. End up.

  The case where SL3 (NH) has an OFF failure due to a secondary failure has been described above, but the same applies to the case where SL2 (NH) has an OFF failure due to a secondary failure. ) In the N state.

  In addition, when the SL4 is in an ON failure state, when the disconnection occurs due to the ignition OFF operation by the user, the cable dropping due to vibration, the fuse jumping due to overcurrent, etc., S1 and SV1 are each in the OFF (x) state. For this reason (refer to the solenoid pattern of disconnection in FIG. 55D), an interlock is generated due to the engagement of the C1 clutch (SL2-NH), the C3 brake (SL3-NH), and the C4 (B1) brake (SL4 ON failure) It is considered that the above-described disconnection failure does not work correctly. As long as it is a complete disconnection, the shift pattern cannot be changed and the linear output cannot be reduced, and the vehicle decelerates rapidly.

  Furthermore, if there is a tertiary failure or more, as shown in FIG. 55, there is no pattern in which two linear solenoids are connected to the fixed stage mode, or only one linear solenoid is set to the N mode. Although an interlock is generated and a means for dealing with slipping of the friction material inside the AT remains, it is considered that a means for dealing with the hydraulic control system is lost.

  In short, some conventional techniques use both a limited number of linear solenoids to achieve both skip shift and disconnection failure countermeasures. However, there remains a problem in terms of cost and improvement in resistance to secondary and tertiary failures. It can be said that.

  According to the first aspect of the present invention, each of the friction engagement elements can be configured by hydraulic control via a plurality of friction engagement elements capable of configuring at least n forward speeds by a combination of engagement and disengagement, and a solenoid valve. A hydraulic control device for an automatic transmission having a controller for controlling engagement / disengagement of engagement elements, comprising at least two normal high type solenoid valves, According to a shift pattern corresponding to each of the forward n shift stages by combining an electromagnetic valve arranged for each predetermined friction engagement element and an on / off combination to realize an automatic shift mode that can be freely switched, A plurality of shift valves that constitute an oil passage from the solenoid valve to the predetermined friction engagement element, and the solenoid valve corresponding to the automatic transmission mode for a specific combination of on / off states of the shift valve. The first forward shift stage (all the high-speed type solenoid valves using the two normal high type solenoid valves) is assigned to one of the other combinations of the on / off state of the shift valve. At least two of the second forward shift stage (primary ON failure fixed stage) using a solenoid valve other than the normal high type as another combination among the other combinations. There is provided a hydraulic control device for an automatic transmission characterized in that the vehicle is allowed to travel by assigning to each of the above-mentioned fixed shift patterns of the forward shift stage and selecting the fixed shift pattern by the operation of the shift valve.

  According to the present invention, the cost is advantageous, the skip shift function using the automatic shift pattern is realized, and the reliability against the disconnection failure is improved by selecting one of the two fixed shift patterns. It becomes possible.

Next, the best mode for carrying out the present invention will be described in detail with reference to the drawings. FIG. 1 is a block diagram showing a hydraulic circuit of a hydraulic control device for an automatic transmission according to the present embodiment. FIG. 2 shows correspondence between a shift valve pattern, friction engagement elements (clutch and brake), and a linear solenoid. It is a table showing the relationship. A hydraulic control device for an automatic transmission according to the present embodiment includes an ECU (Electronic Control Unit; not shown), three shift valves (hereinafter, referred to as SV1 to SV3, respectively), and ON / OFF of these shift valves. One of the solenoid (hereinafter, respectively referred to S1 to S3) and a by operating the solenoid S1 to S3, in which (see range D in FIG. 2) and can constitute a shift pattern of the ^{2 3} 8. Then, two of the eight shift patterns are assigned to a multiple shift pattern (first automatic shift pattern) capable of skip shift and a low speed shift pattern (second automatic shift pattern) capable of low speed shift, The remaining six shift patterns are assigned to fixed stages.

  Further, in the present embodiment, six shift stages can be configured by five friction engagement elements, and in the low speed shift pattern (second automatic shift pattern), four shifts are possible so that 1st⇔2nd shift is possible. Three linear solenoids (SL1, SL2, and SL4) are made controllable (see range D1-2 in FIG. 2), and a pattern that can be skip-shifted (first automatic shift pattern) is 2nd to 6th. All the four linear solenoids (SL1 to SL4) are set in a controllable state so that a shift between them can be performed (see ranges D2 to 6 in FIG. 2). Further, in the 1st, 2nd, 3rd, 4th, 5th, and 6th fixed stage shift patterns, two of the four linear solenoids are automatically engaged and controlled to form the fixed stage (FIG. 2). Range D 1, 2, 3, 4, 5, 6).

  1 and 2, only the output oil path of SL2 shared by the C2 clutch and the B2 brake is switched by SV2, but the other linear solenoids (SL1, SL3, SL4) are the C1 clutch, C3 clutch, Dedicated to control B1 brake.

  Two of the four linear solenoids (SL2 and either SL1 or SL3) are set to a normal high type (hereinafter referred to as NH), and the rest are set to a normal low type (hereinafter referred to as NL). It is possible to configure a fixed stage (5th) that is used when all the linear solenoids are disconnected and a fixed stage that is used when an NL linear solenoid that uses at least one NH linear solenoid is turned on by selecting a shift valve. By doing so, it becomes possible to avoid the incompatibility due to the complete disconnection as the primary failure and the interlock due to the ON failure of the normal low type linear solenoid.

  3 shows that the linear solenoid SL1 dedicated to the C1 clutch is NL, the linear solenoid SL2 shared by the C2 clutch and the B2 brake is NH, the linear solenoid SL3 dedicated to the C3 clutch is NH, and the linear solenoid SL4 dedicated to the B1 brake is NL 5 is a table showing the correspondence relationship between the shift valve pattern, the friction engagement elements (clutch, brake), and the linear solenoid in this embodiment. In the D range all-disconnection failure, it is possible to run at least 5th, and even if an ON failure occurs in SL1 of NL, it is possible to cope with secondary failures of other linear solenoids by selecting a fixed stage shift pattern It has become.

  Further, as apparent from FIG. 1, in this embodiment, the increase in the number of oil passages is minimized, and the oil passages between the friction engagement elements and the solenoid valves (linear solenoids). The arrangement of the electromagnetic valve suitable for the arrangement of each friction engagement element of the AT main body is realized while shortening the length.

  In the example of FIG. 3, since the vehicle can travel only at 5th in the D range (forward), there is no problem when traveling at high speed, but it is difficult to restart. On the other hand, it is possible to change all the linear solenoids to NH so that the vehicle can run by selecting a fixed shift pattern.

  However, when all the linear solenoids are changed to NH as described above, an interlock is generated due to a primary failure in the shift mode. Therefore, a fail valve or the like for avoiding the interlock is newly provided. The number of parts and the oil passage configuration will increase. It is also conceivable to configure the oil passage so that the output oil passage of the linear solenoid is shut off by the shift valve and the line pressure is supplied to the target friction engagement element (C1 clutch, B1 brake). The arrangement of NL type SL1 and SL4 upstream of the shift valve for failing also loses the advantage (simplification) of the oil passage configuration of FIG. 1 in which all linear solenoids are arranged downstream of the shift valve. End up.

[Example 1]
Therefore, the direct pressure type linear solenoid illustrated in FIG. 4A and the linear solenoid with a control valve illustrated in FIGS. 4B and 4C can be commonly applied to the above embodiment. Regardless of the linear solenoid type (NH / NL) by pushing the line pressure from the discharge port (EX in FIG. 4) while the hydraulic pressure is being supplied to the supply port (IN in FIG. 4) of the solenoid valve, A first embodiment in which the friction engagement element can be brought into an engaged state will be described.

  FIG. 5 is a block diagram showing a hydraulic circuit of the hydraulic control device of the automatic transmission according to the present embodiment. FIG. 6 shows a shift valve pattern, friction engagement elements (clutch, brake) and the like in the present embodiment. It is the table | surface showing the correspondence of the linear solenoid. This embodiment is the same as FIG. 3 except that the B2 brake is divided into a B2S brake having a small piston oil chamber and a B2L brake having a large piston oil chamber. The dedicated linear solenoid SL1 is NL, the linear solenoid SL2 shared by the C2 clutch and the B2L brake is NH, the linear solenoid SL3 dedicated to the C3 clutch is NH, and the linear solenoid SL4 dedicated to the B1 brake is NL.

  Further, as shown in FIG. 6, when S1 is on, a multiple shift pattern (first automatic shift pattern) capable of skip shift and a 4th, 5th, 6th fixed stage shift pattern are selected, and S1 is turned off. Sometimes, other low speed stages are configured, and as will be described later, SV1 is latched on by the supply pressure to the C2 clutch. A sudden deceleration from a low speed to a low speed is avoided.

  In this embodiment, the forward pressure (hereinafter referred to as D pressure) is applied only when the ON / OFF solenoids S1 and S3 are both in the OFF (x) state in order to supply the line pressure to the discharge port of SL1 (NL). Is connected to the discharge port of the linear solenoid SL1, and the 1st and 3rd fixed shift patterns can be selected by operating the ON / OFF solenoid S2. As described above, the fixed mode is limited to 1st and 3rd in order to suppress an increase in the number of oil passages. If there is a space, as in other embodiments described later. It is also possible to make it possible to travel in all fixed stages when all the lines are disconnected.

  More specifically, with reference to FIG. 5, in the oil passage configuration of the present embodiment, oil that guides forward pressure (hereinafter referred to as D pressure) from SV2 to the switching port of SV3 with respect to the oil passage configuration of FIG. A passage 101 and an oil passage 102 for introducing the D pressure from SV3 to the discharge port of SL1 are added. In addition, an accumulator (ND ACC) ACC1 is disposed in the oil passage 102, and the shift by direct introduction of the line pressure is delayed by delaying the supply of the D pressure to the SL1 side by an orifice (not shown) for a predetermined time. It is possible to perform the N → D shift without causing a shock. Therefore, the garage shift is established by changing the N range to the D range and setting S1, S2, and S3 to OFF, ON, and OFF (× ○ ×), respectively, and further, S1, S2, and S3 are turned OFF and ON, respectively. If it is in the ON (× ○○) state, automatic shift by controlling the C1 clutch pressure with the output pressure of SL1 is also possible.

  In addition, in the 1st fixed shift pattern, the line pressure is directly supplied to the C1 clutch. This means that the line pressure is reduced when the pressure exceeding the maximum output pressure of the linear solenoid is required at the time of stall start. This means that it is not necessary to add a lock valve or a gain switching valve for guiding. Therefore, the oil passage configuration becomes simple and the cost can be reduced.

  Further, in the oil passage configuration of the present embodiment, instead of adding a shuttle valve, the oil passage 111 for guiding the reverse pressure (hereinafter referred to as R pressure) in FIG. 5 to the switching circuit of SV1, and further, the R pressure is reduced. An oil passage 112 that leads to SV2 and forcibly turns SV2 on (O) is provided, and if SV1 is in the OFF (x) state and R pressure is present, SV2 is turned ON (O ) And the C3 clutch used in the reverse gear can be engaged by SL3.

  Further, the oil passage configuration of the present embodiment includes an oil passage 121 for guiding the D pressure relayed from the SV1 switching circuit to the switching circuit SV2 to SV3, and a shuttle valve connected to the B2S brake from the SV3 switching circuit. And an oil passage 122 that leads to the B2S brake when the SV1 is in the OFF (×) state, the SV2 is in the ON (◯) state, and the SV3 is in the OFF (×) state. The SL2 is connected to the large-area B2L brake. According to this configuration, it is possible to eliminate the 1-2 one-way clutch (OWC) in order to increase torque capacity and reduce cost and space due to multi-stages. That is, even when the NH SL2 is in an OFF failure, it is possible to execute the 1st start by the B2S brake and the coast control.

  In addition, in FIG. 5, D pressure is directly connected to the B2S brake on the assumption that the piston area of B2 is optimally divided. However, when the cross-sectional configuration cannot be optimized, or the coast control is finely set by the vehicle or the engine. For example, a brake control valve (pressure reducing valve) 131 may be provided between the B2S brake and the shuttle valve as shown in FIG. According to this configuration, when the reverse shift pattern is selected, the R pressure enters the spring chamber of the brake control valve 131, so that the spool of the brake control valve 131 moves to the left side of FIG. To the output port from the supply port of the brake control valve 131 so that the R pressure is guided to the B2S brake. When the 1st fixed shift pattern is selected, the D via SV1, SV2, and SV3 If the pressure (the output of the oil passage 122) is guided to the supply port of the brake control valve 131 via the shuttle valve and the throttle pressure promotes the spring force of the brake control valve 131, the D pressure is proportional to the throttle pressure. The structure which controls B2S brake by decompressing is obtained.

Subsequently, an operation when each shift pattern in the present embodiment is selected will be individually described.
[D range 1-2 shift mode]
In the D range 1-2 shift mode, as shown in FIG. 8, the D pressure from the manual valve (not shown) is always connected to the supply port of SL2. In addition, since S3 is in the ON (◯) state, the D pressure is supplied to the supply port of SL4 via the second switching circuit from the bottom of SV3. Further, since S2 is in the ON (◯) state, the D pressure is similarly supplied to the supply port of SL1 via the first switching circuit from above SV2.

  On the other hand, there is an oil passage that guides the D pressure to SV1 via the third switching circuit from the bottom of SV3, but is shut off because SV1 is in the OFF (x) state, and the D pressure is not supplied to the supply port of SL3. . The D pressure passing through the first switching circuit from the top of SV1 is also blocked by SV2 and SV3 and is not supplied to the discharge ports of B2S and SL1. The output oil path of SL2 passes through the first switching circuit from the bottom of SV1, passes through the first switching circuit from the bottom of SV2, and reaches B2L through the shuttle valve (check ball valve).

  The C1 clutch (SL1), B1 brake (SL4), and B2L brake (SL2) can be controlled as described above, and the 1st ⇔ C1 clutch (SL1) and B1 brake (C1 clutch (SL1) and B2L brake (SL2)) are used. A shift pattern for automatic shifting in the low speed range that can perform automatic shifting for 2nd using SL4) has been achieved.

[D range 2-6 shift mode]
In the D range 2-6 shift mode, as shown in FIG. 9, since S1 is in the ON (O) state, the output hydraulic pressure of SL2 goes through the second switching circuit from the bottom of SV1, and SV1 is turned on ( ○) Latched to the side and supplied to the C2 clutch. In addition, since S3 is in the ON (◯) state, the D pressure is supplied to the supply port of SL4 via the second switching circuit from the bottom of SV3. Since S2 is in the ON (O) state, D pressure is supplied to the supply port of SL1 via the first switching circuit from above SV2, and the third switching circuit from below SV3, below SV1 The D pressure is supplied to the supply port of SL3 via the third switching circuit from the second through the second switching circuit from the bottom of SV2.

  On the other hand, there is an oil passage that guides the D pressure to the first switching circuit from the top of SV1, but this is blocked because SV1 is in the ON (O) state, and does not reach the B2S brake and the discharge port of SL1.

As described above, the C1 clutch (SL1), the C2 clutch (SL2), the C3 clutch (SL3), and the B1 brake (SL4) can be controlled, and a shift pattern for automatic shifting in the middle and high speed range that enables skip shift between the following shift stages. Has been achieved. Since SL2 and SL3 are NH, 5th is automatically configured when the liner is completely disconnected.
2nd C1 clutch (SL1), B1 brake (SL4)
3rd C1 clutch (SL1), C3 clutch (SL3)
4th C1 clutch (SL1), C2 clutch (SL2)
5th C2 clutch (SL2), C3 clutch (SL3)
6th C2 clutch (SL2), B1 brake (SL4)

[D range 1st fixed mode]
In the D range 1st fixed mode, as shown in FIG. 10, since S1 is in the OFF (×) state, S2 is in the ON (◯) state, and S3 is in the OFF (×) state, the output hydraulic pressure of SL2 is from below SV1. It is supplied to B2L via the first switching circuit, the first switching circuit from the bottom of SV2, and the shuttle valve. Further, the D pressure is supplied to the supply port of SL1 via the first switching circuit from the top of SV2, the first switching circuit from the top of SV1, and the first switching circuit from the top of SV3. Thus, the D pressure is supplied to the discharge port of SL1 and the accumulator (ND ACC) ACC1, and as a result, the D pressure is supplied to the C1 clutch. Further, the D pressure passing through the first switching circuit from the top of SV1 reaches B2S via the third switching circuit from the top of SV2, the first switching circuit from the bottom of SV3, and the shuttle valve.

  On the other hand, since S3 is in the OFF (x) state, the D pressure is blocked by the second switching circuit from the bottom of SV3 and does not reach the supply port of SL4. Similarly, the D pressure passing through the second switching circuit from the top of SV3 is also blocked by the third switching circuit from the bottom of SV2, and does not reach the supply port of SL3.

  As described above, the C1 clutch (D pressure), the B2S brake (D pressure), and the B2L brake (SL2) are engaged to form 1st. Here, even if SL2 that drives the B2L brake is OFF, coast control using the B2S brake is possible, and 1st traveling is possible even if stall start is impossible.

[D range 2nd fixed mode]
In the D range 2nd fixed mode, as shown in FIG. 11, since both S1 and S2 are in the OFF (x) state, the output oil path of SL2 passes through the first switching circuit from the bottom of SV1, but SV2 Is cut off by the first switching circuit from below, and neither the B2L brake nor the C2 clutch is reached. Since S3 is in the ON (◯) state, the D pressure is supplied to the supply port of SL4 via the second switching circuit from the bottom of SV3. Similarly, the D pressure is also supplied to the supply port of SL1 via the first switching circuit from above SV1 and the second switching circuit from above SV2.

  On the other hand, the D pressure passing through the third switching circuit from the bottom of SV3 is blocked by the third switching circuit from the bottom of SV1, so that the D pressure is not supplied to the supply port of SL3. Similarly, the D pressure passing through the first switching circuit from the top of the SV1 reaches the first switching circuit from the top of the SV3, but is cut off and supplied to the B2S brake and the discharge port of the SL1. There is nothing. As described above, the C1 clutch (SL1) and the B1 brake (SL4) are engaged to form 2nd.

[D range 3rd fixed mode]
In the D range 3rd fixed mode, as shown in FIG. 12, since S1, S2, and S3 are all OFF (×), the output oil path of SL2 is the first switching circuit from the bottom of SV1. Although it passes, it is blocked by the first switching circuit from the bottom of SV2 and does not reach the B2L brake or the C2 clutch. The D pressure is supplied to the supply port of SL3 via the second switching circuit from the top of SV3 and the third switching circuit from the bottom of SV2. In addition, the D pressure passing through the first switching circuit from the top of SV1 is blocked by the third switching circuit from the top of SV2, and does not reach the B2S brake, but passes through the second switching circuit from the top of SV2. Those that do so reach the supply port of SL1, and those that go through the first switching circuit from the top of SV3 also reach the discharge port of SL1 and the accumulator (ND ACC) ACC1. As a result, D pressure is supplied to the C1 clutch.

  In the above state, the D pressure to the supply port of SL4 is blocked by the second switching circuit from the bottom of SV3. As described above, the C1 clutch (D pressure) and the C3 clutch (SL3) are engaged and 3rd is configured, and traveling is possible not only with all linear disconnections but also with all disconnections including ON / OFF solenoids.

[D range 4th fixed mode]
In the D range 4th fixed mode, as shown in FIG. 13, since both S1 and S2 are in the ON (O) state, the output hydraulic pressure of SL2 goes through the second switching circuit from the bottom of SV1, and SV1 is turned on. It is latched to the (◯) side and supplied to the C2 clutch. Further, the D pressure is supplied to the supply port of SL1 via the first switching circuit from the top of SV2. On the other hand, the D pressure branching before the first switching circuit from above SV2 is blocked by the first switching circuit from above SV1, and is not supplied to the exhaust port of SL1 and the B2S brake.

  Further, since S3 is in the OFF (x) state, the D pressure is blocked by the second switching circuit from the bottom of SV3 and does not reach the supply port of SL4. The D pressure passing through the second switching circuit from the top of SV3 is also blocked by the third switching circuit from the bottom of SV2, and does not reach the supply port of SL3. As described above, the C1 clutch (SL1) and the C2 clutch (SL2) are engaged to form 4th.

[D range 5th fixed mode]
In the D range 5th fixed mode, as shown in FIG. 14, since S1 is in the ON (O) state, the output hydraulic pressure of SL2 goes through the second switching circuit from the bottom of SV1, and SV1 is turned ON (O). And is supplied to the C2 clutch. On the other hand, since both S2 and S3 are in the OFF (x) state, the D pressure via the second switching circuit from the top of SV3 and the third switching circuit from the bottom of SV2 is supplied to the supply port of SL3. .

  Further, the D pressure is cut off by the second switching circuit from the bottom of SV3, the first switching circuit from the top of SV2, and the first switching circuit from the top of SV1, respectively, and the supply port of SL4 and the supply port of SL1 , SL1 discharge port, B2S brake does not reach. As described above, the C2 clutch (SL2) and the C3 clutch (SL3) are engaged and 5th is configured, and the vehicle is ready to run even if all the liners are disconnected.

  In addition, when all solenoids are disconnected at 4th or more (including 6th described later) when the C2 clutch is engaged, C1 pressure (SL2) itself latches SV1 to the ON (O) side, so S1 is ON. Even if the state (O) changes to the OFF state (x), SV1 is maintained without being switched and can run for 5th. That is, according to the configuration of the present embodiment, when a complete disconnection failure occurs in the state where the vehicle travels at 4th or more in the 2-6 shift mode, the 3rd fixed mode is not used, but the 5th fixed mode is set, and sudden deceleration is performed. It is configured not to occur. In addition, after stopping, if the C2 clutch pressure is reduced by changing the D range to the N range, P range, R range, turning the ignition off, etc., the SV1 latch will be released, so the vehicle will restart. In the configuration, 3rd start is possible, and when S2 can be turned on (O), 1st start is possible.

[D range 6th fixed mode]
In the D range 6th fixed mode, as shown in FIG. 15, both S1 and S3 are in the ON (O) state, so the output hydraulic pressure of SL2 goes through the second switching circuit from the bottom of SV1, and SV1 is turned on. It is latched to the (◯) side and supplied to the C2 clutch. Further, the D pressure is supplied to the supply port of SL4 via the second switching circuit from the bottom of SV3.

  On the other hand, since S2 is in the OFF (x) state, the D pressure passing through the third switching circuit from the bottom of SV3 and the third switching circuit from the bottom of SV1 is blocked by the second switching circuit from the bottom of SV2. The SL3 supply port is never reached. Further, the D pressure is blocked by the first switching circuit from the top of SV2 and the first switching circuit from the top of SV1, and does not reach the supply port of SL1, the discharge port of SL1, and the B2S brake. As described above, the C2 clutch (SL2) and the B1 brake (SL4) are engaged to form 6th.

[R range]
In the R range, when S1 is in the OFF (×) state and S2 is in the ON (◯) state, the shift pattern is a reverse traveling pattern. S3 is indefinite because it is not involved in switching of the R pressure, but considering the consistency of the shift pattern of R⇔N⇔D, it is preferable to match the shift pattern of the D range 1-2 shift mode. For example, if the D range 1-2 shift mode is set when S1, S2, and S3 are in the OFF, ON, and ON (× ○○) states, respectively, the R range is similarly changed to S1, S2, and S3. It is set so that the vehicle can travel backward when it is in the OFF, ON, ON (× ○○) state. Similarly, if the D range 1-2 shift mode is set when S1, S2, and S3 are in the OFF, ON, and OFF (× ○ ×) states, respectively, the R range is similarly set to S1, S2, and S3. Is set so that the vehicle can travel backward when the vehicle is in the OFF, ON, or OFF (× ○ ×) state.

  In any case, when the R range is selected, as shown in FIG. 16, the R pressure from the manual valve (not shown) is supplied to the B2S brake and the B2L brake via the shuttle valve (check ball valve). Is done. Further, since S1 is in the OFF (x) state and S2 is in the ON (◯) state, the R pressure via the second switching circuit from the top of SV1 and the second switching circuit from the bottom of SV2 is supplied to SL3. Supplied to the port.

  FIG. 17 is a diagram illustrating a state where both S1 and S2 are in the OFF (x) state. As shown in FIG. 17, in the configuration of this embodiment, the R pressure is guided to one end of SV2, and the SV2 is forcibly moved to the ON (◯) side. Is possible.

  Further, according to this embodiment, the reliability of the reverse rotation prohibition control in the R range is improved. FIG. 18 is a diagram illustrating a state in which the R pressure is applied when S1 and S2 are ON, OFF (Ox) state or ON, ON (OOO) state. In general reverse rotation prohibition control, the Rev inhibitor is implemented by turning on SL3 and releasing the C3 clutch so that the vehicle does not shift to the R travel mode when the vehicle speed exceeds a predetermined speed. According to the present embodiment, even if SL3 is in an ON failure, the supply of R pressure to the supply port of SL3 is reliably performed by the second switching circuit from the top of SV1 if S1 is in the ON (◯) state. Can be cut off. Therefore, S1, S2, S3 are OFF, ON, OFF (× ○ ×) state (1st), S1, S2, S3 are OFF, ON, ON (× ○○) state (1-2 automatic shift), S1, When the S2 and S3 are switched from the ON, ON, ON (XXX) state (2 to 6 automatic shift) to the R range, the Rev inhibitor can be reliably executed.

  Further, in this embodiment, hydraulic switches (hydraulic pressure SW) are respectively disposed on the oil passages to the C1 clutch and the B1 brake. In the above-mentioned D range 1-2 shift mode, if SL2 ON failure occurs due to disconnection or the like, 1st is maintained if 1st engaged with the C1 clutch (SL1) and B2 brake (SL2) is being configured. However, during the construction of the second, the interlock is generated by the engagement of the C1 clutch (SL1), the B1 brake (SL4), and the B2 brake (SL2). In this case, the state can be detected by the hydraulic pressure SW and returned to 1st.

  Similarly, in the above-described D range 1-2 shift mode, a similar phenomenon can occur when an SL4 ON failure occurs due to disconnection or the like. In this case, too, the state is detected by the hydraulic pressure SW. It becomes possible to maintain and return to 2nd.

  Further, in this embodiment, countermeasures against the failure of the second ON / OFF solenoid are also taken from the state where the D range fixed mode is set due to the first failure of the first ON / OFF solenoid. . Even if one of S1, S2 and S3 is broken or an ON failure occurs, it is possible to maintain the gear stage or avoid sudden deceleration by operating the third ON / OFF solenoid. Further, when the third failure occurs, the configuration is such that rapid deceleration is not performed depending on whether the gear stage being configured is maintained or the N range is reached. This means that if the shift pattern can be set to the fixed mode, it is possible to cope with higher-order failures of 1st, 2nd or higher, and the failure of the fail valve itself compared to the configuration using other companies' fail valves. It is very advantageous only that there is no failure failure.

[Example 2]
Subsequently, a second embodiment of the present invention in which an oil passage is added to the first embodiment to realize the following functions (1) to (3) will be described. Hereinafter, an example that should be referred to as a MAX specification having all of the following functions will be described, but the functions (1) to (3) can be independently employed as options for the first embodiment. Needless to say.
(1) Linear solenoid ON failure early detection (2) Improved reliability in R range (3) Linear solenoid OFF failure countermeasure

  FIG. 19 is a block diagram showing a hydraulic circuit of a hydraulic control device for an automatic transmission according to this embodiment. FIG. 20 shows a shift valve pattern, friction engagement elements (clutch, brake), and the like in this embodiment. It is the table | surface showing the correspondence of the linear solenoid. Comparing FIG. 6 and FIG. 20, the linear solenoid type (NL / NH) used for controlling each friction engagement element in this embodiment is the same as that in the first embodiment, and the pattern can travel in the R range. (S1 can be ON (◯) is also possible).

  More specifically, referring to FIG. 19, in the oil passage configuration of the present embodiment, the output hydraulic pressure of SL2 is guided to the end of SV3 with respect to the oil passage configuration of FIG. When this occurs, the oil passage 201 forcibly moving SV3 to the OFF (×) side, the switching valve 211 that is switched by a linear solenoid (SLT), the first switching circuit of the switching valve 211, and SL3 An oil passage 212 that communicates with the exhaust port, an accumulator (N-R ACC) ACC2 disposed on the oil passage 212, an oil passage 213 that communicates with the second switching circuit of the switching valve 211 and the exhaust port of SL2. Has been added.

[Linear solenoid ON failure early detection]
As shown in FIG. 21, the output hydraulic pressure of SL2 is set with a shift region used in a normal use region and a fail region that exceeds the shift region and is detected at the time of failure. On the other hand, SV3 is configured such that the output hydraulic pressure of SL2 is introduced into the spring chamber at the end of the valve via the oil passage 201. When the output hydraulic pressure of SL2 exceeds the speed change region, it is turned to the OFF (×) side. It is comprised so that.

  With the above configuration, for example, when SL2 is in an ON failure, instead of using the linear solenoid type (NL / NH) as in the first embodiment, as shown in FIG. From (O) to the OFF (x) state, it is possible to shift from the D range 1-2 shift mode to the D range 1st fixed mode and from the D range 2-6 shift mode to the D range 4th fixed mode. In addition to the above configuration, an additional switching valve that shuts off the supply pressure of SL3 and SL4 by the output hydraulic pressure of SL2 may be arranged upstream of the supply ports of SL3 and SL4.

  As already described, in the first embodiment, it is necessary to avoid the interlock due to the ON failure of SL2 and SL4 due to disconnection or the like in the D range 1-2 shift mode, but the speed becomes particularly high at 1st. In 2nd, it is necessary to detect an interlock at an early stage and shift to an appropriate shift pattern in a short time. However, according to the present embodiment in which the addition of the oil passage 201 and the configuration change of the SV3 are added, when the SL2 is turned ON in the 2nd traveling state, the output hydraulic pressure of the SL2 reaches the fail region from the shift region. And since SV3 will be in an OFF (x) state, the D pressure supply to SL4 is cut by the second switching circuit from the bottom of SV3, and automatically without depending on the detection and processing of ECU (Electronic Control Unit). 2nd → 1st downshift is performed.

  In addition, there is a method of verifying the interlock by the rotation change monitored by the ECU when the hydraulic pressure SW fails. However, if the 2nd → 1st downshift control is performed as described above, it is safer than the interlock. In addition, since there is more time than interlock, the ECU can detect the difference between 2nd and 1st and make a shift pattern to a safer fixed mode.

  Similarly, the SL4 ON failure in the 1st traveling state is considered to occur immediately after the 2nd → 1st downshift. For example, when a shift by 2nd → 1st downshift takes a predetermined time or more, the output hydraulic pressure of SL2 By shifting the shift region from the shift region to the fail region, the D pressure supply to SL4 can be cut off and the shift can be accelerated. In this case as well, the output hydraulic pressure of SL2 is considered to have risen to near the fail region, so switching to the 1st is quicker than in the method in which the shift valve is switched by the ON / OFF solenoid after the ECU detects the interlock. Is possible.

  Also, the interlock in the 2-6 shift mode is the same as the 1-2 shift mode described above, and it is necessary to detect the interlock earlier in the higher speed stage than in the low speed stage and shift to an appropriate shift pattern in a short time. Needless to say, according to the configuration of the present embodiment, when SL2 is ON failure (disconnection) at 4th or more (4th to 6th), the output hydraulic pressure of SL2 similarly reaches the fail region from the shift region, The D pressure supply to SL3 and SL4 is cut by SV3. As a result, since both the C2 clutch (SL2-ON) and the C1 clutch (SL1) are engaged and 4th is configured, the interlock is avoided without depending on the detection and processing of the ECU.

  For example, when the SL2 ON failure (disconnection) occurs during the 4th travel in the 2-6 shift mode, the 4th is maintained. On the other hand, during 5th traveling in the 2-6 shift mode, first, the D pressure supply to SL3 is cut and N (only the C2 clutch is engaged). Therefore, if a change in rotation is detected, if 4th is possible, SL1 is turned on and shifted down to 4th, and if 5th is to be maintained, S2 is changed from the ON (◯) state to OFF (×) and fixed 5th mode. Can be. Similarly, N (C2) is also detected at 6th, but rotation change is detected. When 4th is good, SL1 is turned on and shifted down to 4th. When 5th is better, S2 is turned on (O). It can be changed to OFF (x) and shifted down to the fixed 5th mode. Note that if the downshift to 4th or 5th is not appropriate, 6th cannot be maintained, and therefore control to shift to 4th or 5th is possible after the vehicle speed decreases.

  Further, when 2nd traveling in the 2-6 shift mode, the C1 clutch (SL1) and B1 brake (SL4) are engaged, and the interlock is limited to the ON failure of SL3 or SL2. Similarly, when 3rd traveling is being performed in the 2-6 shift mode, the C1 clutch (SL1) and the C3 clutch (SL3) are engaged, and the interlock is limited to an ON failure of SL4 or SL2. In the 2nd and 3rd interlocks described above, when the SL2 is turned on, the C2 clutch (SL2-ON) and the C1 clutch (SL1) are both engaged automatically as described above, and the 4th is configured, resulting in rapid deceleration. There is nothing.

  On the other hand, in the case of SL3 ON failure (3rd → 2nd shift down) in 2nd traveling state and SL4 ON failure (4th → 3rd shift down) in 3rd traveling state, S2 is turned off from the ON (◯) state (× ) State to the 6th fixed mode, or S3 from the ON (◯) state to the OFF (x) state to shift to the 4th fixed mode. In this embodiment, even if S3 is in an ON failure, if the SV3 is not sticking, the 4th fixed mode can be set by raising the output hydraulic pressure of SL2 to the fail region. Compared to that, fail-safe reliability is improved.

[Reliability improvement in R range]
As shown in FIG. 19, in this embodiment, when the switching valve 211 and the oil passage 212 are added, when the S3 is in the OFF (x) state and the throttle pressure is a predetermined value or more, the R from the manual valve is set. The pressure is supplied to the accumulator (N-R ACC) ACC2 and the discharge port of SL3 via the first switching circuit from the top of SV3.

  FIG. 23 is a diagram illustrating a state in which both S1 and S3 are OFF (×) in the R range, and FIG. 24 is a state in which S1 is ON (◯) and S3 is OFF (×) in the R range. It is a figure showing the state in the case of a state. As shown in FIG. 23, when S1 and S3 are both in the OFF (x) state, the R pressure is supplied to the accumulator (N-R ACC) ACC2 together with the discharge port of SL3, so SL3 is OFF. Even if it breaks down, the vehicle can travel backwards and can reduce shift shocks.

  On the other hand, referring to FIG. 24, when S1 is in the ON (O) state and S3 is in the OFF (X) state, SL3, which should be the normal high type, is output high when it is open, and output when it is closed. It changes corresponding to the ON / OFF solenoid of NL that becomes low. Thus, this pattern allows reverse travel when SL3 is in an OFF failure (open) and implements a Rev inhibitor when SL3 is in an ON failure (closed).

[Linear solenoid OFF failure countermeasures]
As shown in FIG. 25, the linear solenoid (SLT) is set with a throttle region that operates as a throttle pressure for adjusting a normal regulator valve, and a fail region that is detected when a failure occurs beyond the throttle region. The switching valve 211 into which the SLT is introduced into the oil chamber at the end thereof maintains an OFF (×) position when the SLT is in a normal throttle region, and turns ON (◯) when the SLT becomes a fail region. It is energized.

  For example, in the throttle region where the SLT is normal, the discharge port of SL2 and the drain (EX) are discharged from the output oil passage of the first switching circuit from the top of SV3 and the discharge of SL3 via each switching circuit of the switching valve 211. Communication with the port. On the other hand, when the SLT reaches the fail region, the third output oil path from the top of SV3 is output via the second switching circuit from the top of the switching valve 211 (D pressure is output when S3 is in the OFF (x) state). And the SL2 discharge port, and the first output oil passage from the top of SV2 through the first switching circuit from the top of the switching valve 211 (when both S2 and S3 are in the OFF (x) state D Pressure output) and the SL3 discharge port. When the above [Reliability improvement in the R range] is not required, only the first switching circuit from the bottom of the switching valve 211 is left, the SL2 discharge port and Ex (drain) are connected, and SL2 It is only necessary to be able to switch between the state in which the discharge port and the D pressure output oil passage are connected.

Subsequently, the operation when each shift pattern in the present embodiment is selected will be described individually with the portions already described in the first embodiment omitted.
[R range]
In the R range, when the output pressure of the SLT exceeds the range of the throttle region, the R pressure is not introduced into the C3 clutch regardless of the state of the SL3 (ON / OFF), and as shown in FIG. The clutch can be controlled by the state of SL3 (ON / OFF). When the SLT output pressure is in the throttle range when the D range 1st fixed mode and the D range 3rd fixed mode are switched to the R range, the S1 is changed from the OFF (x) state to the ON (O) state. (In the state shown in FIG. 24), the Rev inhibitor is used. However, if a failure is detected, as shown in FIG. 26, the C3 clutch pressure is released at SL3 even if S1 is OFF. Can do. This means that if a misshift to the R range is performed while driving in the D range at a high speed of 3rd (during a primary failure failure), a fail safe mechanism can be added to release the C3 clutch pressure and set the N state. It means that there is.

  Even when S1 is in the ON (◯) state, if the output pressure of the SLT exceeds the range of the throttle region, the N state can be completely set as shown in FIG. Even when the D range 4th fixed mode or the D range 5th fixed mode is switched to the R range, if the switching valve 211 operates to the ON (O) side, the R pressure is cut off and the N state can be made early. is there. As described above, according to the present embodiment in which the countermeasure against the OFF failure of the linear solenoid is taken, there is a feature in that the reverse running can be changed to the N state as soon as the failure is detected, contrary to the D range.

Subsequently, for the D range, when S3 is in the ON (◯) state, it is substantially the same as in the first embodiment, so for 1st, 3rd, 4th, and 5th where S3 is in the OFF (×) state. explain.
[D range 1st fixed mode]
FIG. 28 is a diagram illustrating a state where the D range 1st fixed mode is selected. The description of the same oil passage as in FIG. 10 of the first embodiment will be omitted, and in the D range 1st fixed mode of this embodiment, since S3 is in the OFF (x) state, the third from the top of SV3. The D pressure passing through the switching circuit is supplied to the discharge port of SL2 via the first switching circuit from the bottom of the switching valve 211 in the fail mode. For this reason, even when SL2 is in an OFF failure, the D pressure can be supplied to the B2 brake, and the stall can be started.

[D range 3rd fixed mode]
FIG. 29 is a diagram illustrating a state where the D range 3rd fixed mode is selected. If the same oil passage as that in FIG. 12 of the first embodiment is omitted and further described, even in the D range 3rd fixed mode of the present embodiment, since S3 is in the OFF (x) state, it is the third from the top of SV3. The D pressure passing through the switching circuit is supplied to the discharge port of SL2 via the first switching circuit from the bottom of the switching valve 211 in the fail mode. As a result, the output hydraulic pressure of SL2 becomes D pressure, but since S2 is in the OFF (x) state, it is blocked by the first switching circuit from the bottom of SV2 and does not reach the B2L brake.

  On the other hand, the D pressure that has passed through the third switching circuit from the top of SV3 reaches the second switching circuit from the top of the switching valve 211 through the first switching circuit from the top of SV2, and enters the fail mode. Is supplied to the accumulator and the discharge port of SL3, and the output pressure of SL3 becomes D pressure. As described above, the C1 clutch (D pressure) and the C3 clutch (D pressure) are engaged to form 3rd, and travel is possible regardless of the OFF failure of SL1 and SL3.

[D range 4th fixed mode]
FIG. 30 is a diagram illustrating a state where the D range 4th fixed mode is selected. The same oil passage as that in FIG. 13 of the first embodiment will be omitted and will be described. Even in the D range 4th fixed mode of this embodiment, S3 is in the OFF (x) state, so the third from the top of SV3. The D pressure passing through the switching circuit is supplied to the discharge port of SL2 via the first switching circuit from the bottom of the switching valve 211 in the fail mode, and the output pressure of SL2 becomes the D pressure. Even when SL2 is in an OFF failure as described above, the C2 clutch is engaged and 4th traveling is possible.

  In addition, according to the structure of a present Example, when SL1 carries out an OFF failure, it will be in N state (only C2 clutch is engaged). Of course, even when SL1 is in an OFF failure, it is possible to adopt a configuration that enables traveling by providing an additional switching circuit in each shift valve and supplying hydraulic pressure to the discharge port of SL1.

[D range 5th fixed mode]
FIG. 31 is a diagram illustrating a state where the D range 5th fixed mode is selected. 14 and omitting the same oil passage as in FIG. 14 of the first embodiment, even in the D range 5th fixed mode of the present embodiment, since S3 is in the OFF (x) state, it is the third from the top of SV3. The D pressure passing through the switching circuit is supplied to the discharge port of SL2 via the first switching circuit from the bottom of the switching valve 211 in the fail mode, and the output pressure of SL2 becomes the D pressure.

  The D pressure that has passed through the third switching circuit from the top of SV3 is supplied to the accumulator and the discharge port of SL3 through the first switching circuit from the top of SV2 and the second switching circuit from the top of switching valve 211. Then, the output pressure of SL3 also becomes D pressure. In the above, even when SL2 and SL3 each have an OFF failure, D pressure is supplied to each of the C2 clutch and C3 clutch, and 5th traveling is possible.

  As described above, the second embodiment is configured by adding functions to the first embodiment. In the second embodiment, the oil path length of each solenoid valve and the friction engagement element is shortened, and each solenoid valve is arranged near the oil port of the friction engagement element of the AT main body to improve the function. However, it is also possible to loosen the restriction on the arrangement between each solenoid valve and the friction engagement element.

[Example 3]
Subsequently, a third embodiment of the present invention in which the restriction of the oil path length of each electromagnetic valve and the friction engagement element is relaxed with respect to the first and second embodiments will be described. FIG. 32 is a block diagram showing a hydraulic circuit of a hydraulic control device for an automatic transmission according to the present embodiment. FIG. 33 shows a shift valve pattern, friction engagement elements (clutch, brake) and the like in this embodiment. It is the table | surface showing the correspondence of the linear solenoid. In FIG. 32, the drain (Ex) is omitted for simplification of the drawing, but when it is blocked by the SV, the SV is the same as in the first and second embodiments described above. Ex (exhaust) is preferably arranged in the tank, and the required oil passage can be discharged.

  Referring to FIGS. 32 and 33, the present embodiment is different from the first and second embodiments in that a linear solenoid is disposed upstream of the shift valve. The distance between the frictional engagement elements is long. Also, in this embodiment, the linear solenoid is not exclusively used for each friction engagement element, but two normal high type (NH) linear solenoids are prepared (SL1 and SL2), and the linear solenoid is completely disconnected. In this case, the difference between the first and second embodiments is that the oil passage is configured such that the nearest linear shift stage is constituted by the NH linear solenoid, but the on / off state of the shift valve is specified. Is common to the 1-2 shift mode and the 2-6 shift mode, and the other is allocated to the fixed shift mode.

Subsequently, an operation when each shift pattern in the present embodiment is selected will be individually described.
[D range 1-2 shift mode]
In the D range 1-2 shift mode, as shown in FIG. 34, since the output oil path of SL1 is in the ON (O) state, the C1 clutch is passed through the third switching circuit from the bottom of SV2. Communicated. Since the output oil path of SL2 is in the OFF (x) state, SL1 is communicated with the B2 brake via the first switching circuit from the top of SV1 and the third switching circuit from the top of SV2. Further, the output oil path of SL4 is communicated with the B1 brake via the first and second switching circuits from the bottom of SV3 because S3 is in the ON (O) state.

  The output oil path of SL3 communicates with the second switching circuit from the top of SV2, but since S1 is in the OFF (x) state, it is shut off by the first switching circuit from the bottom of SV1 and reaches the C3 clutch. Never do. The C1 clutch (SL1), B1 brake (SL4), and B2 brake (SL2) can be controlled as described above, and the 1st using the C1 clutch (SL1) and the B2 brake (SL2), the C1 clutch (SL1), and the B1 brake A shift pattern for automatic shift in a low speed range that can perform automatic shift for 2nd using (SL4) has been achieved. Since SL1 and SL2 are NH, 1st is automatically configured when the linear solenoid is completely disconnected.

[D range 2-6 shift mode]
In the D range 2-6 shift mode, as shown in FIG. 35, since S1, S2, and S3 are all in the ON (O) state, the output oil path of SL1 has a third switching circuit from the bottom of SV2. The C1 clutch is communicated via. The output oil path of SL2 is communicated with the C2 clutch via the second switching circuit from the top of SV1. The output oil path of SL3 is communicated with the C3 clutch via the second switching circuit from the top of SV2, the first switching circuit from the bottom of SV1, and the first switching circuit from the top of SV3. The output oil path of SL4 is communicated with the B1 brake via the first and second switching circuits from the bottom of SV3.

  As described above, the C1 clutch (SL1), the C2 clutch (SL2), the C3 clutch (SL3), and the B1 brake (SL4) can be controlled, and a shift pattern for automatic shifting in the middle and high speed range that enables skip shift between the following shift stages. Has been achieved. Since SL1 and SL2 are NH, 4th is automatically configured when the linear solenoid is completely disconnected.

[D range 1st fixed mode]
In the D range 1st fixed mode, as shown in FIG. 36, since S1 is in the OFF (×) state, S2 is in the ON (◯) state, and S3 is in the OFF (×) state, the output oil path of SL1 is SV2. The C1 clutch communicates with the third switching circuit from the bottom. The output oil path of SL2 is communicated with the B2 brake via the first switching circuit from the top of SV1, the third switching circuit from the top of SV2, and the shuttle valve.

  The output oil path of SL3 communicates with the second switching circuit from the top of SV2, but since S1 is in the OFF (x) state, it is shut off by the first switching circuit from the bottom of SV1 and reaches the C3 clutch. Never do. Similarly, the output oil passage of SL4 is blocked by the first and second switching circuits from the bottom of SV3 and does not reach the B1 brake.

  As described above, the C1 clutch (SL1) and the B2 brake (SL2) are engaged to form 1st. Since SL1 and SL2 are NH, 1st is maintained even when the linear solenoid is completely disconnected. In addition, the reason why we consider the total disconnection including the ON / OFF solenoid and the total disconnection of the linear solenoid is because the frequency of the linear solenoid is very often used for gear shifting. This is because a failure needs to be handled as a disconnection. However, when the ignition is off, all the disconnections including the ON / OFF solenoid are disconnected.

[D range 2nd fixed mode]
In the D range 2nd fixed mode, as shown in FIG. 37, since both S1 and S2 are in the OFF (x) state, the output oil path of SL2 is the first switching circuit from the top of SV1, 4 from the top of SV2. The C1 clutch communicates with the second switching circuit. The output oil passage of SL4 is communicated with the B1 brake via the first and second switching circuits from the bottom of SV3.

  Note that the output oil path of SL1 communicates with the second switching circuit from the bottom of SV2, but since S3 is in the ON (O) state, it is blocked by the second switching circuit from the bottom of SV3 and reaches the C3 clutch. Never do. Similarly, the output oil path of SL3 is blocked by the second switching circuit from the top of SV2 and does not reach the C3 clutch. As described above, the C1 clutch (SL2) and the B1 brake (SL4) are engaged to form 2nd. Since SL2 is NH and SL4 is NL, N (C1) is obtained when the linear solenoid is completely disconnected.

[D range 3rd fixed mode]
In the D range 3rd fixed mode, as shown in FIG. 38, since S1, S2, and S3 are all OFF (×), the output oil path of SL1 is the second switching circuit from the bottom of SV2, It is communicated with the C3 clutch via the second switching circuit from the top of SV3. Further, the output oil path of SL2 is communicated with the C1 clutch via the first switching circuit from the top of SV1 and the fourth switching circuit from the top of SV2.

  The output oil path of SL3 is blocked by the second switching circuit from the top of SV2 and does not reach the C3 clutch. Similarly, the output oil passage of SL4 is blocked by the first and second switching circuits from the bottom of SV3 and does not reach the B1 brake. As described above, the C3 clutch (SL1) and the C1 clutch (SL2) are engaged to form 3rd. Since SL1 and SL2 are NH, 3rd is maintained even when the linear solenoid is completely disconnected.

[D range 4th fixed mode]
In the D range 4th fixed mode, as shown in FIG. 39, since S1 and S2 are both in the ON (◯) state and S3 is in the OFF (×) state, the output oil path of SL1 is the third from the bottom of SV2. The C1 clutch is communicated via a switching circuit. The output oil passage of SL2 is communicated with the C2 clutch via the second switching circuit from the top of SV1. Also, a latch circuit is provided from the output oil path of SL2 to the oil chamber at the end of SV1, and the SL2 output oil pressure is guided to the oil chamber at the end of SV1, so that SV1 is maintained in the ON (◯) state. Has been.

  The output oil path of SL3 is connected to the second switching circuit from the top of SV2 and the first switching circuit from the bottom of SV1, but is shut off by the first switching circuit from the top of SV3 and is connected to the C3 clutch. Never reach. Similarly, the output oil passage of SL4 is blocked by the first and second switching circuits from the bottom of SV3 and does not reach the B1 brake. As described above, the C1 clutch (SL1) and the C2 clutch (SL2) are engaged to form 4th. Since SL1 and SL2 are NH, 4th is maintained even when the linear solenoid is completely disconnected.

[D range 5th fixed mode]
In the D range 5th fixed mode, as shown in FIG. 40, since S1 is in the ON (O) state and S2 and S3 are in the OFF (X) state, the output oil path of SL1 is the second switch from the bottom of SV2. The circuit is connected to the C3 clutch via the second switching circuit from the top of the SV3. The output oil path of SL2 is connected to the C2 clutch while latching SV1 to the ON (O) side via the second switching circuit from the top of SV1.

  The output oil path of SL3 is blocked by the second switching circuit from the top of SV2 and does not reach the C3 clutch. Similarly, the output oil passage of SL4 is blocked by the first and second switching circuits from the bottom of SV3 and does not reach the B1 brake. As described above, the C3 clutch (SL1) and the C2 clutch (SL2) are engaged to form 5th. Since SL1 and SL2 are NH, 5th is maintained even when the linear solenoid is completely disconnected.

[D range 6th fixed mode]
In the D range 6th fixed mode, as shown in FIG. 41, since S1 and S3 are both in the ON (O) state and S2 is in the OFF (X) state, the output oil path of SL2 is the second from the top of SV1. Via the switching circuit, SV1 is latched to the ON (○) side and communicated with the C2 clutch. The output oil passage of SL4 is communicated with the B1 brake via the first and second switching circuits from the bottom of SV3.

  The output oil path of SL1 is communicated with the second switching circuit from the bottom of SV2, but is blocked by the second switching circuit from the top of SV3 and does not reach the C3 clutch. Similarly, the output oil path of SL3 is blocked by the second switching circuit from the top of SV2 and does not reach the C3 clutch. As described above, the C2 clutch (SL2) and the B1 brake (SL4) are engaged to form 6th. Since SL2 is NH and SL4 is NL, N (C2) is obtained when the linear solenoid is completely disconnected.

  In the operation of the above D range, when the 2nd and 6th fixed modes are selected, the linear solenoid is in the N state when it is completely disconnected. In the case of 2nd, the 1-2 shift mode, the 2-6 shift mode, the 3rd fixed mode It becomes possible to travel at the gear position when all these linear solenoids are disconnected. Similarly, in the case of 6th, the mode shifts to the 2-6 shift mode, the 5th fixed mode, and the 3rd fixed mode, and it becomes possible to travel at the shift stage when these linear solenoids are completely disconnected.

[R range]
In the R range, as shown in FIG. 42, S3 is in an OFF (x) state, and S1 and S2 are indefinite states. The R pressure is guided to the end oil chamber of SV2 to forcibly turn off SV2 and is supplied to the B2 brake via SL1 and the shuttle valve, but to SL2, SL3 and SL4 Is not supplied. Since the output oil path of SL1 is in the OFF (x) state, SV2 is communicated with the C3 clutch via the second switching circuit from the bottom of SV2 and the second switching circuit from the top of SV3.

  As described above, the B2 brake (R pressure) and the C3 clutch (SL1) are engaged and the reverse gear is configured. Since SL1 is NH, R is maintained when the linear solenoid is completely disconnected.

  FIG. 43 is a diagram showing a state when SV1 is stuck to the ON (O) side in the R range. According to the configuration of this embodiment, the first switching circuit from the bottom of SV2, SV3, is shown. The R pressure can reach C3 via the second switching circuit from the top, and the R running can be maintained. 42, when the R range is selected from the high-speed running state in the state where SL1 has an ON failure (disconnection failure) from the state of FIG. 42, by performing reverse inhibitor control to turn S3 on (O) state, R pressure can be prevented from reaching the C3 clutch.

  In the third embodiment described above, a mechanism for detecting the interlock is necessary in the case where the NL type linear solenoid is in an ON failure in the automatic transmission mode. However, as in the second embodiment, linear is required. It can be said that it is preferable to provide a solenoid ON failure early detection function. In addition, it can be said that it is preferable to take countermeasures against OFF failure of the linear solenoid.

[Example 4]
FIG. 44 is a block diagram showing a hydraulic circuit of a hydraulic control device for an automatic transmission that has improved the functions of the third embodiment from the above viewpoint. 44, an apply valve (APP.V) provided on the upstream side of the supply ports of SL3 and SL4 and a switching valve 211 driven by an electromagnetic valve are added. When the output pressure of SL2 exceeds a predetermined value, the apply valve (APP.V) cuts off the supply pressure (D pressure) of SL3 and SL4 and communicates with Ex.

  In the above-mentioned D range 1-2 shift mode, when SL2 ON failure occurs due to disconnection or the like, the C1 clutch (SL1) is in the process of configuring the 2nd engaged with the C1 clutch (SL1) and the B1 brake (SL4). , B1 brake (SL4) and B2 brake (SL2) may be engaged to generate an interlock. However, according to the configuration of the present embodiment, when the output pressure of SL2 finally becomes a predetermined value or more, the apply valve is switched and the B1 brake (SL4) is forcibly released. It becomes. In addition, when the apply valve sticks, the shift pattern can be changed to shift to the fixed mode by detecting the state with an appropriately disposed hydraulic pressure SW or the like, so there is no need to switch to the N mode.

  Further, in the configuration of the present embodiment, it is possible to forcibly maintain the output pressure by supplying hydraulic pressure to the discharge ports of SL1 and SL2 by the operation of the switching valve 211. For switching ON / OFF of the switching valve 211, another electromagnetic valve such as an SLT for controlling the throttle pressure that is not related to the shift can be preferably used. As in the second embodiment, the switching valve 211 is an electromagnetic valve. It operates when the output pressure reaches a predetermined fail region, and supplies hydraulic pressure to the discharge ports of SL1 and SL2.

  Since SL2 uses only the D range, it supplies D pressure. SL1 supplies D pressure when moving forward, and supplies R pressure via the switching circuit of SV2 to limit to the C3 clutch when moving backward. And With the above configuration, even when SL1 and SL2 are in an OFF failure in each fixed mode, it is possible to maintain the gear position by operating the switching valve 211. The fourth embodiment can be configured by adding only two valves to the configuration of the third embodiment, and is more costly than adding the hydraulic pressure SW to a required location (SL3, SL4, SV3). This is advantageous.

[Example 5]
Next, a description will be given of a fifth embodiment in which a shift stage is always configured when the linear solenoid is completely disconnected in each fixed mode while adopting the same configuration as in the third and fourth embodiments. FIG. 45 is a block diagram showing a hydraulic circuit of a hydraulic control device for an automatic transmission according to the present embodiment. FIG. 46 shows a shift valve pattern, friction engagement elements (clutch, brake) and the like in this embodiment. It is the table | surface showing the correspondence of the linear solenoid. In FIG. 45, the drain (Ex) is not shown for simplification of the drawing. However, when it is blocked by the SV, the SV is the same as in the first and second embodiments. Ex (exhaust) is preferably arranged in the tank, and the required oil passage can be discharged.

  Referring to FIGS. 45 and 46, a switching circuit is added to SV2 and SV3 with respect to the third and fourth embodiments. More specifically, the output oil path of SL4 is not connected to the B1 brake immediately after SV3, but is connected to the B1 brake after communicating with SV2, and the output oil path of SL1 is connected to the B1 brake via SV3 and SV2. It is also possible to connect to. As a result, SL1 is assigned to control the B1 brake in the 2nd fixed mode and the 6th fixed mode, and as shown in FIG. 46, in all the fixed speed modes, the original shift speed is changed to each when the linear solenoid is completely disconnected. It has a configuration that can be maintained. Further, in the 2-6 shift mode, it is configured to be 3rd when the linear solenoid is completely disconnected.

  Subsequently, the description of the traveling mode already described in the third embodiment is omitted, and the 2nd, 6th fixed mode will be described.

[D range 2nd fixed mode]
In the D range 2nd fixed mode, as shown in FIG. 47, since both S1 and S2 are in the OFF (x) state, the output oil path of SL1 is the fourth switching circuit from the bottom of SV2, 4 from the top of SV3. The B1 brake communicates via the second switching circuit, the second switching circuit from the bottom of SV2. Further, the output oil path of SL2 is communicated with the C1 clutch via the first switching circuit from the top of SV1 and the fourth switching circuit from the top of SV2.

  The output oil path of SL3 is blocked by the second switching circuit from the top of SV2 and does not reach the C3 clutch. Similarly, the output oil path of SL4 communicates with the second switching circuit from the bottom of SV3, but is blocked by the first switching circuit from the bottom of SV2 and does not reach the B1 brake. As described above, the C1 clutch (SL2) and the B1 brake (SL1) are engaged to form 2nd. Since SL1 and SL2 are NH, 2nd is maintained when the linear solenoid is completely disconnected.

[D range 6th fixed mode]
In the D range 6th fixed mode, as shown in FIG. 48, since S1 and S3 are both in the ON (O) state and S2 is in the OFF (X) state, the output oil path of SL1 is the fourth from the bottom of SV2. The B1 brake is communicated via a switching circuit, a fourth switching circuit from the top of SV3, and a second switching circuit from the bottom of SV2. The output oil path of SL2 is connected to the C2 clutch while latching SV1 to the ON (O) side via the second switching circuit from the top of SV1.

  The output oil path of SL3 is blocked by the second switching circuit from the top of SV2 and does not reach the C3 clutch. Similarly, the output oil path of SL4 communicates with the second switching circuit from the bottom of SV3, but is blocked by the first switching circuit from the bottom of SV2 and does not reach the B1 brake. As described above, the C2 clutch (SL2) and the B1 brake (SL1) are engaged to form 6th. Since SL1 and SL2 are NH, 6th is maintained when the linear solenoid is completely disconnected.

[Example 6]
It should be noted that the fifth embodiment can improve the same function as the fourth embodiment. FIG. 49 is a block diagram showing a hydraulic circuit of a hydraulic control device for an automatic transmission according to the sixth embodiment of the present invention. 49, as in the fourth embodiment, the sixth embodiment also has an apply valve (APP.V) provided upstream of the supply ports of SL3 and SL4, and a switching valve driven by a solenoid valve. 211 is added. Since the operation is the same as that of the fourth embodiment described above, description thereof is omitted.

  Although the third to sixth embodiments of the present invention have been described above, it is possible to improve the reliability by adding the hydraulic pressure SW. FIG. 50 is an example in which hydraulic switches SW3 and SW4 are disposed on the downstream side of SL3 and SL4 in the third embodiment of the present invention, respectively. FIG. 51 shows an example in which a hydraulic switch SW-APP is disposed on the downstream side of the apply valve according to the fourth embodiment of the present invention. FIG. 52 is an example in which hydraulic switches SW3 and SW4 are disposed on the downstream side of SL3 and SL4 in the fifth embodiment of the present invention, respectively. FIG. 53 shows an example in which a hydraulic switch SW-APP is disposed on the downstream side of the apply valve according to the fifth embodiment of the present invention.

  Although the embodiment of the present invention has been described above, the technical scope of the present invention is not limited to the above-described embodiment, and various modifications such as addition of an oil passage and addition of control can be added. It is. For example, in each of the above-described embodiments, only when S3 is in the ON (O) state, a lock-up linear solenoid (not shown) is connected, and after detection of switching to the 1-2 automatic transmission mode or the like due to vehicle speed or the like. If the configuration is such that the lock-up is performed, even if the linear solenoid breaks down at the 1st, it is possible to avoid the immediate stall.

In the above-described embodiment, an example in which the present invention is applied to an automatic transmission having five forward speeds with five friction engagement elements has been described. However, the present invention can also be applied to other automatic transmissions. For example, in the above-described embodiment, 2 ³ = 8 patterns using three shift valves are assigned to two automatic transmission modes and all fixed speed modes, respectively, but the automatic transmission mode is set to one. In some cases, the remaining one can be used as a spare pattern or can be assigned to seven fixed stages.

  Further, in order to realize the skip shift at the seventh speed or higher, the number of linear solenoids that drive each friction engagement element increases. In this case, the present invention can be similarly applied, By increasing the number of shift valves, the shift pattern can be increased and the reliability against failure can be improved.

It is a block diagram showing the hydraulic circuit of the hydraulic control apparatus of the automatic transmission which concerns on one Embodiment of this invention. It is the table | surface showing the correspondence of the pattern of the shift valve of the hydraulic control apparatus of the automatic transmission which concerns on one Embodiment of this invention, a friction engagement element, and a linear solenoid. FIG. 3 is a table obtained by rewriting the table of FIG. 2 by assigning the solenoid valve type (NH / NL). It is a figure for demonstrating the solenoid valve which can be used in the Example of this invention. It is a block diagram showing the hydraulic circuit of the 1st Example of this invention. It is the table | surface showing the correspondence of the pattern of the shift valve of 1st Example of this invention, a friction engagement element, and a linear solenoid. In the first embodiment of the present invention, a brake control valve (pressure reducing valve) is provided in the hydraulic circuit. It is a figure showing the state of 1-2 shift mode in 1st Example of this invention. It is a figure showing the state of 2-6 shift mode in 1st Example of this invention. It is a figure showing the state of the 1st fixed mode in 1st Example of this invention. It is a figure showing the state of 2nd fixed mode in 1st Example of this invention. It is a figure showing the state of 3rd fixed mode in the 1st Example of this invention. It is a figure showing the state of the 4th fixed mode in 1st Example of this invention. It is a figure showing the state of 5th fixed mode in 1st Example of this invention. It is a figure showing the state of 6th fixed mode in 1st Example of this invention. It is a figure showing the state at the time of the R range selection in 1st Example of this invention. It is a figure showing the state when both S1 and S2 will be in an OFF (x) state at the time of R range selection in the 1st example of the present invention. It is a figure showing the state in case S1 and S2 are ON, OFF ((circle)) state thru | or ON, ON ((circle)) state at the time of R range selection in 1st Example of this invention. It is a block diagram showing the hydraulic circuit of the 2nd Example of this invention. It is the table | surface showing the correspondence of the pattern of the shift valve of 2nd Example of this invention, a friction engagement element, and a linear solenoid. It is a figure for demonstrating the relationship between the output oil_pressure | hydraulic of SL2, and an instruction | indication electric current. To describe the behavior of the friction engagement element and the linear solenoid when SL2 is in the ON (◯) state and S3 is shifted from the ON (◯) state to the OFF (×) state in the second embodiment of the present invention. It is a table. It is a figure showing the state in case S1 and S3 are both OFF (x) states at the time of R range selection in the 2nd example of the present invention. It is a figure showing the state in case S1 is an ON ((circle)) state and S3 is an OFF (x) state at the time of R range selection in 2nd Example of this invention. It is a figure for demonstrating the relationship between the output hydraulic pressure of SLT, and an instruction | indication electric current. It is a figure showing the state which the switching valve act | operated at the time of R range selection in the 2nd Example of this invention. It is the figure showing another state where the change-over valve actuated at the time of R range selection in the 2nd example of the present invention. It is a figure showing the state of the 1st fixed mode in the 2nd Example of this invention. It is a figure showing the state of 3rd fixed mode in the 2nd Example of this invention. It is a figure showing the state of 4th fixed mode in the 2nd Example of this invention. It is a figure showing the state of 5th fixed mode in the 2nd Example of this invention. It is a block diagram showing the hydraulic circuit of the 3rd Example of this invention. It is the table | surface showing the correspondence of the pattern of the shift valve of 3rd Example of this invention, a friction engagement element, and a linear solenoid. It is a figure showing the state of 1-2 shift mode in the 3rd Example of this invention. It is a figure showing the state of 2-6 shift mode in the 3rd Example of this invention. It is a figure showing the state of the 1st fixed mode in the 3rd Example of this invention. It is a figure showing the state of 2nd fixed mode in the 3rd Example of this invention. It is a figure showing the state of 3rd fixed mode in the 3rd Example of this invention. It is a figure showing the state of 4th fixed mode in the 3rd Example of this invention. It is a figure showing the state of the 5th fixed mode in the 3rd Example of this invention. It is a figure showing the state of 6th fixed mode in the 3rd Example of this invention. It is a figure showing the state at the time of R range selection in the 3rd Example of this invention. It is a figure showing the state where ON stick (adhesion) of S2 occurred at the time of R range selection in the 3rd example of the present invention. It is a block diagram showing the hydraulic circuit of the 4th Example of this invention. It is a block diagram showing the hydraulic circuit of the 5th Example of this invention. It is the table | surface showing the correspondence of the pattern of the shift valve of 5th Example of this invention, a friction engagement element, and a linear solenoid. It is a figure showing the state of 2nd fixed mode in the 5th Example of this invention. It is a figure showing the state of 6th fixed mode in the 5th Example of this invention. It is a block diagram showing the hydraulic circuit of the 6th Example of this invention. It is a figure showing the example which added the hydraulic switch to the hydraulic circuit of the 3rd Example of this invention. It is a figure showing the example which added the hydraulic switch to the hydraulic circuit of the 4th Example of this invention. It is a figure showing the example which added the hydraulic switch to the hydraulic circuit of the 5th Example of this invention. It is a figure showing the example which added the hydraulic switch to the hydraulic circuit of the 6th Example of this invention. FIG. 10 is a block diagram of a portion related to shift control in the hydraulic circuit diagram of Patent Document 4. It is the figure which put together the operation | movement of each shift valve in the solenoid pattern of patent document 4, the linear solenoid of a control object, the gear stage currently hold | maintained at the time of a disconnection, etc.

Explanation of symbols

ACC, ACC1, ACC2 Accumulator EX Discharge port IN Supply port OUT Output port S1, S2, S3 ON / OFF solenoid SL1, SL2, SL3, SL4, SLT Linear solenoid SV1, SV2, SV3 Shift valves SW, SW3, SW4, SW- APP Hydraulic switch 101, 111, 112, 121, 122, 201, 212, 213 Oil passage 131 Brake control valve (pressure reducing valve)
211 Switching valve

Claims (6)

A plurality of friction engagement elements capable of constituting at least n forward speeds by a combination of engagement and disengagement, and engagement / disengagement of each friction engagement element by hydraulic control via a solenoid valve. A hydraulic control device for an automatic transmission having a control unit for controlling,
An electromagnetic valve that includes at least two normal high type solenoid valves, and is arranged for each predetermined friction engagement element to realize an automatic transmission mode that freely switches the forward n speeds;
A plurality of shift valves constituting an oil path from the predetermined electromagnetic valve to the predetermined friction engagement element in accordance with a shift pattern corresponding to each of the forward n speeds by a combination of on and off. ,
A specific combination of on / off states of the shift valve is assigned to an automatic transmission shift pattern that individually operates the solenoid valves corresponding to the automatic transmission mode, and one of the other combinations of on / off states of the shift valve is selected. A combination of a first forward shift stage using the two normal high type solenoid valves and a second forward shift stage using a solenoid valve other than the normal high type for other combinations of the other combinations. A fixed shift pattern of at least two or more forward shift stages and a shift stage, respectively, and the vehicle is allowed to travel by selecting the fixed shift pattern by the operation of the shift valve;
A hydraulic control device for an automatic transmission. A fixed shift pattern for supplying hydraulic pressure to the friction engagement element corresponding to the first forward shift stage when all of the shift valves are in an OFF state;
The hydraulic control device for an automatic transmission according to claim 1. A 1-2 automatic transmission mode in which hydraulic pressure is supplied to a friction engagement element used when a reverse gear is configured in an automatic transmission shift pattern by a combination of on / off of the shift valve, and a 2-n automatic transmission mode. Can be switched,
In the 2-n automatic transmission mode, an oil passage is configured to block the oil passage to the reverse friction engagement element;
The hydraulic control device for an automatic transmission according to claim 1 or 2. Among the shift valves, a shift pattern on the high speed side and a shift pattern on the low speed stage side are determined by turning on and off a predetermined shift valve,
A latch circuit that holds the state of the predetermined shift valve by the hydraulic pressure from the friction engagement element at the time of the high-speed stage configuration, making it possible to avoid sudden deceleration due to a failure of the shift valve of the normal low type solenoid valve,
The hydraulic control device for an automatic transmission according to any one of claims 1 to 3. The shift valve is provided with a switching oil path capable of switching the drain port of the normal high type solenoid valve and a predetermined hydraulic supply oil path from a communication state to a non-communication state,
When the fixed shift pattern is selected by the combination of on / off of the shift valve, hydraulic pressure is introduced from the drain port side in addition to the supply port of the normal high type solenoid valve, and the normal high type solenoid valve The friction engagement element can be fastened regardless of the failure mode,
The hydraulic control device for an automatic transmission according to any one of claims 1 to 4. An accumulator and an orifice are disposed upstream of the switching oil passage;
The hydraulic control device for an automatic transmission according to claim 5.

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