JPH023727A - Hydraulic controller for automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To prevent the simultaneous engagement of three engagement elements by switching a selector valve in the first oil passage to a discharge position when one shift device erroneously operates during the operation of two prescribed shift devices and each hydraulic pressure in the first-third oil passages increases. CONSTITUTION:When two among the first-fourth shift devices (solenoid valve) 400A-400D operate, and another one erroneously operates, for example, if the second solenoid valve 400B erroneously operates in the first speed stage where the first-third solenoid valves 400A-400C are not energized, and the fourth solenoid valve 400D is energized, an oil passage 316 and an oil passage 416 communicate, and an oil pressure is introduced into the second-fourth brakes 54 through the second selector valve 700. At the same time, the spool 636 of the first selector valve 600 is moved rightward through the oil passages 640 and 644, and an oil passage 638 is allowed to communicate to an oil discharge passage 320, and a low reverse brake 44 is released, and only the second-fourth brakes 54 and an under drive clutch 300 are engaged, and the second speed stage is generated. Therefore, the engagement of three engagement elements at a same time is prevented without arranging a selector valve for each oil passage.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an improvement in a hydraulic control device for an automatic transmission for a vehicle.

[Conventional technology]

1st. Second. The third and fourth engaging elements are interposed in an oil passage that communicates the hydraulic pressure source with the first engaging element, and supply and discharge hydraulic pressure to the first engaging element when the vehicle is in operation. a first shift device that switches according to the operating state of the vehicle; and a first shift device that is interposed in an oil passage that communicates the hydraulic pressure source and the second engagement element, and that supplies and discharges hydraulic pressure to the second engagement element. and a second shift device that switches accordingly.

a third shift device that is interposed in an oil passage that communicates the hydraulic pressure source and the third engagement element and switches supply and discharge of hydraulic pressure to the third engagement element according to the operating state of the vehicle; The fourth engaging element is interposed in an oil passage that communicates the hydraulic power source with the fourth engaging element.
and a fourth left device that switches the supply and discharge of hydraulic pressure to the engaging elements according to the driving state of the vehicle, and selectively engages two of the first to fourth engaging elements. An automatic transmission for a vehicle with which multiple gears can be achieved is known from US Pat. No. 3,754,482.

In the case described in the same publication, hydraulic pressure is supplied and discharged to each engaging element through each shift 1, device, and lenoid valve, 0N10 of E, F, and G.
It is configured to be switched by FF operation, and 2
Due to a failure of the solenoid valve or a failure of the electronic control device that controls the solenoid valve, three or more engagement elements may engage simultaneously, creating a conflict in the torque transmission path of the automatic transmission's gear train, resulting in input/output. Since there is a risk that the shaft may lock or the transmission may be damaged, a relay valve is installed in each oil passage that communicates the hydraulic power source with each shift device.

Then, in a state where solenoid valves A and C are operated and the forward clutch 54 is engaged, for example, solenoid valve G is operated and the line pressure of the oil passage 126 is applied to the fourth relay valve 140, the oil passage 206, and the oil passage 126. When the 4th speed/reverse gear is achieved by supplying oil to the 4th speed/reverse engagement element 48 via the oil path 160 and the oil W8158, the oil pressure in the oil path 160 is supplied to each relay valve 134, 136, 138. Since the communication between each shift 1-:fP104.106.108 supplied and connected to the engaging element 58.56.52 corresponding to the same valve and the oil @126 to which line pressure is introduced, the electronic control device Due to failure etc., each of the above shift valves 104, 106,
Even if at least one of the solenoid valves E and F attached to the tOS malfunctions, the engaging element will not become engaged.

Therefore, the device described in the above-mentioned publication has the effect that hydraulic pressure is not supplied to three or more engaging elements at the same time, and the transmission is not damaged or locked.

[Problem that the invention seeks to solve]

However, with the above configuration, in order to achieve the above objective, a relay valve must be installed in each oil passage that communicates the hydraulic power source with each shift I/device.

There are problems such as an increase in cost due to the complexity of the hydraulic circuit and an increase in the number of parts, and an increase in the probability of occurrence of defects in the hydraulic circuit such as valve sticking.

[Means for solving problems]

The present invention was devised in view of the above, and is a method for achieving a plurality of gears by simultaneously engaging two gears.
The second and third engagement elements are interposed in an oil passage that communicates the hydraulic pressure source with the first engagement element, and supply and discharge hydraulic pressure to the tenth engagement element in the driving state of the vehicle. a first shift device that switches according to the operating state of the vehicle; and a first shift device that is interposed in an oil passage that communicates the hydraulic pressure source and the second engagement element, and that supplies and discharges hydraulic pressure to the second engagement element. a second shift device that switches accordingly;
a third shift device that is interposed in an oil passage that communicates the hydraulic pressure source and the third engagement element and switches the supply and discharge of hydraulic pressure to the second engagement element according to the driving state of the vehicle; A vehicle automatic transmission comprising: the first shift device and the first shift device;
a first detection means for detecting that hydraulic pressure is supplied to a first oil passage that communicates with the engagement element; and a first detection means that communicates between the second left device and the second engagement element. a second detection means for detecting that hydraulic pressure is supplied to the second oil passage, and a third oil passage that communicates with the third shift device and the third engagement element. a third detection means for detecting that the first engagement element is interposed between the first detection means and the first engagement element in the first oil passage and connected to the first oil passage; a switching valve having a supply position that allows hydraulic pressure to be supplied to the first engaging element and a discharge position that discharges the hydraulic pressure of the first engaging element; a switching means for switching the switching valve to the discharge position when it is detected that the oil pressure supplied to all of the passage, the second oil passage, and the third oil passage exceeds a predetermined value; The gist of the present invention is a hydraulic control device for an automatic transmission for a vehicle, which is characterized by having the following features.

[For production]

According to the configuration of the present invention, when two predetermined shift devices are in operation, another shift device malfunctions and hydraulic pressure is simultaneously guided to the first, second, and third oil passages, When the oil pressure exceeds a predetermined value, the switching valve disposed in the first oil passage switches to the first oil passage.
A configuration that prevents three engaging elements from being engaged simultaneously by switching the engaging element to the ejecting position is achieved using the minimum number of parts required without providing a switching valve for each oil passage. Since this can be achieved by only increasing the amount of water, it is possible to suppress an increase in cost and an increase in the incidence of defects in the hydraulic circuit such as valve sticking, and also to simplify the hydraulic circuit.

[Example] An example of the present invention will be described in detail based on FIGS. 1 and 2.

Fig. 1 is a skeleton diagram showing a gear transmission of an automatic transmission that can achieve four forward speeds and one reverse speed. The stator 18 of the torque converter 12 is connected to the pump 16 of the torque converter 12 via the casing 14, and the stator 18 of the torque converter 12 is connected to the one-way clutch 20.
It is connected to the transmission casing 22 via. Also.

The turbine 24 of the torque converter 12 has an input shaft 26
via an overdrive clutch 28. as a third engagement element. Denda drive clutch 3 as the fourth engaging element
0 and a reverse clutch 32, and the output side of the overdrive clutch 28 is connected to a first simple TI star gear unit 36 (hereinafter simply referred to as the first) 4 via a first intermediate shaft 34.
The first intermediate shaft 340 rotates while being connected to the first carrier 38 of the second simple planetary gear device 40 (hereinafter simply referred to as the second gear device a40). The output side of the underdrive clutch 30 is connected to the first sun gear 46 of the above-mentioned 1st) Ji vehicle installation M36, The output side is connected to the first linog gear 50 of the first gear device 36 and the second sun gear 52 of the second gear device 40 via the second intermediate shaft 48, and stops the rotation of the second intermediate shaft 48. It is connected to a 2-4 brake 54 as a second engagement element.

The first gear device 36 rotatably supports the first sun gear 46, the first pinion gear 56 meshing with the sun gear 46, and the first carrier 38 which is rotatable. The first pinion gear 56
The second gear device 40 is comprised of the first resig gear 50 meshing with the second sun gear 52. A second pinion gear 58 meshing with the sun gear 52. The second carrier 42 rotatably supports the pinion gear 58 and is rotatable itself. The second pinion gear 58
The second ring gear 60 meshes with the second ring gear 60. The second ring gear 60 is connected to an output gear 64 via a hollow output shaft 62 through which the first intermediate shaft 34 is inserted.

The output gear 64 is meshed with a WE driven gear 68 provided at the right end of the intermediate transmission shaft 66, which is disposed substantially parallel to the input shaft 26, through 1 idle rough. The left end of the shaft 66 is connected to a final reduction gear 76 which is connected to a drive axle 74 via a differential gear 72 .

As is clear from FIG. 1, the transmission casing 22 extends from the torque converter 12 to the output gear 64.
It is formed to include an intermediate transmission shaft 66, a differential gear device 72, and the like.

Each of the clutches and brakes described above is equipped with an engaging biston device or a servo device, and is engaged and disengaged by supplying and discharging hydraulic pressure.

The above-mentioned oil pressure is selectively supplied to each clutch and brake by a hydraulic control device (not shown), and the combination of the operation of each clutch and brake causes four forward speeds, one reverse speed, and one reverse speed.
Achieve the following gears.

Table 1 shows the relationship between the operation of each clutch and brake and the gear status. In the table, the 0" mark indicates engagement of the clutch or brake.

-“marks indicate their release.

Table 1 In the above configuration, 'c1--When the reverse brake 44 and the underdrive clutch 30 are engaged.

The first carrier 38 and the second carrier 42 are fixed and serve as reaction force elements, and the driving force from the drive shaft lO is applied to the torque converter 12. Input shaft 26, 7 drive clutch edge 30
．． 1st sun gear 46. 1st vinyl gear 56. First ring gear 50. Second sun gear 52. 2nd piniono gear 58
．． transmitted to the output shaft 62 via the second ring gear 60,
Furthermore, the output gear 64. It is transmitted to the drive axle 74 via the intermediate transmission shaft 66 and the final reduction gear 76, and as is clear from Table 1, the first speed is achieved.

Next, when the brake 44 is released and the brake 54 is engaged while keeping the underdrive clutch 30 engaged, the rotation of the first ring gear 50 and the second sun gear 52 is stopped and becomes a reaction force element. , the driving force is transmitted to the first sun gear 46. First carrier 38, second carrier 42. The signal is transmitted to the output gear 64 via the second ring gear 60° output shaft 62, and the second speed is achieved.

Next, when the 2-4 brake 54 is released and the overdrive clutch 28 is engaged while keeping the underdrive clutch 30 engaged, the first sun gear 46 and the first carrier 38 rotate integrally. The entire first gear device 36 rotates integrally.

Therefore, since the second sun gear 52 and the second carrier 42 rotate integrally, the entire second gear system @ 40 also rotates integrally, and the third speed in which the input shaft 26 and the output gear 64 have the same rotation speed is achieved. achieved.

Further, when the underdrive clutch 30 is released and the 2-4 brake 54 is engaged while the overdrive clutch 28 is kept engaged, the 29th gear 52 becomes a reaction force element, so that the driving force is transferred to the first intermediate Shaft, second sash gear 52
．． Second pinion gear 58, second carrier 42. Output shaft 6
2 to the output gear 64 to achieve an overdrive fourth speed in which the rotation of the output gear 640 is faster than the rotation of the human power shaft 26.

Next, when the overdrive clutch 28 and the 2-4 brake 54 are disengaged and the reverse 7 scrubber, Sochi 32 and low reverse brake 44 are engaged, the second carrier 42 becomes a reaction force element and the driving force is reduced. Second intermediate shaft, second sun gear 52. Second pinion gear 58. 2nd ring gear 60
．． The signal is transmitted to the output gear 64 via the output shaft 62, and a reverse gear stage is achieved.

Next, in the gear transmission shown in FIG. 1, the configuration and operation of the hydraulic control device for achieving each gear stage shown in Table 1 will be explained.

The hydraulic control device shown in FIG. 2 includes an oil pan 80, a filter 82. The hydraulic pressure that is sucked into the oil pump 86 through the oil passage 84 and discharged from the pump 86 to the oil passage 88 is supplied to the LU converter 12 and also to each clutch 28, 30, 32 of the gear transmission shown in FIG. ．． In order to engage and release the clutches and brakes 44 and 54, it selectively supplies and discharges the clutches and brakes according to the driving state of the vehicle, and mainly uses the pressure regulating valve 100.1 - the lux converter control valve 2002 and the manual valve 300. ．． A first solenoid valve 400A as a first shift device, a second solenoid valve 400B as a second shift device, and a third solenoid valve 400C as a fourth shift device.

A fourth solenoid valve 400D as a third shift valve, a line pressure switching valve 500. First hook c as first switching means
, (Rusafe valve 600. Second switching means
7 fail safe valve 700 as a component, and each element is connected by an oil path.

The pressure regulating valve 100 adjusts the oil pressure (line pressure) in the oil passage 88 to a desired value corresponding to the gear position.

a land 106 having a pressure receiving surface 102 and a pressure receiving surface 104;
Pressure receiving surface 108 opposite to pressure receiving surface 104 and pressure receiving surface 1) 0
A land having 1) 2. Pressure receiving surface iii 1) Rud 1) having a pressure receiving surface 1) 4 and a pressure receiving surface 1) 6 facing 0
8. Pressure receiving surface 120 and pressure receiving surface 1 opposite to pressure receiving surface 1) 6
22 and a land 124. A rad 130 having a pressure receiving surface 126 and a pressure receiving surface 128 substantially opposing the pressure receiving surface 122, and a pressure receiving surface 132 opposing the pressure receiving surface 128.
a spool 138 in which a do 136 is formed;
The pressure receiving surface 108 has a larger pressure receiving area than the pressure receiving surface 104, and the pressure receiving surface 1) 4 has a larger pressure receiving area than the pressure receiving surface 104. The pressure receiving surface 1) has a larger pressure receiving area than the pressure receiving surface 1) 0, the pressure receiving surface 120 has a larger pressure receiving area than the pressure receiving surface 1) 6, and the pressure receiving surface 122 and the pressure receiving surface 126. The pressure receiving surface 128 and the pressure receiving surface 132 each have the same pressure receiving area.

An oil passage 144 with an orifice 142 interposed in the pressure receiving surface 102 is connected to the oil passage 88 via an oil passage 148 with an orifice 146 interposed between the pressure receiving surfaces 104 and 108.
However, an oil passage 152 with an orifice 150 interposed between the pressure receiving surfaces 1) 0° 1) 4 and an oil passage 156 with an orifice 154 interposed between the pressure receiving surfaces 1) 6 and 120 are connected to the land 13.
Between 0 and 136 is an oil passage 88 via an oil passage 158 and an oil passage 1 communicating with the orifice 162 downstream of the oil passage 160.
64 are in communication with each other, and the rad 130 and the land 12
4 is connected to oil #i84 via oil $166.

The torque converter control valve 200 has a pressure receiving surface 2o2°20
Land 206 with 4. and a land 212 having a pressure receiving surface 208 facing the pressure receiving surface 204 and having the same pressure receiving area as the pressure receiving surface 204. The hydraulic pressure in the oil passage 88 regulated by the pressure regulating valve 100 is transferred to the oil passage 160.
, oil road 168. Oil line 1 with O1 filter 170 interposed
72 on the pressure receiving surface 202 f i :, y
ke216 c7) Oil passage 16 for balance with urging force
8 is regulated to a predetermined pressure and supplied to the torque converter 12 via the oil passage 168. From the torque converter 12! The oil discharged from Jr. is supplied to each lubricating section of the transmission through #1 approximately 174. The manual valve 300 has a spool 302 that can be selected from three positions: R, N-P, and D.
06,308°310, and the spool is placed in the vehicle interior to set it at the desired position. 9 2 positions used for normal parking, R position for reversing, N position for stopping, 1st position
D that allows shifting between forward gears from speed to 4th speed
44 position: D3 position, where shifting between 1st and 3rd gears is possible; 2nd position, where shifting to 3rd gear or higher is prohibited; and 2nd position, where shifting to 3rd gear or higher is prohibited. A connecting portion is mechanically or electrically connected to a conventionally known selector lever (not shown) which is provided with a position and a position where shifting of the gear is prohibited.

Then, the selector lever is operated, D4°D3,
2. or L is selected, the spool 302 is moved to the D position.

The oil passage 88 communicates with the oil passage 314 and the oil passage 316 communicating with each solenoid valve through the space between the rad 304 and the land 306, and the oil passage 144 and the discharge port 1
- 318 is the space between the land 308 and the rad 310, and the oil passage 322. The rad 304 is communicated with through the hydraulic chamber 323 on the right side, and the first
Solenoid valve 400A, second solenoid valve 400B.

3rd solenoid valve 400C, 4th solenoid valve 400D
According to the combination of ON and OFF, the gear transmission shown in FIG. 1 appropriately achieves the forward gear position corresponding to the selected position of the selector lever and the operating condition of the vehicle, and the selector lever is selected to the P or N position. When the above spool 3
02 is selected at the N-r) position shown in the figure, and the oil passage 88 and oil
144 and oil passage 324. The oil passage 88 and the oil line 314 are communicated with each other through the space between the lands 308 and 310, and the -1 refit 326 is interposed. Oil passage 328 and oil drain passage 32 connected to reverse clutch 32
0 is the space between the lands 306 and 308, and the oil passage 322. The oil passage 316 is also communicated with the oil drain passage 320 to achieve a neutral state, and when the selector lever is set to the rt position, the spool 302 is selected to the R position and the oil Road 88 and oil road 314 and oil $328,! : is communicated through the space between the run F 304 and the land 306, and the oil passage 144 and the drain oil @320 are connected to the land 306 and the land 30.
8, the oil passage 322 is communicated via the hydraulic chamber 323, and the oil passage 316 is also communicated with the drain oil@320. )
achieve.

The first solenoid valve 400A is a normally open three-way valve that operates in response to an electric signal from an electronic control device (not shown), and includes a coil 402a, a valve body 404a, and a valve body 404a.
A spring 406a is disposed to bias the coil 402a in the opening direction, and when the coil 402a is in a non-energized state, the valve body 404a is connected to a first fail-safe valve 600, which will be described later, with an oil drain passage 320 and an orifice 408 interposed therebetween. oil #4
10, and the oil l1s316 or l'
The oil pressure of the It circuit 328 is connected to the oil $414 to which the oil pressure is guided, and the valve body 4 is
04a is configured to cut off communication between the oil Ifi 41G and the oil passage 414, and to allow communication between the oil passage 410 and the drained oil @320. The second solenoid valve 400B is a normally closed three-way valve, with internal ICs: l, 4 l, 402 b.
, the valve body 404b, and a spring 406b that biases the valve body 404b in the closing direction.
In the de-energized state of 02b, the valve body 404b is connected to the oil passage 3.
16 and an oil passage 416 connected to a fail-self valve 700 (to be described later) through which an orifice and a CS 415 are interposed. In the energized state, the valve body 404b is configured to cut off communication between the oil drain path 320 and the oil path 416, and to allow the oil drain path 416 and the oil path 316 to communicate with each other.

3rd and 4th So L = -14 To valve 400C, 400D
+! A normally open type valve 3 similar to the first solenoid valve 400A above.
Directional valve, inside = +4 le 402c, 402d.

Valve body 404c, 404d, same valve body 404c.

Spring 406c biases 404d in the opening direction.

406d are arranged respectively, and the above-mentioned coil 402
c, in the de-energized state of 402d, the valve body 404c,
404d is oil drain @ 320 and 418° 420 is interposed and underdrive clutch 30° overdrive clutch 2
The valve body 404c, 404d drains oil when the coils 402c, 402d are energized. road 320 and oil road 42
2.424 and the same oil passage 422.424.
424 and the oil passage 316 are configured to communicate with each other.

Note that the first to fourth solenoid valves 400A, 400B, 4
“ON” (excitation) of 00C and 400D.

The relationship between the “OFF” (de-energized) combination and the gear position is the second
As shown in the table. "-" in the table indicates that it can be either ON or OFF.

The second table line pressure switching valve 500 is for switching the rhino pressure to a value corresponding to the gear position, and has a pressure receiving surface 504 and a pressure receiving surface 5 on which the hydraulic pressure of the oil passage 314 in which the orifice 502 is installed acts.
06, a pressure receiving surface 510 that faces the pressure receiving surface 506 and has the same pressure receiving area as the pressure receiving surface 506, and a pressure receiving surface 5 on which the hydraulic pressure of the oil passage 512 acts.
A spool valve 5 in which a land 516 having 14 is formed.
18 and a spring 520 that comes into contact with the pressure receiving surface 514 and urges the spool valve 518 to the right in FIG. If not, the pressure acting on the pressure receiving surface 504 increases the biasing force of the spring 520 by +1M and displaces the spool valve 518 to the left in the drawing, so the oil passage 156
and the Ex boat communicate through the space between the rads 508 and 51O, and when oil pressure is not supplied to either the oil passage 512 or the oil passage 314, or when oil pressure is supplied to the oil passage 512. In this case, the biasing force of the spring 520,
Alternatively, the spool valve 518 is displaced to the right in the drawing by the urging force and the pressure acting on the pressure receiving surface 514, so that the oil passage 156 and the oil passage 512 communicate with each other via the hydraulic chamber on the left side of the land 516. Note that the oil passage 512 is an orifice 522.
524 is interposed, communicates with the -path 424, and is connected to a first fail-safe valve 600 and a second fail-safe valve 700, which will be described later.

The first fail-safe valve 600 has a pressure-receiving surface 606. which is connected to oil 1)@314 and on which the hydraulic pressure of an oil passage 604 with an orifice 602 acts. and a pressure receiving surface 608. A land 616 having a pressure receiving surface 612 and a pressure receiving surface 614 which face the pressure receiving surface 608 and have a larger pressure receiving area than the pressure receiving surface 608;
A land 622. having a pressure receiving surface 618 and a pressure receiving surface 620 having a pressure receiving area smaller than 14. A pressure receiving surface 62 that faces the pressure receiving surface 620 and has the same pressure receiving area as the pressure receiving surface 620.
4 and a land 628° having a pressure receiving surface 626, a land 634 having a pressure receiving surface 630 which faces the pressure receiving surface 626 and has a smaller pressure receiving area than the same pressure receiving surface, and a pressure receiving surface 632 on which the hydraulic pressure of IDl@512 acts. spool 6
36, the hydraulic pressure in the oil passage 604 simply acts on the pressure receiving surface 606, and the oil pressure in the oil passage 410 acts on the pressure receiving surfaces 614 and 618. In this case, the spool 636 is held at the left end position in FIG. Furthermore, an oil passage 644. is connected to oil 1) 8640 and has an orifice 642 interposed therein for supplying hydraulic pressure to the 2-4 brake 54. Alternatively, when hydraulic pressure is introduced into at least one of the oil passages 512 (which communicate with the oil passage 424 for supplying oil pressure to the underdrive clutch 28), the pressure receiving surface 626. Alternatively, the same hydraulic pressure acts on the pressure receiving surface 632 to displace the spool 636 to the right in the drawing, and the oil passage 638 connects the land 622 and the land 6.
The low reverse brake 44 is configured to communicate with the oil drain passage 320 through a space between the low reverse brake 28 and the low reverse brake 44, so that the low reverse brake 44 is instantly released. In addition.

The space between land 610 and land 616 is Ex.

Connected to the boat.

Here, the pressure receiving directions 710 and 714 determine whether hydraulic pressure is guided to the oil passage 416, and the pressure receiving surfaces 722 and 726 determine whether hydraulic pressure is guided to the oil passage 416.
Whether or not hydraulic pressure is led to 22.

What about the pressure receiving surface 728? It functions as a detection means for detecting whether or not hydraulic pressure is being led to IIl approximately 424, and also functions as a switching means for switching the position of the spool 732 in each of the above-mentioned pressure receiving directions.

The second failsafe 4700 includes a land 706. which has a pressure receiving surface 702 and a pressure receiving surface 704. A land 71 that faces the pressure receiving surface 704 and has a pressure receiving surface 708 and a pressure receiving surface 710 having a pressure larger than that of the pressure receiving surface 704 1) 1) M
2. A land 718 having a pressure receiving surface 714 and a pressure receiving surface 716 that face the pressure receiving direction 710 and have a smaller pressure receiving area than the pressure receiving surface 710;
A pressure receiving surface 720 and a pressure receiving surface 722 having the same pressure receiving area as
and a land 724. A spool 732 is provided with a land 730 having a pressure receiving surface 726 and a pressure receiving surface 728 which face the pressure receiving surface 722 and have a smaller pressure receiving area than the pressure receiving surface 722, and the hydraulic pressure is simply introduced into the oil passage 604 and the oil passage 416. At the same time.

i1'1) ill'l512. Or orifice 73
4 is interposed and hydraulic pressure is guided only to one side of the oil passage 736 communicating with the oil passage 422, the spool 732 is moved to the left end position in FIG. The oil passage 416 and the oil passage 640 for supplying hydraulic pressure to the 2-4 brake 54 are connected to the land 71.
4 and the land 712, and the hydraulic pressure is guided to the oil passages 604 and 416, and at the same time, the oil pressure is also introduced to both the oil passage 512 and the oil passage 736. , 732 is displaced to the right in the drawing, and the n-ro road 640 is connected to 1) Degawa's n#1 road 320 through the space between the door 18 and the land 724, and the above-mentioned 2-4 block L-- The key 54 is configured to be rMrli instantaneously.

Note that the hydraulic chamber on the right side of the land 706 is connected to Ex and the boat.

Here, the pressure receiving surfaces 614 and 618 determine whether hydraulic pressure is guided to the oil passage 410, and the pressure receiving surfaces 626 and 630 determine whether hydraulic pressure is guided to the oil passage 410.
Whether or not hydraulic pressure is led to 16.

The pressure receiving surface 632 is oil #! In addition to acting as a detection means for detecting whether or not hydraulic pressure is being led to I424, each pressure receiving surface acts as a switching means for switching the position of the spool 636.

The first and second fail-safe valves 600°700 are
Even if the solenoid valve malfunctions while a certain forward gear is being achieved, three or more engaging elements will be in a stopped state at the same time, preventing the transmission from locking up.
This is to enable the vehicle to travel by forcibly shifting to the first, third, or fourth gear.

Next, the operation of the hydraulic control device will be explained.

When the driver of the vehicle sets a conventionally known selector lever (not shown) disposed in the passenger compartment of the vehicle to the P or N position, the spool 302 of the manual valve 300 mechanically or electrically connected to the selector lever is activated. is also set to the PN position in conjunction with the selector lever. When the engine is started, the oil pressure generated by the oil pump 86 is discharged to the oil passage 88, and this oil pressure acts on the pressure receiving pressure 1fii 104 and 108 of the pressure regulating valve 100 via the oil passage 148, and also acts on the 2 oil passage 3241 manual valve. The pressure regulating valve 1 is connected to the space between the land 308 and the land 310 of 300 through the oil passage 144.
It acts on the pressure receiving surface 102 of 00. The spool 138 of the pressure regulating valve 100 is stabilized at a position where the pressure acting on each pressure receiving surface and the biasing force of the spring 140 are balanced, and the oil passage 1
58 to the space between the lands 1z30 and 136 is discharged to the oil passage 164 and the oil passage 166 so that the oil pressure in the nh approximately 88 is at the lowest predetermined pressure (first
(referred to as line pressure). Further, the oil pressure in the oil passage 88 and the oil passage 164 is guided to the torque converter control valve 200 via the oil passage 160, and supplies a predetermined pressure to the torque converter 12 via the oil passage 168. Furthermore, the oil pressure of the oil passage 88 is applied to the land 304 of the two-manual valve 300 and the land 3 of the two-manual valve 300.
The oil is guided to the right end hydraulic chamber of the line pressure switching valve 500 and the oil '15604 through the space 2 oil passage 314 between the line pressure switching valve 500 and the oil line 5604.

The hydraulic pressure guided to the hydraulic chamber acts on the pressure receiving surface 504, overcomes the biasing force of the spool 520, displaces the spool 518 to the left end position in FIG. The hydraulic pressure guided to the oil passage 604 is guided to the space between the right end pressure receiving chamber of the 17th x fail-safe valve 600 and the lands 712 and 706 of the fail-safe valve 700, and the two fail-safe valves 600, 700 636, 732 to the left end position in FIG. 2, the oil passages 410 and 638. And the oil passage 416 and the oil passage 640 are brought into communication.

Note that the first to fourth solenoid valves 400A, 400B, 4
00C and 400D are all kept in the 0FF (de-energized) state. Here, the driver selects and operates the bar to
When the 4th position is selected, the 2nd manual valve 300 is set to the D position, the oil passage 324 is blocked by the land 310, and the oil passage 14 is
4 and the oil passage 322 communicate with each other, and the oil pressure in the right end hydraulic chamber of the 11 pressure valve 100 is communicated with the oil passage 322 . The oil is discharged via the oil drain path 320.

The oil passage 88 is further connected to IVbII! through the space between the land 304 and the rad 306 of the manual valve 300. It also communicates with l316, and the 6-port pressure of the same song #316 is guided to the space between land 1)2 and land 1)8 of the pressure regulating valve 100 via oil v8152. And, the spool 138 is in the pressure receiving direction 1) 0
,1)4. It is stabilized at a position where the force acting on the pressure receiving surfaces 104 and 108 and the biasing force of the spring 140 are balanced, and part of the hydraulic pressure in the oil passage 158 is transferred to oil! R4164 and oil line 1
66, and the oil pressure in the oil passage 88 is regulated to a relatively high (for example, 10 kg/cj) predetermined pressure (referred to as a second line pressure). The oil pressure of the oil passage 316 is as follows.

second to fourth solenoid valves 4ooB, 4ooc;

400D and check valve 412゜nJ.
It is also led to the first solenoid valve 400A via 414.

Note that the oil passage 314 is maintained in communication with the oil passage 88 as in the above N-P position.

Also, when the selector lever is set to the D4 position.

As shown in Table 1, the low reverse brake 44 and underdrive clutch 30 are engaged to achieve the first gear. ~Third solenoid valve 400A, 400
B and 400C are held in a de-energized state, the fourth solenoid valve 400D is changed from a de-energized state to an energized state, and only the first and third solenoid valves 400A and 400C are opened to open the oil passage 414 and the oil passage 410. A signal is output to allow the oil passage 316 and the oil passage 422 to communicate with each other. The hydraulic pressure guided to the oil passage 410 is transmitted to the first fail-safe valve 600.
The space between the rad 616 and the land 622, 1ltl
638 to the low reverse brake 44, and the hydraulic pressure led to the tIff path 422 is transferred between the lands 724 and 730 of the second fail-safe valve 700 via the underdrive clutch 30 and the oil path 736. However, if the two line connecting elements 44, 30 are suddenly engaged with a relatively high second line pressure, there is a risk that a shock may occur during engagement. Immediately before the brake 44 is engaged, the first solenoid valve 400A is excited, and immediately before the underdrive clutch 30 is engaged, the third solenoid valve 400C is first excited at a predetermined duty rate, and then the duty rate is gradually decreased. Finally, it is brought into a de-energized state. That is, if the oil pressure in the oil passage 638 and the oil passage 422 is gradually increased, the above-mentioned noise can be reduced.

Next, the vehicle starts running, and the electronic control device (not shown) receives an instruction to shift the door amplifier to the second gear based on the throttle valve opening signal, vehicle speed No. 41, etc.
As shown in the table, engage the 2-4 brake 54 and the Toang Drive Kura Sochi 30 first. Second. and fourth
Solenoid valve 400A.

A signal for energizing solenoid valves 400B and 40θD and de-energizing the third solenoid valve 400C is output from the electronic control device. Above 1st thread, /id valve 400A
The oil passage 410 is used to switch from a de-energized state to an energized state.
and the oil drain path 320 are connected to the same song #! 410 oil pressure is discharged and the low reverse brake 44 is released.

Since the second solenoid valve 400B switches from the de-energized state to the energized state, the oil passage 316 and the oil passage 416 communicate with each other, and the oil pressure guided to the oil passage 416 is transferred to the second fail-safe valve 700.
The space between land 712 and land 718, oil passage 64
0 to the 2-4 brake 54.
At the same time, the oil pressure of the oil pressure 640 is applied to the land 6 of the second fail-safe valve 600 via the oil passage 644.
28 and the land 634. However, since the hydraulic pressure that was acting between the lands 616 and 622 has decreased, the resultant force of the hydraulic pressure led to the same space and acting on the pressure receiving surfaces 626 and 630 in the right direction in the figure is The spool 63G cannot resist the biasing force to the left in the figure due to the second line pressure acting on the spool 63G, and is held at the left position in the figure. In addition, in the case of the second solenoid valve 400B, if it is suddenly brought into an excited state, 2-4
Since the brake 54 may suddenly engage and cause a shock, the solenoid valve 400B is gradually energized to gradually increase the oil pressure of the oil $416 and finally reach the second line pressure. This can reduce the above shock.

Since the third solenoid valve 400C is held in a de-energized state, the oil passage 316 is connected to the oil passage 4 as in the case of the first gear.
22, and the Angdrive clutch 30 is held in an engaged state.

The fourth solenoid valve 400D is kept in an excited state and the oil #1
5424 is in communication with the evacuation III circuit 320, the overdrive clutch 28 is maintained in a disengaged state.

Next, when the vehicle speed increases further and the fli child control device instructs a 1-p shift from the second gear to the third gear, the anoge drive clutch 30 and the overdrive clutch are connected as shown in Table 1. - Engage with Sochi 28 (first
The solenoid valve 400A is in an excited state, and the second to fourth solenoid valves 400B.

A signal for de-energizing 400C and 4000 is output from the electronic control device.

Since the first solenoid valve 400A is held in an excited state, the oil passage 410 is connected to the drain oil passage 3 as in the case of the second gear.
It communicates with 20.

The second solenoid valve 400B switches from the energized state to the de-energized state, and the diagonal oil passage 416 communicates with the oil passage 320, so that the 2-4 brake 54 is released.

Since the third solenoid valve 400C is kept in a non-energized state, the oil passage 422 and the oil passage 316 are kept in communication,
Keep the underdrive clutch engaged.

Since the fourth solenoid valve 400D switches from the energized state to the de-energized state, the oil @ 316 and the oil passage 424 communicate with each other, and the oil pressure led to the oil passage 424 is transferred to the overdrive clutch 2.
8 and engages the clutch 28. The above oil passage 42
The oil pressure No. 4 is further transmitted to the left end hydraulic chamber of the line pressure switching valve 500 and the left end hydraulic chamber of the first failsafe valve 600 via an oil passage 512 .

And it is also guided to the left end hydraulic chamber of the 27th AIL S7 valve 70Q. The hydraulic pressure guided to the left end hydraulic chamber of the line pressure switching valve 500 acts on the pressure receiving surface 514, and cooperates with the biasing force of the spring 520 to overcome the hydraulic pressure acting on the pressure receiving surface 504 of the land 508 and move the spool 518. It is displaced to the right in the drawing to communicate the oil passage 512 and the oil passage 156. The oil pressure led from the oil passage 512 to the oil passage 156 is transferred to the pressure regulating valve 100.
is guided to the space between land 1)8 and land 124,
Since it acts on the pressure receiving surface 1) 6, 120, the synchronized pressure valve ioo
The spool 138 has a pressure receiving surface 1)6゜1zO2 pressure receiving surface 1)
0,1)4. It stabilizes at a position where the force acting on the pressure receiving surfaces 104 and 108 and the biasing force of the spring 140 are balanced, and a part of the hydraulic pressure in the oil passage 158 is transferred to the oil passage 164 and the ura passage 16.
6, and the oil pressure in the oil passage 88 is regulated to a predetermined pressure (referred to as a third line pressure) lower than the second line pressure and higher than the first line pressure.

The hydraulic pressure guided to the left end hydraulic chamber of the first fail-safe valve 600 acts on the pressure receiving surface 632 of the land 634,
Since the hydraulic pressure guided to the right end i1+ pressure chamber of the jP600 through the oil passage 604 and acting on the pressure receiving surface 606 cannot be overcome due to the area difference, the spool 636 is
It is held in the position on the left side of the figure.

The hydraulic pressure guided to the left end hydraulic chamber of the second failsafe valve 700 acts on the pressure receiving surface 728 of the land 730.

Combined with the hydraulic pressure introduced into the space between the land 724 and the land 730 via the oil g8736 and acting on the pressure receiving surfaces 722, 726, the spool 732 is urged to the right.
Since the biasing force to the left due to the hydraulic pressure guided into the space between the land 706 and the land 712 through the oil passage 604 and acting on the pressure receiving surfaces 704 and 708 is larger, the spool 732 is moved to the left position in FIG. is maintained. When the vehicle speed further increases and an electronic control unit (not shown) instructs a shift from the third gear to the fourth gear, the 2-4 brake 54 and the overdrive clutch are activated as shown in Table 1. - A signal for energizing the first to third solenoid valves 400A, 4008° 400C to engage the edge 28 and de-energizing the fourth solenoid valve 400D is output from the electronic control device. Since the first solenoid valve 400A is kept in an excited state, the oil passage 410 communicates with the oil passage 320, as in the case of the third gear.

Since the second solenoid valve 400B is switched from the de-energized state to the energized state, the oil $316 and the oil passage 416 communicate with each other, and the oil pressure of the oil passage 416 is applied to the second fail-safe 7 valve l'700, the door 12, and the land. 71B, and nb approximately 6
40 to the land 628 of the 17th fail safe valve 600 through the oil passage 644 to bring the brake 54 into the engaged state.
The pressure is guided into the space between the two and acts on the pressure receiving surfaces 626 and 630.

Third, since the noid valve 400C is switched from the de-energized state to the energized state, the FIiI approximately 422 is disconnected from the oil passage 316 and communicated with the oil drain passage 320, and the oil pressure in the oil passage 736 is reduced. At the same time as it is discharged, the Angdrive clutch 30 should be released.

The fourth solenoid valve 400D is held in a de-energized state.
Since l@424 is maintained in communication with the oil passage 316,
The overdrive clutch 28 is maintained in the engaged state, and the oil pressure in the left end hydraulic chamber (the oil passage 88) of the line pressure switching valve 500 is
line pressure).

Hydraulic pressure is continuously guided to the left-end hydraulic chamber of the first fail-safe valve 600 and the left-end hydraulic chamber of the second fail-safe valve 700.

In addition, when the fourth gear is achieved, the hydraulic pressure is led to the left end hydraulic chamber of the 17th failsafe valve 600 and the space between the rad 628 and the land 634, so each of the hydraulic pressures on which the same hydraulic pressure acts Pressure receiving surface 632°626.630 and oil $
604 to the right end hydraulic chamber of the valve 600 acts on the pressure receiving surface 606, the hydraulic pressure acting on the pressure receiving surfaces 632, 626, 630 acts on the pressure receiving surface 606. Overcoming the hydraulic pressure, spool 6
36 to the right in Figure 2, and the oil passage 638 becomes the oil drain passage 3.
20.

The upshift operation from the 1st gear to the 4th gear has been described above, but the downshift operation from the 4th gear to the 1st gear is simply described above. Because it is performed in the exact opposite procedure to upshifting,
The explanation will be omitted.

Also, the selector lever is 03, 2. Or, if it is set to the L position, the shift range corresponding to the same position is simply determined by the command from the i4 child control device, and the second manual valve 300 is kept at the D position, and there is no change in the hydraulic circuit. Since there is no such thing, the explanation will be omitted.

Next, when the driver of the vehicle sets the selector lever to the R position, the spool 302 of the 2-manual valve 300 is also moved to the R position, and /II approximately 144 is the space between the land 306 and the land 308, and the oil passage. 322. It also communicates with the oil drain passage 420 via the right-end hydraulic chamber 323 of the manual valve 300. In addition, the oil passage 316 also connects to the oil drainage passage 32 via the right end pressure receiving chamber 323.
Connects to 0.

Therefore, the tuned L is connected to the pressure regulating valve 100 via the oil passage 148.
Since only the hydraulic pressure acting on the pressure-receiving surfaces 104 and 108 is guided into the space between the land 106 and land 1) 2 of the E-valve 100, the spool 138 absorbs the hydraulic pressure acting on the pressure-receiving surfaces and the attachment of the spring 140. It is stable at the position where the force is balanced, and the oil pressure in the oil passage 88 is the highest (for example, 16 kg/
cd) The pressure is regulated to a predetermined pressure (referred to as the fourth line pressure). Also.

Oil t888 is the land 304 and rad 3 of the 2 manual valve 300.
06, and the oil pressure guided to the oil passage 314 is connected to the line pressure switching valve 500, as in the case when the forward gear stage is achieved. 1st and 27th Air Service 74600.
The hydraulic pressure led to 700 and the above oil $328 is:
The air is guided to the reverse clutch 32 to engage the clutch 32, and is also guided to the check valve 412. When the select lever is set to the R position, the first solenoid valve 400A is de-energized as shown in Table 2, so the hydraulic pressure led to the check valve 412 is transferred to the oil path 414. Oil road 410. It is guided to the low reverse brake 44 through the space between the land 616 and the land 622 of the 17th Aylsey 7 valve 600 and the oil passage 638, and the brake 44 is engaged to achieve the reverse gear. .

Here, in the hydraulic control device shown in Fig. 2, the first line pressure is the lowest when the neutral is set, and the second line pressure is relatively high when the first and second gears are achieved. line pressure, a relatively low third line pressure when third and fourth gears are achieved, and a fourth line pressure, which is the highest when a tlk advance gear is achieved. oil road 8
The hydraulic pressure of No. 8 is configured to switch.
Minimizes the power loss caused by the engine driving the pump 86 in neutral mode, when engine torque is not transmitted to the output shaft of the transmission, and shifts to first and second gears, where relatively large torque is transmitted. In the gear stage, the line pressure is relatively high and the engagement force of the engagement element is relatively large to prevent slippage, and in the third and fourth gear stages, the transmitted torque is relatively small, so the line pressure is compared. This is to reduce the power loss for driving the pump 86 by setting the line pressure to a low level, and to set the line pressure to the highest level in the reverse gear stage where the transmitted torque is the largest to prevent the engagement element from slipping.

In addition, the first to fourth solenoid valves 400A, 400B, 4
Hydraulic pressure is supplied to the engagement element corresponding to each solenoid valve through duty control of 00C and 4000.

Smooth gear shifting can be achieved by controlling the displacement and exhaust oil pressure.

Next, the operation of the first and second fail-safe valves 600 and 700 will be described when a failure occurs in the electronic control device or the solenoid valve and the solenoid valve malfunctions.

First to third solenoid valves 400A, 400B.

400C is not energized and the fourth solenoid valve 400D is energized to achieve the first gear, if the second solenoid valve 400B malfunctions and is energized, the oil pressure 316 and oil path 416 are in communication, and the hydraulic pressure guided to the oil passage 416 is transferred to the second fail-safe valve 7.
00 through the space between land 712 and land 718 to engage the 2-4 brake 54, but at the same time oil passage 640. Since the oil is also guided to the space between the lands 628 and 634 of the first fail-safe valve 600 through the oil passage 644, the pressure receiving surface 614
, 618, the rightward biasing force due to the hydraulic pressure acting on the pressure receiving surfaces 614, 618 acts on the spool 636 and acts on the pressure receiving surface 6°6. The position of the spool 636 is switched to the right in FIG. 2 by overcoming the leftward biasing force due to the hydraulic pressure.

Therefore, since the oil passage 638 is in communication with the oil drain passage 320, the low reverse brake 44 is released, only the 2-4 brake 54 and the underdrive clutch 30 are engaged, and the second gear is changed. achieved.

In addition, when the fourth solenoid valve 4000h (1 actuated and demagnetized in the state where the first gear is to be achieved), the oil passage 3
16 and the oil passage 424 are communicated, and the hydraulic pressure is guided to the overdrive clutch 28 to engage the clutch 28. At the same time, the first fail-safe valve 600 is connected via the oil @StZ.
Similarly to the above, the spool 636 is switched to the right μ direction in the drawing by the urging force of the hydraulic pressure guided to the left end hydraulic chamber of the second fail-safe valve 700 and acting on the pressure-receiving surface 632 and the pressure-receiving surface 614, 618 of the first fail-safe valve 600. It will be done. In addition, at this time, the spool 73 of the 27th fail safe valve 700
2 does not switch to the discharge position on the right side in the figure, but the second
Since the solenoid valve 400B is demagnetized and no oil pressure is supplied to the oil passage 416, the 2-4 brake 54 is never engaged. Therefore, the low degree reverse brake 4
Since the oil passage 638 communicating with 4 is communicated with the drain oil @320, the low reverse brake 44 is released, only the underdrive clutch 30 and overdrive clutch 28 are engaged, and the third gear is set. achieved.

Further, the second solenoid valve 400B is energized and the fourth solenoid valve 400B is energized in a state where the first gear stage is to be achieved.
If 0 is not excited, not only the fourth solenoid valve 400D but also the second solenoid valve 400B will malfunction, and the oil passage 316 and l [tl approximately 416 will be in communication with each other. , each solenoid valve and each engagement element 28, 30
, 44, 54 $410,416,
422°424. Then, the second
7. Pressure receiving surface 728 of fail safe valve 700. Pressure receiving surface 722
．． 726 and between the pressure receiving surfaces 710 and 714 to urge the spool 732 to the right, the spool 732 is switched to the right position in the figure and the oil passage 640
Hydraulic pressure is drained! It is discharged via @320 and the 2-4 brake 54 is maintained in a released state. The first fail-safe valve 600 also has a pressure receiving surface 632 and a pressure receiving surface 61.
Since hydraulic pressure acts between 4° and 618, the biasing force to the right in the figure is greater than the biasing force to the left in the figure due to the hydraulic pressure acting on the pressure receiving surface 606, and the spool 636 is switched to the right position. The oil passage 638 is communicated with the oil drain passage 320, and the low reverse shift key 44 is held in the open state. Therefore.

Only the acida drive clutch 30 and the overdrive clutch 28 are engaged, and the third gear is achieved.

Next, the first. Second and fourth solenoid valves 400A.

4008.400D is energized and the third solenoid valve 40
When the first solenoid valve 400A is not energized in a state in which the 23rd gear position in which 0C is not energized is to be achieved, hydraulic pressure is introduced between the pressure receiving surfaces 626 and 630 of the first fail-safe valve via the oil l1i 644. In addition, the oil passage 316 and the oil passage 410 are communicated with each other, and the oil pressure in the oil passage 410 is guided to the space between the land 616 and the land 622, so that the urging force to the right in the figure due to these oil pressures is reduced. The biasing force to the left in the figure due to the hydraulic pressure acting on the pressure receiving surface 606 becomes larger and the position of the spool 636 is switched to the right in the figure.Therefore, the communication between the oil passage 410 and the oil 15638 is cut off, and the n oil passage 638 Since this communicates with oil $320, only the 2-4 brake 54 and underdrive clutch 30 are kept engaged, and the second gear is maintained.

Additionally, if the fourth solenoid valve 400D malfunctions and is demagnetized when the second gear is to be achieved, the oil passage 316
and an oil passage 424 communicate with each other, and the oil pressure in the oil passage 424 is guided to the overdrive clutch 2B to engage the clutch, and the left end of the first and second fail-safe valves 600, 700 is connected via the oil passage 512. You will be led to the hydraulic room. Then.

Pressure receiving surface 728 of second failsafe valve 700. Pressure receiving surface 7
Since hydraulic pressure acts between 22 and 726 and between pressure receiving surfaces 710 and 714, the spool 732 is switched to the right position in the figure due to the urging force, and the oil passage 640 is communicated with the oil drain passage 320, and the 2-4 brake 54 is released. On the other hand, hydraulic pressure is also guided to the pressure receiving surface 632 of the first fail-safe valve 600 via the oil passage 512, but the second fail-safe valve 70
0, no hydraulic pressure is introduced between the pressure receiving surfaces 626 and 630, and since the first solenoid valve 400A is energized, no hydraulic pressure is introduced between the pressure receiving surfaces 614 and 618. (Although the brake is held in the Ill position, no hydraulic pressure is supplied to the low reverse brake 44, and the brake remains released. Therefore, the underdrive clutch 30 and overdrive clutch 28 are engaged, and the third shift gears are achieved.

Further, if both the first and fourth solenoid valves 400A and 40QD are not energized in a state where the second gear is to be achieved, the spool 636 of the first fail-safe valve 600 and the 27th fail-safe valve 700 are activated. Spool 73
2 and 2 switch to the right in the drawing, the oil passage 638 communicating with the low reverse brake 44 and the oil passage 640 communicating with the 2-4 brake 54 are communicated with the oil passage 320, and the brake 44 .54 is in the released state, amplifier drive clutch 30. The overdrive clutch 28 is engaged and the third gear is achieved.

Next, the first solenoid valve 400A is energized, and the second to fourth solenoid valves 400B and 400G are energized.

When the first solenoid valve 400A is no longer energized in a state in which the third gear position in which 400D is not energized is to be achieved, the oil passage 316 and the oil passage 410 communicate with each other, and the oil pressure in the oil passage 410 becomes the first solenoid valve 400A. It is guided to the space between land 616 and land 622 of fail-safe valve 60G. At this time, since the hydraulic pressure is also guided to the pressure receiving surface 632 via the oil passage 512, the position of the spool 636 switches to the right in the drawing due to the pressure receiving area with the pressure receiving surface 606, and the oil $638 is drained. 320, no hydraulic pressure is supplied to the brake 44, and the low reverse brake 44.2-4 brake 54
is held in a released state, underdrive clutch 30 and overdrive clutch 28 are held in an engaged state, and the third gear is maintained.

Further, when the second solenoid valve 400B is energized in a state where the third gear is to be achieved, the oil passage 316 and the oil $4
16 are in communication with each other, and hydraulic pressure is guided to the space between lands 712 and 718 of the second fail-safe valve 700.

At this time, the pressure receiving surface 728 and the pressure receiving surfaces 722, 726
Since hydraulic pressure is also supplied to the same, the position of the spool 732 is switched to the right in the drawing in the same way as above, and the oil passage 640 communicating with the 2-4 brake 54 is communicated with the oil drain passage 320, and the spool 732 is switched to the right side in the drawing. Hydraulic pressure is not supplied to the gearbox, and the third gear is maintained in the same manner as above.

Further, when the first solenoid valve 400A is demagnetized and the second solenoid valve 400B is energized in a state where the third gear is to be achieved, the spool 636 of the first fail-safe valve 600 and second fail-safe valve 70
The position of the third spool 732 and the third spool 732 are both switched to the right in the drawing, and the oil passage 638 and the oil passage 640 are connected to the discharge oil passage 320, and no hydraulic pressure is supplied to the brake 44.45.
The current gear is maintained.

Next, p 1st to 3rd solenoid valves 4GOA, 400B, 4
00C is energized and the fourth solenoid valve 400D is not energized. When the first solenoid valve 40G is no longer energized in a state where the fourth gear stage is to be achieved, the oil passage 316 and the oil passage 410 are brought into communication. However, in the fourth gear, the spool 636 of the 17th fail safe valve 600 is
is already switched to the right in the drawing by the hydraulic pressure acting between the pressure receiving surface 632 and the pressure receiving surfaces 626 and 630, so that the hydraulic pressure in the oil passage 410 is applied to the low reverse brake 44.
Since only the 2-4 brake 54 and the overdrive/live clutch 28 are kept engaged, the fourth gear is maintained.

Further, when the third solenoid valve 400C is in a demagnetized state in a state where the fourth gear is to be achieved, the oil passage 316 and the oil $ 422 are communicated, and the oil pressure is guided to the underdrive clutch 30. are brought into engagement, and the oil is guided to the space between the land 724 and the land 730 of the second universal safety valve 700 via the oil passage 736. Therefore, the pressure receiving surface 722°7 of the 27th fail safe valve 700
26, pressure receiving surface 728. Since the hydraulic pressure acts on everything between the pressure receiving surfaces 710 and 714, the position of the spool 732 switches to the right in the drawing, and the i! The tl passage 640 is communicated with the oil drain passage 320, the 2-4 brake 54 is released, and only the first drive clutch 30 and overdrive clutch 28 are engaged, and the third gear is achieved.

Furthermore, the fourth gear is to be achieved.

When the first and third solenoid valves 4GOA and 400C are demagnetized, the oil passage 410 and the oil passage 422 communicate with the oil passage 316, but the spool 6 of the first fail-safe valve 600
36 has already been switched to the right in the drawing, and the spool valve 732 of the second fail-safe valve 700 is also switched to the right in the drawing at the same time as hydraulic pressure is supplied to the oil 5422 communicating with the underdrive clutch 3G. , 2-
4 brake 54 is released and the underdrive clutch 3
Only the zero and overdrive clutches 28 are engaged, and the third gear is achieved.

The above embodiment includes a first fail-safe valve 600 and a twenty-seventh fail-safe valve 700, and when three or more engaging elements are about to engage simultaneously due to a failure of the electronic control device or solenoid valve, the two fail-safe valves 600 and 27th fail-safe valve 700 are installed. Since the structure is such that one engaging element remains and the other engaging elements are released, three or more engaging elements engage at the same time, locking the transmission mechanism and suddenly locking the wheels of a running vehicle. This has the effect of preventing the vehicle from being completely unable to run, as well as from being completely unable to run.

In addition, in the configuration of the above embodiment, a solenoid valve is provided corresponding to each engagement element, and by controlling each solenoid valve with a density, the hydraulic pressure supplied to the engagement element and the hydraulic pressure discharged can be controlled with high accuracy. This makes it possible to reduce gear shift costs.

In addition, the two embodiments use ball valve type three-way solenoid valves as the first to fourth solenoid valves as shown in FIG. Since it is smaller than the transmission, the probability that the solenoid valve or spool valve will stick can be minimized.

Furthermore, in this embodiment, even when the two manual valves 300 are set to the N and P positions, the pressure is regulated to the first line pressure by the pressure regulating valve 100, so the engine rotation speed is maintained in the neutral state. Even if the oil pressure rises, the oil pressure in the oil passage 88 does not become higher than necessary, and the effect of preventing abnormal noise from occurring is achieved.

Furthermore, the second embodiment is equipped with a line pressure switching valve 500, and when the first and second gears are achieved, the pressure is regulated to a relatively high second line pressure, and the third line pressure is regulated to a relatively high second line pressure. 3rd gear is relatively low when the 4th and 4th gears are achieved.
Since the line pressure is regulated to the line pressure of be effective.

In addition, in the above embodiment, the 17th fail safe valve 60
0 is also in the oil passage that communicates the first solenoid valve 400A and the low reverse brake 44.

The second fail-safe valve 700 is the second solenoid valve 400
Although the 17th fail safe valve 600 and the 2nd fail safe valve 700 are installed in the oil passages that communicate with the 2-4 brake 54, the positions where the 17th fail safe valve 600 and the second fail safe valve 700 are installed are not limited to the above. If the position prevents simultaneous engagement of the engagement elements.

The first fail-safe valve 600 is connected to an oil passage that communicates the first solenoid valve 400A and the low reverse brake 44, an oil passage that communicates the second solenoid valve 400B and the 2-4 brake 54, or the fourth solenoid valve 400D. and the overdrive clutch 28 are interposed in one of the oil passages communicating with the overdrive clutch 28.
An oil passage that communicates the second solenoid valve 400B and the 2-4 brake 54, an oil passage that communicates the third solenoid valve 400C and the underdrive clutch 30, or an oil passage that communicates the fourth solenoid valve 400D and the overdrive clutch 28. Even if the first fail-safe valve 600 is interposed in any one of the oil passages that are not interposed, substantially the same effect as in this embodiment can be obtained.

Furthermore, in the above embodiment, since the first and second fail-safe valves serving as the first and second switching valves are spool valves, hydraulic pressure rises in each oil passage communicating between the solenoid valve and the engagement element. The pressure receiving surface of the spool valve is used as the detection means for detecting whether or not the spool valve is present, and the switching means for switching the spool valve.

A pressure sensor is installed in each oil passage as a detection means.

Even if the configuration is such that the 0N10FF of a fail-safe valve made of an electromagnetic switching valve or the like is switched depending on the output of the sensor, substantially the same effect as this embodiment can be obtained.

[effect]

According to the configuration of the present invention, when two predetermined shift devices are in operation, another shift device malfunctions and hydraulic pressure is simultaneously guided to the first, second, and third oil passages, and the hydraulic pressure is When becomes a predetermined value or more, the switching valve disposed in the first oil passage is switched to the discharge position where the hydraulic pressure of the first engagement element is discharged, and 3
A configuration that prevents two engaging elements from engaging at the same time can be achieved by increasing the minimum number of parts without installing a switching valve for each oil passage, which eliminates the problem of increased costs and valve sticking. This has the effect that the probability of occurrence of a malfunction in the hydraulic circuit can be suppressed to a low level, and the hydraulic circuit can also be simplified.

[Brief Description of the Drawings] Fig. 1 is a power train diagram of a vehicle automatic transmission to which an embodiment of the present invention is applied, and Fig. 2 is a hydraulic circuit diagram showing the configuration of an embodiment of the present invention. . 28 - Overdrive clutch (third engagement element). 30 Underdrive clutch (fourth engaging element). 44 Low reverse brake (first engagement element). 54...2-4 brake (second engagement element). 86...Pump. 400A・First solenoid valve (first shift device) 40
0B...Second solenoid valve (second shift device) 40
0C/3rd solenoid valve (4th shift device) 4000
・Fourth solenoid valve (third device 1-1 position) 614.6
18 - Pressure receiving surface (first detection means). 626.630,710,714...Pressure receiving surface (second detection means). 632.728...Pressure receiving surface (third detection means). 722.726 - Pressure receiving surface (fourth detection means). 600 First failsafe valve 600 (first switching valve)
. 636 Spool (first switching means). 700 Second fail-safe valve (second switching means 1. 732-Spool (second switching means)

Claims (2)

[Claims] (1) First, second, and third engagement elements for achieving a plurality of gears by simultaneously engaging two of them, and a hydraulic power source communicated with the first engagement element. A first shift device that is interposed in the oil passage and switches the supply and discharge of hydraulic pressure to the first engagement element according to the operating state of the vehicle, and communicates the hydraulic pressure source with the second engagement element. A second shift device, which is interposed in the oil passage and switches supply and discharge of hydraulic pressure to the second engagement element according to the driving state of the vehicle, communicates the hydraulic pressure source with the third engagement element. In the automatic transmission for a vehicle, the first left device includes a third shift device that is interposed in the oil passage and switches supply and discharge of hydraulic pressure to and from the second engagement element according to the driving state of the vehicle. a first detection means for detecting that hydraulic pressure is supplied to a first oil path communicating with the first oil passage and the first engagement element; and the second shift device and the second engagement element. a second detection means for detecting that hydraulic pressure is supplied to a second oil passage communicating with the second oil passage; and a third oil passage communicating with the third shift device and the third engagement element. a third detection means for detecting that hydraulic pressure is supplied; and a third detection means interposed in the first oil path between the first detection means and the first engagement element, a switching valve having a supply position that allows hydraulic pressure to be supplied to the first engaging element connected to the oil passage and a discharge position that discharges the hydraulic pressure of the first engaging element; When it is detected that the oil pressure supplied to all of the first oil path, the second oil path, and the third oil path has exceeded a predetermined value, the switching valve is switched to the discharge position. A hydraulic control device for an automatic transmission for a vehicle, characterized by having a switching means. (2) The switching valve is a spool valve having a plurality of lands, and a first pressure-receiving portion that applies a predetermined hydraulic pressure to the lands to urge the spool valve toward the supply position; a second pressure receiving part on which hydraulic pressure from the shift device acts to bias the spool valve in the direction of the discharge position; and a second pressure receiving part on which hydraulic pressure from the second shift device acts to bias the spool valve in the direction of the discharge position a third pressure-receiving portion that urges the third pressure-receiving portion;
2. A vehicle according to claim 1, further comprising: a fourth pressure receiving portion on which hydraulic pressure from a shift device acts to urge the spool valve in the direction of the discharge position. Hydraulic control device for automatic transmission (3) The effective pressure receiving area of the first pressure receiving part is the sum of the effective pressure receiving area of the second pressure receiving part and the effective pressure receiving area of the third pressure receiving part, The sum of the effective pressure receiving area of the second pressure receiving part and the effective pressure receiving area of the fourth pressure receiving part, and the sum of the effective pressure receiving area of the third pressure receiving part and the effective pressure receiving area of the fourth pressure receiving part. Claim 2, wherein the pressure receiving area is larger than the sum of the effective pressure receiving areas of the first, second, and third pressure receiving parts, and smaller than the sum of the effective pressure receiving areas of the first, second, and third pressure receiving parts. Hydraulic control device for automatic transmission for vehicles described above