JP6831238B2 - transmission - Google Patents

Description

The present invention relates to a transmission.

Patent Document 1 discloses an automatic transmission that switches between two fastening elements (for example, a forward fastening element and a reverse fastening element) by a manual valve that moves in conjunction with the operation of a shift lever.

Japanese Unexamined Patent Publication No. 2005-155730

In the transmission, a shift-by-wire system is conceivable in which the two fastening elements can be switched by eliminating the manual valve and providing an actuator corresponding to each fastening element.

However, in the transmission disclosed in Patent Document 1, when such a shift-by-wire method is adopted, if the actuator corresponding to one of the two fastening elements is turned on, the two fastening elements are two. There is a risk of double bonding.

The present invention has been made in view of such technical problems, and prevents double bonding of two fastening elements when an actuator corresponding to one of the two fastening elements fails to turn on. The purpose.

A transmission according to an embodiment of the present invention includes a first fastening element having a first pressure receiving chamber, a second fastening element having a second pressure receiving chamber, a first actuator provided upstream of the first pressure receiving chamber, and a first piston. 2 When a second actuator provided upstream of the pressure receiving chamber and a first piston having a first pressure receiving surface provided downstream of the first actuator are provided, and hydraulic pressure is supplied to the first pressure receiving surface. , The first piston cuts off the communication between the second pressure receiving surface and the second actuator, and further has a second piston having a second pressure receiving surface provided downstream of the second actuator, and the second piston of the second piston. When a part of the first piston is arranged upstream of the pressure receiving surface and hydraulic pressure is supplied to the first pressure receiving surface of the first piston, the hydraulic pressure is supplied from the second actuator to the second pressure receiving surface of the second piston. On the other hand, when the hydraulic pressure is not supplied to the first pressure receiving surface of the first piston, the hydraulic pressure is supplied from the second actuator to the second pressure receiving chamber of the second fastening element, and the hydraulic pressure is supplied to the second pressure receiving surface. If so, the second piston cuts off the communication between the first pressure receiving chamber and the first actuator .

According to these aspects, when the actuator corresponding to one of the two fastening elements is turned on, the double bond of the two fastening elements can be prevented.

It is a figure which shows the intermediate position in the transmission of this embodiment. It is a figure which shows the 1st position in the transmission of this embodiment. It is a figure which shows the 2nd position in the transmission of this embodiment. It is a figure which shows the state at the time of the failure in the transmission of this embodiment. It is a figure which shows the state at the time of the failure in the transmission of this embodiment. It is a figure which shows the modification of the transmission of this embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

1 to 3 show a schematic configuration diagram of the transmission 100. The transmission 100 according to the present embodiment is, for example, a continuously variable transmission. The transmission 100 has a forward clutch FWD / C (forward fastening element) as a first fastening element having a first pressure receiving chamber 51, and a reverse brake REV / B (reverse brake REV / B) as a second fastening element having a second pressure receiving chamber 52. A reverse fastening element) and a position selection device 40 that switches the flow path through which the hydraulic oil flows according to the selection range of the transmission 100.

The position selection device 40 has a first position, a second position, and an intermediate position between the first position and the second position as positions corresponding to the range of the transmission 100. In the present embodiment, the first position is a position corresponding to the D range, that is, the forward range. The second position is the position corresponding to the R range, that is, the reverse range. The intermediate position is the position corresponding to the N range, that is, the neutral range.

FIG. 1 shows a state in which the position selection device 40 realizes a neutral position (N range). Further, FIG. 2 shows a state in which the position selection device 40 realizes the first position (D range), and FIG. 3 shows a state in which the position selection device 40 realizes the second position (R range). ing.

The position selection device 40 includes a first solenoid valve 1 as a first actuator provided upstream of the first pressure receiving chamber 51 and a second solenoid valve 2 as a second actuator provided upstream of the second pressure receiving chamber 52. And a valve unit 3 provided upstream of the first pressure receiving chamber 51 and the second pressure receiving chamber 52 and downstream of the first solenoid valve 1 and the second solenoid valve 2.

The valve unit 3 has a first piston 10 having a first pressure receiving surface 10A provided downstream of the first solenoid valve 1 and a second piston having a second pressure receiving surface 20A provided downstream of the second solenoid valve 2. 20 and a housing 30 for accommodating the first piston 10 and the second piston 20.

The first solenoid valve 1 and the second solenoid valve 2 are provided in a supply flow path 4 connected to a hydraulic control circuit (not shown) that supplies pressurized hydraulic pressure. Specifically, the first solenoid valve 1 is provided in the first supply flow path 4a branched from the supply flow path 4, and the second solenoid valve 2 is provided in the second supply flow path 4b branched from the supply flow path 4. It is provided.

The first solenoid valve 1 communicates or shuts off the first supply flow path 4a, and the second solenoid valve 2 communicates or shuts off the second supply flow path 4b. The first solenoid valve 1 and the second solenoid valve 2 are controlled by the controller 5 that controls the transmission 100. The controller 5 controls the first solenoid valve 1 and the second solenoid valve 2 according to the driver's range selection operation. In the position (N range) shown in FIG. 1, both the first solenoid valve 1 and the second solenoid valve 2 are in the OFF state.

The first piston 10 is slidably housed in the hole 31 formed in the housing 30, and the second piston 20 is slidably housed in the hole 32 formed in the housing 30. The first and second pistons 10 and 20 are formed of, for example, substantially columnar members. The openings of the holes 31 and 32 are closed by the plugs 33 and 34, respectively.

The first piston 10 includes a first land portion 11, a second land portion 12, a third land portion 13, and a first land portion 11 and a second land portion 12 that slide along the inner peripheral surface of the hole 31. The first annular groove 14 formed between them, the second annular groove 15 formed between the second land portion 12 and the third land portion 13, and the first piston 10 abuting on the bottom surface of the hole 31. A first stopper portion 16 for restricting movement of a predetermined value or more is provided. The first stopper portion 16 is provided adjacent to the first land portion 11 with a diameter smaller than that of the first land portion 11.

A first return spring 41 is provided between the third land portion 13 and the plug 33 in a compressed state. As a result, the first return spring 41 urges the first piston 10 in a direction away from the plug 33. Further, in the hole 31, a first pilot chamber 37 is provided between the first land portion 11 and the bottom surface of the hole 31.

When the first piston 10 is not supplied with flood pressure to the first pilot chamber 37, the side surface 16a of the first stopper portion 16 is in contact with the bottom surface of the hole 31 due to the urging force of the first return spring 41. Be retained. When the flood control is supplied to the first pilot chamber 37, the first piston 10 moves toward the plug 33 side against the urging force of the first return spring 41. The operation of the first piston 10 will be described in detail later.

The second piston 20 is provided so that a part of the first piston 10 is arranged upstream of the second pressure receiving surface 20A. The second piston 20 is formed between the fourth land portion 21 and the fifth land portion 22 that slide along the inner peripheral surface of the hole 32, and the fourth land portion 21 and the fifth land portion 22. A third annular groove 23 and a second stopper portion 24 that abuts on the bottom surface of the hole 32 and restricts the movement of the second piston 20 by a predetermined value or more are provided. The second stopper portion 24 has a smaller diameter than the fourth land portion 21 and is provided adjacent to the fourth land portion 21.

A second return spring 42 is provided between the fifth land portion 22 and the plug 34 in a compressed state. As a result, the second return spring 42 urges the second piston 20 in the direction away from the plug 34. Further, in the hole 31, a second pilot chamber 38 is provided between the fourth land portion 21 and the bottom surface of the hole 32.

When the second piston 20 is not supplied with flood pressure to the second pilot chamber 38, the side surface 24a of the second stopper portion 24 is in contact with the bottom surface of the hole 32 due to the urging force of the second return spring 42. Be retained. When the flood control is supplied to the second pilot chamber 38, the second piston 20 moves toward the plug 34 side against the urging force of the second return spring 42. The operation of the second piston 20 will be described in detail later.

The housing 30 includes a first inlet port P1 communicating with the first solenoid valve 1, a first drain port P2 communicating with the tank, and a first control port P3 in order from the bottom surface side of the hole 31 toward the opening side. , A second inlet port P4 communicating with the second solenoid valve 2, a second control port P5 communicating with the second pressure receiving chamber 52 of the reverse brake REV / B, and a second drain port P6 communicating with the tank are provided. Be done.

Further, in the housing 30, a third control port P7 communicating with the first control port P3 through the first communication passage 35 and a first pilot with the first inlet port P1 in this order from the bottom surface side of the hole 32 toward the opening side. A third inlet port P8 communicating through the chamber 37 and the second communication passage 36, a fourth control port P9 communicating with the first pressure receiving chamber 51 of the forward clutch FWD / C, and a third drain port P10 communicating with the tank. Is provided.

The operation of the first piston 10 and the second piston 20 configured in this way will be described.

First, a case where the shift range is changed from the N range to the D range will be described. When the D range is selected by the shift operation of the driver, the controller 5 turns on the first solenoid valve 1. As a result, the first solenoid valve 1 opens the first supply flow path 4a, and the oil supply supplied to the first supply flow path 4a is supplied to the first inlet port P1, the first pilot chamber 37, the second communication passage 36, It is supplied to the first pressure receiving chamber 51 of the forward clutch FWD / C through the third inlet port P8, the third annular groove 23, and the fourth control port P9. When the oil pressure supplied to the first pressure receiving chamber 51 of the forward clutch FWD / C rises to a predetermined value or more, the forward clutch FWD / C is engaged and the D range is switched.

Further, the flood pressure supplied to the first pilot chamber 37 acts on the first pressure receiving surface 10A. Specifically, the flood pressure supplied to the first pilot chamber 37 acts on the side surface 11a of the first land portion 11 on the side of the first pilot chamber 37 and the side surface 16a of the first stopper portion 16. As a result, the first piston 10 moves toward the plug 33 side against the urging force of the first return spring 41 (see FIG. 2). In this way, when the first piston 10 is switched to the state shown in FIG. 2, the second inlet port P4 passes through the first annular groove 14, the first control port P3, the first communication passage 35, and the third control port P7. The second pressure receiving chamber 52 of the reverse brake REV / B communicates with the second pilot chamber 38, and communicates with the tank through the second control port P5, the second annular groove 15, and the second drain port P6. At this time, the second inlet port P4 and the second control port P5 are blocked by the second land portion 12.

Since the second solenoid valve 2 is in the OFF state when the D range is selected, the second supply flow path 4b is maintained in a state of being shut off by the second solenoid valve 2. Therefore, regardless of the position of the first piston 10, the flood pressure supplied to the second supply flow path 4b is not supplied to the second pressure receiving chamber 52 of the reverse brake REV / B. Therefore, the reverse brake REV / B is maintained in the released state.

Here, in the state where the D range is selected (the state shown in FIG. 2), the second solenoid valve 2 has been switched to ON due to some failure (hereinafter, "ON failure" of the second solenoid valve 2 ". Also called.) A case will be described.

When the second solenoid valve 2 fails to turn ON while the D range is selected (the state shown in FIG. 2), both the first and second solenoid valves 1 and 2 turn ON. If the valve unit 3 is not provided, when both the first and second solenoid valves 1 and 2 are turned on, the first pressure receiving chamber 51 of the forward clutch FWD / C and the second pressure receiving chamber of the reverse brake REV / B The flood control is supplied to 52, and the forward clutch FWD / C and the reverse brake REV / B are in a double-coupled (interlocked) state. If such a double bond state occurs while the vehicle is running, the driving force cannot be transmitted and the braking force acts suddenly.

Therefore, in the transmission 100 of the present embodiment, such a double bond (interlock) state is avoided by providing the valve unit 3.

When the D range is selected (the state shown in FIG. 2), the second solenoid valve 2 is turned on and the second solenoid valve 2 is turned on. As a result, the second supply flow path 4b is opened, and the flood pressure supplied to the second supply flow path 4b is supplied to the second inlet port P4, the first annular groove 14, the first control port P3, the first communication passage 35, and the like. It is supplied to the second pilot chamber 38 through the third control port P7.

The flood pressure supplied to the second pilot chamber 38 acts on the second pressure receiving surface 20A, specifically, the side surface 21a of the fourth land portion 21 on the second pilot chamber 38 side and the side surface 24a of the second stopper portion 24. .. As a result, the second piston 20 moves toward the plug 34 side against the urging force of the second return spring 42 (see FIG. 4). In this way, when the second piston 20 is switched to the state shown in FIG. 4, the third inlet port P8 and the fourth control port P9 are blocked by the fourth land portion 21, and the fourth control port P9 and the third drain are blocked. The port P10 communicates with the third annular groove 23. As a result, the flood pressure in the first pressure receiving chamber 51 of the forward clutch FWD / C is discharged to the tank, and the forward clutch FWD / C is released.

At this time, since the second inlet port P4 and the second control port P5 are cut off by the second land portion 12 as described above, the oil supply supplied to the second supply flow path 4b is the reverse brake REV / B. It is not supplied to the second pressure receiving chamber 52.

In this way, in the transmission 100, when the second solenoid valve 2 fails to turn ON while the D range is selected, the oil pressure in the first pressure receiving chamber 51 of the forward clutch FWD / C is discharged to the tank, and the position is changed. Move to neutral position. As a result, it is possible to prevent the forward clutch FWD / C and the reverse brake REV / B from being in a double bond (interlock) state.

Next, a case where the shift range is changed from the N range to the R range will be described. When the R range is selected by the shift operation of the driver, the controller 5 turns on the second solenoid valve 2. As a result, the second solenoid valve 2 opens the second supply flow path 4b, and the oil supply supplied to the second supply flow path 4b passes through the second inlet port P4, the second annular groove 15, and the second control port P5. It is supplied to the second pressure receiving chamber 52 of the reverse brake REV / B. When the flood pressure supplied to the second pressure receiving chamber 52 of the reverse brake REV / B rises to a predetermined value or more, the reverse brake REV / B is engaged and the range is switched to the R range.

Since the first solenoid valve 1 is in the OFF state when the R range is selected, the first supply flow path 4a is maintained in a state of being shut off by the first solenoid valve 1. Therefore, the flood pressure supplied to the first supply flow path 4a is not supplied to the first pressure receiving chamber 51 of the forward clutch FWD / C. Therefore, the forward clutch FWD / C is maintained in the released state.

Here, in the state where the R range is selected (the state shown in FIG. 3), the first solenoid valve 1 has been switched to ON due to some failure (hereinafter, "ON failure" of the first solenoid valve 1 ". Also called.) A case will be described.

When the first solenoid valve 1 fails to turn ON while the R range is selected (the state shown in FIG. 3), both the first and second solenoid valves 1 and 2 turn ON (the state shown in FIG. 5). .. When the valve unit 3 is not provided, as described above, when both the first and second solenoid valves 1 and 2 are turned on, the forward clutch FWD / C and the reverse brake REV / B are double-bonded (inter). It will be in a locked state.

Therefore, in the transmission 100 of the present embodiment, such a double bond (interlock) state is avoided by providing the valve unit 3.

When the R range is selected (the state shown in FIG. 3), the first solenoid valve 1 is turned on and the first solenoid valve 1 is turned on (the state shown in FIG. 5). As a result, the first supply flow path 4a is opened, and the flood pressure supplied to the first supply flow path 4a is supplied to the first pilot chamber 37 through the first inlet port P1. The flood pressure supplied to the first pilot chamber 37 acts on the first pressure receiving surface 10A. As a result, the first piston 10 moves toward the plug 33 side against the urging force of the first return spring 41. When the first piston 10 is switched in this way, the second control port P5 and the second drain port P6 communicate with each other through the second annular groove 15, and the second inlet port P4 and the second control port P5 become the second. It is blocked by the land portion 12. As a result, the flood pressure in the second pressure receiving chamber 52 of the reverse brake REV / B is discharged to the tank.

At the same time, the flood pressure supplied to the second supply flow path 4b is supplied from the second inlet port P4 through the first annular groove 14, the first control port P3, the first communication passage 35, and the third control port P7. It is supplied to the room 38. The flood pressure supplied to the second pilot chamber 38 acts on the second pressure receiving surface 20A. As a result, the second piston 20 moves toward the plug 34 side against the urging force of the second return spring 42 (see FIG. 4). In this way, when the second piston 20 is switched to the state shown in FIG. 4, the third inlet port P8 and the fourth control port P9 are blocked by the fourth land portion 21, and the fourth control port P9 and the third drain are blocked. The port P10 communicates with the third annular groove 23. As a result, the flood pressure in the first pressure receiving chamber 51 of the forward clutch FWD / C is discharged to the tank.

While the R range is switched from the selected state (the state shown in FIG. 3) to the state shown in FIG. 4, for a moment, the first pressure receiving chamber 51 of the forward clutch FWD / C and the second pressure receiving chamber 52 of the reverse brake REV / B There is a double bond (interlock) state (see FIG. 5) in which hydraulic pressure is supplied to the vehicle. However, when the R range is selected, that is, when the vehicle is moving backward, the vehicle speed range is lower than when the vehicle is moving forward. For this reason, even if a double bond state (interlock state) occurs for a moment, the shock and noise due to the double bond are smaller when the vehicle is moving backward than when moving forward, so that the driver does not feel a great deal of discomfort. ..

In the transmission 100 of the present embodiment, the first piston 10 is switched so that the oil pressure in the first pressure receiving chamber 51 of the forward clutch FWD / C rises to the fastening pressure for engaging the forward clutch FWD / C. You can also do it. Specifically, before the oil pressure in the first pressure receiving chamber 51 of the forward clutch FWD / C rises to the fastening pressure for engaging the forward clutch FWD / C, the first piston 10 is driven by the oil pressure in the first pilot chamber 37. The spring load of the first return spring 41 is set to a spring load that switches between. As a result, even if the flood pressure is supplied from the first supply flow path 4a to the first pressure receiving chamber 51 of the forward clutch FWD / C, the first pressure receiving chamber 51 is before the oil pressure in the first pressure receiving chamber 51 rises to the fastening pressure. Since the piston 10 is switched and the oil pressure in the second pressure receiving chamber 52 of the reverse brake REV / B is discharged, double coupling (interlock) does not occur.

Further, instead of setting the spring load of the first return spring 41 by the method as described above, for example, the set load of the dish plate (not shown) of the forward clutch FWD / C may be increased. As a result, the fastening pressure of the forward clutch FWD / C can be increased. Therefore, even if the oil is supplied from the first supply flow path 4a to the first pressure receiving chamber 51 of the forward clutch FWD / C, the oil pressure in the first pressure receiving chamber 51 of the forward clutch FWD / C remains in the forward clutch FWD / C. The first piston 10 can be switched before it rises to the fastening pressure of.

The second return spring 42 is subjected to a spring load that switches the second piston 20 before the oil pressure in the first pressure receiving chamber 51 of the forward clutch FWD / C rises to the fastening pressure for engaging the forward clutch FWD / C. The spring load of may be set. As a result, it is possible to prevent the forward clutch FWD / C from being engaged and the shift range from being switched to the D range for a moment after the first piston 10 is switched and the reverse brake REV / B is released.

In this way, in the transmission 100, when the first solenoid valve 1 fails to turn ON while the R range is selected, the oil pressure in the second pressure receiving chamber 52 of the reverse brake REV / B is discharged to the tank, and the position is changed. Move to neutral position. As a result, it is possible to prevent the forward clutch FWD / C and the reverse brake REV / B from being in a double bond (interlock) state.

Next, a case where the shift range is changed from the D range or the R range to the N range will be described.

When the N range is selected by the shift operation of the driver, the controller 5 turns off the first and second solenoid valves 1 and 2.

When the shift range is changed from the D range (state shown in FIG. 2) to the N range, the first solenoid valve 1 shuts off the first supply flow path 4a and the first pressure receiving chamber 51 of the forward clutch FWD / C. The oil inside is discharged to the tank through the fourth control port P9, the third annular groove 23, the third inlet port P8, the second passage 36, the first pilot chamber 37, the first inlet port P1 and the first solenoid valve 1. Will be done. As a result, the forward clutch FWD / C is released and the range is switched to the N range. At this time, since the flood pressure in the first pilot chamber 37 is discharged to the tank, the side surface 16a of the first stopper portion 16 of the first piston 10 hits the bottom surface of the hole 31 due to the urging force of the first return spring 41. It moves until it touches and returns to the state shown in FIG.

When the shift range is changed from the R range (state shown in FIG. 3) to the N range, the second solenoid valve 2 shuts off the second supply flow path 4b and the second pressure receiving of the reverse brake REV / B. The flood pressure in the chamber 52 is discharged to the tank through the second control port P5, the second annular groove 15, the second inlet port P4, and the second solenoid valve 2. As a result, the reverse brake REV / B is released and the range is switched to the N range.

As described above, in the transmission 100 of the present embodiment, by providing the first and second pistons 10 and 20, the first and second pistons corresponding to one of the forward clutch FWD / C and the reverse brake REV / B are provided. It is possible to prevent the forward clutch FWD / C and the reverse brake REV / B from being in a double bond (interlock) state when any of the solenoid valves 1 and 2 is turned on.

If it is sufficient to avoid the double bond (interlock) state only when the second solenoid valve 2 fails when the first fastening element (forward clutch FWD / C) is engaged, the second piston 20 is not provided. You may. According to this configuration, the number of parts can be reduced and the valve unit 3 can be miniaturized.

Here, a modified example of the transmission 100 of the present embodiment will be described with reference to FIG. In this modification, when the N range is selected (the state shown in FIG. 1) and either the first or second solenoid valves 1 and 2 are turned on due to some failure, N The range can be maintained. This will be described in detail below.

In the modified example shown in FIG. 6, the transmission 100 further includes detectors 61 and 62 for detecting the engaged state of the forward clutch FWD / C and the reverse brake REV / B. The detectors 61 and 62 are, for example, pressure switches that output a signal when it detects that oil is being supplied to the first pressure receiving chamber 51 of the forward clutch FWD / C and the second pressure receiving chamber 52 of the reverse brake REV / B. is there.

When the N range is selected, for example, when the first solenoid valve 1 fails to turn ON, the first solenoid valve 1 turns ON. As a result, the first solenoid valve 1 opens the first supply flow path 4a, and the oil supply supplied to the first supply flow path 4a is supplied to the first inlet port P1, the first pilot chamber 37, the second communication passage 36, It is supplied to the first pressure receiving chamber 51 of the forward clutch FWD / C through the third inlet port P8, the third annular groove 23, and the fourth control port P9. At this time, when the pressure in the first pressure receiving chamber 51 of the forward clutch FWD / C becomes equal to or higher than the detection pressure of the detector 61, a signal is transmitted from the detector 61 to the controller 5.

The controller 5 immediately turns on the second solenoid valve 2 when a signal from the detector 61 is input when the N range is selected. In this way, when the first and second solenoid valves 1 and 2 are turned on, the first and second pistons 10 and 20 are switched to the state shown in FIG. 4 in the same manner as in the above embodiment. As a result, the first pressure receiving chamber 51 of the forward clutch FWD / C and the second pressure receiving chamber 52 of the reverse brake REV / B communicate with each other, so that the N range can be maintained.

Further, when the second solenoid valve 2 is turned on while the N range is selected, the second solenoid valve 2 is turned on. As a result, the second solenoid valve 2 opens the second supply flow path 4b, and the oil supply supplied to the second supply flow path 4b passes through the second inlet port P4, the second annular groove 15, and the second control port P5. It is supplied to the second pressure receiving chamber 52 of the reverse brake REV / B. At this time, when the pressure in the second pressure receiving chamber 52 of the reverse brake REV / B becomes equal to or higher than the detection pressure of the detector 61, a signal is transmitted from the detector 62 to the controller 5.

The controller 5 immediately turns on the first solenoid valve 1 when a signal from the detector 62 is input when the N range is selected. In this way, when the first and second solenoid valves 1 and 2 are turned on, the first and second pistons 10 and 20 are switched to the positions shown in FIG. 4 in the same manner as in the above embodiment. As a result, the first pressure receiving chamber 51 of the forward clutch FWD / C and the second pressure receiving chamber 52 of the reverse brake REV / B communicate with each other, so that the N range can be maintained.

As described above, in this modification, the N range can be maintained even if either the first or second solenoid valves 1 and 2 are turned on when the N range is selected.

The main functions and effects of the transmission 100 configured as described above will be collectively described.

In the transmission 100 of the present embodiment, when the first piston 10 is supplied with the first pressure receiving surface 10A, the first piston 10 causes the second fastening element (reverse brake REV / B) to have the second pressure receiving chamber. The communication between the 52 and the second solenoid valve 2 is cut off.

In this configuration, when the flood control is supplied from the first solenoid valve 1 to the first pressure receiving chamber 51 of the first fastening element (forward clutch FWD / C), the first piston 10 located downstream of the first solenoid valve 1 Flood is supplied to the first pressure receiving surface 10A, and the communication between the second pressure receiving chamber 52 of the second fastening element (reverse brake REV / B) and the second solenoid valve 2 is cut off. As a result, when the second solenoid valve 2 fails while the first engaging element (forward clutch FWD / C) is engaged, the first engaging element (forward clutch FWD / C) and the second engaging element (reverse brake REV) / B) double bond can be prevented (effect corresponding to claim 1).

Further, in the transmission 100 of the present embodiment, when the oil pressure is supplied to the first pressure receiving surface 10A of the first piston 10, the oil pressure is applied from the second solenoid valve 2 to the second pressure receiving surface 20A of the second piston 20. On the other hand, when the oil is not supplied to the first pressure receiving surface 10A of the first piston 10, the oil is supplied from the second solenoid valve 2 to the second pressure receiving chamber 52 of the second fastening element (reverse brake REV / B). Is supplied, and when hydraulic pressure is supplied to the second pressure receiving surface 20A of the second piston 20, the second piston 20 causes the first pressure receiving chamber 51 and the first pressure receiving chamber 51 of the first fastening element (forward clutch FWD / C). The communication with the solenoid valve 1 is cut off.

In this configuration, when the first solenoid valve 1 fails during the operation of the second solenoid valve 2, the shift range is set to the neutral state, and the first fastening element (forward clutch FWD / C) and the second fastening element (advance clutch FWD / C) ( Double coupling of the reverse brake REV / B) can be prevented. Further, according to this configuration, it is possible to deal with both the failure of the first solenoid valve 1 and the failure of the second solenoid valve 2 (effect corresponding to claim 1 ).

In the transmission 100 of the present embodiment, the first engaging element is the forward clutch FWD / C, and the second engaging element is the reverse brake REV / B.

In this configuration, when the second solenoid valve 2 fails when the first fastening element (forward clutch FWD / C) is engaged, the state immediately shifts to the neutral state, but when the second fastening element (reverse brake REV / B) is engaged. At the time of failure of the first solenoid valve 1 in the above, the state shifts to the neutral state through the double bond state (interlock state) for a moment. Therefore, by using the forward clutch FWD / C as the first engaging element and the reverse brake REV / B as the second engaging element, the double bond (interlock) is performed not when the vehicle speed range is high when moving forward but when the vehicle speed range is low when moving backward. ) Is generated, so that the driver's discomfort can be reduced (effect corresponding to claim 2 ).

In the transmission 100 of the present embodiment, if the first solenoid valve 1 is turned on while the second solenoid valve 2 is turned on, the second solenoid valve 1 is second before the first engaging element (forward clutch FWD / C) is engaged. The communication between the second pressure receiving chamber 52 of the fastening element (reverse brake REV / B) and the second solenoid valve 2 is cut off.

In this configuration, the double bond is instantaneously generated by blocking the communication between the second pressure receiving chamber 52 and the second solenoid valve 2 before the first engaging element (forward clutch FWD / C) is engaged. (Effect corresponding to claim 3 ).

Although the embodiments of the present invention have been described above, the above embodiments are only a part of the application examples of the present invention, and the technical scope of the present invention is limited to the specific configurations of the above embodiments. Absent.

For example, the first fastening element may be the reverse brake REV / B, and the second fastening element may be the forward clutch FWD / C.

The transmission 100 may be a CVT with an auxiliary transmission. In this case, as a combination of the first and second fastening elements, for example, a first-speed forward fastening element and a reverse fastening element, a second-speed forward fastening element and a reverse fastening element, or a first-speed forward fastening element. And a combination of two-speed forward fastening elements can be considered.

Further, the transmission 100 may be a stepped transmission. In this case, if the two gears are double-bonded, an interlock state may occur or the gears may be changed. Therefore, as the first and second fastening elements, a combination that may cause such a problem may be appropriately selected.

Further, in the above modification, the engaged state of the forward clutch FWD / C and the reverse brake REV / B is detected by the pressure switch, but a pressure sensor may also be used. Further, instead of the configuration for detecting the pressure, for example, the engaged state of the forward clutch FWD / C and the reverse brake REV / B is determined by detecting the position of the piston that partitions the first and second pressure receiving chambers 51 and 52. You may.

1 1st solenoid valve (1st actuator)
2 2nd solenoid valve (2nd actuator)
3 Valve unit 5 Controller 10 1st piston 10A 1st pressure receiving surface 20 2nd piston 20A 2nd pressure receiving surface 40 Position selection device 51 1st pressure receiving chamber 52 2nd receiving chamber 100 Transmission FWD / C forward clutch (1st fastening element) )
REV / B reverse brake (second fastening element)

Claims (3)

With the first fastening element having the first pressure receiving chamber,
With a second fastening element having a second pressure receiving chamber,
The first actuator provided upstream of the first pressure receiving chamber and
A second actuator provided upstream of the second pressure receiving chamber and
A first piston having a first pressure receiving surface provided downstream of the first actuator is provided.
When the flood control is supplied to the first pressure receiving surface, the first piston cuts off the communication between the second pressure receiving chamber and the second actuator .
Further having a second piston having a second pressure receiving surface provided downstream of the second actuator.
A part of the first piston is arranged upstream of the second pressure receiving surface of the second piston.
When the flood control is supplied to the first pressure receiving surface of the first piston, the flood control is supplied from the second actuator to the second pressure receiving surface of the second piston, while the first piston of the first piston. When the flood control is not supplied to the pressure receiving surface, the flood control is supplied from the second actuator to the second pressure receiving chamber of the second fastening element.
A transmission characterized in that when hydraulic pressure is supplied to the second pressure receiving surface, communication between the first pressure receiving chamber and the first actuator is cut off by the second piston . The transmission according to claim 1 .
The first fastening element is a forward fastening element.
The second fastening element is a transmission characterized by being a reverse fastening element. The transmission according to claim 1 or 2 .
If the first actuator is turned on while the second actuator is turned on, the communication between the second pressure receiving chamber and the second actuator is cut off before the first fastening element is fastened. Characterized transmission.

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