JPH08145161A - Hydraulic control device for automatic transmission - Google Patents

Abstract

PURPOSE: To provide a more simplified, downsized, and cost reduced hydraulic control device by furnishing two pressure regulating means. CONSTITUTION: A first switchover solenoid valve 11, a first shift valve 13 switched over by the signals of a second switchover valve 12, and a second shift valve 17 are arranged between a first linear solenoid valve 5 and a second linear solenoid valve 6 and an OD clutch CO, a first clutch C1, a second clutch C2, an OD brake BO, a first brake B1, and a second brake B2, respectively. Then supply of hydraulic oil to multiple frictional engaging elements is switched over by a combination of ON and OFF of the second switchover valve.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control system for an automatic transmission.

[0002]

2. Description of the Related Art A hydraulic control device of a type is known in which the hydraulic pressure adjustment or supply / discharge timing for a plurality of friction engagement elements such as clutches and brakes in an automatic transmission is directly controlled for each friction engagement element. In this type, one pressure adjusting means is basically required for one friction engagement element, which is disadvantageous in terms of size and cost of the device. Therefore, Japanese Patent Application Laid-Open No. 5-10430 proposes a configuration in which a switching unit is provided and one pressure adjusting unit controls two friction engagement elements.

[0003]

However, even in the device disclosed in the above publication, if there are, for example, six friction engagement elements, at least three pressure adjusting means are required, and the size and cost of the device are still maintained. There is a problem in terms. In view of the above problems, it is an object of the present invention to provide a hydraulic control device that has two pressure adjusting means and that is simpler, smaller, and less expensive.

[0004]

According to the first aspect of the present invention, the hydraulic control of the automatic transmission for directly controlling the adjustment or supply / discharge timing of the operating hydraulic pressure for the plurality of friction engagement elements for each friction engagement element. In the apparatus, two pressure adjusting means for adjusting the operating hydraulic pressure or controlling the supply / discharge timing, and a switching means for communicating the pressure adjusting means with any one of the plurality of friction engagement elements are provided. The switching means is
A hydraulic pressure for an automatic transmission, comprising at least two switching valves, and switching the oil passages from the two pressure adjusting means to the plurality of friction engagement elements by a combination of switching operations of the respective switching valves. A controller is provided. According to the second aspect, further, a manual valve for switching the oil passage between a forward range and a reverse range is provided, and in the reverse range, the hydraulic pressure from the reverse port of the manual valve is used as a control hydraulic pressure, and the reverse port is used for reverse. The hydraulic control device for an automatic transmission according to claim 1, further comprising a reverse valve communicating with the friction engagement element. According to a third aspect of the present invention, the reverse valve is further supplied with a signal hydraulic pressure generated as a control hydraulic pressure at the time of a misshift to the reverse range during forward traveling against the hydraulic pressure from the reverse port. A hydraulic control device for an automatic transmission according to claim 2 is provided.

[0005]

According to the first aspect of the present invention, by changing the combination of the operations of the pressure adjusting means and the switching means, the hydraulic oil supplied to the friction engagement element is switched by adjusting the pressure and the timing, and each speed of forward traveling is changed. The friction engagement elements for achieving the step are smoothly connected and disconnected. According to the second aspect, in the reverse range, the reverse friction engagement element is engaged by the hydraulic oil that does not go through the pressure adjusting means and the switching means for achieving each speed stage of the forward travel. In the third aspect, the reverse valve prevents the hydraulic oil from being supplied to the reverse friction engagement element during a misshift to the reverse range during forward travel.

[0006]

Embodiments of the present invention will be described below with reference to the accompanying drawings. 1 to 8 are diagrams relating to the first embodiment of the present invention. First, FIG. 1 is a skeleton diagram of a gear train of a so-called Simpson overdrive (hereinafter referred to as OD) four-speed automatic transmission that is controlled by the hydraulic control apparatus according to the first embodiment of the present invention. Although not shown in the figure, it has a lock-up mechanism.

In FIG. 1, the OD clutch CO, the first clutch C1, the second clutch C2, the OD brake BO, the second brake B2, the third brake B3, and the one-way clutch F1 are inside the automatic transmission shown in FIG. It is a frictional engagement element that connects and disconnects the ring gear, the carrier, and the sun gear of the planetary gear unit arranged between the input shaft X _i and the output shaft X _O.

FIG. 2 shows a combination of the engagement and disengagement of the above friction engagement elements for obtaining each speed stage in the automatic transmission shown in FIG. In FIG. 2, a circle indicates engagement and a blank indicates disengagement. For example, in order to obtain the reverse speed stage, the second clutch C2, the OD clutch CO and the third brake B3 are engaged. It is necessary to. The ⊚ mark indicates that further engagement is required when the engine brake is applied in the first speed stage.

FIG. 3 shows a hydraulic circuit of the hydraulic control system according to the first embodiment of the present invention. It should be noted that FIG. 3 shows only a part of the hydraulic control device related to the present invention, and a part not related to the present invention is omitted. FIG.
In the figure, 1 is an oil pump,
A part of the hydraulic oil discharged from is regulated to a predetermined line pressure by a regulator valve or the like (not shown) and delivered to the manual valve 2 via the first primary line 101. The manual valve 2 has input ports 3a, D
The body 3 has a range port 3b, an R range port 3c, and the like, and a spool 4 having a plurality of lands arranged therein. The spool 4 is connected to a shift lever (not shown) in the driver's seat, and moves in the body 3 according to the movement of the shift lever, thereby changing the communication between the ports and changing the P, R, N, D, The distribution destination of the line pressure introduced from the input port 3a is switched for each range of 2 and L. For example, in the D range, the input port 3a and the D range port 3b are connected to each other, and the input port 3a
The line pressure delivered to the D range port 3b to the first D
It sends out toward the range line 111 and the 2nd D range line 112.

A first linear solenoid valve 5 has first to fifth ports 5a to 5e, and a second D range line 112 branched from the first D range line 111 is provided at the third port 5c. It is connected and the line pressure is input in the D range. If necessary, a part of the line pressure input to the third port 5c is released from the first port 5a and the fifth port 5e, and the line pressure is adjusted to a predetermined engagement pressure.
It is transmitted from the port 5b. A second linear solenoid valve 6 has the same structure and operation as the first linear solenoid valve 5. Therefore, the first linear solenoid valve 5 and the second linear solenoid valve 6 function as pressure adjusting means in the present invention. It should be noted that, like the first port 5a and the fifth port 5e of the first linear solenoid valve 5, the ports shown by the diagonal lines also indicate that all other parts are ports for discharge, and All the discharged hydraulic oil returns to the oil pan (not shown).

Numeral 7 is a fail-safe valve for preventing double lock, which includes first to seventh ports and 8a to 8
body 8 having g, first to fourth lands, 9a to 9d
And a spring 10 for constantly biasing the spool 9 downward. Then, the third primary line 103 branched from the first primary line 101 is connected to the first port 8a and is constantly delivered. The fourth port 8d is in communication with a tenth port 14j of the first shift valve 12, which will be described later, and the fifth port 8e and the sixth port 8f are in communication with the second port 6b of the second linear solenoid valve 6,
The seventh port 8g is the second of the first linear solenoid valve 5.
It communicates with the port 5b.

In this embodiment, the first linear solenoid valve 5 and the second linear solenoid valve 6 do not frictionally engage the clutch at the same time as long as they are operating normally, and the fail-safe valve 7 is operated after shifting. The engagement pressure is delivered to only one of them. For example, when the first linear solenoid valve 5 operates, the engagement pressure is delivered to the seventh port 8g of the fail-safe valve 7, but the engagement pressure will push up the fourth land 9d of the spool 9 from below. However, the line pressure delivered to the first port 8a through the third primary line 103 tries to push down the first land 9a, and the spring 10
In the end, the spool 9 stays at the lower end position as shown on the right side of the center line. On the contrary, when the second linear solenoid valve 6 operates, the engagement pressure is delivered to the fifth port 8e and the sixth port 8f of the fail-safe valve 7, but in this case it is delivered to the sixth port 8f. The engaging pressure pushes up the third land 9c of the spool 9 from below,
The fourth land 9d is pushed down from above, and the spool 9 is eventually pushed down due to the area difference between the third land 9c and the fourth land 9d.
The line pressure delivered to the first port 8a through
Since there is a force to push down the land 9a and an urging force of the spring 10, the downward force eventually becomes larger, and the spool 9 stays at the lower end position as shown on the right side of the center line as described above. .

As described above, as long as it is operating normally, the spool 9 of the fail-safe valve 7 stays at the lower end position as shown on the right side of the center line, and the fourth port 8d and the fifth port 8e communicate with each other. Then, the third port 8c and the fourth port 8d are closed.

On the other hand, when the first linear solenoid valve 5 and the second linear solenoid valve 6 simultaneously operate due to a malfunction, hydraulic oil flows from both linear solenoid valves to the fail-safe valve 7, and the upward force is applied. Becomes larger and the spool 9 moves to the upper end position as shown on the left side of the center line. As a result, the communication between the fourth port 8d and the fifth port 8e is blocked, the advance of the engagement pressure delivered from the second linear solenoid valve 6 is blocked, and the fourth port 8d and the third port 8c are connected, First
Only the engagement pressure from the first linear solenoid valve 5 is delivered to the shift valve 13 to prevent double lock.

Reference numerals 11 and 12 denote a first switching solenoid valve and a second switching solenoid valve 13, 17 respectively.
Are a first shift valve and a second shift valve, respectively, which serve as switching means in the present invention. The first switching solenoid valve 11 has an input port 11a, an output port 11b, and a discharge port 11c,
The discharge port 11c is the first shift valve 13 described below.
It communicates with the port 14a. When the solenoid is excited and turned on, the input port 11a and the output port 11b communicate with each other, and the discharge port 11c is closed. When the solenoid is not excited and turned off, the input port 11b and the discharge port 11c communicate with each other. Therefore, in the D range, when the solenoid is ON, the line pressure input from the input port 11a via the first D range line 111 is sent to the first port 14a of the first shift valve 13 described later, and the solenoid is excited. When not turned on, the line pressure is discharged from the discharge port 11c to an oil pan (not shown).
The first shift valve 13 does not operate. Also, the shift lever is D
It does not act on the first shift valve 13 even when hydraulic oil is not supplied from the first D range line 111 outside the range.

Similarly, the second switching solenoid valve 1
2 has an input port 12a, an output port 12b, and a discharge port 12c, and the discharge port 12c communicates with a first port 18a of a second shift valve 17 described later. However, the polarity is reversed and the solenoid is not excited and is off.
In the case of, the input port 12a and the output port 12b are communicated with each other, the discharge port 12c is closed, and when the solenoid is excited and turned on, the output port 12b and the discharge port 12c are communicated with each other. Therefore, in the D range, when the solenoid is not excited and is OFF, the engagement pressure input from the input port 12a via the first D range line 111 is sent to the first port 18a of the second shift valve 17, which will be described later. , When the solenoid is excited and turned on, the engagement pressure is returned from the discharge port 12c to an oil pan (not shown).
It does not act on the shift valve 17. Even when the solenoid is OFF, the second shift valve 17 does not operate even when the shift lever is in a range other than the D range and the line pressure is not supplied from the first D range line 111.

The first shift valve 13 has a body 14 having first to thirteenth ports and 14a to 14m, first to sixth lands and 15a to 15f, and a spool 15 for moving inside the body 14 and a spool 15. Is constituted by a spring 16 for constantly urging upward. The first port 14a is the output port 11c of the first switching solenoid valve 11, the second port 14b and the sixth port 14f are the second port 5b of the first linear solenoid valve 5, and the tenth port 14j is the fail-safe valve 7. The fourth port 8d and the eleventh port 14k communicate with the second brake B2. Also, 8th port 14h, 12th port 1
4l is an exhaust port leading to the oil pan.

As described above, when the first switching solenoid valve 11 is ON in the D range, the signal pressure from the output port 11b of the first switching solenoid valve 11 changes.
3 is delivered to the first port 14a, and this signal pressure acts on the top of the first land 15a of the spool 15,
The urging force of the spring 16 is overcome, and the spool 15 is pushed down to the lower end position, so that the state shown on the left side of the center line in the drawing is obtained. At this time, as shown in the figure, in the first shift valve 13, the third port 14c and the fourth port 14d are
The fifth port 14e and the sixth port 14f are the seventh port 1
4g and 8th port 14h, 9th port 14i and 10th port
Port 14j is 11th port 14k and 12th port 1
4l communicate with each other.

On the other hand, when the first switching solenoid valve 11 is OFF in the D range, no signal pressure is delivered to the first port 14a of the first shift valve 13, so that
The spool 15 is pushed up to the upper end position by the urging force of the spring 16 and is in the state shown on the right side of the center line in the drawing. At this time, as shown in the figure, in the first shift valve 13, the second port 14b and the third port 14c are provided.
However, the fourth port 14d and the fifth port 14e communicate with each other, the sixth port 14f and the seventh port 14g communicate with each other, the eighth port 14h and the ninth port 14i communicate with each other, and the tenth port 14j and the eleventh port 14k communicate with each other.

The second shift valve 17 has a body 18 having first to 14th ports and 18a to 18n, first to sixth lands and 19a to 19f, and a spool 19 for moving inside the body 18, and a spool 19. Is constituted by a spring 20 for constantly urging upward. The first port 18a is the output port 12b of the second switching solenoid valve 12, the third port 18c is the second port 22b of the reverse valve 21 described below, and the sixth port 18f is the OD.
The clutch CO and the eighth port 18h are the first clutch C1
The 11th port 18k is the fifth port 22e of the reverse valve 21, and the 13th port 18m is the OD brake BO.
Communication with the fourth port 18d and the seventh port 18
g, the tenth port 18j, and the fourteenth port 18n are the third port 14c and the fifth port 14c of the first shift valve 13, respectively.
It communicates with the port 14e, the seventh port 14g, and the ninth port 14i. Further, the second primary line 102 is connected to the fifth port 18e, and the line pressure is delivered regardless of the range. Also, the second port 18b, the first
The 2 port 18l is a discharge port and communicates with the oil pan.

As described above, when the second switching solenoid valve 12 is ON in the D range, the signal pressure is not delivered to the first port 18a of the second shift valve 17, so that the spool 19 springs. It is pushed up to the upper end position by the urging force of 20, and is in the state shown on the right side of the center line in the figure. At this time, as shown in the figure, in the second shift valve 17, the second port 18b and the third port 18c, the fifth port 18e and the sixth port 18
f is the seventh port 18g and the eighth port 18h is the tenth
Port 18j and 11th port 18k are 12th port 1
The 8l and the 13th port 18m communicate with each other.

On the other hand, when the second switching solenoid valve 12 is OFF in the D range, its output port 1
The signal pressure from 2b is delivered to the first port 18a of the second shift valve 17, and this signal pressure is applied to the spool 1
9 acts on the top of the first land 19a, and the spring 20
The spool 19 is pushed down to the lower end position by overcoming the urging force of (1) and the state shown on the left side of the center line in the drawing is obtained. At this time, as shown in the figure, in the second shift valve 17, the third port 18c and the fourth port 18d are replaced by the sixth port 18c.
f and the seventh port 18g, the eighth port 18h and the ninth port 18i, the eleventh port 18k and the twelfth port 18l.
However, the 13th port 18m and the 14th port 18n communicate with each other.

Reference numeral 21 denotes a reverse valve, which is the first to the eighth.
A body 22 having ports 22a-22h, and 23a
Body 23 having first to third land portions 23 to 23c
It comprises a spool 23 that moves inside and a spring 24 that constantly biases the spool 23 upward. The first R range line 121 is connected to the first port 22a and the seventh port 22g of the reverse valve 21, and the second R range line 1 in which the fourth port 22d is branched from the first R range line 121 and the orifice 33 is provided.
22 are connected. The second R range line 12
An accumulator 25 is attached to 2. Further, at the mounting position of the accumulator 25, the second R range line 122 and the first R range line 121 communicate with each other via the one-way valve 26. The second port 22b is the third port 18c of the second shift valve 17.
, The third port 22c is the second clutch C2, and the fifth port 22e is the 11th port 18k of the second shift valve 17.
And the 6th port 22f is open for free passage with the 3rd brake B3. In addition, a signal pressure of a solenoid (not shown) for switching ON / OFF of a lockup mechanism (not shown) of the torque converter is applied to the eighth port 22h by line 1.
It is delivered from 30 and this solenoid is ON, OF
With F, the spool 23 can be moved arbitrarily.

In the R range, the line pressure passing through the first R range line 121 is delivered to the first port 22a and the fourth port 22d of the reverse valve 21, and this line pressure is applied to the first land 23a of the spool 23. Acting on the upper surface of the spring 24 to overcome the urging force of the spring 24 and push the spool 23 to the lower end position to the state shown on the left side of the center line in the drawing, and the third port 22c and the fourth port 22
d, the sixth port 22f and the seventh port 22g are connected.
Except for the R range, there is no line pressure passing through the first R range line 121, so the spool 23 uses the spring 2
It is pushed up to the upper end position by the urging force of No. 4 and brought to the state shown on the right side of the center line in the figure, and the second port 22b
And the third port 22c, the fifth port 22e and the sixth port 2
Connect 2f. Further, at the time of mis-shifting of the R range during forward traveling, the signal pressure is delivered to the eighth port 22h of the reverse valve 21, so that the reverse valve 21 is in a state shown on the right side of the center line in the figure despite the R range. Thus, the engagement of the second clutch C2 and the third brake B3 is prevented.

Hereinafter, in the D range, it is shown in FIG. 4 how the respective friction engagement elements communicate with each other when the first switching solenoid valve 11 and the second switching solenoid valve 12 are turned on and off, respectively. ~ It demonstrates with reference to FIG. In FIGS. 4 to 7, what is surrounded by ▽ is that it is an exhaust port, what is surrounded by □ is that there is a dead end,
A circled circle indicates a friction engagement element that can be engaged when hydraulic oil is supplied in the communication state. In the D range, as described above, the fail safe valve 7 and the reverse valve 21 are always in the state shown on the right side in FIG. Further, for simplification, even in the following description, the ports in the middle are represented only by the symbols.

In the D range, the first switching solenoid valve 11 is turned on and the second switching solenoid valve 1 is turned on.
When 2 is ON, the first clutch C1 is connected to the output port 5b of the first linear solenoid valve 5 via 18h, 18g, 14e and 14f and the second clutch C2 is connected to 22c and 22b as shown in FIG. , 18c to the exhaust port 18b, the OD clutch CO to the second primary line 102 via 18f and 18e, and the second brake B2 to 1
The third brake B3 communicates with the exhaust port 14l via 4k, the third brake B3 communicates with the exhaust port 14h via 22f, 22e, 18k, 18j, 14g, and the OD brake BO communicates with the exhaust port 18l via 18m. Hereinafter, this is referred to as a first communication state.

Next, in the D range, when the first switching solenoid valve 11 is off and the second switching solenoid valve 12 is on, the first clutch C1 is 18h, 18g, 14e as shown in FIG. , 14d to the first D range line 111, the second clutch C2 to the discharge port 18b via 22c, 22b and 18c.
The OD clutch CO is connected to the second primary line 102 via 18f and 18e, and the second brake B2 is 14k and 14
j, the output port 6b of the second linear solenoid valve 6 via the fail-safe valve 7, and the third brake B3 outputs the output port 5b of the first linear solenoid valve 5 via 22f, 22e, 18k, 18j, 14g, 14f.
In addition, the OD brake BO has a discharge port 18 through 18m.
It is connected to l. Hereinafter, this is referred to as a second communication state.

Next, in the D range, when the first switching solenoid valve 11 is OFF and the second switching solenoid valve 12 is OFF, as shown in FIG.
The first clutch C1 is connected to the first D range line 111 via 18h and 18i, and the second clutch C2 is connected to 22c and 22c.
b, 18c, 18d, 14c, 14b to the output port 5b of the first linear solenoid valve 5, and the OD clutch CO is 18f, 18g, 14e, 14d
In the D range line 111, the second brake B2 is 14k,
14j, the fail-safe valve 7 to the output port 6b of the second linear solenoid valve 6, and the third brake B3 to the discharge port 18 via 22f, 22e and 18k.
1, the OD brake BO is communicated with the discharge port 14h via 18m, 18n and 14i. Hereinafter, this is referred to as a third communication state.

Next, in the D range, when the first switching solenoid valve 11 is ON and the second switching solenoid valve 12 is OFF, the first clutch C1 passes through 18h and 18i as shown in FIG. To the first D range line 111, the second clutch C2 has 22c, 22b,
The OD clutch CO is 18f, 18g, 1 on the first D range line 111 via 18c, 18d, 14c, 14d.
4e, 14f to the output port 5b of the first linear solenoid valve 5, the second brake B2 to the discharge port 14l via 14k, and the third brake B3 to 22f, 22.
The OD brake BO is communicated with the output port 6b of the second linear solenoid valve 6 through e, 18k, the OD brake BO through 18m, 18n, 14i, 14j, and the fail-safe valve 7. Hereinafter, this is referred to as a fourth communication state.

The above four types of communication states, the engagement pressure from the first linear solenoid valve 5 and the second linear solenoid valve 6, and the second primary line 102 and the first D
Each speed stage can be obtained by combining the presence or absence of the supply of the line pressure from the range line 111. In the D range, the second primary line 102
The 1st D range line 111 is always in a state where the line pressure can be supplied.

Next, the operation in the case of shifting from the N range to the D range and shifting from the first speed stage to the fourth speed stage of the D range by the hydraulic control device configured as described above. This will be described with reference to FIG. First, N to start
Although the range is shifted to the D range, at the time of starting, the first switching solenoid valve 11 is turned on, the second switching solenoid valve 12 is turned on, the first linear solenoid valve 5 is turned off, and the second linear solenoid valve 6 is turned on. Is turned off. That is, as described above,
The first communication state is formed, hydraulic oil is not supplied to the first clutch C1, and therefore only the OD clutch CO is engaged and the neutral state is maintained.

Next, the first linear solenoid valve 5 is turned on, and the first clutch C1 is engaged while controlling the engagement pressure to the first clutch C1. Therefore, it is possible to realize the shift from the N range to the D range to the first speed stage (the engine brake does not work) while reducing the N-D shock by the first linear solenoid valve 5.

Next, when the first switching solenoid valve 11 is turned off while the second switching solenoid valve 12 is still on from the above state, the second communication state is obtained and the first clutch C1 moves to the first D range line. With the line pressure from 111, the OD clutch CO is engaged with the line pressure from the second primary line 102, the third brake B3 is engaged with the line pressure from the first linear solenoid valve 5, and the first speed stage (engine brake is It works). The second brake B2 is the second linear solenoid valve 6
Although it is communicated with the output port 6b, the hydraulic oil is not supplied and thus is not engaged. Next, when the first linear solenoid valve 5 is turned off, hydraulic oil is not supplied to the third brake B3, and the state of the first speed stage (the engine brake does not work) is obtained. As described above, the shift is prevented from occurring with the transition from the first communication state to the second communication state, and the engine brake of the first speed stage is effective and the engine of the first speed stage is effective. The first linear solenoid valve 5 is used to switch the brake to the ineffective state.
This can be performed only by controlling the engagement pressure of the third brake B3.

Next, in the second communication state, the first
When the linear solenoid valve 5 is turned off and the second linear solenoid valve 6 is turned on, the third brake B3
Is in communication with the output port 5b of the first linear solenoid valve 5, but is not engaged because hydraulic oil is not supplied,
The second brake B2 is engaged with the hydraulic fluid from the second linear solenoid valve 6, and the second speed stage is obtained. In this way, from the first speed stage, the first linear solenoid valve 5 is turned off, the second linear solenoid valve 6 is turned on, and the second brake B2 is engaged while the engagement pressure to the second brake B2 is controlled. By combining them, the shift to the second speed stage can be realized, and the shift from the second speed stage to the first speed stage can be similarly realized.

Next, the second switching solenoid valve 12 is turned off from the state of the first speed stage or the second speed stage in the second communication state. As a result, both the first switching solenoid valve 11 and the second switching solenoid valve 12 are turned off, the third communication state is formed, and the first clutch C1 is connected to the first D range line 111.
Line pressure from the first D range line 111, the second brake B2 is the second line pressure.
Since the linear solenoid valve 6 is still in communication with the linear solenoid valve 6, there is no gear change that accompanies the transition from the second communication state to the third communication state, and the first speed stage (engine braking does not work) or the Two speed stages are maintained. The second clutch C2 is in communication with the output port 5b of the first linear solenoid valve 5 but is not engaged because hydraulic oil is not supplied, and the second primary line 1 is not engaged.
The line pressure from 02 blocks the way and does not work.

Then, the gear shift between the first speed stage (the engine brake does not work) and the second speed stage is controlled by controlling the engagement pressure to the second brake B2 by the second linear solenoid valve 6. For gear shifting between the second speed stage and the third speed stage, the first linear solenoid valve 5 controls the engagement pressure to the second clutch C2, and the second linear solenoid valve 6 controls the second brake B2. It can be realized by controlling the engagement pressure.

Next, the first switching solenoid valve 11 is turned on from the state of the third speed stage in the third communication state. Therefore, the first switching solenoid valve 11 is turned on and the second switching solenoid valve 12 is turned on.
The fourth communication state of the FF is formed, the first clutch C1 is the hydraulic oil from the first D range line 111, the second clutch C2 is the hydraulic oil from the first D range line 111, and O
The D-clutch CO is engaged with the hydraulic oil from the first linear solenoid valve 5, and the shift from the third communication state to the fourth communication state does not occur with the shift to the third state.
The speed stage is maintained. The OD brake BO is in communication with the output port 6b of the second linear solenoid valve 6, but is not engaged because hydraulic oil is not supplied,
The hydraulic fluid from the primary line 102 is blocked by the way it goes and does not work.

For shifting between the third speed stage and the fourth speed stage, the first linear solenoid valve 5 controls the engagement pressure to the OD clutch CO, and the second linear solenoid valve 6 controls the OD brake. It can be realized by controlling the engagement pressure to BO.

As described above, the first shift valve 13, the second linear solenoid valve 6, the first shift solenoid valve 11, the second shift solenoid valve 12, and the second shift solenoid valve 12 are turned on and off. Depending on the operation of the shift valve 17 and the combination of the supplied hydraulic oil, N (neutral), the first speed stage (the engine brake does not work), the first speed stage (the engine brake works), the second speed stage, the second speed stage, Between the 3rd speed stage and the 4th speed stage, and between the N (neutral) and D ranges [the 1st speed stage (engine braking does not work)],
Between the first speed stage (engine brake is effective) and the first speed stage (engine braking is effective), between the first speed stage (engine braking is effective) and the second speed stage, the first speed stage (engine braking is effective) No.) and the second speed stage, switching between the second speed stage and the third speed stage, and switching between the third speed stage and the fourth speed stage, the first linear solenoid valve 5, the second linear solenoid valve 6, First switching solenoid valve 1
ON / OFF of the first and second switching solenoid valves 12
It can be done continuously just by changing the combination of.

Next, the reverse stage will be described. In the reverse speed, it is only necessary to set the manual valve to R, and in each forward speed, the first switching solenoid valve 11, the second switching solenoid valve 12, which defines the combination,
The first linear solenoid valve 5 and the second linear solenoid valve 6 may be in any state. At this time, the first shift valve 13 and the second shift valve 17 are in the state shown on the right side in the figure, but when the manual valve is set to R, the D range port 3b is drained and the first D range line 111 is set. This is because the hydraulic oil that pushes down the spools 15 and 19 is drained from the first shift valve 13 to the second shift valve 17.

Therefore, the second primary line 102
And OD clutch CO, 1st D range line 111 and 1st
The clutch C1, the output port 6b of the second linear solenoid valve 6 and the second brake B2 communicate with each other, but the D range port 3b of the manual valve is drained.
The hydraulic fluid of the first D range line 111, the first linear solenoid valve 5, and the second linear solenoid valve 6 is drained, and the first clutch C1 and the second brake B2 are released. The OD brake BO is the second shift valve 17
It is connected to the 12th port 18l of the
Since the line pressure is supplied from the primary line 102, the OD clutch CO is engaged. The fail-safe valve 7 is also in the state shown on the right side in the figure, because the hydraulic oil of the first linear solenoid valve 5 and the second linear solenoid valve 6 is drained. Then, the reverse valve 21 is in the state shown on the left side in the figure, because the R range port 3c is opened and the hydraulic oil passing through the R range line 121 is delivered.

The hydraulic oil that has passed through the R range line 121 is connected to the first port 22a of the reverse valve 21 as the signal pressure of the reverse valve 21 and the engagement pressure of the third brake B3 and the second clutch C2. It is delivered to the seventh port 22g as it is and to the fourth port 22d via the orifice 33. The hydraulic oil delivered to the first port 22a of the reverse valve 21 is the reverse valve 2
The spool 23 inside 1 is pushed down to the state shown on the left side of the center line in the figure, and as a result, the fourth port 22d and the third port 22c, and the seventh port 22g and the sixth port 22f of the reverse valve 21 are Communicated.

Therefore, the hydraulic oil delivered to the fourth port 22d of the reverse valve 21 is supplied to the second clutch C2 via the third port 22c, and the hydraulic oil delivered to the seventh port 22g passes through the sixth port 22f. After that, it is supplied to the third brake B3 to engage the second clutch C2 and the third brake B3, respectively. Therefore, as described above, since the OD clutch CO is engaged, the second clutch C2,
The third brake B3 and the OD clutch CO are engaged and the reverse speed is achieved. The hydraulic oil supplied to the fourth port 22d is pressure-regulated by the accumulator 25 after passing through the orifice 33, so that the shock when the second clutch C2 is engaged is reduced.

As described above, in the first embodiment, the engagement pressure of at least one of the first linear solenoid valve 5 and the second linear solenoid valve 6 is changed at the time of switching the operating state of the engine brake and at all shifts. Since the direct control of No. 2 is involved, hydraulic oil whose pressure and timing are adjusted can be supplied to each friction engagement element, smooth switching can be performed, and double lock can be prevented by the operation of the fail safe valve 7. The reverse gear can be obtained regardless of the operation of these valves.

Next, FIGS. 9 to 12 are diagrams relating to the second embodiment of the present invention, and FIG. 9 is a so-called CR-CR type four-speed automatic control which is controlled by the hydraulic control device of the second embodiment of the present invention. FIG. 10 is a skeleton diagram of the transmission, FIG. 10 is an engagement table of friction engagement elements for obtaining each speed stage in the automatic transmission of FIG. 9, and FIG. 11 shows a structure of the hydraulic control device of the second embodiment. FIG. 12 is a diagram showing the hydraulic control device of FIG.
It is a figure which shows the effect | action obtained by the combination of each switching solenoid valve and each linear solenoid valve. It should be noted that, in FIG. 11, the same numbers are given to those performing the same operation as in the first embodiment. Further, the basic operation of the first shift valve and the second shift valve is the same as that of the first embodiment, but since the number of ports and the number of lands are different from those of the first embodiment, they are indicated by 13A and 17A, respectively. There is. In the second embodiment, as in the first embodiment, the combination of the operations of the first linear solenoid valve 5, the second linear solenoid valve 6, the first switching solenoid valve 11 and the second switching solenoid valve 12 is changed. As a result, each forward speed stage can be continuously obtained, and at least one of the first linear solenoid valve 5 and the second linear solenoid valve 6 is engaged in switching the operating state of the engine brake and in all gear shifting. Smooth control can be performed by direct control of the combined pressure, double lock can be prevented by the operation of the fail-safe valve 7, and reverse gear can be obtained regardless of the operation of these valves. The detailed description is the same as that of the first embodiment, and will be omitted.

Similarly, FIGS. 13 to 16 are views relating to the third embodiment of the present invention, and FIG. 13 is a so-called parallel biaxial type 5 which is controlled by the hydraulic control device of the third embodiment of the present invention.
FIG. 14 is a skeleton diagram of a high-speed automatic transmission, FIG. 14 is an engagement table of friction engagement elements for obtaining each speed stage in the automatic transmission of FIG. 13, and FIG. 15 is a hydraulic control device of the third embodiment. FIG. 16 is a diagram showing a structure, and FIG. 16 is a diagram showing an operation obtained by a combination of each switching solenoid valve and each linear solenoid valve in the hydraulic control device of FIG. 15. Note that, in FIG. 15, those having the same operations as those in the first embodiment are designated by the same reference numerals. Also, the first
The basic operation of the shift valve and the second shift valve is the same as that of the first embodiment, but since the number of ports and the number of lands are different from those of the first embodiment, 13B and 17B respectively.
It is indicated by B. Also in the third embodiment, as in the first embodiment, the combination of the operations of the first linear solenoid valve 5, the second linear solenoid valve 6, the first switching solenoid valve 11 and the second switching solenoid valve 12 is changed. Each forward speed can be continuously obtained by the above, and at least one of the first linear solenoid valve 5 and the second linear solenoid valve 6 is engaged in switching the operating state of the engine brake and in all gear shifting. Smooth switching can be performed by direct pressure control, and double lock can be prevented by the operation of the fail-safe valve 7. The detailed description is the same as that of the first embodiment, and will be omitted.

Similarly, FIGS. 17 to 20 are diagrams relating to the fourth embodiment of the present invention, and FIG. 17 is a parallel biaxial type for friction start, to which the hydraulic control device of the fourth embodiment of the present invention is applied. 18 is a skeleton diagram of a 5-speed automatic transmission, FIG.
19 is an engagement table of friction engagement elements for obtaining each speed stage in the automatic transmission of FIG. 17, FIG. 19 is a diagram showing a structure of a hydraulic control device of the fourth embodiment, and FIG. FIG. 6 is a diagram showing an operation obtained by a combination of each switching solenoid valve and each linear solenoid valve in the hydraulic control device of FIG. It should be noted that, in FIG. 19, the same numbers are assigned to those performing the same operations as in the first embodiment. Further, the basic operation of the first shift valve and the second shift valve is the same as that of the first embodiment, but since the number of ports and the number of lands are different from those of the first embodiment, they are 13 respectively.
It is indicated by C and 17C. Also in the fourth embodiment, similar to the first embodiment, the first linear solenoid valve 5, the second linear solenoid valve 6, the first switching solenoid valve 11, and the second switching solenoid valve 12 are used.
Each forward speed can be continuously obtained by changing the combination of the operations of the first linear solenoid valve 5 and the second linear solenoid in the switching of the operating state of the engine brake and all the shifts. Smooth switching can be performed by directly controlling the engagement pressure of at least one of the valves 6, and double lock can be prevented by the action of the fail-safe valve 7. The detailed description is the same as that of the first embodiment, and will be omitted.

[0048]

According to the first aspect of the present invention, it is possible to obtain a large number of patterns of oil passages by combining the operation of the switching means while using the minimum two pressure adjusting means. As a result, the two pressure adjusting means can directly control the hydraulic pressure adjustment or supply / discharge timing for a large number of friction engagement elements. As a result, it is possible to achieve all the speed stages including the engine brake in the forward range and to perform gear shifting between them while achieving simplification, downsizing, and cost reduction of the device. Further, since the double lock prevention can be limited to the fail of the two pressure adjusting means, the fail safe valve for the double lock prevention can also have a simple structure. Further, according to claim 2,
In the reverse range, the reverse stage can be reliably achieved without being affected by the failure of electronic components. Further, according to the third aspect, it is possible to prevent the reverse inhibit, that is, the friction engagement device for the reverse gear from being engaged while traveling in the forward gear without providing a dedicated valve.

[Brief description of drawings]

FIG. 1 is a skeleton diagram of an automatic transmission to which a hydraulic control device according to a first embodiment is applied.

FIG. 2 is an engagement table of friction engagement elements for obtaining each speed stage in the automatic transmission of FIG.

FIG. 3 is a diagram showing a structure of a hydraulic control device according to a first embodiment.

FIG. 4 is a diagram schematically showing an oil passage in a first communication state in the first embodiment.

FIG. 5 is a diagram schematically showing an oil passage in a second communication state in the first embodiment.

FIG. 6 is a diagram schematically showing an oil passage in a third communication state in the first embodiment.

FIG. 7 is a diagram schematically showing an oil passage in a fourth communication state in the first embodiment.

FIG. 8 is a diagram showing an operation obtained by a combination of each switching solenoid valve, each linear solenoid valve, and a hydraulic oil supply source in the hydraulic control device of FIG. 3.

FIG. 9 is a skeleton diagram of an automatic transmission to which the hydraulic control device according to the second embodiment is applied.

10 is an engagement table of friction engagement elements for obtaining each speed stage in the automatic transmission of FIG.

FIG. 11 is a diagram showing the structure of the hydraulic control device of FIG. 9.

FIG. 12 is a diagram showing an operation obtained by a combination of each switching solenoid valve and each linear solenoid valve in the hydraulic control device of FIG. 11.

FIG. 13 is a skeleton diagram of an automatic transmission to which the hydraulic control device according to the third embodiment is applied.

14 is an engagement table of friction engagement elements for obtaining each speed stage in the automatic transmission of FIG.

15 is a diagram showing the structure of the hydraulic control device of FIG.

16 is a diagram showing an operation obtained by a combination of each switching solenoid valve and each linear solenoid valve in the hydraulic control device of FIG.

FIG. 17 is a skeleton diagram of an automatic transmission to which the hydraulic control device according to the fourth embodiment is applied.

18 is an engagement table of friction engagement elements for obtaining each speed stage in the automatic transmission of FIG.

19 is a diagram showing the structure of the hydraulic control device of FIG.

20 is a diagram showing an operation obtained by a combination of each switching solenoid valve and each linear solenoid valve in the hydraulic control device of FIG.

[Explanation of symbols]

1 ... Oil pump 2 ... Manual valve 3 ... (Manual valve) Body 3a ... Input port 3b ... D range port 3c ... R Range port 4 ... (Manual valve) Spool 5 ... First linear solenoid valve 5a-5e ... ( 1st of the first linear solenoid valve)
5th port 6 ... 2nd linear solenoid valve 6a-6e ... 1st (of 2nd linear solenoid valve)
Fifth port 7 ... Fail-safe valve 8 ... (Fail-safe valve) Body 8a-8g ... (Fail-safe valve) 1st-7th port 9 ... (Fail-safe valve) Spool 9a-9d ... (Fail-safe valve) First to fourth lands 10 ... Spring 11 ... First switching solenoid valve 11a ... (First switching solenoid valve) Input port 11b ... (First switching solenoid valve) Output port 11c ... (First switching) Discharge port 12 (of solenoid valve) ... Second switching solenoid valve 12a ... (Second switching solenoid valve) input port 12b ... (Second switching solenoid valve) output port 12c ... (Second switching solenoid valve) discharge port 13 ... first shift valve (first embodiment) 13A ... 1st shift valve (2nd Example) 13B ... 1st shift valve (3rd Example) 13C ... 1st shift valve (4th Example) 14 ... (body of 1st shift valve) 14a-14m ... First to thirteenth (of the first shift valve)
Port 15 ... (first shift valve) spools 15a to 15f ... (first shift valve spool) first to sixth lands 16 ... Spring 17 ... Second shift valve (first embodiment) 17A ... Second shift Valve (second embodiment) 17B ... Second shift valve (third embodiment) 17C ... Second shift valve (fourth embodiment) 18 ... (Second shift valve) body 18a-18o ... (Second shift valve) No.) 1st to 15th
Port 19 ... (second shift valve) spools 19a to 19f ... (second shift valve spool) first to sixth lands 20 ... Spring 21 ... Reverse valve 22 ... (Reverse valve) body 22a-22h ... ( Reverse valve) 1st to 8th ports 23 ... (Reverse valve) spools 23a to 23c ... (Reverse valve spool) 1st
-Third land 24 ... Spring 25 ... Accumulator 26 ... One way valve 31 ... First orifice 32 ... Second orifice 33 ... Third orifice 101 ... First primary line 102 ... Second primary line 103 ... Third primary line 111 ... Third 1D range line 112 ... first 2D range line 121 ... first 1R range line 122 ... second 2R range line 130 ... line is separated from the lock-up hydraulic X _i ... input shaft X _O ... output shaft C1 ... first clutch C2 ... second Clutch CO ... OD clutch (first embodiment) C3 ... Third clutch (second embodiment, third embodiment, fourth embodiment) C4 ... Fourth clutch (third embodiment, fourth embodiment) C5 ... Fifth clutch (third embodiment, fourth embodiment) CH ... engine at first speed stage Clutch for effective rake (third embodiment) B1 ... first brake (second embodiment) B2 ... second brake (first embodiment, second embodiment) B3 ... third brake (first embodiment) ) BO ... OD brake (first embodiment) F1 ... first one-way clutch

Claims (3)

[Claims] 1. A hydraulic control device for an automatic transmission, which directly controls the adjustment or supply / discharge timing of the operating oil pressure for a plurality of friction engagement elements for each friction engagement element. To do 2
One pressure adjusting means and a switching means for communicating the pressure adjusting means with any one of the plurality of friction engagement elements, wherein the switching means includes at least two switching valves, and A hydraulic control device for an automatic transmission, wherein an oil passage from the two pressure adjusting means to the plurality of friction engagement elements is switched by a combination of switching operations of switching valves. 2. A manual friction valve for switching an oil passage between a forward drive range and a reverse drive range, wherein the hydraulic pressure from the reverse drive port of the manual valve is used as a control hydraulic pressure, and the reverse drive port is used for a reverse drive friction engagement element. The hydraulic control device for an automatic transmission according to claim 1, further comprising a reverse valve communicating with the. 3. The reverse drive valve is further supplied with a signal hydraulic pressure generated as a control hydraulic pressure at the time of a misshift to a reverse drive range during forward traveling against the hydraulic pressure from the reverse drive port. The hydraulic control device for the automatic transmission according to claim 2.