JPH02113159A - Hydraulic control device for automatic transmission - Google Patents

Abstract

PURPOSE:To make it possible to independently control actuation of a lock up mechanism and actuation of an engine brake by arranging and providing a drive hold valve able to contact and separate to the spool of a drive control valve. CONSTITUTION:An oil chamber 153 between a drive control valve 150 and a drive hold valve 154 is connected to a first solenoid valve 210. An oil chamber 155 is connected to a governor valve 200 through a reverse control valve 160, and a governor relay valve 164 able to contact and separate to the valve 160 is arranged and provided. Hereupon, as an oil chamber 165 is connected to the outlet port side oil passage of a pressure control valve 110 through the valve 150, the governor pressure of the valve 200 holds the valve 154 in usual running condition at advance range. Further, as an oil chamber 603 on the end face of an engine brake control valve 600 is connected to a valve 201, actuation of the engine brake can be performed while keeping the advance range by holding the valve 154.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a hydraulic control device for an automatic transmission, and more particularly to a hydraulic control device that can independently control an engine brake and a longitudinal brake.

(Prior Art) Conventionally, in a hydraulic control circuit for an automatic transmission, a first control circuit that switches between a energized state and a de-energized state when a shift is changed.
The solenoid valve is connected to the drive control valve so that when the spool of the intelligence drive control harp is in one position, the forward range is selected and when it is in the other position, the other range is selected. was.

A lock-up engine brake control valve is provided in order to apply the engine brake while driving in 1st or 2nd gear in the forward range, and the lock-up mechanism is activated by switching the valve. At the same time, engine braking was also activated.

(Problem to be Solved by the Invention) However, in the above-mentioned conventional hydraulic control device for an automatic transmission, the lock-up mechanism and the engine brake are operated at the same time. When the engine brake is activated in 1st gear, and when the lock-up mechanism is activated in 2nd gear, the engine brake is activated in 2nd gear.
The speed engine brake will be activated, and each will be controlled independently? ) could not be done.

The present invention provides a hydraulic control device for an automatic transmission that can independently control the operation of a lock-up mechanism and the operation of an engine brake by simply adding a valve without adding a solenoid valve. purpose.

(Means for Solving the Problem) In order to solve the problem of the above-mentioned point J, the hydraulic control device for an automatic transmission of the present invention provides a spool that is connected to a first solenoid valve and takes two positions depending on whether it is energized or de-energized. A drive control valve with a , likewise connected to the first solenoid valve, its energized/non-JI! ! An engine brake control valve equipped with a spool that takes two positions when energized; and a reverse control valve that is connected to a second solenoid valve through a drive control valve and has a spool that takes two positions when energized or not. There is.

The drive control valve is provided with one live hold valve that can be moved into and out of contact with the spool, and the oil chamber between the two is connected to the first solenoid valve. The oil chamber is connected to the governor valve via a reverse control valve.

Further, the reverse control valve is provided with a governor relay valve that is in contact with the spool via a spring, and the oil chamber on the end face of the governor relay valve is connected to the outlet of the pressure regulating valve via the drive control valve. Connected to the side oil channel.

Further, the engine brake control valve connects the oil chamber on the end face of the spool to the first solenoid valve and to a hydraulic servo for operating the engine brake.

(Operation and Effects of the Invention) According to the present invention, as described above, the drive control valve is provided with a drive hold valve that can be brought into contact with and separated from the spool, and the oil chamber between the two is connected to the first solenoid valve. At the same time, the oil chamber on the end face of the drive hold valve is connected to the governor valve via a reverse control valve, and a governor relay valve is disposed so as to be able to be connected and separated via the spool and spring of the reverse control valve. Pressure adjustment block through the drive control valve above in the oil chamber on the end face of the relay valve? Since the drive hold valve is connected to the outlet side oil 7a of the drive hold valve, the governor pressure of the governor valve holds the drive hold valve under normal running conditions in the forward range.

Here, since the oil chamber on the end face of the engine brake control valve spool is connected to the first solenoid valve, use the first solenoid valve while holding the drive hold valve and keeping it in the forward range. It becomes possible to operate the engine brake.

(Example) Hereinafter, an example of the hydraulic control device for an automatic transmission of the present invention will be described in detail with reference to the drawings.

FIG. 2 is a diagram showing a shift control system of a vehicle to which the hydraulic control device for an automatic transmission of the present invention is applied.

In the figure, A is the engine of the vehicle, B is the transmission to which the output from engine 8 is transmitted, C is the hydraulic control device for controlling each element of the transmission, D is the hydraulic illumination 22U, the spool valve of bag E, etc. E is an electronic control device that controls each solenoid, F is a shift position switch, G is a throttle distance detection device,
H is a vehicle speed detection device.

The above-mentioned shift position switch F is an electric switch, which is manually operated to select P (parking), R (
It has four ranges: reverse), N (neutral), and D (forward).

In this shift control system, the electronic control device E performs processing based on the throttle opening degree, vehicle speed, range selection signal from the shift position switch F, etc.
According to the output signal, the solenoid valve D is energized or de-energized to control the hydraulic control device C, and the frictional engagement elements of the transmission B are engaged or disengaged to perform gear shifting.

FIG. 3 is a schematic diagram of a plane gear unit of a hydraulic four-speed automatic transmission with an overdrive mechanism.

This automatic transmission is equipped with a torque converter 1, an overdrive mechanism 2, and a W star gear mechanism 3 with three forward speeds and one reverse speed, and is controlled by a hydraulic control device shown in FIG. . The torque converter 1 has a well-known structure including a pump impeller 4, a turbine runner 5, and a stator 6, and the pump impeller 4 is connected to an engine A.
The turbine runner 5 is connected to a crankshaft 7, while the turbine runner 5 is connected to a turbine shaft 8.

Further, the torque converter 1 is provided with a direct coupling clutch 9 that mechanically locks (connects) the crankshaft 7 and the turbine shaft 8.

Although the turbine shaft 8 forms the output shaft of the torque converter 1, it is also the input shaft of the overdrive mechanism 2, and is connected to a carrier 10 of a planetary gear in the overdrive mechanism 2.

The planetary binion 11 rotatably supported by the carrier lO includes a sun gear 12 and a ring gear! It meshes with 3. An overdrive direct clutch 14 and a one-way clutch 15 are provided between the sun gear 12 and the carrier IO, and an overdrive brake 17 is provided between the sun gear 12 and an overdrive case 16 that includes the overdrive mechanism 2. It will be done.

The ring gear 13 of the overdrive mechanism 2 has a forward
It is connected to the input shaft 18 of the planetary gear mechanism 3 with one reverse gear. A forward clutch 20 is provided between the input shaft 18 and the intermediate shaft 19, and a direct clutch 22 is provided between the input shaft 18 and the sun gear shaft 21. Further, a second coast brake 24 is provided between the sun gear shaft 21 and the transmission case 23, and a second brake 26 is provided via a one-way clutch 25.

Here, the sun gear 27 provided on the sun gear shaft 21 is
A carrier 28, a planetary pinion 29 held by the carrier 28, and a ring gear 30 that meshes with the planetary pinion 29 constitute a Ti leg gear, and a carrier 31, a planetary pinion 32 held by the carrier 31, and a planetary pinion On 32
The ring gear 33 that meshes with the other planetary gears constitutes another planetary gear.

The ring gear 30 in one of the M star gears is the intermediate shaft 1
The carrier 28 is connected to the ring gear 33 of the other planetary gear, and the carrier 28 and the ring gear 33 are connected to the output shaft 34. Moreover, between the carrier 31 and the transmission case 23 in the other planetary gear mechanism, there is a
It is equipped with a st & rev brake 35 and a one-way Cura Nona 36.

The automatic transmission with the above configuration is controlled by the hydraulic control device shown in Fig. 1, and each clutch and brake is engaged or released depending on the input of the shift position switch, the throttle opening, and the vehicle speed, and has four forward gears. A one-speed reverse gear shift is performed.

FIG. 4 shows the gears of the automatic transmission and the operating states of the clutch and brake, and FIG. 5 shows the gears of the automatic transmission and the operating states of the solenoid valves.

In the figure, the O mark indicates that each clutch and brake are in the engaged state, and the X mark indicates that each clutch and brake is in the released state.

By the way, in FIG. 1, the pressure regulating valve 110 is equipped with a spool 112 having a convex spring 111 on its back, and the oil pumped up from the oil reservoir 100 by the oil pump 101 is supplied to the oil chamber 113. The oil is supplied to the oil chamber 114 via the orifice 401. Above oil chamber 1
The oil supplied to the spring 111 and the oil chamber 11
The pressure is regulated by the oil pressure of No. 4, and oil #130 is used as the line pressure.
2 and is then guided to the oil passage 302 as torque converter pressure. When the pressure of the oil pumped up by the oil pump 101 becomes higher than a predetermined value, the oil flows into the oil chamber 11.
5 and is discharged to the oil sump 100.

The first solenoid valve 210 is connected to the valve port 21 in a de-energized state.
1 is closed, hydraulic pressure is generated in the oil passages 303 and 340 that communicate with the oil passage 301 via the orifice 402, and in the energized state, the valve port 211 is opened to drain the oil passage 303 from the oil drain port 212.
．． Drain 340 oil.

The second solenoid valve 220 is connected to the valve port 22 in a de-energized state.
1 is closed, hydraulic pressure is generated in the oil I8304 communicating with the oil passage 301 via the orifice 403, and the valve port 221 is opened in the 1llll electric state to discharge the oil in the oil passage 304 from the oil drain port 222.

Further, the third solenoid valve 230 closes the valve port 231 in a de-energized state, and opens the oil passage 301 through the orifice 404.
Hydraulic pressure is generated in the oil passage 305 communicating with the oil passage 305 , and the valve port 231 is opened in the energized state to discharge the water in the oil passage 305 from the oil drain port 232 .

The above first to third solenoid valves 210.220°2
30 is placed in an energized or de-energized state as shown in FIG. 5 depending on the shift position and gear position.

In the figure, the ◯ mark indicates that each solenoid valve is in an energized state, and the × mark indicates that it is in a non-energized state.

Next, the fourth solenoid valve 240 closes the valve port 241 in a de-energized state and opens the oil passage 30 through the orifice 405.
1. Hydraulic pressure is generated in the oil passage 306 communicating with the oil passage 306, and the valve port 241 is opened in the energized state to drain oil from the oil passage 306 from the oil drain port 242! Issue JL. The fourth solenoid valve 240 is for lock-up control, and in the D range, an electronic circuit determines whether the vehicle is in a driving state that requires lock-up based on the vehicle speed, throttle opening, and gear position. The device is automatically turned on or off.

The drive control valve 150 includes a spool 152 with a spring 151 on its back, and a drive hold valve 154 that can be moved into and out of contact with the spool 152. When driving at extremely low speeds in the D range where engine braking is not required, the first solenoid valve 210 is de-energized and oil pressure is generated in the oil passage 303, causing the oil chamber 153
The spool 152 is set upward by the hydraulic pressure supplied to the spool 152 . At this time, the oil passage 301 and the oil passage 307, the oil passage 308 and the oil drain port 309, the oil passage 310 and the oil passage 305, and the oil passage 311 and the oil drain port 312 are brought into communication with each other. When driving at extremely low speeds or higher, the governor valve 20 (described later)
Oil is supplied to the oil chamber 155 from 0 through the oil passages 341 and 342, and the drive hold valve 154 is pressed upward, so the spool 152 is connected to the solenoid valve 21.
Regardless of whether 0 is energized or not, it is always set at the upper position. That is, a fail-safe mechanism is configured to prevent the transmino line from entering the P, R, N state even if the vehicle is erroneously placed in the P, R, or N range while the vehicle is running in the D range.

Therefore, it is necessary to select the P, R, and N ranges while the vehicle is stopped or at extremely low speed.

In addition, in the P, R, and N ranges, the first solenoid valve 210 is energized and the oil in the oil passage 303 is discharged, so that the oil in the oil chamber 153 is discharged and the sprue 152 is set to the lower position. Ru. As a result, the oil passage 307 is connected to the oil drain port 3.
13, the oil chamber 165 is exposed to the IJF, and the spool 164 is set to the lower position by the spring 161. As a result, the oil passage 342 is communicated with the oil drain port 343, and the oil in the oil chamber 155 is drained.

That is, the hydraulic pressure supplied from the governor valve 200 to the oil passage 342 via the oil passage 341 is shut off by the governor valve 164. As a result, the drive controller 10-Rubalf 150 becomes P, I'? , H range, it is always set at the lower position.

The 1-2 shift valve 120 has a spring 121 on one side.
In the first speed of the D range, the third solenoid valve 230 is placed in the non-JJ1 state and hydraulic pressure is generated in the oil path 305, and the spool 122 is connected to the oil path 305.
Since oil is supplied to the oil chamber 123 at the lower end through 05.310, it is set at the upper position. And at this time, oil road 31
4 and oil passage 315, oil passage 316 and oil passage 317, oil passage 31
8 and the oil drain port 319 are communicated with each other.

Furthermore, in the second and third speeds of the D range, the third solenoid valve 230 is energized and the oil passage 305 is discharged, so the oil pressure in the oil chamber 123 is transferred via the oil passage 310 and the drive control valve 150. Since the oil is discharged from the oil passage 305, the 1-2 shift valve 120 is set to the lower position. At this time, the oil passages 307 and 314, the oil passages 315 and 316, and the oil passages 317 and 318 are brought into communication, respectively.

Next, in the 3rd and 4th speeds of the D range and the R range, the spool 132 of the 2-3 shift valve 130 (described later) is set to the upper position, and the oil in the oil passage 301 is transferred to the drive control valve 150, the oil passage 307. -3 Nfthalp 130
, is supplied to the oil chamber 124 via the oil FaI 320,
The spool 122 has a spring 121 and the oil chamber 124
In other words, in the 3rd and 4th gears of the D range, the third solenoid valve 2 is set to the lower position by the action of the hydraulic pressure.
30 is in the energized state, and in the fourth gear, it is in the de-energized state, and even though the hydraulic pressure in the oil chamber 123 is discharged or supplied accordingly, the spool 122 is always restrained in the lower position.

At that time, the oil passage 307 and the oil passage 314, the oil passage 315 and the oil passage 316, and the oil passage 317 and the oil passage 344 are brought into communication, respectively.

The 2-3 shift valve 130 has a spring on one side! 31
In the first and second speeds of the D range, the second solenoid valve 220 is energized and the oil in the oil passage 304 is discharged.
is set to the lower position by the action of the spring 131,
Oil passage 307 and oil passage 321, oil FtB 315 and oil passage 32
0, the oil passage 317 and the oil passage 344 are communicated with each other.

Next, in the 3rd and 4th speeds of the D range, the second solenoid valve 220 is de-energized, hydraulic pressure is generated in the oil passage 304, and the spool 132 passes through the oil passage 304 to the oil chamber 13 at the lower end.
3 is set to the upper position by the action of the hydraulic pressure supplied to 3. At this time, the oil passage 321 and the oil drain port 323, the oil passage 307 and the oil passage 320, and the oil passage 315 and the oil passage 317 are brought into communication with each other.

Furthermore, in the R range, the spool 152 of the drive control valve 150 is set at the lower position as described above, and the reverse control valve 1, which will be described later, is set at the lower position.
Since the spool 162 of 60 is set in the upward direction W, the oil pressure in the oil passage 301 is transferred to the oil chamber 134 through the oil passages 308 and 315.
The spool 132 is set to a lower position by the action of the spring 131 and the oil pressure in the oil chamber 134.

The 3-4 shift pulp 140 has a spring 141 on one side.
In the first and second speeds of the D range, the spool 142 has a spool 142 with a
Since the spool 132 of is set to the lower position, the oil path 3
07 oil pressure is supplied to the oil chamber 143 via the oil path 321,
The spool 142 is set at a lower position by the action of the spring 141 and the oil pressure in the oil chamber 143. Furthermore, in the third gear of the D range, the third solenoid valve 230 is energized and the oil in the oil passage 310 is discharged through the oil passage 305, so the spool 142 is set to the lower position by the action of the spring 141. Ru. At this time, the oil passage 324 and the oil drain port 325, and the oil passage 301 and the oil passage 326 are brought into communication with each other.

Next, in the 4th speed of the D range, the third solenoid valve 23
0 is placed in a de-energized state, and the oil pressure in the oil passage 305 is the same as that in the oil passage 31.
As described above, the spool 132 of the 2-3 shift valve 130 is set to the upper position, and the oil in the oil chamber 143 passes through the oil path 321 to the 1 non-oil port 323.
Than! Since it is not dispensed, the spool 142 is set in the upper position.

At this time, oil passage 301, oil passage 324, and oil passage 326
and the oil drain port 327 are communicated with each other.

The reverse control valve 160 is connected to the spool 162
A spring 161 is provided in front of the spool 162, and a governor relay valve 164 is provided which can be pressed by the spring 161 and moved into and out of contact with the spool 162. In the D range, the spool 152 of the I' live control valve 150 is set at the upper position and hydraulic pressure is supplied to the oil chamber 165 through the oil passage 307, so the spool 162, 164 of the reverse control pulp 160 is set at the upper position, and oil passage 308, oil passage 315, oil passage 3
42 and the oil passage 341 are communicated with each other.

In addition, in the R range, the drive control valve 150 is set to the lower position, and the oil in the oil chamber 165 is discharged through the oil passage 307, and the third solenoid valve 230 is in the 4-volt state, so the oil is in the lower position. Oil in the chamber 163 is discharged via the oil passage 311. Therefore, the spool 1G2 is set to the upper blade position by the spring 161, and the governor relay valve 164 is set to the lower blade position, so that the oil passage 308 and the oil passage 315 are communicated.

On the other hand, in the P and N ranges, the third solenoid valve is de-energized and the spool 152 of the drive control 1 call valve 150 is set to the lower position, so the oil pressure in the oil passage 305 is Oil chamber 163 via 311
and the pool 162 is set in the lower position. At this time, the oil passage 315, the oil drain port 328, and the oil passage 34
2 and the oil drain port 343 are communicated with each other.

The furanochin-ken valve 190 includes a spool 192 with a spring 191 on its back, and when the fourth solenoid valve 240 is de-energized, the oil pressure in the oil passage 306 is supplied to the oil chamber 193, and the spool 192
is set at the lower blade position, and the oil passage 315 and the oil passage 329 are brought into communication. Furthermore, when the fourth solenoid valve 240 is energized, the oil in the oil chamber 193 is drained from the oil path 3.
The spool 192 is discharged through the spring 19
1 is set in the upper position, and the oil passage 329 and oil drain port 3
30 is connected.

The control valve 80 is equipped with a spool 182, 183 with a spring 181 on its back, and a fourth solenoid valve 240 (when the valve 240 is de-energized, the oil passage 306 is Hydraulic pressure is supplied to the oil chamber 184, and the spool 1f12.IE13 is connected to the spring 1
81 and the oil pressure of the oil chamber 184, the oil passage 332 and the oil passage 333, and the oil passage 302 and the oil passage 334 are communicated with each other. Therefore, in the D range, when the drive control valve 150 supplies oil pressure to the oil chamber 185 via the oil passage 307 and the fourth solenoid valve 240 is energized, the oil in the oil chamber 184 is supplied to the oil chamber 185 through the oil passage 307.
6, the spool 1B2.183 is set to the upper position by the action of the oil pressure in the oil chamber 185.

At this time, the oil passage 302, the oil passage 333, and the oil passage 334
and υTouraro 335 are communicated.

The governor valve 200 consists of a governor valve body 201 and a check valve 202 fixed to the output shaft 34,
While the output shaft 34 is rotating, the check valve 202 uses its centrifugal force to close the oil drain port 203 and generate oil pressure in the oil passage 337 communicating with the oil passage 301 via the orifice 406.
I feel sick. Also, if the output shaft 34 is not rotating,
υ[The oil in the oil passage 337 is not discharged from the oil port 203.

The engine brake control valve 600 includes a spool 602 with a spring 601 on its back, and when the first solenoid valve 210 is in a de-energized state, the oil path 3
40 to generate oil pressure in the oil chamber 603, and the spool 6
02 to the lower position to communicate the oil passage 344 and the oil drain port 345. When the first solenoid valve 210 is energized, the oil in the oil chamber 603 is discharged through the oil passage 340, setting the spool 602 to the upper position, and
44 and the oil passage 307 are communicated with each other.

The barking control valve 170 includes a spool 172, 173 with a spring 171 on one side,
While the output shafts 3 and 1 are rotating, the oil pressure in the oil passage 337 flows into the oil chamber 171.
When the second solenoid valve 220 is de-energized, the oil pressure in the oil passage 304 is supplied to the oil chamber 175 and at least the spool 172 is set to the upper position. , oil road 301
The oil passage 336 is communicated with the oil passage 336.

Furthermore, when the output shaft 34 stops rotating and the second solenoid pulp 220 is energized, the oil in the oil chambers 174 and 175 is discharged, so the spools 172 and 173 are set to the lower position, and the oil passage 307 and oil The path 336 is connected.

Here, the parking piston mechanism 250 includes a bar-tongue piston 252 with a spring 251 placed behind it on one side, and utilizes the reciprocating motion of the parking piston 252.
ζ The parking mechanism can be activated and deactivated. That is, when hydraulic pressure is supplied to the oil chamber 253 by the action of the parking control valve 170, the parking piston 252 is set to the right position and enters the parking release state. In addition, the oil in the oil chamber 253 is
When the oil is discharged from the drain port 313 via the oil outlet 7, the parking piston 252 is set to the left by the action of the spring 251, and the parking state is entered.

Next, the operation of the hydraulic control circuit in each range will be explained.

In the D range, when there is no need to operate the engine brake, the first solenoid pulp 210 is de-energized, and the oil pressure in the oil passage 303 is supplied to the oil chamber 153 of the drive control valve 150. Spool 1
52 is set at the upper position.

The hydraulic pressure in the oil passage 301 is led to the hydraulic servo 20A via the oil passage 307, and engages the forward clamper 20.

Next, in the case of 1st speed, the second solenoid valve 2
20 is in an energized state, and the third solenoid valve 230 is in a non-energized state. The spool 122 of the 1-2 shift valve 120 is placed upward, the spool 132 of the 2-3 shift pulp 130 is placed downward, and the spool 132 of the 3-4 shift valve 140 is placed downward.
The spools 142 are each set downward, and the oil passages 30
1 oil pressure is led to the hydraulic servo 14A via the 3-4 shift pulp 140 and the oil path 326, and the overdrive direct flange 14 is engaged.

Here, if the speed is extremely low in the first speed, the governor valve 2
In order for the check pulp 202 of No. 00 to open the oil drain port 203, the ura supplied through the oil passages 33.7.341.342 is discharged from the oil chamber 155. As a result, i
'Only the live hold pulp 154 is set to the lower position.

Then, when entering normal driving in 1st gear, the governor valve 2
00 check pulp 202 closes the oil drain port 203 and supplies governor pressure to the oil chamber 155 via oil passages 337, 341, and 342. Therefore, regardless of whether the first solenoid pulp 210 is energized or de-energized, the 1' live hold pulp 154 is set at the upper position, and the spool 152 is also set at the upper position.

Next, if the engine brake is applied in the above condition,
Although the first solenoid pulp 210 is energized, the spool 152 is maintained upward by the action of the drive hold valve 154. Then, in order to discharge the oil in the oil chamber 603 of the engine brake control valve 600, the spool 602 is set to the upper position, and the oil pressure in the oil passage 301 is adjusted to 307.344.23, the oil passage 317.1 -2 shift valve 120 and is led to the hydraulic nervo 35A via the oil passage 316, and engages the 1st & Rev brake 35.

Next, in the case of two valves, the second solenoid valve 220
and the third solenoid pulp 230 are both energized, and the spool 122.2- of the 1-2 shift pulp 120
The spool 132 of the 3-shift valve 130 and the spool 142 of the 3-4 shift valve 140 are each set to the lower position. The oil pressure in the oil passage 301 is guided to the hydraulic servo 14A via the 3-4 shift valve 140 and the oil passage 326, and the oil pressure in the oil passage 307 is guided to the oil pressure servo 26A via the 12 shift valve 120 and the oil passage 314. The over l' live direct clutch 14, second brake 2G, and direct clutch 22 are respectively engaged.

Here, when traveling at an extremely low speed in 2nd gear, the check valve 202 of the governor valve 200 releases the oil drain port 203, as in the case of traveling at an extremely low speed in 1st gear. The oil that was being supplied through the oil chamber 155 is discharged from the oil chamber 155.

As a result, only the drive hold pulp 154 is set at the lower position.

Then, when entering normal driving in 2nd gear, the governor valve 2
00 check pulp 202 closes the oil drain port 203 and ζ
, and supplies governor pressure to the oil chamber 155 via oil passages 337, 341, and 342. Therefore, regardless of the energized state or de-energized state of the first solenoid I pulp 210, the drive hold pulp 154 is set to the upper position, and the spool 1
52 is also set at the upper position.

Next, if the engine brake is applied in the above condition,
Although the first solenoid pulp 210 is de-energized, the spool 152 is maintained upward by the action of the drive hold pulp 154. Then, the spool 602 is set to the upper position in order to discharge the oil in the /[11 chamber 603 of the engine brake control valve 600, and the oil passage 30
1 oil pressure is oil line 307, engine brake control valve 600, oil & 8344.2-3 jet hull)
130, Nyama road 317, l-2 NFU 1 pulp 120, and is guided to the hydraulic servo 24A through the oil path 31B, and engages the second coast brake 24.

Subsequently, in the case of three units, the second solenoid] valve 220 is in the J[energized state, and the third solenoid 1' valve 23
0 is placed in the energized state, the spool 122 of the 1-2 shift 1 valve 120 is set to the lower blade, the spool 132 of the 2-3 Nfthalp 130 is set to the upper position, and the spool 142 of the 3-4 shift valve 140 is set to the lower blade. be done. Then, the oil pressure of the oil passage 301 is guided to the hydraulic servo 14A via the 3-4 shift valve 140 and the oil passage 326, and the oil pressure of the oil passage 307 is the 1-2 shift valve 120.

The oil is guided to the hydraulic servo 26A through the oil passage 3] 4, and further 23
Hydraulic servo 22 via fuel tank 130 and oil passage 320
B, respectively, to engage the OHA drive driver 14, the second brake 26, and the direct clutch 22.

In addition, in the case of 4th speed, both the second solenoid valve 220 and the third solenoid valve 230 are de-energized, the spool 122 of the 1-2 shift Harzo 120 is downward, and the spool 132 of the 2-3 shift 1 valve 130 is and 3
-4 The spool +42 of the shift valve 140 is set to the upper blade position. The hydraulic pressure in the oil passage 301 is guided to the hydraulic servo 17A via the 3-4 lift valve 140 and the oil passage 324, and the hydraulic pressure in the oil passage 307 is guided to the hydraulic servo 26A via the 12-lift valve 120 and the oil passage 314. -3
Shiso! Hydraulic servo 22 via valve 130 and oil path 320
Guided by B, each over 1° live brake 17,
Second brake 26 and direct clutch 22 are engaged.

- In each of the above-mentioned gears, hydraulic pressure is supplied to the oil chamber 185 of the Ronoqua/Puconto 1 call valve 180 via the oil passage 307, and the spool 182, 183 is in a state where it can be controlled by the fourth solenoid valve 240. It becomes. Therefore, when the flat 4 solenoid valve 240 is de-energized, the spool 1B2.183 of the lock amplifier control I call valve 180 is set to the lower position, and the oil pressure in the oil path 302 is transferred to the oil path 334, the torque converter 1, and the oil pressure. The direct coupling clutch 9 is released. The cough oil passage 332 is discharged to the oil sump 100 via the cooler 700.

Further, when the fourth solenoid F valve 240 is energized, the spools 182 and 183 of the ronokanop control half 180 are set at an upward position of 11π, and the oil passage 302
The oil pressure is led to the direct coupling clutch 9 through the oil passage 333, and the oil passages 33,1 are discharged through the oil drain port 335, thereby engaging the direct coupling clutch 9 and bringing it into a lock-up state.

In addition, in the D range, 7 ways, 1101.307
By guiding the hydraulic pressure to the parking control valve 170 through the spool 170, the hydraulic pressure can be guided to the oil chamber 253 of the bar/tongue screw mechanism 250 via the oil passage 33G, regardless of the position of the spool 172. At that time, the parking piston 252 is set to the right position and enters the parking release state.

Next, in the N range, the first solenoid valve 21
0 is in the energized state, the second solenoid valve 220 and the third solenoid valve 230 are both in the de-energized state, and the spool 152 of the drive controller 10 - l-
The spool of the 2-force valve 120 + 22.34 spool 142 of the 1-valve 140 and the sprue 182.183 of the control valve I80 are located downward, 2
-3 The spool 132 of the shift I valve 130 and the spool 172 of the parking control valve 170 are set upward, and the parking piston 252 is set to the right position. At this time, the oil pressure in the oil passage 301 is guided to the ζ hydraulic servo 14A through the 3-4 shift valve 140 and the oil passage 326, and engages the over-life direct 1 clutch 14.
Ru.

In addition, in the R range, the first solenoid valve 21
The 0 and 3rd solenoid valves 230 are energized, the 2nd solenoid valve 220 and the 4th solenoid valve 2
40 is de-energized and the spool 152.1-2 shift valve 120 of the dry control hub 150
Spool 122 of 2-3 shift valve 130, spool 142 of l-4 shift valve 140
, spool 1 of lock amplifier control valve 180
82.183, and the spool 192 of the clutch sequence valve 190 is downward, the spool 172 of the parking control valve 170 is upward, the parking piston 252 is to the right, and the reverse control valve 1
60 spool 162 is above the governor relay valve 1
64 is set to the lower position.

Therefore, the oil pressure in the oil passage 301 is guided to the hydraulic servo 14A via the 3-4 shift valve 140 and the oil passage 326.
The oil pressure in the oil passage 308 is controlled by the reverse control valve 160.
, oil passage 315, clutch/7 sequence valve 190, oil passage 329, and is led to the hydraulic servo 22A, and further oil passage 3
15, is led to the hydraulic servo 35A via the 1-2 shift valve 120 and the oil passage 316. In addition, reverse control valve 160, oil passage 315.2-3
30, it is led to the hydraulic servo 22B through the oil path 320, and is an overdrive direct crank.

14, direct clutch 22 and 1st & R
Engage the EV brake 35. Here, the hydraulic servo of the direct clutch 7ch 22 is composed of two hydraulic servos 22.
In the 3rd and 4th gears, where a small torque capacity is sufficient, hydraulic pressure is supplied to one hydraulic servo 22B, and in the R range, where a large torque capacity is required, hydraulic pressure is supplied to both hydraulic servos 22A and 22B. Configured to be supplied. As a result, when shifted from the N range or the P range to the R range, the fourth solenoid valve 240 is initially energized and the oil chamber 1 is energized via the oil passage 306.
93 oil to UF, clutch sequence valve 190
is positioned upward to temporarily cut off the supply of hydraulic pressure to the hydraulic nervo 22A. Thereafter, by de-energizing the fourth solenoid pulp 240, the supply of oil to the hydraulic servo 22A is delayed from the supply to the hydraulic servo 22B, and the torque capacity is adjusted to reduce the shock during the R shift. It is possible to do so.

Note that in the case of the R range, since the governor relay valve 164 of the reverse control valve 160 is set to the lower position, the supply of governor pressure from the governor valve 200 is blocked, and the oil in the oil chamber 155 is discharged. For,
Drive hold valve 154 is set to the lower position. Therefore, the spool 152 of the drive control 11 call valve 150 can be controlled by the energized state or non-energized state of the devalve 210 in the first solenoid.

Next, in the P range, the first solenoid pulp 21
Both the zero and second solenoid valves 220 are energized, and the third solenoid valve 230 is de-energized. Spool 152 of drive control valve 150, spool 162.3 of reverse control pulp 160
The spool 142 of the 4-shift valve 140 is set to the lower position. The oil pressure in the oil passage 301 is controlled by the 3-4 shift valve 14.
0, it is guided to the hydraulic servo 14A via the oil path 326, and engages the overdrive direct crankshaft 14.

When the output shaft 34 is rotating, the oil pressure of the governor valve 200 is generated in the oil passage 337, the oil pressure is supplied to the oil chamber 174 of the parking control valve 170, and the spools 172 and 173 are set at the upper position. Ru. The oil pressure in the oil passage 301 is guided through the oil passage 336 to the oil chamber 253 of the tongue piston l [A250, and the parking piston 252 is set to the right position.
- The locking mechanism will be lifted. In other words, even if the vehicle is put into the P range while driving, it is impossible to enter the parking state.

Here, by stopping the rotation of the output shaft 34, the oil chamber 1
Since the oil 74 is discharged from the oil drain port 203 through the oil passage 337, the spools 172 and 173 are set at the lower position. The oil in the oil chamber 253 passes through oil passages 33G and 307 to the drive control valve 150 (7) uHd.
The opening 13 is extended from the top 31, and the parking screw 252 is set to the right position by the action of the spring 251, and the parking state mechanism is put into operation.

Note that the present invention is not limited to the above embodiments,
Various modifications are possible based on the spirit of the present invention, and these are not excluded from the scope of the present invention.

[Brief explanation of drawings]

FIG. 1 is a diagram showing a hydraulic control device for an automatic transmission according to the present invention;
Fig. 2 is a diagram showing a shift control system of a vehicle to which the hydraulic control device for an automatic transmission of the present invention is applied, and Fig. 3 is a schematic diagram of an overdrive mechanism (= planetary gear unit of a J-fluid type 4-speed automatic transmission). Fig. 4 is a diagram showing the gear position of the automatic transmission and the operating state of the clutch and brake, and Fig. 5 is a diagram showing the gear position of the automatic transmission and the operating state of the solenoid valve. ■...Torque converter , 2... Overdrive mechanism, 3... Planetary gear mechanism, 100... Oil sump, 101...
・Oil pump, 110...Pressure regulating valve, 120...1
-2 shift valve, 130...2-3 nft half, 140...34 nf] valve, 150-...dry control valve, 160...reverse controller 1
0-LeHarf, 170・Parking control valve, 180・・Lock”7 Nopcon (・Roll valve, 190・Kura, Chi sequence valve, 200・・
・Governor valve, 210.220230 240・Solenoid valve, 250... Parking piston mechanism,
152.162.602... Spool, 154... Drive hold valve, 164... Governor relay valve, 600... Engine brake control valve. Patent Applicant Aisin AW Co., Ltd. Agent Patent Attorney Mamoru Shimizu (1 other person) Figure

Claims (1)

[Claims] A drive control valve and an engine brake control valve are connected to a first solenoid valve and have a spool that takes two positions depending on whether the spool is energized or not. and a reverse control valve equipped with a spool that assumes two positions when de-energized. 1 solenoid valve, and the oil chamber on the end face of the drive hold valve is connected to the governor valve via a reverse control valve, and the reverse control valve is connected to the governor valve so that it can be connected to and separated from the drive hold valve via the spool and spring. A relay valve is provided, and the oil chamber on the end face of the governor relay valve is connected to the outlet side oil passage of the pressure regulating valve via the drive control valve, and the engine brake control valve is connected to the outlet side oil passage of the pressure regulating valve. Connecting the oil chamber on the end face to the first solenoid valve,
A hydraulic control device for an automatic transmission, characterized in that it is connected to a hydraulic servo for operating an engine brake.