JPH05231534A - Hydraulic pressure control device of vehicle automatic transmission - Google Patents

Abstract

PURPOSE:To enhance the fail-safe function in a control system for preventing creeping. CONSTITUTION:In a system in which when a predetermined condition is met a forward clutch C1 is released via a control valve 200 to prevent creeping, a C1 relay valve 270 is provided within an oil passage which communicates the C1 control valve 200 with the forward clutch C1. The system is controlled in parallel by a system (a system consisting of a linear solenoid valve 240, an oil passage 320 and an oil passage 334: first control means) of control hydraulic pressure acting on the C1 control valve C1 and another system(second control means) consisting of an ON-OFF solenoid valve 400, an oil passage 410 and an oil passage 413.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control device for an automatic transmission for a vehicle, and more particularly, when a predetermined condition is satisfied even when a shift range is set to a forward drive range, a forward control is performed. Automatic transmission for vehicles that releases the clutch (the clutch that is engaged to achieve forward travel) through the control valve (including substantial release by reducing the hydraulic pressure) to form a neutral state and prevent the occurrence of creep. Relates to a hydraulic control device for a machine.

[0002]

2. Description of the Related Art Conventionally, in an automatic transmission for a vehicle, when a shift range is set to a drive range such as a drive range, even if the vehicle speed is substantially zero, the gear of the automatic transmission is The transmission is not set in the neutral state and is set to the first speed (or the second speed). Therefore, since the output of the internal combustion engine is always transmitted to the forward clutch of the gear transmission via the torque converter, so-called creep occurs, and as a result, in order to keep the vehicle stopped, the state where the brake pedal is depressed is maintained. Had to do.

Further, the drag of the torque converter at this time may cause a problem that the fuel consumption efficiency is deteriorated and the temperature of the working oil of the torque converter is increased.

In view of such a point, a control valve for controlling the hydraulic pressure of the forward clutch is newly provided, and when the accelerator pedal is released and the vehicle is substantially stopped, the shift range is set to the drive range. Even if it is in the forward running range like the above, the forward clutch is released through the control valve, the neutral state is automatically formed to prevent the occurrence of creep, and the fuel consumption efficiency is improved. There is known a technique for suppressing the temperature rise of the hydraulic oil of the torque converter (for example, Japanese Patent Laid-Open No. 63-1064).
49).

Incidentally, when such a shift control to a neutral state (hereinafter referred to as a creep reduction control) is normally performed, it is possible to prevent the vehicle from moving backward in order to prevent the vehicle from moving backward on a slope or the like ( In the hydraulic controller)
A so-called hill hold control for engaging the brake is also performed.

In order to better understand the present invention,
A specific example of the automatic transmission configured to perform such creep reduction control and hill hold control will be described in some detail.

FIG. 5 shows an overall outline of an automatic transmission for a vehicle. The automatic transmission includes a torque converter unit 20, an overdrive mechanism unit 40, and an underdrive mechanism unit 60 having three forward stages and one reverse stage.

The torque converter section 20 includes a pump 2
1, a turbine 22, a stator 23, and a lockup clutch 24, and the crankshaft 10 of the engine 1
Is transmitted to the overdrive mechanism unit 40.

The overdrive mechanism 40 includes a sun gear 43, a ring gear 44, a planetary pinion 42,
And a set of planetary gears consisting of a carrier 41,
The rotation state of this planetary gear device is controlled by a clutch C0, a brake B0, and a one-way clutch F0.

The underdrive mechanism portion 60 is provided with two sets of planetary gear units consisting of a common sun gear 61, ring gears 62 and 63, planetary pinions 64 and 65, and carriers 66 and 67. The rotation state and the connection state with the overdrive mechanism section 40 are controlled by the clutches C1 and C2, the brakes B1 to B3, and the one-way clutches F1 and F2.

This automatic transmission comprises the transmission section as described above and a computer 84. The computer 84 includes a throttle sensor 80 for detecting a throttle opening θ for reflecting the load of the engine 1 and a vehicle speed N.
Signals for various controls such as a vehicle speed sensor (rotational speed sensor of the output shaft 70) 82 for detecting 0 and a C0 rotational speed sensor 99 for detecting the rotational speed of the clutch C0 are input.

The computer 84 controls the hydraulic control circuit 8 according to a preset throttle opening-vehicle speed shift point map.
The solenoid valve in 6 is driven and controlled, and the clutches and brakes are engaged as shown in FIG.

Here, the clutch C1 corresponds to the forward clutch released during the creep reduction control, and the brake B1 corresponds to the brake engaged during the hill hold control.

When the shift range is in the forward drive range, the forward clutch C1 is normally engaged,
The vehicle can be moved forward. However, even if the shift range is the forward drive range, the throttle opening θ
Is zero (or the idle contact is ON) and the vehicle speed is zero (including substantially zero), the engagement pressure of the clutch C1 is reduced to shift the automatic transmission to the neutral state. Along with (creep reduction control), the brake B1 is engaged to operate the hill hold function (hill hold control).

Next, an example of a hydraulic control device for executing the creep reduction control and the hill hold control will be described with reference to FIGS. 7 and 8.

In the figure, reference numeral 110 indicates a manual shift valve. This manual shift valve 1
10 has a hydraulic pressure input port 114. The line pressure PL that is sucked up by the oil pump 120 and regulated by the primary regulator valve 124 is supplied to the hydraulic pressure input port 114 through the oil passage 126.

The manual shift valve 110 has a spool 112 driven by a manual shift lever (not shown), and connects the hydraulic pressure input port 114 to the D range port 116 when the manual shift range is the D range. When the manual shift range is the S range (2 ranges), the hydraulic pressure input port 114
To the S range port 118.

The D range port 116 is connected to the oil passages 300 and 30.
2 is connected to the port 146 of the 2-3 shift valve 140, and the S range port 118 is connected to the port 2 by the oil passage 304.
-3 is connected to the port 148 of the shift valve 140.

The 2-3 shift valve 140 includes the spool 1
42. The spool 142 is in the raised position shown in the right half of the figure when the hydraulic pressure is not supplied to the port 144, and allows the port 146 to communicate with the port 150.
Moreover, the port 148 is connected to the port 152.

On the other hand, when the hydraulic pressure is supplied to the port 144, it is in the lowered position shown in the left half of the figure, and the communication between the port 146 and the port 150 is cut off, and the communication between the port 148 and the port 152 is performed. Shut off,
The port 152 communicates with the drain port 154.

The hydraulic pressure is supplied to the port 144 in a known manner by a solenoid valve (not shown), and the hydraulic pressure is supplied to the port 144 only when the third speed or the overdrive speed (the fourth speed) is achieved. It has become so. Therefore, the spool 142 is in the raised position when the first speed or the second speed is achieved, and is in the lowered position when the third speed or the overdrive speed is achieved.

The port 150 is connected to the port 186 of the B1 control valve 180 by the oil passage 306. The port 152 communicates with the port 172 of the check valve 170 via the oil passage 308, the second coast modulator valve 160, and the oil passage 310.

The check valve 170 has an inlet port 17
In addition to 2, it has another inlet port 174 and one outlet port 176. When the hydraulic pressure is supplied to the inlet port 172 by the action of the check ball 178, the inlet port 174 is closed and the inlet port 174 is closed. The inlet port 172 is closed when the hydraulic pressure is being supplied to the inlet port 172.

The inlet port 174 is connected to the B by the oil passage 312.
1 The control valve 180 is connected to the port 188, and the outlet port 176 is connected to the port 136 of the 1-2 shift valve 130 by the oil passage 314.

The 1-2 shift valve 130 is the spool 13
Have two. When the hydraulic pressure is not being supplied to the port 134, the spool 132 is in the raised position shown in the left half of the figure, and makes the ports 136 and 138 communicate with each other, while when the hydraulic pressure is being supplied to the port 134, the right half of the figure is shown. In the lowered position shown in FIG. 3, the ports 136 and 138 are cut off so that the port 138 communicates with the drain port 139.

Hydraulic pressure is supplied to the port 134 by the action of a solenoid valve (not shown) only when the first speed is achieved.
As a result, the spool 132 is in the raised position when the second speed, the third speed, or the overdrive speed is achieved, and is in the lowered position only when the first speed is achieved.

Port 138 is connected to brake B1 by an oil passage 316.

The B1 control valve 180 has a spool 182 and a plug 184. Spool 182 is in port 1 when in the raised position shown in the right half of the figure.
86 and 188 in communication, and ports 190 and 192
And port 192 are connected to the drain port 198.

On the other hand, in the lowered position shown in the left half of the figure, the port 186 is closed and the port 18 is closed.
8 to the drain port 187, and the port 190
And 192 are communicated with each other.

The port 190 is connected to the oil passage 314 and the oil passage 300.
Is connected to the D range port 116 of the manual shift valve 110, and the port 192 is connected to the port 208 of the C1 control valve 200 by the oil passage 316.

The spool 182 has ports 194 and 196.
Driven by hydraulic pressure applied to ports 194 and 1
At least one of 96 has a signal hydraulic pressure P of a predetermined value Psset or more.
When s is supplied, it is located at the left half position, that is, the hill hold control release position. Also, port 194
And 196, the signal oil pressure Ps of a predetermined value Psset or more
Is not supplied, it is located at the right half position, that is, the hill hold control position.

The port 194 is connected to the oil passage 3 by the oil passage 318.
The signal hydraulic pressure Ps of the oil passage 320 is supplied by being connected to 20. The port 196 is adapted to be supplied with the throttle oil pressure or the servo oil pressure (engagement pressure) of the clutch C1 by an oil passage (not shown).

The solenoid valve 240 is responsive to the duty ratio D of the pulse signal given to its electromagnetic coil.
A signal pressure Ps corresponding to the duty ratio D is generated in the oil passage 320. The solenoid valve 240 is constituted by a so-called normally closed solenoid valve, which allows the signal hydraulic pressure Ps of the oil passage 320 to be increased.
Decreases as the duty ratio D applied to the electromagnetic coil increases.

The oil passage 320 passes through the throttle 280, the oil passage 322, the modulator valve 250, the oil passage 324, and then the oil passage 126.
The modulator oil pressure Pm adjusted to a predetermined constant pressure by the modulator valve 250 is supplied to the oil passage 322.

The oil passage 320 is connected to the oil passage 318 by B1.
It is connected to the port 194 of the control valve 180 and also connected to the port 210 of the C1 control valve 200 through the oil passage 326 and the throttle 282.

The C1 control valve 200 has a spool 202 and two plugs 204 and 206.
The spool 202 is connected to the oil passage 3 by the oil passages 328 and 314.
21 connected to 00 and supplied with line pressure PL
By controlling the degree of communication between the second drain port 216 and the drain port 216, the hydraulic pressure of the outlet port 214 is adjusted.

The pressure adjustment value increases in accordance with the urging force applied to the spool 202 by the compression coil spring 218 and the increase in the pressing force directly applied to the spool 202 by the plugs 204 and 206. Exit port 21
4 is connected to the clutch C1 via a throttle 284 and an oil passage 330.

The oil passage 328 and the oil passage 330 are the same as the oil passage 31.
4. Check valve 260 is connected. The check valve 260 is configured to allow only the oil flow from the oil passage 330 to the oil passage 328, that is, the oil drain flow.

Next, the operation will be described.

When the manual shift range is set to the D range and the first gear is established, the spool 132 of the 1-2 shift valve 130 is in the lowered position,
The spool 142 of the 2-3 shift valve 140 is in the raised position.

The creep reduction control and the hill hold control are not yet started, and the solenoid valve 240 is turned off.
While the F signal is given, the signal oil pressure P of the oil passage 320
s is set to the same hydraulic pressure as the output hydraulic pressure Pm of the modulator valve 250, and this hydraulic pressure is set to the B1 control valve 18
0 port 194 and C1 control valve 200 port 210.

Therefore, at this time, the spool 180 of the B1 control valve 180 is located at the left side position, that is, the hill hold control start position, whereby the port 186 is closed and the port 188 is connected to the drain port 187.

Further, since the port 190 communicates with the port 192, the line pressure PL from the oil passages 300 and 314 is increased.
Enters the port 208 of the C1 control valve 200 via the oil passage 316, and from this, the C1 control valve 2
00 is located at the left side position, that is, the normal mode position due to the action of the line pressure PL supplied to the port 208 in addition to the signal oil pressure Ps given to the port 210.

As a result, the line pressure PL applied to the port 212 is not reduced by completely closing the drain port 216, and is introduced into the clutch C1 through the oil passage 330 from the port 214 as it is.

Therefore, at this time, the clutch C1 is completely engaged and the first speed is achieved. Further, since the port 186 of the B1 control valve 180 is closed, the port 188 is drain-connected, and the port 136 of the 1-2 shift valve 130 is also closed and the port 138 is drain-connected, so that the brake B1 is not connected. Is not supplied, and the brake B1 maintains the released state.

Under the condition that the manual shift range is set to the D range, the throttle opening of the engine 1 is returned to the idle opening position (idle contact O
N) Moreover, when the vehicle speed becomes equal to or lower than a predetermined value close to zero, a predetermined signal is given to the solenoid valve 240 in order to perform the creep reduction control and the hill hold control, and the duty ratio D thereof may increase with the passage of time. Done.

As the duty ratio D increases, the oil passage 3
The signal oil pressure Ps of 20 gradually decreases with the passage of time,
When the signal oil pressure Ps drops to a predetermined value Psset, B
1 The spool 182 of the control valve 180 is switched to the right position in the figure, and the communication port of the port 188 is switched from the drain port 187 to the port 186. Also, the communication port of port 192 is from port 190 to drain port 1
Switch to 98.

Therefore, since the line pressure PL is not supplied to the port 208, the regulated value of the C1 control valve 200, that is, the engagement pressure of the clutch C1 is set by the signal hydraulic pressure Ps given to the port 210, and the signal hydraulic pressure Ps With the decrease, the drain port 216 will be opened.

As a result, the clutch C1 is supplied from the port 214.
The engagement pressure supplied to the clutch C1 decreases, causing the clutch C1 to slip. As a result, the automatic transmission is brought into a state similar to that in the neutral state, idle vibration is reduced and at the same time creep is prevented from occurring. That is, the creep reduction control is executed.

On the other hand, at this time, since the ports 186 and 188 of the B1 control valve 180 are in communication with each other as described above, the spool 142 of the 2-3 shift valve 140 is in the raised position, that is, the first speed or the second speed. Manual shift valve 11 if in the switching position to achieve a step
The line pressure PL of the D range port 116 of 0 is the oil passage 30.
0, 302, 2-3 shift valve 140 port 146
And 150, oil passage 306, B1 control valve 18
0 through the ports 186 and 188, the oil passage 312, the check valve 170, and the oil passage 314, and the 1-2 shift valve 13
0 to port 136.

Therefore, at this time, the 1-2 shift valve 1
If the 30 spool 132 is in the raised position, that is, the second
When the high speed, the third speed, or the position where the overdrive stage is achieved, the line pressure PL of the port 136 is the port 1
It is supplied to the brake B1 through the oil passage 316 from 38, and the brake B1 is engaged to fix the sun gear.
Therefore, rotation of each of the front sun gear and the rear sun gear is blocked, rotation of the output shaft in the vehicle retreating direction is blocked by the action of the one-way clutch F2, and so-called hill hold control is executed.

[0052]

By the way, when the above-mentioned control is performed by the above-mentioned device, if the spool 202 of the C1 control valve 200 sticks in a depressurized state due to a defect such as foreign matter or defective machining, After that, even if a signal (duty ratio = 0) is given from the computer to the solenoid valve 240 so as to travel forward in the normal mode, the engagement pressure of the clutch C1 is set to the hydraulic pressure value of ab or bc in FIG. Surely
The transmission capacity of the clutch C1 becomes insufficient, which prevents the vehicle from traveling forward.

For this reason, when the driver strongly depresses the accelerator pedal in that state, the engine speed and the input member (ring gear 4) of the clutch C1.
The rotation speed of 4) increases and the clutch C1 continues to slip, which may cause damage to the friction material of the clutch C1.

Similarly, the B1 control valve 18
When 0 sticks at the hill hold control position (right side position in the figure), the D range line pressure PL for pushing down the pressure reducing function of the C1 control valve 200 is not guided to the port 208, so the oil pressure of the clutch C1 is reduced. Figure 9
Of Pc1 ', resulting in a clutch transmission torque capacity shortage and the same problem as described above occurs.

Therefore, in order to prevent these problems,
The applicant of the present invention is for a vehicle that can ensure forward running even if a failure occurs in the forward clutch control valve for executing creep reduction control or the brake control valve for performing hill hold control. A hydraulic control device for an automatic transmission was developed and filed as Japanese Patent Application No. 2-264466 (October 2, 1990).
Date application = unpublished).

The contents of the previously applied hydraulic control device will be described below with reference to FIG.

In this device, the C1 relay valve 270 is arranged in the middle of the oil passage 330 which connects the port 214 of the C1 control valve 200 and the clutch C1. Then, the port 214 of the C1 control valve 200 and the port 272 of the C1 relay valve 270 are connected by the oil passage 330.

Also, the clutch C1 and C1 relay valve 27
No. 0 port 276 is connected by an oil passage 340. Further, the oil passage 3 is connected to the port 274 of the C1 relay valve 270.
36 is used to guide the D range line pressure PL generated at the D range port 116 of the manual valve 110.

As the hydraulic pressure for controlling the C1 relay valve 270, the hydraulic pressure Ps (the hydraulic pressure for controlling the engagement of the clutch C1) from the linear solenoid valve 240 is applied via the oil passage 334. Note that, instead of the hydraulic pressure Ps of the linear solenoid valve 240, the hydraulic pressure from the port 192 of the B1 control valve 180 (the engagement pressure toward the clutch C1) may be applied in the same direction via the oil passage 332 to produce the same effect. Is obtained.

By the action of this hydraulic pressure Ps, the ports 274 and 276 are designed to communicate with each other in the normal traveling mode (that is, the Ps pressure is large in the case of the above-mentioned configuration). In addition,
The Ps pressure for switching is set to P in FIG. 7 and FIG.
Set to a hydraulic pressure higher than the sset pressure.

Since this prior art is configured as described above, even if either or both of the B1 control valve 180 and the C1 control valve 200 fails, the linear solenoid valve 240
As long as the output pressure Ps of C1 increases above a predetermined value, the line pressure PL from the D range port 116 of the manual valve 110 is guided to the clutch C1 via the ports 274 to 276 of the C1 relay valve and the oil passage 340, so that the vehicle travels forward. Will be able to do.

Furthermore, the newly added C1 relay valve 2
Even when 70 itself sticks, for example, when ports 272 and 276 are in communication with each other, as long as C1 control valve 200 (and B1 control valve 180) is operating normally, the D range line pressure is not applied to oil passage 330. As it is guided, it can travel forward without any problems.

In addition, the port 27 of the C1 relay valve 270
Even if 6 and 274 are in a communicating state and stick together, the creep reduction control by the C1 control valve 200 is disabled, but the forward traveling is possible.

That is, according to this device, the fail-safe function for ensuring forward traveling is improved to a greater extent than ever before.

As the control pressure of the C1 relay valve 270, a throttle pressure may be added in addition to this.
As a result, the higher the throttle pressure Pth, the faster the C1 relay valve can be switched, and the more quickly the line pressure from the D range port 116 of the manual valve 110 can be guided to the clutch C1. Further, even if the solenoid valve 240 fails, it is possible to travel forward by depressing the accelerator pedal (increasing the throttle pressure).

The technique developed earlier has the above structure and function, but as a result of subsequent studies, it was found that the following new problems might occur.

(1) In the hydraulic control device shown in FIG.
The control pressure Ps controlled by the linear solenoid valve 240 is used as the switching control signal pressure of the C1 relay valve 270.
(Hydraulic pressure from oil passage 334) or line pressure PL (oil passage 3) of the D range via B1 control valve 180
The hydraulic pressure from 32) is used. In addition, in the case of
1 The switching of the control valve 180 is performed by the pressure Ps.

Therefore, when the pressure Ps is reduced due to the foreign matter stick of the solenoid valve 240 or the pressure Ps is reduced due to the pressure reduction of the modulator valve 250, the C1 relay valve 270 cannot be switched.

That is, in the case of 1, switching cannot be performed because the pressure Ps directly decreases, and in the case of 1, the switching of the B1 control valve 180 becomes incomplete due to the decrease of the pressure Ps. As the D range line pressure PL becomes low, the C1 relay valve 270 cannot be switched. Therefore, it becomes impossible to travel forward.

(2) When the hydraulic pressure (for example, throttle pressure) corresponding to the accelerator operation of the driver is used as the switching control signal of the C1 relay valve 270, the foot brake is turned off when all the elements are functioning normally. At this point, the engagement hydraulic pressure of the clutch C1 is gradually increased to enable creep running without shock. However, when the C1 control valve 200 fails here, the C1 relay valve 270 is switched according to the increase of the throttle pressure, and the line The pressure PL is supplied to the clutch C1 and the vehicle can travel forward.

However, since the throttle pressure tends to increase only when the accelerator is opened,
When the C1 control valve 200 has failed and creeping is not possible, the driver may feel an abnormality and open the accelerator to operate.

As a result, the C1 relay valve 270 is suddenly switched by the increased throttle pressure, and the line pressure PL
Is introduced, the clutch C1 is suddenly engaged, and a strong acceleration shock may occur.

The present invention has been made in view of such a problem, and it is possible to secure forward traveling even when the modulator valve or the linear solenoid valve fails, and the forward operation is performed by the driver's accelerator opening operation. The problem is solved by providing a hydraulic control device for an automatic transmission for a vehicle that can avoid sudden engagement of a clutch.

[0074]

As shown in FIG. 1, the present invention provides a forward clutch when a predetermined condition is satisfied even when the shift range of the automatic transmission is set to the forward drive range. C1 to control valve 20
In a hydraulic control device for an automatic transmission for a vehicle, which releases through 0 to form a neutral state and prevents the occurrence of creep, the forward valve is provided midway in an oil passage communicating between the control valve 200 and the forward clutch C1. A relay valve 270 capable of switching between communication between the clutch C1 and the control valve 200 and communication between the forward clutch C1 and the oil passage in which the line pressure is generated in the forward traveling range is provided, and as a switching control means of the relay valve 270. A first control means for switching control of the relay valve 270 by a control oil pressure applied to the control valve 200, and a second control means for switching control of the relay valve 270 in a system different from the first control means. The above-mentioned problems are solved by providing the.

[0075]

In the hydraulic control system of the present invention, two means for controlling the C1 relay valve 270 are provided in different systems. Therefore, for example, even if the first control means fails,
C is controlled by the second control means which is a separate system from the first control means.
(1) The relay valve is switched, whereby the forward clutch is communicated with the oil passage in which the line pressure is generated in the forward drive range regardless of the state of the control valve 200, and the forward drive can be performed.

[0076]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.

In the following, only the portions different from the above-mentioned prior art (shown by thick lines in FIGS. 2 and 3) will be described, and the same portions will be denoted by the same reference numerals and description thereof will be omitted.

FIG. 2 is a circuit diagram of a hydraulic control device for an automatic transmission according to the embodiment, and FIG. 3 is a circuit diagram of a main part thereof. In the device of this embodiment, an ON-OFF solenoid valve 40 is newly added.
0 is set.

The ON-OFF solenoid valve 400 is
The ON / OFF operation controls the hydraulic pressure of the oil passage 410 to a high pressure or a low pressure (drain). Oil passage 41
0 is connected to an oil passage 126 whose line pressure PL is adjusted by the primary regulator valve 124 via a throttle 411 and an oil passage 412.

The C1 relay valve 270 has two control signal input (pilot) ports 277 and 278 for controlling the spool position of the C1 relay valve 270 in the same direction. At least one of the ports 277 and When a hydraulic pressure higher than the set pressure is introduced into 278, it is located in the right half position of FIG. 2, thereby connecting the port 276 to 274. Further, when the pressures of both ports 277 and 278 are both lower than the set pressure, they are located in the left half position of FIG. 2, and thereby the port 276 is communicated with 272.

The one port 277 is connected to the oil passage 320 through the oil passage 334, and the pressure Ps for controlling the C1 control valve adjusted by the linear solenoid valve 240 is introduced into the port 277. ing.

Further, the other port 278 is connected to the oil passage 410 via the oil passage 413, and is turned on to the port 278.
The hydraulic pressure controlled by the OFF solenoid valve 400 is introduced.

Further, the port 196 for inputting the control signal of the B1 control valve 180 is not the means for generating the throttle pressure but the ON-OFF solenoid valve 400.
Is connected to an oil passage 410 whose pressure is controlled by the oil passage 414.

Here, the linear solenoid valve 24
0, oil passage 320, and oil passage 334 are C1 relay valves 270.
Which corresponds to the first control means for switching control of ON / OFF
Solenoid valve 400, oil passage 410, oil passage 413 are C
1 Corresponds to the second control means for switching control of the relay valve 270.

In the apparatus of this embodiment, when the linear solenoid valve 240 and the modulator valve 250 function normally and the pressure Ps maintains a normal value, the same function as described above is fulfilled.

On the other hand, the linear solenoid valve 240 or the modulator valve 250 fails and the pressure Ps
If a situation occurs where is lower than the normal value,
As it is, the C1 relay valve 270 comes to be located in the left half position of FIG. 2 due to the decrease of the pressure Ps, the communication state of the ports 274 and 276 cannot be maintained, and the engaging pressure of the clutch C1 decreases to prevent the forward traveling. Becomes

However, before such a state is reached, after a foot brake is turned off, a predetermined time (short time)
Operate the N-OFF solenoid valve 400 to set the oil passage 4
Increase the hydraulic pressure of 10. As a result, the line pressure PL is applied to the other control port 278 of the C1 relay valve 270.
Is introduced and the C1 relay valve 270 is in the state of the right half of FIG. As a result, the D range line pressure PL is supplied to the clutch C1 via the ports 274 and 276,
The clutch C1 is completely engaged and the vehicle can travel forward.

When the pressure Ps falls below the normal value, the pressure introduced into the port 194 of the B1 control valve 180 falls, so that the B1 control valve 180 engages the brake B1. It is held on the side where it does (the half position on the left side in FIG. 2). That is, when the second speed stage of the D range is set in that state, the D range line pressure PL from the port 150 of the 2-3 shift valve 140 is set.
Through the oil passage 306, the ports 186 and 188 of the B1 control valve 180, and the check valve 17
0, oil passage 314, 1-2 port 1 of shift valve 130
The brake B1 is introduced into the brake B1 through the valves 36 and 138, and the brake B1 for engine braking, which should not be engaged in the D range, is immediately engaged.

As a result, in the D range, the reaction force element from the one-way clutch F2, which is the reaction force element of the first speed step, to the second speed step, which is the reaction force element of the first speed step, is normally used during the upshift from the first speed step to the second speed step. It is possible to control the "clutch to clutch" switching from the brake B2 to the one-way clutch F1 at a predetermined timing, and although the brake B1 should not be engaged, it is instantaneously output when the second speed signal is output. The brake B1 for the engine brake is engaged, and the original smooth gear shift is not performed. As a result, the torque drop due to the engagement of the brake B1 becomes large, and the shift time is instantaneous, which causes a strong shift shock.

Similarly, during a manual shift from the D range to the S range (= 2 range), the operating pressure to the brake B1 is not the second coast modulator pressure, which is lower than the line pressure, but the line pressure, which causes a shift shock. It will be large.

However, in the apparatus of this embodiment, the ON-OF
Since a high hydraulic pressure can be applied to the control port 196 of the B1 control valve 180 by the F solenoid valve 400, it is necessary to hold the B1 control valve 180 in the switching position of the brake B1 non-engagement side before the above situation is brought about. You can Therefore, it is possible to guarantee the same function as in the normal state.

In the above embodiment, the linear solenoid valve 240 has a characteristic that the output pressure Ps thereof decreases as the duty ratio increases, but the linear solenoid 240 has an increased duty ratio. In addition, the output pressure Ps may be increased. In this case, the expression is as shown in FIG. Note that, since other configurations are exactly the same as those in FIG. 3, detailed description of other symbols is omitted.

[0093]

As described above, according to the present invention, in an automatic transmission adopting the creep reduction control, even if the control valve for executing the creep reduction control fails, the vehicle can travel forward. It becomes possible to prevent the occurrence of a situation such as disappearing. Moreover, since two control means of different systems are provided as the switching control means of the relay valve provided to realize the fail-safe function, even if a failure occurs in one system, the other system operates. It is possible to compensate for this, and it is possible to obtain an excellent effect that a more complete fail-safe function can be provided.

Further, even when the first control means fails, the second control means can reliably ensure the forward running, so that it is not necessary to take the configuration of switching control of the relay valve by the throttle pressure. Therefore, it is possible to avoid a problem when the throttle pressure is used.

[Brief description of drawings]

FIG. 1 is a block diagram showing the gist of the present invention.

FIG. 2 is a hydraulic control circuit diagram showing a configuration of a device portion for executing basic creep reduction control and hill hold control in one embodiment of the present invention.

FIG. 3 is a hydraulic control circuit diagram schematically showing the functions of the main parts of the circuit diagram of FIG.

FIG. 4 is a hydraulic circuit diagram corresponding to FIG. 3 showing a device configuration when a linear solenoid valve having a characteristic direction different from that of the linear solenoid valve in the above embodiment is used.

FIG. 5 is a skeleton diagram showing a transmission section of an automatic transmission for a vehicle, which is a problem here.

FIG. 6 is a diagram showing engagement and disengagement states of a friction engagement device at each shift speed in the automatic transmission.

FIG. 7 is a hydraulic control circuit diagram showing a configuration of an apparatus portion for executing conventional basic creep reduction control and hill hold control.

8 is a hydraulic control circuit diagram schematically showing the functions of the main parts of the circuit diagram of FIG. 7.

FIG. 9 is a diagram showing a hydraulic characteristic in the above apparatus.

FIG. 10 is a hydraulic control circuit diagram showing a main part of a prior art of the present invention.

[Explanation of symbols]

C1 ... Clutch (forward clutch), B1 ... Brake (brake to be engaged during hill hold control), 110 ... Manual valve, 180 ... B1 control valve, 200 ... C1 control valve, 240 ... Linear solenoid valve (first control means) Main element), 270 ... C1 relay valve, 400 ... ON-OFF solenoid valve (main element of second control means).

Claims (1)

[Claims] 1. A forward clutch is disengaged via a control valve to establish a neutral state when a predetermined condition is satisfied even when the shift range of the automatic transmission is set to the forward drive range. In a hydraulic control device for a vehicle automatic transmission that prevents the occurrence of creep, in the middle of an oil passage communicating between the control valve and the forward clutch, the communication between the forward clutch and the control valve, the forward clutch and the forward travel range. A relay valve capable of switching between communication between the oil passages in which the line pressure is generated, and as the switching control means of the relay valve, a first control for switching the relay valve by a control hydraulic pressure applied to the control valve. The control means and the relay valve in a system separate from the first control means. Hydraulic control apparatus for a vehicular automatic transmission, characterized by comprising a second control means for conversion control, the.