JPH08285062A - Hydraulic control device for automatic transmission - Google Patents

Abstract

PURPOSE: To provide a hydraulic control device for an automatic transmission that reduces time lag from the changeover of a manual speed change means in a down-shift direction to the change of a traveling condition. CONSTITUTION: When an occupant moves a select lever from a D-range to a second range during fourth gear speed travel in the D-range, a cam shaft 1 moves only axially, and a turning position is held as it is to fourth gear speed travel in the D-range. A second gear speed travel state in the second range is formed in this turning position. In order to travel at the second gear speed in the second range in this turning position, an engaging oil pressure control valve is controlled to boost the oil pressure of a control pressure port 36d, connected to a multiple disk clutch C0 , from drain pressure to line pressure and to boost the oil pressure of a control pressure port 10a, connected to a multiple disk brake B1 , from drain pressure to line pressure. Down-shift can thereby be performed rapidly hardly generating time lag from the changeover of the select lever without turning the cam shaft 1.

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, which hydraulically controls a speed change mechanism of the automatic transmission.

[0002]

2. Description of the Related Art Conventionally, automatic transmissions, which have been widely used for vehicles and the like, switch the hydraulic pressure applied to each friction engagement device by a hydraulic valve in order to smoothly transmit a rotational driving force according to a load. Gear change control is performed. The shift control is performed by the occupant's manual shift using a select lever that selects forward, neutral, or reverse, and by the engine control computer from the engine throttle opening etc. to engage the friction engagement device to achieve an appropriate gear ratio. This is performed by automatic shifting that determines the state. As such automatic transmission control devices, those disclosed in JP-A-63-312553 and JP-A-1-299351 are known.

[0003]

In such a conventional automatic transmission control device, the D range of the select lever is selected by manual gear shifting, and when the vehicle is traveling at the maximum gear position of the D range, the two ranges are set on a long downhill or the like. The engine brake may be applied by shifting down to. However, in the conventional automatic transmission control device, after the changeover of the select lever is detected, for example, the automatic transmission that shifts the shift position from the 4th speed running state, which is the highest shift stage of the D range, to the 2nd speed running state of the 2nd range. Since the processing is performed and the hydraulic valve is switched to the second speed running state, the select lever is set to D
There was a time delay between the change from the range to the second range and the change in the running condition from the fourth speed to the second speed.

The present invention has been made to solve such a problem, and is a hydraulic control device for an automatic transmission, which reduces the time delay from the switching of the manual transmission means in the downshift direction to the change of the running state. The purpose is to provide.

[0005]

According to a first aspect of the present invention, there is provided a hydraulic control device for an automatic transmission, wherein hydraulic pressures applied to a plurality of friction engagement elements provided in the automatic transmission are respectively applied. A hydraulic control device for an automatic transmission, which controls switching of a plurality of shift stages by switching and engaging or disengaging the plurality of friction engagement elements, respectively.
A manual transmission means for switching the hydraulic pressure applied to the plurality of friction engagement elements by a manual operation, and an automatic transmission means for switching the hydraulic pressure applied to the plurality of friction engagement elements by automatic control are provided, and the travel range is changed by the manual transmission means. If the manual transmission means is switched from the travel range to the downshift direction while the vehicle is traveling at the highest speed stage by the automatic shift control in the travel range, the highest speed stage position before the downshift by the automatic transmission means is selected. It is characterized in that it is possible to shift to a shift stage that is one step lower than the maximum shift stage in the traveling range after downshifting while maintaining the value.

A hydraulic control device for an automatic transmission according to a second aspect of the present invention is the hydraulic control device for an automatic transmission according to the first aspect, wherein the manual transmission means is a D range for forward movement,
There is a traveling range that shifts down in the order of 2 ranges and L range, and when the manual transmission means is downshifted to the 2 range while traveling at the highest speed stage by the automatic transmission means in the D range, the D range is obtained. It is characterized in that it is possible to shift to a shift stage one step lower than the maximum shift stage of the two ranges while maintaining the maximum shift stage position of.

[0007]

According to the hydraulic control device for an automatic transmission according to the first aspect of the present invention, the automatic transmission has a manual transmission means for switching the hydraulic pressure applied to a plurality of friction engagement elements, and an automatic transmission means. If the manual transmission is switched to the downshift direction while the vehicle is traveling at the maximum shift speed by the automatic shift means in the travel range selected by the means, the maximum shift speed position before the downshift by the automatic shift means is maintained, and It is possible to shift to a lower gear than the highest gear in the driving range. As a result, after the manual transmission means is switched in the downshift direction, the vehicle can quickly shift to the traveling state in which the vehicle is downshifted.

According to the hydraulic control device for an automatic transmission according to claim 2 of the present invention, when the manual transmission means is downshifted to two ranges during traveling at the maximum gear stage of the D range,
Since it is possible to shift to a gear position lower by one step than the maximum gear position of the two ranges while maintaining the maximum gear position of the D range by the automatic transmission means, for example, downshifting from the D range used during traveling downhill to the two range. As a result, the vehicle can shift to a traveling state in which the vehicle is downshifted quickly.

[0009]

Embodiments of the present invention will be described below with reference to the drawings. (First Embodiment) FIG. 2 shows a system configuration in which a hydraulic control device for an automatic transmission according to a first embodiment of the present invention is applied to an automatic transmission for a vehicle (hereinafter, "automatic transmission" is referred to as AT). . In FIG. 2, EV represents a solenoid valve and MV represents an integrated valve.

In the operation of the vehicle AT, as is well known, the gear connection in the transmission 300 is switched automatically or manually, and the rotational force from the engine (not shown) connected to the torque converter 200 is applied to the rear wheels or front wheels of the vehicle. Transmitted. The integrated valve 60 and the entire peripheral device thereof are inside an oil pan (not shown) inside the AT under the transmission 300, and the periphery of the hydraulic control device 400 inside the oil pan serves as a drain of the hydraulic circuit.

In the transmission 300, a known hydraulic pump 56 that is directly connected to the rotary shaft of the engine and is driven to rotate is provided, and the drive oil discharged from each hydraulic device to an oil pan or the like is supplied from an intake port 57. It sucks and supplies pressure oil to each device through the line pressure control valve 64. The pressure oil from the hydraulic pump 56 is a variable high pump oil pressure and is a line pressure control valve 6 which is an electromagnetic control type pressure control valve.
It is controlled to a constant high line pressure by 4 and supplied to each hydraulic equipment. The hydraulic control device 400 is provided with three engagement hydraulic control valves 61, 62, 65. The engagement hydraulic control valves 61, 62, 65 arbitrarily control the line pressure of the pressure oil supplied from the line pressure control valve 64, and supply the pressure oil having a predetermined control pressure to the integrated valve 60.

The pressure oil of the line pressure or the control pressure supplied to the integrated valve 60 is used for the spool valves 2, 3, 4, shown in FIG.
The communication ports 39, 40, 41, 42, 43, 44, 45 shown in FIG. 2 through 5, 6, 7, 8 (collectively referred to as SP).
From the multi-disc clutches C0, C1, C2 which are friction engagement devices in the transmission 300 and the multi-disc brakes B
0, B1, B2, B3. Spool valve 2
Is connected to the multi-plate brake B1 via the communication port 39,
The spool valve 3 is connected to the multi-plate clutch C via the communication port 40.
1, the spool valve 4 is connected to the multi-plate clutch C2 via the communication port 41, and the spool valve 5 is connected to the communication port 4
2 is connected to the multi-plate clutch C0, the spoo valve 6 is connected to the multi-plate brake B0 via the communication port 43, the spool valve 7 is connected to the multi-plate brake B2 via the communication port 44, and the spool valve Reference numeral 8 is connected to the multi-plate brake B3 via the communication port 45. Each friction engagement device is connected to a gear that configures each gear ratio such as a planetary gear (not shown) in the transmission 300. By engaging or disengaging these friction engagement devices, the gear ratio is switched. The shift control of the vehicle is being performed.

Communication ports 39, 40, 41, 42, 43, 44, 45 connected to the transmission 300.
Port 4 communicating with the multi-disc clutch C0 and the multi-disc brake B0 installed in the transmission 300
If the ports 2 and 43 are operated at the same time, the transmission 300 may be inoperable due to an internal structure and may be damaged. Therefore, in order to prevent the transmission 300 from being coupled at the same time, the double coupling prevention valve 63a is provided. Intervenes. Similarly, ports 41 and 39 communicating with the multi-disc clutch C2 and the multi-disc brake B1 are also provided with the double engagement prevention valve 63b.

The connecting portion 11 is mechanically connected to a select lever 500 which allows the operator to manually operate the driving state of the vehicle such as forward, backward, neutral and parking. Since the pressure oil supplied from the line pressure control valve 64 further performs lockup (L / U) slip control of the torque converter 200, the pressure oil is supplied to the torque converter 200 via the engagement hydraulic control valve 65 that also functions as a lockup hydraulic control valve. Supplied.

The integrated valve 60 is an integrated valve capable of simultaneously switching and controlling a plurality of oil passages. As shown in FIG. 1, the spool valves SP that switch the oil passages are arranged side by side on both sides of the camshaft 1 in a direction perpendicular to the axis of the camshaft 1.
Cylindrical holes 28a, 28b, 28c, 28d, 28e, 28f respectively provided in the housing 28 of the integrated valve 60,
28g is slidably inserted in the axial direction.

Next, taking the spool valve 5 as an example, the spool valve S
The structure of P will be described. The other spool valves have substantially the same structure as the spool valve 5. As shown in FIG.
The spool valve 5 is formed in a cylindrical shape, and an annular oil passage groove 5a is provided around the outer surface central portion. The end surface of the spool valve 5 on the camshaft 1 side is a flat surface in contact with the pin 17,
A cylindrical hole 5b is formed inside the end opposite to the camshaft 1.
Are formed. A part of the spring 24 is housed in this hole 5b.
By biasing the spool valve 5 to the side, the spool valve 5 and the pin 17 are moved following the cam irregularities of the cam shaft 1. The space 5c on the drain pressure port 48c side formed by the spool valve 5 and the housing 28 including the hole 5b is always in communication with the drain pressure port 48c.
The pressure in c is a low drain pressure.

The pin 17 is inserted into the pin guide 104,
It can move only in the axial direction according to the cam unevenness formed on the outer peripheral wall of the camshaft 1. The pin guide 104 is formed in a cylindrical shape and is fixed to the inner wall of the housing 28 forming the cylindrical hole 28d. A pressure relief groove 104a is formed on the outer wall of the pin guide 104 over the entire axial length. Space 5 formed between the spool valve 5 and the pin guide 104
d is communicated with the recess 58 into which the camshaft 1 is inserted via the pressure relief groove 104a and is always a low drain pressure. Therefore, since the sliding portion between the pin 17 and the pin guide 104 need not be hermetically sealed, the pin 17 and the pin guide 104 are not required to be machined with high accuracy.

Since the pressure in the space 5c and the space 5d, which are pressure chambers provided at both ends of the spool valve 5, is always equal to the drain pressure, the spool valve 5 receives no force in the axial direction, and therefore is spooled on the camshaft 1 side. The biasing force of the spring 24 that biases the valve 5 may be small. Since the force of the pin 17 pushing up the spool valve 5 against the urging force of the spring 24 is also reduced, the operating force of the select lever 500 that drives the camshaft 1 in the axial direction can be reduced. Further, since the driving force of the step motor 12 which will be described later that drives the cam shaft 1 in the rotation direction may be small, a small step motor 12 can be used. Further, due to the pressure difference between the space portions 5c and 5d provided at both ends of the spool valve 5 and the oil passage groove 5a of the spool valve 5, the oil is formed in the gap between the outer peripheral surface of the spool valve 5 and the inner wall surface of the cylindrical hole 28d. The oil slightly flows out from the passage groove 5a toward both ends of the spool valve 5. The oil that has flowed out into this gap serves to cause the spool valve 5 to be centered toward the axial center of the cylindrical hole 28d. Therefore, the phenomenon of sticking between the spool valve 5 and the inner wall surface forming the cylindrical hole 28d does not occur, and the force for moving the spool valve 5 is further reduced, so that the driving force of the camshaft 1 can be reduced. Further, generally, the labyrinth groove provided in the circumferential direction of the outer wall of the spool valve is not necessary for balancing the pressure balance.

As shown in FIG. 1, the oil passage groove of each spool valve SP has a cylindrical hole 28a, 28b, 28c, 28d, 2 respectively.
Line pressure port 35 communicating with 8e, 28f and 28g
a, 35b, 35c, 35d, 35e, 35f, 35g
(Collectively referred to as PL), control pressure ports 36b, 36c, 3
6d (collectively referred to as PC1), 38e, 38f, 38g (P
C2), 10a (collectively referred to as PC3), communication ports 39H, 40H, 41H, 42H, 43H, 44H,
It is configured to be able to communicate with 45H. Communication port 39
L, 40L, 41L, 42L, 43L, 44L, 45L
Are communication ports 39H, 40H, 41H, 42H, 43
The cylindrical holes 28a, 28b, 28c, 28d, 28 are provided on the side opposite to the camshaft 1 with respect to H, 44H, 45H, and when the spool valve SP approaches the camshaft 1 side.
It communicates with e, 28f, and 28g. Communication ports 39H and 39L, 40H and 40L, 41H and 41L,
42H and 42L, 43H and 43L, 44H and 44L, 45H and 45L are spool valves S, respectively.
The communication ports 39, 40, 41, 42, 43, 44, 45 communicate with each other in the housing 28 near the side portion of P and are connected to the corresponding friction engagement devices.

The spring stoppers 108 and 109 are fixed to the housing 28 with bolts 47. A long plate-shaped groove is formed in the axial direction of the camshaft 1 on the surface of the spring stoppers 108, 109 facing the housing 28, and these grooves are drain pressure ports 48a, 48b, 48.
c, 48d, 48e, 48f (collectively referred to as Dr) are formed. Since the pressure in the drain pressure port Dr is low, the spring stoppers 108, 109 and the housing 2
It is not necessary to particularly seal between 8 and 8. As shown in FIG. 3, the drain pressure port Dr is opened from the spring stoppers 108 and 109 on one side along the axial direction of the camshaft 1. The drain pressure port 48a has a cylindrical hole 28a.
, Drain pressure port 48b is cylindrical hole 28b and cylindrical hole 28c, drain pressure port 48c is cylindrical hole 28d, drain pressure port 48d is cylindrical hole 28e, drain pressure port 48e is cylindrical hole 28f, drain pressure port 48f. Are always in communication with the cylindrical holes 28g. The integration valve 60 is
Since it is provided in an oil pan of an A / T transmission (not shown) and the periphery of the housing 28 is used as a drain portion, pressure oil is supplied from each drain pressure port Dr to the drain portion outside the housing 28 via the drain pressure port 48. Is discharged.

Control pressure port PC1 of the spool valves 3, 4, 5
Is connected to the engagement hydraulic control valve 61 via the control pressure port 36, the control pressure ports PC2 of the spool valves 6, 7, 8 are connected to the engagement hydraulic control valve 62 via the control pressure port 38,
The control pressure port PC3 of the spool valve 2 is connected to the engagement hydraulic control valve 65 via the control pressure port 10. Further, the line pressure port PL is connected to the line pressure control valve 64 via the line pressure port 35 so that the integrated valve 60 is directly supplied with the line pressure oil.

Hydraulic ports PL, PC1, PC2, PC3, communication ports 39H, 40H, 41H, 42H, 43H, 44
H, 45H, 39L, 40L, 41L, 42L, 43
L, 44L and 45L are cylindrical holes 28a and 28, respectively.
b, 28c, 28d, 28e, 28f, 28g is formed annularly on the inner wall of the housing 28, and as shown in FIG. 3, the line pressure port PL and the control pressure ports PC1 and PC.
2, PC3 is a communication port 39 with the spool valve SP in between.
H, 40H, 41H, 42H, 43H, 44H, 45
H, 39L, 40L, 41L, 42L, 43L, 44
Camshaft 1 facing 180 ° opposite to L and 45L
It extends in the direction perpendicular to the axial direction. Line pressure port PL
Is located farther from the camshaft 1 than the control pressure port PC1 or PC2 or PC3. Communication ports 39H, 40H, 41H, 42H, 43H, 44H, 4
5H is arranged between each line pressure port PL and the control pressure port PC1 or PC2, and the communication port 39L,
40L, 41L, 42L, 43L, 44L, 45L are
It is arranged closer to the drain pressure port Dr than the line pressure port PL. In this embodiment, the line pressure port PL,
Although not shown, the control pressure ports PC1, PC2, PC3 communicate with the side surface of the housing 28. With this structure, the hydraulic ports PL, PC in the housing 28
Even if there is not enough space between 1, PC2 and PC3, there is an effect that the partition wall between the ports can have sufficient strength.

Of the three types of hydraulic ports, the line pressure port PL, the control pressure ports PC1, PC2, PC3, and the drain pressure port Dr, any one of the communication ports 39 is connected to the friction engagement device by the movement of the spool valve SP. , 40, 41, 4
It communicates with 2, 43, 44, 45. Each of the spool valves SP is driven by the camshaft 1 so that the cylindrical holes 28a, 28b, 2
When moving 8c, 28d, 28e, 28f, 28g,
Each cylindrical hole 28a, 28b, 28c, 28d, 29e, 2
When the oil passage groove of each spool valve SP is positioned at a position opposite to the position of the line pressure port PL which is open to 8f and 28g, the pressure oil of the line pressure supplied to each line pressure port PL is applied to each spool valve SP. Communication port 3 via the oil passage groove
It is supplied to each friction engagement device from 9, 40, 41, 42, 43, 44, 45.

Further, similarly to the line pressure oil, the pressure adjusted pressure oil is supplied from the control pressure ports PC1, PC2, PC3 to each spool valve SP, and further the spool valve SP.
The pressure oil of the control pressure is supplied to each friction engagement device via the. From the engagement hydraulic control valve 61 to the control pressure port 3
The pressure oil of the control pressure supplied to 6 is supplied only to the spool valves 3, 4, 5 connected to the control port PC1. Similarly, the pressure oil of the control pressure supplied from the engagement hydraulic control valve 62 to the control pressure port 38 is supplied only to the spool valves 6, 7, 8 connected to the control pressure port PC2. Similarly, the control pressure supplied from the engagement hydraulic control valve 65 to the control pressure port 10 is supplied only to the spool valve 2 connected to the control pressure port PC3.
As a result, the pressure oil of the control pressure supplied from the engagement hydraulic control valve 62 is supplied only to the multi-disc brakes B0, B2, B3, and the pressure oil of the control pressure supplied from the engagement hydraulic control valve 61 is the multi-disc clutch. The control pressure oil supplied only to C0, C1, and C2 and supplied from the engagement hydraulic control valve 65 is the multi-disc brake B1.
Will be supplied only to.

When the spool valve SP approaches the camshaft 1 side, the communication ports 39L, 40L, 41L, 42
L, 43L, 44L and 45L are cylindrical holes 28a and 28b,
28c, 28d, 28e, 28f, 28g, and pressure oil of drain pressure is communicated from the drain pressure port Dr to the communication port 3
It is supplied to each friction engagement device via 9, 40, 41, 42, 43, 44 and 45.

Next, the position of the spool valve SP and the switching operation of the oil passage will be described by taking the spool valve 5 as an example. The oil passages are similarly switched for the other spool valves. FIG.
4A shows the state where the spool valve 5 is pushed up most by the pin 17, and FIG. 4C shows the state where the spool valve 5 comes closest to the camshaft 1. In FIG. 4 (B),
The spool valve 5 is located at a position approximately midway between FIGS. 4 (A) and 4 (C). Communication port 42 connected to multi-plate clutch C0
The hydraulic pressures of the pressure oils switched and supplied to are respectively the line pressure in FIG. 4 (A), the control pressure in FIG. 4 (B), and the drain pressure in FIG. 4 (C). In FIG. 4A, the oil passage groove 5a communicates with the line pressure port 35d and the communication port 42H.
In (B), the oil passage groove 5a communicates with the control pressure port 36d and the communication port 42H. And the oil passage groove 5
a communicates with the communication port 42 via the communication port 42H. When the spool valve 5 comes closest to the camshaft 1 side according to the cam unevenness, the communication port 42H is disconnected from the oil passage groove 5a, as shown in FIG. 4C. On the other hand, the communication port 42L communicates with the space portion 5c, and the drain pressure port 48c and the communication port 42 communicate with each other through the space portion 5c. Thus, the line pressure port 35d and the communication port 42H or the control pressure port 36d and the communication port 4
The oil passage groove 5a so that 2H can communicate with each other through the oil passage groove 5a.
Is formed with a predetermined length in the axial direction.

The position of the spool valve 5 in which the communication port 42 communicates with the control pressure port 36d and becomes the control pressure is arranged in the middle of the position where the line pressure, which is the entire stroke of the spool valve 5, becomes the drain pressure. As a result, when the hydraulic pressure is switched, the spool valve 5 always passes through the control pressure position and the oil passage groove 5a is in communication with the control pressure port 36d, so that the hydraulic pressure difference can be reduced by adjusting the control pressure. The impact due to the hydraulic pressure difference at the time of switching can be reduced.

As shown in FIG. 1, a cylindrical aluminum camshaft 1 is provided in a recess 58 provided in the substantially central portion of the housing 28. The material of the camshaft 1 is aluminum because if the camshaft 1 is made of iron, it is manufactured by forging, which increases the manufacturing cost and makes it too heavy. The camshaft 1 has bearings 9 and 2.
9 is supported so as to be rotatable and reciprocally movable in the axial direction. In the present invention, the bearings 9 and 29 may be sliding bearings, ball bearings, roller bearings, rolling bearings, or the like. The bearing 9 is press-fitted and fixed to one end of the housing 28, and
Guide the bearing portion 34 at one end of the. The bearing 29 guides the other end of the camshaft 1, and the side housing 30
It is press-fitted and fixed to. The side housing 30 is fixed to the housing 28 with bolts 37. Each spool valve S is provided on the outer peripheral surface of the main part of the cylindrical camshaft 1.
Roughness is formed as a cam for driving P. Gear teeth 53 having a predetermined arc width and a predetermined axial length are formed on the circumferential surface near the bearing 9 of the cam shaft 1 on the side of the spool valves 6, 7, 8 opposite to the cam surface. Therefore, the gear space used for rotationally driving the camshaft 1 can be saved and the total length of the camshaft 1 can be reduced. Also, the camshaft 1
By making the bearing portion 34 at one end different from the other end portion and making the maximum outer diameter of the camshaft 1, the camshaft 1 can be supported with a short axial length, so that the total length of the camshaft 1 can be reduced. Further, the gear tooth 53 has a gear groove extending in the axial direction so that the gear tooth 53 does not disengage from the intermediate gear 52 described later even when the cam shaft 1 moves in the axial direction.

A step motor 1 having a rotary shaft parallel to the axial direction of the cam shaft 1 at a position facing the gear teeth 53.
2 is fixed. The step motor 12 accommodates a drive unit which is a stator in a housing 12a. A drive current is supplied to the drive unit from a power source (not shown) to rotate the rotary shaft that is the mover. As shown in FIG. 3, one end of a spiral return spring 54 is fixed to the housing 12a of the step motor 12, and the other end is fixed to the step motor 12
It is fixed to the rotating shaft of. Also, the step motor 12
The housing is provided with a stopper pin 55, and the stopper lever 31 is fixed to the rotation shaft of the step motor 12. The rotation angle of the step motor 12 is limited by the contact of the stopper lever 31 with the stopper pin 55. A gear 13 is concentrically fixed to the rotary shaft of the step motor 12, and an intermediate gear 52 having an outer diameter larger than the outer diameter of the camshaft 1 having the gear teeth 53 formed between the gear 13 and the gear teeth 53. Is rotatably attached to the housing 28 by a fixing member 32. Gear teeth 5
The outer diameter of the camshaft 1 at the position where 3 is formed is larger than the outer diameter of the gear 13. Step motor 12
Driving force is transmitted to the gear 13, the intermediate gear 52, and the gear teeth 53 to drive the camshaft 1 to rotate.

In the present embodiment, the step motor 12
By arranging the rotating shaft of the step motor in parallel with the camshaft 1, the driving force of the step motor 12 can be transmitted to the camshaft 1 by only interposing the intermediate gear 52 between the gear 13 and the gear teeth 53. In addition, since a large reduction ratio can be obtained with a compact structure, the integrated valve 60 can be downsized. Further, since the torque transmitted from the intermediate gear 52 to the gear teeth 53 is larger than the torque transmitted from the step motor 12 to the intermediate gear 52, the step motor 1
The torque of 2 can be amplified and transmitted to the camshaft 1. Therefore, since the driving force of the step motor 12 can be reduced, the step motor 12 can be downsized. Further, among the spool valves SP, the camshaft 1 is interposed between the spool valves 2 and 5 arranged at the outermost position of the camshaft 1 in the axial direction.
By installing the step motor 12 toward the cam surface side, the total length of the integrated valve 60 can be shortened, so that the integrated valve 60 can be further downsized.

At the end of the camshaft 1 on the bearing 29 side,
A connecting portion 11 that is mechanically connected to an external select lever 500 via a mechanical link described later shown in FIGS. 10 to 15 is provided, and an operator operates the select lever 500 to connect the connecting portion 11 Interlocks with the select lever 500 to drive the camshaft 1 in the axial direction.

The rotation angle of the camshaft 1 shown in FIG. 1 is controlled by an instruction from the AT ECU 70 shown in FIG. 5, and the step motor 12 rotates the camshaft 1 to provide it on the circumferential surface of the camshaft 1. The position of the spool valve SP is controlled through the pins 14, 15, 16, 17, 18, 19, and 20 by the provided cam, and the hydraulic ports PL, P are controlled.
Any of C1, PC2, PC3, Dr is connected to communication port 39, 4
0, 41, 42, 43, 44, 45, and a predetermined hydraulic pressure is applied to each friction engagement device in accordance with the hydraulic pressure communication mode configured in a matrix of FIG. In the hydraulic communication mode, the select lever 500 in each spool valve SP
Shows the hydraulic pressure selected by the selected position and the shift mode according to the operating state by the automatic shift means.

As shown in FIG. 5, the AT ECU 70 drives the engine as well as a kickdown signal for shifting the gear position to a lower gear during acceleration, a select lever signal indicating the position of the select lever 500, and the like. A motor position signal for driving the step motor 12 is output while exchanging data with the E / G ECU 72 according to a signal from the engine (E / G) ECU 72 to be controlled, and at the same time, each hydraulic pressure control signal is transmitted to the above-mentioned engagement hydraulic pressure. Control valves 61, 6
2, output to the line pressure control valve 64 and the engagement hydraulic pressure control valve 65. At this time, the data exchanged between the E / G ECU 72 and the AT ECU 70 includes the water temperature of the radiator, the throttle opening, the crank angle of the crankshaft, the vehicle speed, the turbine speed, and the like.

Since the camshaft 1 is provided with the same diameter portion in a predetermined width in the circumferential direction and the axial direction from the contact position with the pins 14, 15, 16, 17, 18, 19, 20 in a certain operation mode. The position of the spool valve SP does not change even if the camshaft 1 is driven in the rotation direction or the slide direction and moves in a small range. For this reason, a slight deviation is allowed in the positioning of the camshaft 1.
Further, even when the cam shaft 1 makes a full stroke in the rotation direction or the sliding direction, the pins 14, 15, 16,
A slight margin is provided between the side surfaces of 17, 18, 19, 20 and the cam irregularities on the surface of the cam shaft corresponding to the adjacent spools. In case of emergency, the pins 14, 15, 16, 1,
It is considered that a large force is not applied to 7, 18, 19, 20. In addition, the corners of the cam unevenness have pins 14, 1
5, 16, 17, 18, 19, 20 are machined to have a radius of curvature larger than the radius of curvature of the tip, so that the pin can smoothly follow the irregularities of the cam.

The operating states of the multi-plate clutches and multi-plate brakes of the AT are as shown in FIG. As shown in FIG. 7, when the select lever 500 is in the P (parking) range position and when the select lever 500 is N (neural).
The operating states of the multi-disc clutches and multi-disc brakes are the same when in the range position. External select lever 5
00 to the camshaft 1, a plate-like mechanical link 80 shown in FIGS. 10 to 15 is installed, and an occupant operates the select lever 500 to select the select lever 50.
The shaft 82 connected to 0 rotates, and the connecting portion 11 moves in the groove 81 in the axial direction of the camshaft 1 by the guide portion (not shown).
As shown in FIG. 15, the select lever 50 moves in the axial direction.
When 0 is in the P range and when it is in the N range, the camshaft 1 is in the same position, and the axial length of the camshaft 1 can be shortened. Other, L (forward first speed) range, 2
(2nd forward speed) range, D (forward forward speed) range,
When the select lever 500 is selected for the R (reverse) range, the operating states of the multi-disc clutches and multi-disc brakes are different, so that the axial position of the camshaft 1 is different, as shown in FIGS. 12 to 15. .

Since the camshaft 1 is connected to the select lever 500 by the connecting portion 11 and the mechanical link mechanism 80, the select lever 50 can be manually operated by the driver.
When the position 0 is selected, the camshaft 1 moves in the axial direction of the shaft, and the pins 14, 15, 16, 17, 1 that come into contact with the camshaft 1 due to the unevenness in the axial direction of the camshaft 1.
8, 19, 20 are moved to control each spool valve SP.
Further, the step motor 12 is rotated by a command of the AT ECU 70, and the position of each spool valve SP is controlled by the unevenness of the cam shaft 1 in the circumferential direction.

FIG. 8 shows an axial cross-sectional view of the camshaft 1 in which the shift mode of the spool valves 4 and 7 is in the d mode in the D range. By rotating the cam shaft 1, the a mode, the b mode, the c mode shown in FIG.
One of the d-mode shift modes is selected. In FIG. 8, the pin 1 is in contact with the spool valves 4 and 7, respectively.
Since the other ends of 6 and 19 are in contact with the position of the maximum diameter of the camshaft 1, the spool valves 4 and 7 are pushed up to the maximum. Therefore, the spool valves 4 and 7 are positioned so as to communicate with the line pressure ports 35c and 35f (PL), and the line pressure oil is supplied to the multiple disc clutch C2 and the multiple disc brake B2 that communicate with the spool valves 4 and 7. To be done.

From this state, the camshaft 1 rotates at 45 ° intervals in the c mode, the b mode, and the a mode in response to the rotation of the step motor 12 in response to the command from the AT ECU 70, and the pins 16 and 19 are rotated in response to the rotation. Moves along the outer peripheral surface of the camshaft 1. In the case shown in FIG. 8, the spool valve 4 is at the same position in the c mode and the d mode. In the shift mode b, the pin 16 moves to the intermediate diameter position of the camshaft 1 so that the spool valve 4 moves to a position communicating with the control pressure port 36c.
The pressure oil of the control pressure is supplied to the multi-plate clutch C2 via 1. In the shift mode of a, the pin 16 moves to the minimum diameter position of the camshaft 1, and the spool valve 4 moves to the drain pressure port 4
Move to a position communicating with 8b. Then, the pressure oil of the multi-plate clutch C2 is drained to the oil pan via the communication port 41, so that the multi-plate clutch C2 is released.

The select lever 500 is sequentially moved to L, 2,
When shifting to the D, N, R, and P ranges, the cam shaft 1 moves in the axial direction by a predetermined distance by the mechanical link mechanism. Then, similarly to the case of the rotational movement, the spool valves 4 and 7 are subjected to the pressure distribution shown in FIG. Similar operation is shown in other gears, other ranges, and other spool valves.

Next, the shifting operation at the D range position will be described. The basic operation is the same in other ranges. When the camshaft 1 is in the manual D range position,
Due to the unevenness of the cam, the spool valve SP can be moved to
Set to the hydraulic communication mode determined by the hydraulic port indicated in the range column. The AT ECU 70 for the camshaft 1
Is a 1-2 speed mode (a mode in FIG. 6) of the four vehicle speeds in the D range shown in FIG. 7, the multi-plate clutch C0 causes the line pressure port 35 to the line pressure port 35d ( 6), the oil passage groove of the spool valve 5 and the communication port 42 to receive the line pressure, and the operating state is achieved. The multi-plate clutch C1 and the multi-plate brake B2 are connected to the control pressure port 3
6, 38 to control pressure port 36b (PC1 in FIG. 6), 38
f (PC2 in FIG. 6), the oil pressure groove of the spool valves 3 and 7, the control pressure is received via the communication ports 40 and 44, and the control pressure is applied by the engagement hydraulic control valves 61, 62 and 65 depending on the vehicle speed and the like. It is adjusted to control the engagement state. When the control pressure (PC1) from the engagement hydraulic control valve 61 is high, the first speed running state is formed,
Further, when the control pressure (PC2) from the engagement hydraulic pressure control valve 62 is also high, pressure oil is supplied to each multi-disc clutch and multi-disc brake so that the second speed traveling state is formed.

Then, the instruction from the AT ECU 70 is 2
When the high speed traveling state is changed to the third speed traveling state, the AT ECU 7
In response to an instruction from 0, the step motor 12 rotates the camshaft 1 to the 2-3 speed mode (b mode in FIG. 6) position to change the position of each spool valve SP. as a result,
As shown in the b-mode column of the D range of FIG. 6, the multiple disc clutch C1 is connected to the line pressure port 35 through the line pressure port 35b (PL in FIG. 6), and the multiple disc clutch C2 is controlled through the control pressure port 36c. Connected to 36,
The other multi-disc clutches and multi-disc brakes are maintained in the same state as the 1-2 speed mode (a mode in FIG. 6). The hydraulic pressure determined by these modes actuates the multi-disc clutches and the multi-disc brakes in the transmission 300 to enter the third speed traveling state having a speed ratio different from the second speed traveling state. In this way, the control state is determined and the function as AT is achieved. The same operation is performed at the other range positions and the downshift operation.

When the select lever 500 is manually changed and the range is changed, the camshaft 1 is slid by the connecting portion 11 interlocked with the select lever 500 to change the position of each spool valve SP, and the range is designated in each range of FIG. Set to the hydraulic communication mode. E at the same time in that state
Under the control of the CU 70, the cam shaft 1 is rotationally driven by the step motor 12 to enter the hydraulic communication mode corresponding to the vehicle speed, and the automatic control is continued.

Next, the operation when shifting down to the second range during the fourth speed, which is the highest gear in the D range, will be described. In the 4th speed running in the D range c mode,
As can be seen from FIG. 7, the multi-plate clutches C1, C2 and the multi-plate brakes B0, B2 are in the engaged state, and the multi-plate clutch C0 and the multi-plate brakes B1, B3 are in the released state.
Then, as shown in FIG. 6, the multi-plate clutches C0, C1, C
2, control pressure port 36d (PC1), line pressure port 35b (PL), line pressure port 35c (PL)
Is connected to the multi-plate brakes B0, B1, B2, B3,
A control pressure port 38e (PC2), a drain pressure port 48a (Dr), a control pressure port 38f (PC2) and a drain pressure port 48f (Dr) are connected to each other. The maximum shift speed of the second range is the third speed as shown in FIG. Usually 2
The 3rd speed running state of the range and the 2nd speed running state which is one step lower than the 3rd speed are formed in the b mode.
When 0 is moved to form the 2nd range 2nd speed running state, the c mode is used. During the second range of the second speed, the multiple disc clutches C0 and C1 and the multiple disc brakes B1 and B2 are in the engaged state, and the multiple disc clutch C2 and the multiple disc brake B0,
B3 is in the released state. As shown in FIG. 6, in the 2 range c mode, the multi-plate clutch C0 has a control pressure port 36d (PC1), and the multi-plate clutch C1 has a line pressure port 3d.
5b (PL), multi-plate clutch C2, drain pressure port 48
b (Dr), drain pressure port 48d on multi-plate brake B0
(Dr), control pressure port 10a (P
C3), line pressure port 35f (PL
), Drain pressure port 48f (Dr
) Is connected.

When the occupant moves the select lever 500 from the D range to the 2 range during the 4th speed running in the D range, the camshaft 1 only moves in the axial direction of FIG. 1, and the rotational position remains in the c mode. Held and 2 in this c-mode
The second speed running state of the range is formed. In order to travel to the second speed in the c mode of the two ranges, the engagement hydraulic control valves 61 and 65 are controlled so that the hydraulic pressure of the control pressure port 36d (PC1) connected to the multiple disc clutch C0 is changed from the drain pressure to the line pressure. The pressure of the control pressure port 10a (PC3) connected to the multi-plate brake B1 may be increased from the drain pressure to the line pressure. In this way, it is formed at the same axial position as the c-mode that forms the highest gear in the D range.
By forming the second range second speed running state in the range c mode, it is possible to quickly shift down without causing a time delay from the selection of the select lever 500 without rotating the camshaft 1. Further, even when downshifting to the L range during the fourth speed running of the D range, the camshaft 1 is moved in the axial direction without rotating, and the engagement hydraulic control valves 61, 62 and 65 are controlled.
It is possible to shift down quickly and realize the second speed running in the L range. In addition, in the 3rd speed, which is the highest gear position in the 2nd range, the occupant changes from the D range to the 2nd range with the select lever
If the AT ECU 70 determines that the downshifting to the 2nd speed 2nd gear in the c mode is inappropriate due to the vehicle speed being too high even if 0 is operated, etc. It is provided so that it can be downshifted to the 3rd speed range. This makes it possible to avoid a sudden downshift.

Next, the select lever 500 to the N range
The operation at the time of switching will be described. Traditionally,
By connecting the multi-disc clutches, multi-disc brakes and the control pressure port at the N range position, even if the occupant moves the select lever 500 to the N range when the engagement hydraulic control valve fails, the engagement friction device can be provided. Since the vehicle may start in the forward direction or the reverse direction depending on the level of the applied hydraulic pressure, the control pressure port cannot be used in the N range. For example, when the operating state in the a mode of the D range in FIG. 7 is shifted to the N range, the multi-plate clutch C1 is rapidly discharged from the high pressure state and a shift shock occurs. In this embodiment, even if the control pressure port is used in the a mode, the b mode, and the c mode, if the engagement hydraulic control valve fails,
Since the camshaft 1 is rotated to the d-mode position where the control pressure port is not connected to the friction engagement device, the vehicle does not start in the N range. As a result, during normal operation of the engagement hydraulic pressure control valve, the pressure oil whose pressure has been adjusted by the engagement hydraulic pressure control valve can be supplied to the engagement friction device, so that smooth gear shifting can be performed. The above-described multi-disc clutch C1 also uses the control pressure port 36b in the N range, and when the a mode of the D range is manually operated to the N range, the engagement hydraulic control valve 61 is controlled to control the pressure oil of the multi-disc clutch C1. It is possible to reduce the shift shock by adjusting the discharge of the pressure and gradually decreasing the pressure from the line pressure to the drain pressure. Similarly, in manual shifting from the R range to the N range, electronic control of shift shock, which has not been possible in the past, becomes possible.

Further, when the shift shock control from the D range to the N range and the shift shock control from the R range to the N range are performed in the same 1-2 speed mode (a mode in FIG. 6), the vehicle moves forward due to some malfunction. Multi-plate clutch for car (C1)
And reverse multi-plate clutch, multi-plate brake (C2, B3)
The transmission shock control from the D range to the N range is performed in the 1-2 speed mode (a in FIG. 6) because there is a risk that the transmission 300 may become inoperable and damaged due to an internal structure. Mode), R
After the shift to (reverse) is completed, the camshaft 1 is rotated to the b mode position so that the shift shock control from the R range to the N range is performed in the 2-3 speed mode (b mode in FIG. 6). . After shifting from the R range to the N range is completed, the camshaft 1 is rotated to the a mode position. In this way, when controlling the forward multi-plate clutch (C1), the reverse multi-plate clutch and multi-plate brake (C2, B3) are always set to low pressure, and the reverse multi-plate clutch and multi-plate brake ( When the C2 and B3) are controlled, the forward multi-plate clutch (C1) is always set to a low pressure to protect the transmission 300.

Next, the fail-safe function will be described. The failure may occur suddenly, and it is considered that the failure may occur while the vehicle is running. Therefore, it is necessary to deal with the failure at the same time. The corresponding fail-safe here is a case where the automatic control function is disabled, not a failure to the extent that the device itself causes mechanical damage. If the automatic control function is disabled for some reason, set the fail-safe setting so that the shift operation can be performed manually. Normally, as in a conventional vehicle, the file safe in the AT is set so that the speed change state is maintained or the fourth speed mode position (high speed mode side) is set. This is because, if a downshift occurs during a failure, the vehicle may suddenly be in a state where the engine brake will be applied, which may cause a shift shock.
Measures are taken to prevent shocks by always shifting up to the high speed side.

In the hydraulic communication modes shown in FIG. 6, for example, in the column of the multi-plate clutch C0 (spool valve 5), the communication position within the range originally enclosed by the thick line frame is normally used. Is. That is, in the L, 2, D, P, N, and R ranges, the camshaft 1 does not rotate to the d mode position. Therefore, in the present embodiment, for fail-safe at the time of failure (failure), all d-mode positions are set to the line pressure port PL or the drain pressure port Dr, and are not connected to the control pressure ports PC1, PC2, PC3. There is. As a result, the engagement hydraulic control valves 61, 6
Even if 2,65 fails on either the high pressure side or the low pressure side,
When the AT ECU 70 determines that some kind of failure has occurred, the camshaft 1 which determines the shift state is driven to the fail safe position by driving the step motor 12 (see FIG. 6).
Shift to d mode). By forcibly fixing it at this fail-safe position, even if automatic control is disabled,
As described above, since the same communication mode as the high speed stage in each range is set to the d mode, the range switching operation by the manual operation is activated.

Of the processing programs of the AT ECU 70 that performs automatic control, FIG. 9 (A) and FIG. 9 (B) show the outline of the processing flow regarding fail. Figure 9
9A shows a fail control process when the drive control of the step motor 12 is operating normally, and FIG.
Shows a fail control process when a failure occurs in the drive control of the step motor 12.

(1) When the step motor is normal When the drive control of the step motor 12 is operating normally, the AT ECU 70 determines from the abnormal signals of various sensors and the discrepancy of the calculation results whether it is a failure or not. If it fails (step 610), the step motor 12 moves the camshaft 1 to the fail-safe position (mode d in FIG. 6) (steps 650, 6).
60). In the fail-safe position, the gear shifting function equivalent to the automatic gear shifting cannot be realized completely (for example, in the L range, 2
For example, when the vehicle is started quickly, the function of shifting at least manually is maintained. If it is not failed, sensor signals such as vehicle speed and accelerator opening are input to detect the running state of the vehicle (step 620), and the camshaft 1 is moved to a predetermined position according to the hydraulic communication mode (automatic shift map) shown in FIG. (Steps 630, 64)
0).

(2) When Step Motor Fails The AT ECU 70 determines whether or not the drive control of the step motor 12 has failed based on the detection signals from various sensors (step 700). The output of the drive signal to the motor 12 is stopped (step 710). As a result, the camshaft 1 is forcibly rotationally moved to the fail-safe position (d-mode in FIG. 6) by the restoring force of the return spring 54. In that state, the manual P by operating the select lever 500,
The R, N, D, 2, L ranges are selected, and the camshaft 1 is moved by the connecting portion 11 to control the position of each spool valve SP.

The return spring 54 may be provided inside the housing or may use the force of another mechanism. Further, in the case of a configuration in which automatic and manual are interchanged, the force of the return spring 54 is configured to store the force for sliding the cam shaft 1 to the stopper position in the axial direction regardless of the position of the return spring 54, and particularly Instead, the structure may be such that the motor power returns.

In this embodiment, as shown in FIG. 1, since the spool valves SP are arranged on both sides of the camshaft 1, the integrated valve 60 has a compact and substantially flat plate shape. It is suitable for locations where there is a vertical constraint in terms of placement, and placement in an oil pan, for example, is easy. In the present invention, the shape is not limited to the flat plate shape, but may be bent around the cam shaft axis, for example. Further, in the present invention, the spool valve train may be arranged in one line on one side of the camshaft and may be in the shape of an elongated rod. In these cases, it can be compactly mounted around other devices, especially in the inside of an oil pan with a small installation margin, etc., according to the shape of the transmission of the AT body.

Further, in this embodiment, the ECU shift and the manual shift are assigned to the camshaft 1 in the rotational direction by the EC.
Manual shift is assigned to U shift and slide direction. This is because the frequency of the unevenness of the cam surface in the rotational direction decreases, so that the camshaft 1 can be easily processed such as casting and molding, which is extremely advantageous in manufacturing. In the present invention, it is also possible to perform automatic control by linear movement of the cam shaft in the axial direction and perform manual operation by rotational movement. In this case, the step motor drives the cam shaft in the axial direction, and the select lever drives the cam shaft in the rotational direction.

Further, in the present invention, the camshaft is not limited to the illustrated dimensions, and the diameter may be increased to be a substantially cylindrical drum camshaft. Further, the shape of the spool valve is not limited to a cylindrical shape as long as it is a hydraulic valve having the above-mentioned function, and a valve of any shape may be used. Note that generally, the number of spool valves and the hydraulic communication mode change depending on the structure of the transmission, and the setting conditions also change depending on the number and quality of the multiple disc brakes and multiple disc clutches.

In the present embodiment, each spool valve SP is driven by the camshaft 1. However, in the present invention, how to drive the spool valve, which is a hydraulic valve, by a hydraulic control system having an automatic and manual mechanism. However, the same effect can be obtained. Further, in the present embodiment, the cam and the cam shaft 1 are integrally formed, but in the present invention, a cam ring having a cam-shaped outer peripheral surface may be fitted on the shaft to form the cam shaft structure shown in FIG. 1, in which case , It becomes easier to support changes in the number of ports and port combinations. For example, although not shown, the design can be easily changed by forming one block around the cylindrical hole of the housing having each spool valve and stacking the one block in the axial direction of the camshaft. Therefore, the construction of such an integrated valve is
The hydraulic valve and its housing are set as one block unit, and this one block unit is laminated by the required number of ports.

In the first embodiment, the integrated valve 60 is controlled by movement in two directions, that is, the automatic control and the manual operation are simultaneously performed, and the hydraulic control is provided with the fail-safe means. Therefore, even if the automatic control is disabled due to an abnormality, it is possible to maintain the control of the AT by a manual operation, and it is possible to prevent inconvenience particularly in the case of a downhill or an uphill, a mountain road, or a snowy road start. . Further, not only the camshaft but also a hydraulic control system having an automatic or manual mechanism has the same effect.

(Second Embodiment) A second embodiment of the present invention is shown in FIG.
6 is shown. In the second embodiment, a hydraulic switching valve housed in the manual transmission unit 80 and operated by a manual operation (not shown), and a solenoid valve 9 for automatic four-speed transmission housed in the automatic transmission unit 90.
This is a hydraulic control device for an automatic transmission in which a hydraulic switching valve composed of 1, 92, 93 and the like can be independently operated. The solenoid valves 91, 92, and 93 are hydraulic switching valves that automatically switch between four modes by switching between energization and de-energization.
If a hydraulic circuit for switching the hydraulic pressure in a matrix as shown in FIG. 6 is formed in the hydraulic control device shown in FIG.
Similar to the embodiment, with the switching of the select lever 500 from the D range to the 2 range, the vehicle can quickly shift down to a traveling state.

[Brief description of drawings]

FIG. 1 is a sectional view showing a hydraulic control device for an automatic transmission according to a first embodiment of the present invention.

FIG. 2 is a block diagram showing a system configuration of the automatic transmission apparatus according to the first embodiment.

FIG. 3 is a sectional view taken along line III in FIG.

FIG. 4 is a cross-sectional view showing an oil passage that is switched depending on the position of a spool valve 5.

FIG. 5 is a block diagram showing an input / output state of a signal line of the first embodiment.

FIG. 6 is an explanatory diagram showing a hydraulic communication mode of the integrated valve.

FIG. 7 is an operation state diagram of a multi-disc clutch and a multi-disc brake of the transmission.

FIG. 8 is a cross-sectional view showing the shape of a cam shaft that drives the spool valve 4 and the spool valve 7.

FIG. 9 is a flowchart showing a judgment at the time of fail,
(A) shows a flow chart showing an outline of the flow of processing relating to the fail, and (B) shows a flow chart at the time of malfunction of the motor for driving the camshaft.

FIG. 10 is an explanatory diagram showing the operation of the mechanical link mechanism in the P range.

FIG. 11 is an explanatory diagram showing the operation of the mechanical link mechanism in the N range.

FIG. 12 is an explanatory diagram showing the operation of the mechanical link mechanism in the L range.

FIG. 13 is an explanatory diagram showing the operation of the mechanical link mechanism in the two ranges.

FIG. 14 is an explanatory diagram showing the operation of the mechanical link mechanism in the D range.

FIG. 15 is an explanatory diagram showing the operation of the mechanical link mechanism in the R range.

FIG. 16 is a sectional view showing a hydraulic control device for an automatic transmission according to a second embodiment of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Camshaft 2, 3, 4, 5, 6, 7, 8 Spool valve 11 Connection part (manual shifting means) 12 Step motor (automatic shifting means) 39, 40, 41, 42, 43, 44, 45 Communication port 35a, 35b, 35c, 35d, 35e, 35f, 3
5g line pressure port 10a, 36a, 36b, 36c, 36d, 38e, 3
8f, 38g Control pressure port 48a, 48b, 48c, 48d, 48e, 48f Drain pressure port 61, 62, 65 Engagement hydraulic control valve 64 Line pressure control valve 70 AT ECU 72 E / G ECU 80 Mechanical link mechanism 200 Torque converter 300 Transmission 500 Select lever (manual transmission)

Claims (2)

[Claims] 1. An automatic switching control for switching a plurality of shift speeds by switching hydraulic pressures applied to a plurality of friction engagement elements provided in an automatic transmission and engaging or disengaging the plurality of friction engagement elements, respectively. A hydraulic control device for a transmission, comprising: a manual transmission means for switching the hydraulic pressure applied to the plurality of friction engagement elements by manual operation, and an automatic transmission means for switching the hydraulic pressure applied to the plurality of friction engagement elements by automatic control. When the travel range is selected by the manual transmission means and the manual transmission means is switched from the travel range to the downshift direction while traveling at the highest speed stage by the automatic transmission control in the travel range, the automatic transmission means operates. While maintaining the highest gear position before the downshift, the change is one step lower than the highest gear in the driving range after the downshift. A hydraulic control device for an automatic transmission, which is capable of shifting to a higher speed. 2. The manual transmission means has a traveling range for shifting down in the order of D range, 2 range, and L range for forward movement, and during traveling at the maximum shift stage by the automatic transmission means in the D range, 2. When the manual transmission means is downshifted to the 2nd range, it is possible to shift to a lower shift stage than the highest shift stage of the 2nd range while maintaining the highest shift stage position of the D range.
A hydraulic control device for the automatic transmission described.