JP4852936B2 - Hydraulic control device for automatic transmission - Google Patents

Description

  The present invention relates to a hydraulic control device for an automatic transmission, and more particularly to a hydraulic control device for an automatic transmission that suppresses pressure loss due to oil discharge while improving responsiveness due to air discharge.

  A friction engagement element of an automatic transmission is generally composed of a brake composed of a stationary hydraulic piston for transmitting oil pressure to a multi-plate friction material, and a rotary hydraulic piston (a drum rotates). Since the structure has a clutch, it is known that if air remains in the hydraulic chamber of the piston, responsiveness and controllability deteriorate. In particular, the so-called clutch-to-clutch control that controls the hydraulic pressure from a recent hydraulic power source directly with a solenoid valve (solenoid valve) to control the hydraulic pressure supplied to the friction engagement element to achieve a smooth and highly responsive shift feeling. Although it can be controlled with high accuracy, it is easily affected by individual component variations, and the remaining of air beyond the component variations causes the hydraulic response to deteriorate, exceeding the guaranteed range of the control logic, resulting in problems such as shocks. There is a risk.

  Therefore, in the automatic transmission described in Patent Document 1, the LR brake (53) has a bleed orifice, the UD clutch (46) has a bleed orifice, and between the OD clutch (52) and the R clutch (60). Has a bleed orifice (see Fig. 2 of Patent Document 1). Since the OD clutch (46) and the R clutch (60) are not engaged at the same time, they are fastened and pulled by one piston.

  Further, in the automatic transmission described in Non-Patent Document 1, a bleed orifice (about Φ0.3) is disposed on an LR brake piston that is fastened to the first gear and the reverse gear.

  Further, in the automatic transmission described in Patent Document 2, a bleed orifice that was not found in the automatic transmission described in Non-Patent Document 1 is arranged in the clutch piston (126) (see FIG. 3 of Patent Document 2). .

  In addition, in the automatic transmission described in Patent Document 3, although there is no centrifugal canceller, a bleed orifice (choke; 86) is provided, and during the movement of the piston (44), air is discharged and after the piston is stopped, That is, at the time of fastening, the effect of cooling the oil discharged from the bleed orifice to the friction material (42) of the multi-plate clutch is improved (see FIG. 1 of Patent Document 3).

  The automatic transmission described in Patent Document 4 is an example of a brake, but the brake piston (82) has a bleed orifice, and, as in Patent Document 3, grooves and holes are provided in the friction material and the plate. The cooling effect on the friction material of the multi-plate clutch is improved as in Reference 4 (see FIG. 1 of Patent Document 4).

  In the automatic transmission described in Patent Document 5, the inner sealing material is eliminated from the centrifugal canal chamber (50) and a minute gap (59) is provided (see FIG. 1 of Patent Document 5).

  In the automatic transmission described in Patent Document 6, a bleed orifice (orifice, 25) is provided to discharge the working fluid from the working hydraulic chamber (20) to the centrifugal hydraulic chamber (24) (see FIG. 6). 1).

  In the automatic transmission described in Patent Document 7, the piston (40) is provided with two hydraulic chambers (41, 42) by one piston, and an orifice (restricted oil passage, 43) is provided between the two hydraulic chambers. However, it is not a bleed orifice (see sheet 1 of Patent Document 7). Further, the piston (82) is fastened at the first speed and the reverse speed, and two hydraulic chambers are provided by one piston, and the hydraulic pressure is supplied to one hydraulic chamber at the coast during the forward movement, and both at the time of the reverse movement. Supply hydraulic pressure to the hydraulic chamber.

  In the automatic transmission described in Patent Document 8, air is discharged by a check ball (24) (see FIG. 1 of Patent Document 8).

  In the automatic transmission described in Patent Document 9, although there is no bleed orifice for improving responsiveness in the clutch, a clutch (with a centrifugal canceller) that cancels the centrifugal hydraulic pressure generated in the hydraulic hydraulic chamber by the centrifugal hydraulic pressure in the centrifugal hydraulic chamber. Therefore, generation of inappropriate fastening force due to centrifugal hydraulic pressure is prevented.

US Pat. No. 6,471,613 US Pat. No. 6,305,521 US Pat. No. 5,495,927 US Pat. No. 6,305,517 Patent Registration No. 3033381 Japanese Patent Laid-Open No. 10-131984 US Patent No. 3752009 Japanese Patent Laid-Open No. 2-12288 JP 62-52249 A "New Car Guide", '94 -10, p.2-4, Mitsubishi Motors

  In the automatic transmission described in the above document, for a piston or drum provided with a bleed orifice or equivalent, the bleed orifice inherently discharges not only air but also oil, so the oil pump is loaded. To increase the hydraulic pressure loss.

  In particular, the LR brake of Non-Patent Document 1 is installed for shifting at the time of forward movement, but since it is also used at the time of backward movement, the line pressure at the time of backward movement is generally higher than that at the time of forward movement. If the orifice is not made smaller, the low-pressure line pressure itself will be lowered, and the responsiveness of the air discharge effect will be improved. It cannot be set to the optimum value for air discharge.

  In addition, since the bleed orifice depends on the characteristics of the oil, its performance varies depending on the temperature difference.In particular, the delay in oil pressure at low temperatures, the delay due to oil discharge, and the decrease in line pressure often cause problems. Some engagement elements are missing or not usable.

  Further, in the configuration in which the air can be easily discharged, the inflow of air is larger than the configuration without the bleed orifice. In other words, when engaging the engagement element, air is discharged, air flows in when releasing the engagement element, and the air that flows in at the next engagement must be discharged. May vary in nature. Therefore, when releasing the engagement element, (1) the so-called drain UP method in which low pressure is intentionally applied, and (2) in order to fill the oil passage with oil, leak oil from each valve. In order to make the oil collected in the drain oilway filled with oil and to discharge the oil overflowing from the drain oilway to the outside, hold the discharge D with its own weight with an iron ball, or extend the discharge port to the oil column Since the so-called drain concentration method that suppresses by its own weight is implemented, the hydraulic circuit becomes complicated and large, which causes a cost increase.

  Furthermore, even if the drain oil pressure is low, if the oil pressure exceeds the equivalent oil pressure of the clutch or brake return spring, the piston may operate and the frictional engagement element may be dragged. In the worst case, the drain may be engaged and the vehicle may start to move. Therefore, the load of the return spring must be increased more than necessary in consideration of variations in drain hydraulic pressure, leading to a decrease in durability or an increase in cost.

  The main subject of this invention is suppressing the pressure loss by discharge | emission of oil, improving the responsiveness by discharge | emission of air.

According to a first aspect of the present invention, a plurality of planetary gears and a plurality of engagement elements capable of forming a predetermined shift speed by a combination of engagement and disengagement, the engagement elements are engaged. The two hydraulic chambers, the first hydraulic chamber and the second hydraulic chamber, are disposed with respect to the piston that is disengaged and slidable in the cylinder, and the first hydraulic chamber and the second hydraulic chamber are independent of each other. A hydraulic control device for an automatic transmission having an oil passage in the piston or the cylinder, wherein the piston or the cylinder has a bleed orifice in an oil passage between the first hydraulic chamber and the second hydraulic chamber, The hydraulic circuit includes a hydraulic circuit that supplies hydraulic pressure to the first hydraulic chamber and supplies hydraulic pressure to the first hydraulic chamber and the second hydraulic chamber at the end of shifting, and the hydraulic circuit is supplied with a line pressure from an oil pump. At the valve body position. A first control valve that linearly outputs the control oil pressure, controls the control oil pressure to be maximum in a non-energized state, and to decrease the control oil pressure as the energization amount increases from small to large; When the hydraulic pressure output from one control valve becomes equal to or higher than a predetermined pressure, the line pressure from the D port or R port of the manual valve is output, and the hydraulic pressure output from the first control valve is less than the predetermined pressure. The first switching valve that discharges the hydraulic pressure when the first hydraulic pressure is reached, the first hydraulic chamber and the first control valve in communication in the first shift state, and the second hydraulic chamber and the first And a second switching valve for communicating the first hydraulic chamber and the second hydraulic chamber with the R port of the manual valve in the second shift state, and the second switching valve. And a second control valve for adjusting the introduced hydraulic pressure and supplying it to the first hydraulic chamber, and an electronic control for controlling the first control valve and the second switching valve. And a section .

In a second aspect of the present invention , a plurality of planetary gears and a plurality of engagement elements capable of forming a predetermined shift speed by a combination of engagement and disengagement, and engaging the engagement elements The two hydraulic chambers, the first hydraulic chamber and the second hydraulic chamber, are disposed with respect to the piston that is disengaged and slidable in the cylinder, and the first hydraulic chamber and the second hydraulic chamber are independent of each other. A hydraulic control device for an automatic transmission having an oil passage in the piston or the cylinder, wherein the piston or the cylinder has a bleed orifice in an oil passage between the first hydraulic chamber and the second hydraulic chamber, The hydraulic circuit includes a hydraulic circuit that supplies hydraulic pressure to the first hydraulic chamber and supplies hydraulic pressure to the first hydraulic chamber and the second hydraulic chamber at the end of shifting, and the hydraulic circuit is supplied with a line pressure from an oil pump. At the valve body position. A first control valve that linearly outputs the control oil pressure, controls the control oil pressure to be maximum in a non-energized state, and to decrease the control oil pressure as the energization amount increases from small to large; When the hydraulic pressure output from one control valve becomes equal to or higher than a predetermined pressure, the line pressure from the D port or R port of the manual valve is output, and the hydraulic pressure output from the first control valve is less than the predetermined pressure. The first switching valve that discharges the hydraulic pressure when the first hydraulic pressure is reached, the first hydraulic chamber and the first control valve in communication in the first shift state, and the second hydraulic chamber and the first with communicating the switching valve, the first hydraulic chamber and the second hydraulic chamber and the second switching valve for communicating the R port of the manual valve when in the second shift state, before Symbol first control Bal And characterized in that it comprises a an electronic control unit which controls the second switching valve.

  In the hydraulic control device for an automatic transmission according to the present invention, it is preferable that the engagement element is an engagement element that can be engaged in a forward speed and a reverse speed.

  According to the present invention (Claim 1-3), when the piston moves and when the shift is in transition (while the engagement element is being fastened), air can be discharged from the bleed orifice, ensuring responsiveness, and at the end of the shift (fastening end) ) Can fill oil between the bleed orifices, so that the responsiveness due to air discharge can be improved. In addition, since the pressure loss due to oil discharge can be eliminated in the steady engagement state, the diameter of the bleed orifice can be optimized.

  In Patent Documents 3 and 4, the oil of the bleed orifice is used for cooling, but there is a method of closing the bleed orifice by fastening the friction material and the plate without providing grooves or holes in the friction material and the plate. However, it is necessary to add a check ball or other means to completely close the clutch, the clutch excluding the brake of Non-Patent Document 1, the piston of Patent Documents 2, 5, and 6 and the friction material contact portion However, it does not always secure a bleed orifice.

(Embodiment 1)
A hydraulic control device for an automatic transmission according to Embodiment 1 of the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram showing the overall configuration of a hydraulic control device for an automatic transmission according to Embodiment 1 of the present invention.

  The hydraulic control device for the automatic transmission includes an automatic transmission 1, a hydraulic control unit 3, and an electronic control unit 4. The automatic transmission 1 is connected to an output shaft (not shown) of the engine 2. The hydraulic control unit 3 controls supply of hydraulic pressure to hydraulically driven frictional engagement elements (C1, C2, C3, B1, B2, and LU in FIG. 2) incorporated in the automatic transmission 1. The electronic control unit 4 drives and controls solenoid valves (50 and 82 in FIG. 6) and shift valves (70 in FIG. 6) provided in the hydraulic control unit 3.

  The electronic control unit 4 includes a microcomputer, and includes an engine speed sensor (Ne sensor) 41, an input shaft speed sensor (Nt sensor) 42, an output shaft speed sensor (No sensor) 43, and an opening sensor (θ Sensor) 44 and position sensor 45. The engine speed sensor (Ne sensor) 41 detects the speed Ne of the output shaft (not shown) of the engine 2. The input shaft rotational speed sensor (Nt sensor) 42 detects the rotational speed Nt (turbine rotational speed) of the input shaft (11 in FIG. 2) of the automatic transmission 1. The output shaft rotational speed sensor (No sensor) 43 detects the rotational speed (corresponding to the vehicle speed) of the output shaft (12 in FIG. 2) of the automatic transmission 1. The opening sensor (θ sensor) 44 detects the throttle opening (corresponding to the engine load) θ of the engine 2. The position sensor 45 detects the position (traveling range) of a selector lever (not shown) operated by the driver. The electronic control unit 4 controls energization to the linear solenoid valve (50 and 82 in FIG. 6) and the shift valve (70 in FIG. 6) based on output data or signals of the sensors 41 to 45 and data including a shift pattern. To do. As a result, one of the shift patterns is selected, and a required shift speed (see FIG. 3) that can be selected by the shift pattern is achieved.

  FIG. 2 is a skeleton diagram of the automatic transmission in the hydraulic control device for the automatic transmission according to the first embodiment of the present invention.

  The automatic transmission (1 in FIG. 1) includes a torque converter 10, an input shaft 11, an output shaft 12, a first row double pinion planetary gear G1, a second row single pinion planetary gear G2, and a third row single pinion planetary gear. G3. The torque converter 10 is connected to an output shaft (not shown) of the engine (2 in FIG. 1). In addition, the torque converter 10 is a lock that directly connects the input-side pump impeller 10b and the output-side turbine runner 10a when the rotational difference between them is small in order to avoid power transmission loss due to fluid slip. An up clutch LU is provided. The input shaft 11 is an output shaft of the torque converter 10. The output shaft 12 is connected to an axle (not shown) via a differential device (not shown). The first row double pinion planetary gear G 1, the second row single pinion planetary gear G 2, and the third row single pinion planetary gear G 3 are connected to the input shaft 11. The automatic transmission (1 in FIG. 1) includes a first friction clutch C1, a second friction clutch C2, a third friction clutch C3, and a first friction brake B1 as a plurality (six) of friction engagement elements. The second friction brake B2 and the lockup clutch LU are incorporated. The automatic transmission (1 in FIG. 1) includes first to third friction clutches C1 to C3, first and second friction brakes by a hydraulic control unit (3 in FIG. 1) and an electronic control unit (4 in FIG. 1). By selecting the engagement / disengagement of B1 and B2, the gear position and the shift pattern are switched. The lock-up clutch LU is engaged when the rotational difference between the pump impeller 10b and the turbine runner 10a is small under the control of the hydraulic control unit (3 in FIG. 1) and the electronic control unit (4 in FIG. 1). Match. The first to third friction clutches C1 to C3, the first and second friction brakes B1 and B2, and the lockup clutch LU are brought into an engaged state by being set to high pressure by the hydraulic control unit 3, respectively. The disengaged state is established by setting the pressure to low.

  FIG. 3 shows engagement / non-engagement of the first to third friction clutches C1 to C3 and the first and second friction brakes B1 and B2 of the automatic transmission in the hydraulic control device for the automatic transmission according to the first embodiment of the present invention. It is a list figure showing the relation between engagement and its corresponding gear stage.

  The automatic transmission (1 in FIG. 1) can achieve a reverse speed, neutral, 1st to 4th speed underdrive, 5th speed and 6th speed overdrive, 6 forward speeds and 1 reverse speed. It is a simple transmission. That is, when only the third friction clutch C3 and the second friction brake B2 are engaged, the rotation of the output shaft (12 in FIG. 2) is reversed with respect to the input shaft (11 in FIG. 2) to reverse the vehicle. It is supposed to let you. Further, when only the second friction brake B2 is engaged, a neutral state is established. Further, when only the first friction clutch C1 and the second friction brake B2 are engaged, the first speed is achieved. When only the first friction clutch C1 and the first friction brake B1 are engaged, the second speed is achieved. When only the first and third friction clutches C1 and C3 are engaged, the third speed is achieved. When only the first and second friction clutches C1 and C2 are engaged, the fourth speed is achieved. When only the second and third friction clutches C2 and C3 are engaged, the fifth speed is achieved. When only the second friction clutch C2 and the first friction brake B1 are engaged, the sixth speed is achieved. FIG. 3 also shows the basic relationship between the driving range (R range, N range, D range) selected by the driver operating the manual lever (not shown) and the gear position.

  FIG. 4 is a partial cross-sectional view schematically showing a configuration around the second friction brake B2 in the hydraulic control device for an automatic transmission according to the first embodiment of the present invention.

  The cylinder 20 is coupled to the case 21. The piston 22 is slidably fitted to the cylinder 20. The cylinder 20 has a partition portion 20 a, and a first hydraulic chamber 23 and a second hydraulic chamber 24 partitioned by the partition portion 20 a are formed between the cylinder 20 and the piston 22. The 1st hydraulic chamber 23 is distribute | arranged to the radial direction inner peripheral side rather than the partition part 20a. The second hydraulic chamber 24 is disposed on the outer peripheral side in the radial direction with respect to the partition portion 20a. The case 21 is provided with a first oil passage 25 and a second oil passage 26 for hydraulic oil. The first oil passage 25 communicates with the first hydraulic chamber 23. The second oil passage 26 communicates with the second hydraulic chamber 24. A spring seat 27 is fixed to the tip 21 a of the case 21. A spring seat 28 seated on the piston 22 is disposed at a position facing the spring seat 27. A return spring 29 formed by a coil spring is interposed between the spring seat 27 and the spring seat 28. The return spring 29 constantly urges the piston 22 toward the hydraulic chambers 23 and 24. Therefore, in a state where the operating hydraulic pressure is not supplied to the first hydraulic chamber 23 and the second hydraulic chamber 24, the piston 22 is in a position in contact with the side wall portion 20b of the cylinder 20. The seal rings 30 and 31 attached to the piston 22 and the seal ring 32 attached to the partition portion 20a ensure the sealing state of the first hydraulic chamber 23 and the second hydraulic chamber 24, and the operating hydraulic pressure leaks to the other. Is preventing.

  The friction engagement device 33 is formed in a multi-plate format, and the friction material 34 and the disk plate 35 are alternately arranged. Each friction material 34 is attached to an attachment member 37 of the rotation transmission member 36 in the inner peripheral portion so as to be integrated in the rotation direction but movable in the axial direction by claw coupling. Each disk plate 35 is attached to the outer peripheral wall portion 20c of the cylinder 20 at the outer peripheral portion so as to be integral in the rotational direction by claw coupling but movable in the axial direction. The friction engagement device 33 is stopped by a snap ring 38 attached to the outer peripheral wall portion 20c of the cylinder 20, and is prevented from coming out. A disc spring 39 is disposed between the friction engagement device 33 and the piston 22. When the friction engagement device 33 is pressed by the piston 22 and a frictional force is generated between the disk plate 35 and the friction material 34, the friction engagement device 33 enters a friction engagement state, and the case 21 and the rotation transmission member 36 are fixed. . Then, when the piston 22 is returned, the friction engagement device 33 is released from the friction engagement state, and the case 21 and the rotation transmission member 36 are cut off and disengaged.

  The cylinder 20 has a bleed orifice 20d in the oil passage between the first hydraulic chamber 23 and the second hydraulic chamber 24 in the vicinity of the partition portion 20a. In the bleed orifice 20d, when the hydraulic pressure is supplied from the first hydraulic chamber 23, the air that has entered the first hydraulic chamber 23 is discharged to the second hydraulic chamber 24 through the bleed orifice 20d (while suppressing oil discharge). Exhaust air). The air and oil discharged to the second hydraulic chamber 24 are discharged through the second oil passage 26. In FIG. 4, the bleed orifice 20d is formed in the cylinder 20, but the bleed orifice 22a may be formed in the piston 22 as shown in FIG.

  FIG. 6 is a partial hydraulic circuit diagram schematically showing a hydraulic control unit related to the second friction brake B2 in the hydraulic control device for an automatic transmission according to the first embodiment of the present invention.

  The hydraulic control unit according to the second friction brake B2 includes a linear solenoid valve 50, a line pressure lock valve 60, a shift valve 70, and a brake control valve 80. The hydraulic control device as shown in FIG. 6 may be applied to the first to third friction clutches C1 to C3 and the first friction brake B1 in addition to the second friction brake B2.

  The linear solenoid valve 50 is a valve that outputs an adjustment pressure corresponding to the energization current from the second port 50b using the line pressure PL input from the first port 50a. The linear solenoid valve 50 has a first port 50a to which a line pressure PL generated based on a discharge pressure from an oil pump (not shown) is input. The linear solenoid valve 50 communicates with the spring chamber through the first port 60a of the line pressure lock valve 60, communicates with the first port 70a of the shift valve 70, and communicates with the third port 50c through the bleed orifice. 50b.

  The line pressure lock valve 60 changes the port connected to the second port 60b from the fourth port 60d to the third port 60c when the hydraulic pressure from the second port 50b of the linear solenoid valve 50 becomes a predetermined pressure or higher. It is a valve. The line pressure lock valve 60 accommodates a spring 61 that biases the valve body 62 upward in FIG. The line pressure lock valve 60 has a first port 60 a for inputting the hydraulic pressure from the second port 50 b of the linear solenoid valve 50 to the spring chamber in which the spring 61 is accommodated. The line pressure lock valve 60 communicates with the second port 60b when the hydraulic pressure from the second port 50b of the linear solenoid valve 50 exceeds a predetermined pressure and the valve body 62 is pushed upward in FIG. It has 3 ports 60c. The line pressure lock valve 60 is in a state in which D pressure or R pressure is introduced from the fifth port 60e to the hydraulic chamber 63 via the bleed orifice, and the hydraulic pressure from the second port 50b is smaller than a predetermined pressure. When the main body 62 is pushed down in FIG. 6, the fourth port 60d communicates with the second port 60b. The second port 60 b is a port that communicates with the third port 70 c of the shift valve 70. The third port 60c is configured such that when a manual valve (not shown) that switches a hydraulic circuit linked to a travel range selected by operating a manual lever (manual lever; not shown) is in the D range or the R range. This is a port to which D pressure or R pressure output from the manual valve is input. The fourth port 60d is a discharge port that communicates with the atmospheric pressure EX. The D pressure is a line pressure output from the D port of the manual valve in the D range, and becomes the atmospheric pressure EX in the R range. The R pressure is a line pressure output from the R port of the manual valve in the R range, and becomes the atmospheric pressure EX in the D range.

  The shift valve 70 is a valve that switches an oil path between the linear solenoid valve 50, the R pressure or line pressure lock valve 60 and the brake control valve 80 or the second hydraulic chamber 24 according to the position of the valve body. The shift valve 70 has a first port 70a to which the adjustment pressure from the first port 50a of the linear solenoid valve 50 is input. The shift valve 70 has a second port 70b to which an R pressure output from a manual valve (not shown) is input. The shift valve 70 has a third port 70 c that communicates with the second port 60 b of the line pressure lock valve 60. The shift valve 70 has a fourth port 70d that communicates with the third port 80c of the brake control valve 80. The shift valve 70 has a fifth port 70 e that communicates with the second hydraulic chamber 24. When the shift valve 70 is in the first shift state, the first port 70a and the fourth port 70d communicate with each other, the third port 70c and the fifth port 70e communicate with each other, and the second port 70b is closed. When the shift valve 70 is in the second shift state, the second port 70b communicates with the fourth port 70d and the fifth port 70e, and closes the first port 70a and the third port 70c.

  The brake control valve 80 is a valve that adjusts the hydraulic pressure supplied to the first hydraulic chamber 23. The brake control valve 80 accommodates a spring 81 that urges the valve body 82 to the right in FIG. When the hydraulic pressure from the solenoid valve 83 introduced from the fourth port 80d is not supplied to the spring chamber in which the spring 81 is accommodated, the brake control valve 80 functions as a pressure regulating valve and is supplied from the third port 80c. The pressure is reduced, and the pressure adjustment mode for outputting the reduced pressure from the fifth port 80e is set. At this time, in order to be able to increase / decrease the spring space separately from the spring chamber, the spring is applied by the range signal pressure (the signal pressure required by the L pressure, D pressure, and R pressure) introduced from the first port 80a. The hydraulic pressure to be reduced can be increased or decreased by increasing or decreasing the load 81. On the other hand, when the hydraulic pressure from the solenoid valve 83 introduced from the fourth port 80d is supplied to the spring chamber in which the spring 81 is accommodated, the brake control valve 80 forcibly switches the valve body 82. Then, the direct pressure mode is established in which the hydraulic pressure supplied from the third port 80 c is communicated with the first hydraulic chamber 23. The second port 80b is a discharge port that communicates with the atmospheric pressure EX. The third port 80 c communicates with the fourth port 70 d of the shift valve 70. The fifth port 80e communicates with the first hydraulic chamber 23 and the sixth port 80f.

  In FIG. 6, the first hydraulic chamber 23 and the fifth port 80e are connected, and the second hydraulic chamber 24 and the fifth port 70e are connected. The second hydraulic chamber 24 may be replaced, that is, the second hydraulic chamber 24 and the fifth port 80e may be connected, and the first hydraulic chamber 23 and the fifth port 70e may be connected. The hydraulic circuit is not limited to the one shown in FIG. 6, and a bleed orifice 20d is disposed in the oil passage between the first hydraulic chamber 23 and the second hydraulic chamber 24. It is sufficient that air can be discharged while suppressing oil discharge.

  Next, the operation of the hydraulic control device for the automatic transmission according to the first embodiment of the present invention will be described with reference to the drawings. 7 to 18 are partial hydraulic circuit diagrams for explaining the operation of the hydraulic control device for the automatic transmission according to the first embodiment of the present invention.

(State 1)
Referring to FIG. 7, the state 1 is a forward time, D pressure = line pressure, R pressure = 0, the output pressure of the linear solenoid valve 50 is less than a predetermined pressure, and the line pressure lock valve 60 In the first shift state, the shift valve 70 communicates with the first port 70a and the fourth port 70d and communicates with the third port 70c and the fifth port 70e. The brake control valve 80 is in a direct pressure mode in which the valve body 82 moves to the right side in FIG. Therefore, the output pressure of the linear solenoid valve 50 flows into the first hydraulic chamber 23 through the shift valve 70 and the brake control valve 80, and the hydraulic pressure in the second hydraulic chamber 24 flows through the shift valve 70 to the line pressure lock valve 60. The fourth port 60d (EX) is being discharged. When air enters the first hydraulic chamber 23, the air in the first hydraulic chamber 23 is discharged to the second hydraulic chamber 24 through the bleed orifice 20d (air is discharged while suppressing oil discharge), The air and oil that have entered the second hydraulic chamber 24 are discharged from the fourth port 60 d (EX) of the line pressure lock valve 60 via the shift valve 70. According to the state 1, the garage shock at the time of the garage shift N → D for switching the manual valve from the neutral position to the drive position can be reduced by the second friction brake B2, or used for hill hold control at the N control. .

(State 2)
Referring to FIG. 8, the state 2 is a forward time, D pressure = line pressure, R pressure = 0, the output pressure of the linear solenoid valve 50 is equal to or higher than a predetermined pressure, and the line pressure lock valve 60 Moving to the upper side of FIG. 8, the shift valve 70 is in a first shift state in which the first port 70a and the fourth port 70d are communicated, and the third port 70c and the fifth port 70e are communicated. Reference numeral 80 denotes a direct pressure mode in which the valve body 82 moves to the right side in FIG. Therefore, the hydraulic pressure in the first hydraulic chamber 23 rises to the maximum value output by the linear solenoid valve 50 via the shift valve 70 and the brake control valve 80, and the line pressure lock valve 60 and the shift valve 70 are in the second hydraulic chamber 24. This is a state in which the D pressure is supplied via. According to the state 2, it is possible to secure the torque capacity at the time of forward movement, at the time of start or at the time of stall. Note that when air enters the first hydraulic chamber 23 or the second hydraulic chamber 24, the air may not be discharged because the hydraulic pressure is applied to the first hydraulic chamber 23 and the second hydraulic chamber 24. In the state where the hydraulic pressure is applied to the hydraulic chamber 23 and the second hydraulic chamber 24, the second friction brake B2 is surely engaged, so that there is no problem in response.

(State 3)
Referring to FIG. 9, the state 3 is a forward movement, D pressure = line pressure, R pressure = 0, the output pressure of the linear solenoid valve 50 is less than a predetermined pressure, and the line pressure lock valve 60 In the first shift state, the shift valve 70 communicates with the first port 70a and the fourth port 70d and communicates with the third port 70c and the fifth port 70e. The brake control valve 80 is in a pressure adjustment mode for outputting the reduced hydraulic pressure. Therefore, the hydraulic pressure in the first hydraulic chamber 23 is reduced to a constant pressure by the brake control valve 80 using the output pressure of the linear solenoid valve 50 as the supply source pressure. At this time, the position of the valve body 82 of the brake control valve 80 can be varied by the solenoid valve 83. The hydraulic pressure in the second hydraulic chamber 24 is in a state of being discharged from the fourth port 60 d (EX) of the line pressure lock valve 60 via the shift valve 70. When air enters the first hydraulic chamber 23, the air in the first hydraulic chamber 23 is discharged to the second hydraulic chamber 24 through the bleed orifice 20d (air is suppressed while discharging oil) as in the state 1. The air and oil that have entered the second hydraulic chamber 24 are discharged from the fourth port 60 d (EX) of the line pressure lock valve 60 via the shift valve 70. According to the state 3, it can be used as coast control.

(State 4)
Referring to FIG. 10, state 4 is a forward movement, D pressure = line pressure, R pressure = 0, the output pressure of the linear solenoid valve 50 is equal to or higher than a predetermined pressure, and the line pressure lock valve 60 Moving to the upper side of FIG. 10, the shift valve 70 is in the first shift state in which the first port 70a and the fourth port 70d are communicated, and the third port 70c and the fifth port 70e are communicated. Reference numeral 80 denotes a pressure adjustment mode for outputting the reduced hydraulic pressure. Therefore, the hydraulic pressure in the first hydraulic chamber 23 is reduced to a constant pressure by the brake control valve 80 using the output pressure of the linear solenoid valve 50 as the supply source pressure. At this time, the position of the valve body 82 of the brake control valve 80 can be varied by the solenoid valve 83. D pressure is supplied to the second hydraulic chamber 24 via a line pressure lock valve 60 and a shift valve 70. According to the state 4, it can be used so as to quickly secure the torque capacity at the time of driving by coasting from the coast control. In addition, when air enters the first hydraulic chamber 23 or the second hydraulic chamber 24, the air may not be discharged because the hydraulic pressure is applied to the first hydraulic chamber 23 and the second hydraulic chamber 24 as in the state 2. However, in the state where the hydraulic pressure is applied to the first hydraulic chamber 23 and the second hydraulic chamber 24, the second friction brake B2 is securely engaged, so that there is no hindrance in response.

(State 5)
Referring to FIG. 11, the state 5 is a forward time, D pressure = line pressure, R pressure = 0, the output pressure of the linear solenoid valve 50 is less than a predetermined pressure, and the line pressure lock valve 60 The shift valve 70 is in the second shift state in which the second port 70b, the fourth port 70d, and the fifth port 70e are in communication with each other, and the brake control valve 80 is the valve body. 82 is the direct pressure mode moved to the right side of FIG. Here, the second hydraulic chamber 24 communicates with the R pressure oil passage via the shift valve 70, and the first hydraulic chamber 23 communicates with the R pressure oil passage via the brake control valve 80 and the shift valve 70. Regardless of the operation of the solenoid valve 50 and the line pressure lock valve 60, the hydraulic pressure in the first hydraulic chamber 23 and the second hydraulic chamber 24 is discharged. The R pressure oil passage is in communication with the atmospheric pressure (EX) by a manual valve (not shown) during advance. According to the state 5, it can be used when it is desired to discharge the brake hydraulic pressure rapidly at the time of failure or the like.

(State 6)
Referring to FIG. 12, the state 6 is a forward time, D pressure = line pressure, R pressure = 0, the output pressure of the linear solenoid valve 50 is equal to or higher than a predetermined pressure, and the line pressure lock valve 60 12, the shift valve 70 is in the second shift state in which the second port 70b, the fourth port 70d and the fifth port 70e are in communication with each other. The brake control valve 80 has the valve body 82 on the right side of FIG. It is the direct pressure mode which moved to. Here, as in the state 5, the second hydraulic chamber 24 communicates with the R pressure oil passage via the shift valve 70, and the first hydraulic chamber 23 enters the R pressure oil passage via the brake control valve 80 and the shift valve 70. Because of the communication, the hydraulic pressure in the first hydraulic chamber 23 and the second hydraulic chamber 24 is discharged regardless of the operation of the linear solenoid valve 50 and the line pressure lock valve 60. The R pressure oil passage is in communication with the atmospheric pressure (EX) by a manual valve (not shown) during advance. According to the state 6, it can be used when it is desired to discharge the brake hydraulic pressure rapidly at the time of failure or the like.

(State 7)
Referring to FIG. 13, state 7 is when the vehicle is traveling backward, D pressure = 0, R pressure = line pressure, the output pressure of the linear solenoid valve 50 is less than a predetermined pressure, and the line pressure lock valve 60 In the first shift state, the shift valve 70 communicates with the first port 70a and the fourth port 70d and communicates with the third port 70c and the fifth port 70e. The brake control valve 80 is in a direct pressure mode in which the valve body 82 moves to the right side in FIG. Therefore, the output pressure of the linear solenoid valve 50 flows into the first hydraulic chamber 23 through the shift valve 70 and the brake control valve 80, and the hydraulic pressure in the second hydraulic chamber 24 flows through the shift valve 70 to the line pressure lock valve 60. The fourth port 60d (EX) is being discharged. When air enters the first hydraulic chamber 23, the air in the first hydraulic chamber 23 is discharged to the second hydraulic chamber 24 through the bleed orifice 20d (air is suppressed while discharging oil) as in the state 1. The air and oil that have entered the second hydraulic chamber 24 are discharged from the fourth port 60 d (EX) of the line pressure lock valve 60 via the shift valve 70. State 7 is not normally used, but can be used when it is desired to control the brake pressure with high accuracy.

(State 8)
Referring to FIG. 14, state 8 is when the vehicle is moving backward, D pressure = 0, R pressure = line pressure, the output pressure of the linear solenoid valve 50 is equal to or higher than a predetermined pressure, and the line pressure lock valve 60 14, the shift valve 70 is in a first shift state in which the first port 70a and the fourth port 70d are communicated, and the third port 70c and the fifth port 70e are communicated, and the brake control valve Reference numeral 80 denotes a direct pressure mode in which the valve body 82 moves to the right side in FIG. Therefore, the hydraulic pressure in the first hydraulic chamber 23 rises to the maximum value output by the linear solenoid valve 50 via the shift valve 70 and the brake control valve 80, and the line pressure lock valve 60 and the shift valve 70 are in the second hydraulic chamber 24. The R pressure is being supplied via State 8 is not normally used, but even if the shift valve 70 sticks, even if the maximum torque capacity is unreasonable, it can move backward to some extent, and when the throttle is depressed from state 7 (see FIG. 13), the torque is quickly increased. Capacity can be secured. In addition, when air enters the first hydraulic chamber 23 or the second hydraulic chamber 24, the air may not be discharged because the hydraulic pressure is applied to the first hydraulic chamber 23 and the second hydraulic chamber 24 as in the state 2. However, in the state where the hydraulic pressure is applied to the first hydraulic chamber 23 and the second hydraulic chamber 24, the second friction brake B2 is securely engaged, so that there is no hindrance in response.

(State 9)
Referring to FIG. 15, the state 9 is when the vehicle is moving backward, D pressure = 0, R pressure = line pressure, the output pressure of the linear solenoid valve 50 is less than a predetermined pressure, and the line pressure lock valve 60 In the first shift state, the shift valve 70 communicates with the first port 70a and the fourth port 70d and communicates with the third port 70c and the fifth port 70e. The brake control valve 80 is in a pressure adjustment mode for outputting the reduced hydraulic pressure. Therefore, the hydraulic pressure in the first hydraulic chamber 23 is reduced to a constant pressure by the brake control valve 80 using the output pressure of the linear solenoid valve 50 as the supply source pressure. At this time, the position of the valve body 82 of the brake control valve 80 can be varied by the solenoid valve 83. The hydraulic pressure in the second hydraulic chamber 24 is in a state of being discharged from the fourth port 60 d (EX) of the line pressure lock valve 60 via the shift valve 70. When air enters the first hydraulic chamber 23, the air in the first hydraulic chamber 23 is discharged to the second hydraulic chamber 24 through the bleed orifice 20d (air is suppressed while discharging oil) as in the state 1. The air and oil that have entered the second hydraulic chamber 24 are discharged from the fourth port 60 d (EX) of the line pressure lock valve 60 via the shift valve 70. State 9 is not normally used, but can be used when it is desired to keep the brake pressure low and constant.

(State 10)
Referring to FIG. 16, the state 10 is when the vehicle is moving backward, the D pressure = 0, the R pressure = the line pressure, the output pressure of the linear solenoid valve 50 is equal to or higher than the predetermined pressure, and the line pressure lock valve 60 is 16, the shift valve 70 is in the first shift state in which the first port 70a and the fourth port 70d are communicated, and the third port 70c and the fifth port 70e are communicated, and the brake control valve Reference numeral 80 denotes a pressure adjustment mode for outputting the reduced hydraulic pressure. Therefore, the hydraulic pressure in the first hydraulic chamber 23 is reduced to a constant pressure by the brake control valve 80 using the output pressure of the linear solenoid valve 50 as the supply source pressure. At this time, the position of the valve body 82 of the brake control valve 80 can be varied by the solenoid valve 83. R pressure is supplied to the second hydraulic chamber 24 via a line pressure lock valve 60 and a shift valve 70. In the state 10, when the throttle is depressed from the state 9 (see FIG. 15), the torque capacity can be secured quickly. In addition, when air enters the first hydraulic chamber 23 or the second hydraulic chamber 24, the air may not be discharged because the hydraulic pressure is applied to the first hydraulic chamber 23 and the second hydraulic chamber 24 as in the state 2. However, in the state where the hydraulic pressure is applied to the first hydraulic chamber 23 and the second hydraulic chamber 24, the second friction brake B2 is securely engaged, so that there is no hindrance in response.

(State 11)
Referring to FIG. 17, state 11 is when the vehicle is in reverse, D pressure = 0, R pressure = line pressure, and shift valve 70 is the second port 70 b, the fourth port 70 d and the fifth port 70 e communicated with each other. In the shift state, the brake control valve 80 is in a pressure adjustment mode for outputting the reduced hydraulic pressure. The states of the linear solenoid valve 50 and the line pressure lock valve 60 are irrelevant. Therefore, the hydraulic pressure in the first hydraulic chamber 23 is reduced to a constant pressure by the brake control valve 80 using the R pressure as the supply source pressure. At this time, the position of the valve body 82 of the brake control valve 80 can be varied by the solenoid valve 83. R pressure is supplied to the second hydraulic chamber. According to the state 11, when it is desired to intentionally reduce the torque capacity from the normal usage in the state 12 (see FIG. 18), for example, it can be used for D → R or the like when traveling at a speed equal to or lower than the reverse inverter speed. In addition, when air enters the first hydraulic chamber 23 or the second hydraulic chamber 24, the air may not be discharged because the hydraulic pressure is applied to the first hydraulic chamber 23 and the second hydraulic chamber 24 as in the state 2. However, in the state where the hydraulic pressure is applied to the first hydraulic chamber 23 and the second hydraulic chamber 24, the second friction brake B2 is securely engaged, so that there is no hindrance in response.

(State 12)
Referring to FIG. 18, state 12 is when the vehicle is moving backward, D pressure = 0, R pressure = line pressure, and shift valve 70 is a second port 70 b, a fourth port 70 d, and a fifth port 70 e that communicate with each other. In the shift state, the brake control valve 80 is in a direct pressure mode in which the valve body 82 has moved to the right side in FIG. The states of the linear solenoid valve 50 and the line pressure lock valve 60 are irrelevant. Here, the second hydraulic chamber 24 communicates with the R pressure oil passage via the shift valve 70, and the first hydraulic chamber 23 communicates with the R pressure oil passage via the brake control valve 80 and the shift valve 70. Regardless of the operation of the solenoid valve 50 and the line pressure lock valve 60, the R pressure is supplied to the first hydraulic chamber 23 and the second hydraulic chamber 24. According to the state 12, it is used at the time of normal reverse travel, and the maximum torque capacity can be secured. In addition, when air enters the first hydraulic chamber 23 or the second hydraulic chamber 24, the air may not be discharged because the hydraulic pressure is applied to the first hydraulic chamber 23 and the second hydraulic chamber 24 as in the state 2. However, in the state where the hydraulic pressure is applied to the first hydraulic chamber 23 and the second hydraulic chamber 24, the second friction brake B2 is securely engaged, so that there is no hindrance in response.

  According to the first embodiment, when the piston 22 is moved, air can be discharged from the bleed orifice 20d during the fastening operation, ensuring responsiveness and filling the oil between the bleed orifices 20d if it is determined that the fastening is finished. Therefore, not only can the responsiveness by the discharge of air be improved, but also the pressure loss due to the discharge of oil can be eliminated in the steady engagement state, so that the diameter of the bleed orifice 20d can be optimized.

It is the schematic which showed the whole structure of the hydraulic control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention. 1 is a skeleton diagram of an automatic transmission in a hydraulic control device for an automatic transmission according to Embodiment 1 of the present invention. FIG. Engagement / disengagement of the first to third friction clutches C1 to C3 and the first and second friction brakes B1 and B2 of the automatic transmission in the hydraulic control device for the automatic transmission according to the first embodiment of the present invention; It is a list figure showing the relation with the corresponding gear stage. FIG. 5 is a partial cross-sectional view schematically showing a configuration around a second friction brake B2 in the hydraulic control device for an automatic transmission according to the first embodiment of the present invention. FIG. 6 is a partial cross-sectional view schematically showing a modification of the configuration around the second friction brake B2 in the hydraulic control device for an automatic transmission according to the first embodiment of the present invention. It is the schematic which showed typically the hydraulic circuit in the hydraulic control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention. It is a partial hydraulic circuit diagram for demonstrating the operation | movement which concerns on the state 1 of the hydraulic control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention. It is a partial hydraulic circuit diagram for demonstrating the operation | movement which concerns on the state 2 of the hydraulic control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention. It is a partial hydraulic circuit diagram for demonstrating the operation | movement which concerns on the state 3 of the hydraulic control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention. It is a partial hydraulic circuit diagram for demonstrating the operation | movement which concerns on the state 4 of the hydraulic control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention. It is a partial hydraulic circuit diagram for demonstrating the operation | movement which concerns on the state 5 of the hydraulic control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention. It is a partial hydraulic circuit diagram for demonstrating the operation | movement which concerns on the state 6 of the hydraulic control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention. It is a partial hydraulic circuit diagram for demonstrating the operation | movement which concerns on the state 7 of the hydraulic control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention. It is a partial hydraulic circuit diagram for demonstrating the operation | movement which concerns on the state 8 of the hydraulic control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention. It is a partial hydraulic circuit diagram for demonstrating the operation | movement which concerns on the state 9 of the hydraulic control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention. It is a partial hydraulic circuit diagram for demonstrating the operation | movement which concerns on the state 10 of the hydraulic control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention. It is a partial hydraulic circuit diagram for demonstrating the operation | movement which concerns on the state 11 of the hydraulic control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention. It is a partial hydraulic circuit diagram for demonstrating the operation | movement which concerns on the state 12 of the hydraulic control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Automatic transmission 2 Engine 3 Hydraulic control part 4 Electronic control part 10 Torque converter 10a Turbine runner 10b Pump impeller 11 Input shaft 12 Output shaft 20 Cylinder 20a Partition part 20b Side wall part 20c Outer peripheral wall part 20d Bleed orifice 21 Case 21a Tip part 22 Piston 22a Bleed orifice 23 First hydraulic chamber 24 Second hydraulic chamber 25 First oil passage 26 Second oil passage 27 Spring seat 28 Spring seat 29 Return spring 30, 31, 32 Seal ring 33 Friction engagement device 34 Friction material 35 Disc Plate 36 Rotation transmitting member 37 Mounting member 38 Snap ring 39 Disc spring 41 Engine speed sensor (Ne sensor)
42 Input shaft speed sensor (Nt sensor)
43 Output shaft speed sensor (No sensor)
44 Opening sensor (θ sensor)
45 Position sensor 50 Linear solenoid valve (first control valve)
50a First port 50b Second port 50c Third port 60 Line pressure lock valve (first switching valve)
60a 1st port 60b 2nd port 60c 3rd port 60d 4th port 60e 5th port 61 Spring 62 Valve body 63 Hydraulic chamber 70 Shift valve (2nd switching valve)
70a 1st port 70b 2nd port 70c 3rd port 70d 4th port 70e 5th port 80 Brake control valve (2nd control valve)
80a 1st port 80b 2nd port 80c 3rd port 80d 4th port 80e 5th port 80f 6th port 81 Spring 82 Valve body 83 Solenoid valve

Claims (3)

Having a plurality of planetary gears and a plurality of engagement elements capable of constituting a predetermined gear stage by a combination of engagement and disengagement,
Two hydraulic chambers, a first hydraulic chamber and a second hydraulic chamber, are disposed with respect to a piston capable of engaging / disengaging the engaging element and sliding in the cylinder, and the first hydraulic chamber and the hydraulic chamber A hydraulic control device for an automatic transmission having an oil passage independently in each of the second hydraulic chambers;
The piston or the cylinder has a bleed orifice in an oil passage between the first hydraulic chamber and the second hydraulic chamber,
A hydraulic circuit that supplies hydraulic pressure to the first hydraulic chamber at the time of shifting transition and supplies hydraulic pressure to the first hydraulic chamber and the second hydraulic chamber at the end of shifting ;
The hydraulic circuit is
The line pressure from the oil pump is introduced and the control hydraulic pressure is linearly output according to the position of the valve body. The control hydraulic pressure becomes maximum in the non-energized state, and the control is performed as the energization amount decreases from small to large. A first control valve for controlling the hydraulic pressure to be reduced;
When the hydraulic pressure output from the first control valve exceeds a predetermined pressure, the line pressure from the D port or R port of the manual valve is output, and the hydraulic pressure output from the first control valve is predetermined. A first switching valve that discharges hydraulic pressure when the pressure is less than the pressure;
The first hydraulic chamber communicates with the first control valve during the first shift state, the second hydraulic chamber communicates with the first switching valve, and the second hydraulic chamber communicates with the first control valve. A second switching valve for communicating the first hydraulic chamber and the second hydraulic chamber with the R port of the manual valve;
A second control valve that introduces hydraulic pressure from the second switching valve, adjusts the introduced hydraulic pressure, and supplies the hydraulic pressure to the first hydraulic chamber;
An electronic control unit for controlling the first control valve and the second switching valve;
Hydraulic control apparatus for an automatic transmission, characterized in that it comprises a. Having a plurality of planetary gears and a plurality of engagement elements capable of constituting a predetermined gear stage by a combination of engagement and disengagement,
Two hydraulic chambers, a first hydraulic chamber and a second hydraulic chamber, are disposed with respect to a piston capable of engaging / disengaging the engaging element and sliding in the cylinder, and the first hydraulic chamber and the hydraulic chamber A hydraulic control device for an automatic transmission having an oil passage independently in each of the second hydraulic chambers;
The piston or the cylinder has a bleed orifice in an oil passage between the first hydraulic chamber and the second hydraulic chamber,
A hydraulic circuit that supplies hydraulic pressure to the first hydraulic chamber at the time of shifting transition and supplies hydraulic pressure to the first hydraulic chamber and the second hydraulic chamber at the end of shifting;
The hydraulic circuit is
The line pressure from the oil pump is introduced and the control hydraulic pressure is linearly output according to the position of the valve body. The control hydraulic pressure becomes maximum in the non-energized state, and the control is performed as the energization amount decreases from small to large. A first control valve for controlling the hydraulic pressure to be reduced;
When the hydraulic pressure output from the first control valve exceeds a predetermined pressure, the line pressure from the D port or R port of the manual valve is output, and the hydraulic pressure output from the first control valve is predetermined. A first switching valve that discharges hydraulic pressure when the pressure is less than the pressure;
The first hydraulic chamber communicates with the first control valve during the first shift state, the second hydraulic chamber communicates with the first switching valve, and the second hydraulic chamber communicates with the first control valve. A second switching valve for communicating the first hydraulic chamber and the second hydraulic chamber with the R port of the manual valve ;
An electronic control unit for controlling the first control valve and the second switching valve;
Hydraulic control device for automatic transmission you comprising: a.   The hydraulic control device for an automatic transmission according to claim 1 or 2, wherein the engagement element is an engagement element that can be engaged in a forward speed and a reverse speed.

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