KR100932310B1 - Hydraulic control system of multi-stage automatic transmission - Google Patents

Abstract

In the present invention, solenoid valves such as linear solenoid valves SL1 to SL5 and SLU are configured in a normal close. At the time of solenoid all-off, the 1st clutch application relay valve 34 which outputs forward range pressure _PD as a reverse input pressure, and the left half position which reversely inputs the said reverse input pressure to discharge port SL1d, And a second clutch application relay valve 32 which is switched to the right half position which is inputted back into the discharge port SL2d. The second clutch application relay valve 32 is positioned at the right half at the time of starting the engine at the normal time, passes the line pressure P _L as the lock pressure, and is locked based on this lock pressure, and further, the solenoid all off. After restarting the engine, it is in the left half position to shut off the lock pressure. As a result, when the solenoid all-off is in operation, the vehicle is fixed at a relatively high speed stage and the vehicle can be started again.

Automatic Transmission, Hydraulic Control, Solenoid Valve, Range Pressure, Line Pressure, Lock Pressure

Description

HYDRAULIC CONTROLLER OF MULTISTAGE AUTOMATIC TRANSMISSION}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to, for example, a hydraulic control apparatus for a multistage automatic transmission mounted on a vehicle. It is about.

Background Art Conventionally, for example, a stepped automatic transmission mounted on a vehicle controls a coupling state of a plurality of friction engagement elements (clutch, brake) by a hydraulic control device, and controls a transmission path in a transmission mechanism. By forming it in a gear shift stage, multistage shifting is made possible. This hydraulic control apparatus includes a plurality of switching valves, pressure regulating valves, and the like, and includes a plurality of solenoid valves for electronically controlling the operation of these valves, and controlling the multistage shift by driving these solenoid valves. Can be done.

However, in the hydraulic control device as described above, for example, when a disconnection or short occurs, or when a failure is detected in the hydraulic control device, no electric signal is sent to the solenoid valve. In the so-called solenoid all-off fail state, a hydraulic control device capable of forming a shift stage by hydraulic control has been proposed in order to secure the running of a vehicle (for example, Japanese Patent Laid-Open No. 2004-28277). Reference).

This is, for example, if the solenoid all-off fail occurs during driving in the drive (D) range, for example, in the case of driving in the 3rd forward speed or the 4th forward speed, for example, 4 forwards. It is configured to be fixed at a high speed, for example, when traveling at 1st forward speed or 2nd forward speed, for example, it is configured to be fixed at 1st forward speed, and for example, after being fixed at 4th forward speed, It is configured to be changed and fixed at one speed forward.

However, with the aim of improving the fuel consumption rate of vehicles in recent years, the development of multi-stage (for example, 8 forward) of the stepped automatic transmission has been progressed. In the multi-stage automatic transmission, from the low transmission ratio to the high transmission ratio, It is designed to subdivide each gear in a wide speed ratio. In such a multi-stage automatic transmission, as described above, when the solenoid all-off fail while driving, the shift stage is divided into two predetermined stages (comparative high-speed stage or low-speed stage) and downshifted by two or more stages. (downshift) There is a possibility that shifting (for example, shifting from five to three steps, etc.) occurs, and it is not preferable that such two-stage downshift shifting occurs not intended by the driver. However, it is difficult to re-start the vehicle after stopping the vehicle once only by fastening the vehicle at high speed, and self-propulsion of the broken vehicle may not be possible by simply fixing the vehicle at high speed. .

Accordingly, an object of the present invention is to provide a hydraulic control device for a multistage automatic transmission that fixes the shift stage to a relatively high speed stage when the solenoid all-off fail state occurs while driving, and enables the vehicle to re-start.

The present invention (see, for example, FIGS. 1-9) includes a plurality of frictional engagement elements (eg, engaged and disengaged by respective hydraulic servos (eg, 51, 52, 53, 54, 61, 62). For example, a plurality of shift stages (for example, eight forward speeds and one reverse speed) may be selected by a coupling state of C-1, C-2, C-3, C-4, B-1, and B-2. In the multistage automatic transmission (1) to form,

Input the oil pump 21 for generating the hydraulic pressure in conjunction with the engine rotation, the line pressure generating means 25 for generating the hydraulic pressure of the oil pump 21 to the line pressure (P _L ), and the line pressure (P _L ) And a frictional coupling element that engages at a relatively low speed stage (e.g., three forward speed stages), the range pressure output means 23 capable of outputting a forward range pressure P _D based on the shift position. A first hydraulic servo 51 for engaging or disengaging (C-1), for engaging or disengaging a frictional engagement element C-2 that engages at a relatively high speed stage (e.g., seven forward speeds). In the hydraulic control apparatus 20 of the multistage automatic transmission including the second hydraulic servo 52,

A first coupling pressure control solenoid valve SL1 for supplying a coupling pressure P _C1 to the first hydraulic servo 51 and a second coupling for supplying a coupling pressure P _C2 to the second hydraulic servo 52. An input port (for example, P _L , P _D , P _MOD ) which includes a pressure control solenoid valve SL2 and inputs oil pressure (for example, P _L , P _D , and P _MOD ) based on the line pressure P _L while a current does not flow. For example, SL1a, SL2a, SL3a, SL4a, SL5a, SLUa) and the output ports (for example, SL1b, SL2b, SL3b, SL4b, SL5b, SLUb) are blocked and the output ports (for example, SL1b, SL2b, SL3b, SL4b, SL5b, SLUb and the discharge port (e.g., SL1d, SL3d, SL4d, EX) are in communication with each other and the input ports (e.g., SL1a, SL2a, SL3a, SL4a) , SL5a, SLUb) and the output port (for example, SLlb, SL2b, SL3b, SL4b, SL5b, SLUb) to communicate the hydraulic servo (for example, 51, 52, 53, 54, 61, 62). Combination supplied with each A plurality of combined pressure control solenoid valves (for example, SL1, SL2, SL3, SL4, SL5, SLU) for adjusting the pressures P _C1 , P _C2 , P _C3 , P _C4 , P _B1 , P _B2 ;

Reverse input that outputs the forward range pressure (P _D ) as reverse input pressure in the event of failure of current through all solenoid valves (e.g., SL1, SL2, SL3, SL4, SL5, SLU, SR, SL). A first switching valve 34 for switching to the pressure generating position (for example, the left half position in FIG. 5); And

A first position (for example, a left half position in FIG. 5) for inputting the reverse input pressure to the discharge port SL1d of the first coupling pressure control solenoid valve SL1 and the second input pressure; Second switching valves 32 and 132 for switching to a second position (for example, a right half position in FIG. 5) to be reversely input to the discharge port SL2d of the coupling pressure control solenoid valve SL2,

The second switching valves 32 and 132 are in the second position (for example, the right half position in FIG. 5 and the lower position in FIG. 9) at the start of a normal engine, and pass through a lock pressure. To lock in the second position (e.g., the right half position in FIG. 5, the lower position in FIG. 9) based on the lock pressure, and in case of failure in which no current flows through all the solenoid valves. After restarting, the hydraulic control device 20 of the multistage automatic transmission is characterized in that the first position (for example, the left half position in FIG. 5, the lower position in FIG. 9) for blocking the lock pressure. .

Accordingly, in a failure in which no current flows to all solenoid valves, the first switching valve outputs the forward range pressure as the reverse input pressure, and the second switching valve locked to the second position by the lock pressure is the second coupling pressure. The reverse input pressure is inputted back to the discharge port of the control solenoid valve to supply the combined pressure to the second hydraulic servo.The second switching valve, which locks the lock pressure after the engine restarts and is in the first position, is the first combined pressure control solenoid. Since the reverse input pressure is inputted back to the discharge port of the valve to supply the combined pressure to the first hydraulic servo, it is possible to fix it at a relatively high speed stage while the vehicle is running, and to prevent the occurrence of two or more downshift shifts. Can be made relatively slow, for example by restarting the engine once the vehicle has stopped, making it possible to re-start the vehicle. Can.

Further, in the present invention (for example, see FIGS. 4, 5, 8, and 9), the second switching valves 32, 132 are in the second position (for example, the right half position in FIG. 5, And the line pressure P _L to provide the lock pressure when in the lower position in FIG. 9.

Accordingly, it can be locked in the second position based on the line pressure at the start of a normal engine. That is, while driving the vehicle, even if a failure does not pass through all the solenoid valve can be fixed to a relatively high speed stage. Further, by stopping the engine, the second switching valve can be unlocked based on the line pressure to be in a first position that blocks the line pressure. That is, by restarting the engine, the engine can be relatively low speed, making it possible to start the vehicle again.

Further, the present invention (for example, see FIGS. 4 and 5) outputs the signal pressure P _SR in a state where no current flows, and at least in a state in which current flows at the time of normal engine start-up. A solenoid valve (SR) for failing to block P _SR ),

The second selector valve 32 inputs the signal pressure P _SR of the fail solenoid valve SR before being locked by the lock pressure at the time of failure in which no current flows through all the solenoid valves. It is characterized in that the switch to the first position (for example, the left half position in Fig. 5) by the signal pressure (P _SR ).

As a result, the engine can be made relatively slow by restarting the engine.

In addition, the present invention (for example, see Figs. 4, 5 and 8) is a delay means for communicating with the second switching valve 32 by delaying the lock pressure passed by the second switching valve (32) (33, 71, 72).

Accordingly, in a failure in which no current flows through all the solenoid valves, it is possible to more reliably switch to the first position by the signal pressure of the solenoid valve for failing before the second switching valve is locked by the lock pressure.

Further, specifically (for example, see FIGS. 4, 5 and 8), the delay means may be pressed against the pressurized position (for example, the right half position in FIG. 5) pressed by the first pressurizing means 33s. When the lock pressure is input against the pressurization of the first pressurizing means 33s, the lock pressure is in a communication position (for example, the left half position in FIG. 5) that communicates with the second switching valve 32. It characterized in that it comprises a third switching valve 33 to be switched.

As a result, when the engine starts normally and the line pressure is output, the lock pressure can be communicated to the second switching valve to lock the second switching valve.

Specifically, the delay means may be configured to set the lock pressure when the forward range pressure P _D is input against the pressurized position pressurized by the first pressurizing means and the pressurization of the first pressurizing means. And a third switching valve which is switched to the communication position communicating with 32).

As a result, when the shift position in the normal state is in the advance range, the lock pressure can be communicated to the second switching valve to lock the second switching valve.

Further, in detail (see, for example, FIGS. 4, 5 and 8), the second switching valve 32 may be in the first position (eg, left half position in FIG. 5) or the second position. A second spool 32p that switches to (e.g., the right half position in FIG. 5),

The third switching valve 33 is switched to the pressurized position (for example, the right half position in FIG. 5) or the communication position (for example, the left half position in FIG. 5), and the second spool ( A third spool 33p disposed coaxially in contact with 32p),

The second spool 32p of the second selector valve 32 is the third spool 33p of the third selector valve 33 when the pressurized position (for example, the right half position in FIG. 5). And the second position (for example, the right half position in FIG. 5) by the contact of the third spool 33p.

Thus, for example, even if a third spool of the third switching valve sticks and the lock pressure is not communicated with the second switching valve, the second spool is opened by the contact of the third spool. Can keep on location. Thus, for example, even if the third spool is sticked, it is possible to prevent the second spool from entering the first position for supplying the coupling pressure to the first hydraulic servo, and no current flows to all solenoid valves while the vehicle is running. Even when a failure occurs, it can be fixed reliably at a relatively high speed stage, and it can reliably prevent the occurrence of two or more downshift shifts.

Also, in the present invention (for example, see FIGS. 4 and 5), the first switching valve 34 is pressurized by the second pressurizing means 34s to block the forward range pressure P _D. (For example, the right half position in FIG. 5) and the forward range pressure P when inputting the signal pressure P _SR of the fail solenoid valve SR against the pressurization of the second pressurizing means 34s. _It is characterized in that it is switched to the reverse input pressure output position (for example, the left half position in FIG. 5) which communicates _D ) and outputs it as said reverse input pressure.

Accordingly, in the case of a failure in which no current flows through all the solenoid valves, the output pressure of the reverse input pressure by the first switching valve and the first and second positions of the second switching valve are controlled by the signal pressure of one solenoid valve for failure. It can be possible to switch.

In addition, the present invention (e.g., Figs. 2, 4 and 5) is a friction coupling element (C-) coupled at the relatively low speed stage and the relatively high speed stage (e.g., 3 forward speed and 7 forward speed). 3) a third hydraulic servo 53 for engaging or disengaging;

The plurality of coupling pressure control solenoid valves include a third coupling pressure control solenoid valve SL3 for supplying a coupling pressure P _C3 to the third hydraulic servo 53.

The first switching valve 34 outputs the reverse input pressure directly to the discharge port SL3d of the third coupling pressure control solenoid valve SL3 when the current does not pass through all the solenoid valves. It is done.

Accordingly, the first switching valve outputs the reverse input pressure directly to the discharge port of the third coupling pressure control solenoid valve in the case of a failure in which all solenoid valves are not energized. Since the coupling pressure is supplied to the third hydraulic servo to engage or disengage, it is possible to achieve the relatively low speed stage and the relatively high speed stage.

In addition, the present invention (e.g., Figures 2, 4 and 5) is a frictional coupling element that engages in the relatively low speed stage and the relatively high speed stage and other shifting stages (for example, forward 4 speed and forward 6 speed). A fourth hydraulic servo (54) for engaging or disengaging (C-4),

The plurality of coupling pressure control solenoid valves include a fourth coupling pressure control solenoid valve SL4 for supplying a coupling pressure P _C4 to the fourth hydraulic servo 54.

The fourth coupling pressure control solenoid valve SL4 may be configured to input the lock pressure to the input port SL4a through the second switching valves 32 and 132 as the line pressure P _L.

Accordingly, since the fourth coupling pressure control solenoid valve inputs the lock pressure through the second switching valve as the line pressure to the input port, the friction coupling engaged by the fourth hydraulic servo before the current flows through all the solenoid valves. Whether or not the first switching valve passes the lock pressure normally can be determined based on whether the shift stage achieved by the element is established normally. Thus, for example, when the first switching valve is not locked by the lock pressure, current does not flow through all the solenoid valves, thereby preventing unintended downshift shifting from occurring and ensuring driving safety of the vehicle. Can be.

In addition, the code | symbol in the said parenthesis is for contrasting with drawing, This is convenience for easy understanding of an invention, and does not have any influence on the structure of a claim.

1 is a skeleton diagram showing an automatic transmission to which the present invention can be applied.

2 is an operation table of the automatic transmission of the present invention.

3 is a speed diagram of the automatic transmission of the present invention.

4 is a schematic view showing an entire hydraulic control apparatus according to the present invention.

5 is a partially omitted view showing a forward shift function portion in the hydraulic control device.

6 is a partially omitted view showing a portion of the simultaneous engagement prevention function in the hydraulic control device.

7 is a partially omitted view showing a reverse shift function portion in the hydraulic control device.

FIG. 8 is a view showing a switching position of the second clutch application relay valve, (a) shows an engine off time, (b) shows an all off time while driving, and (c) shows an all off time. The figure which shows when restarting an engine.

FIG. 9 is a view showing a switching position of a second clutch application relay valve according to another embodiment, in which (a) shows an engine off time, (b) shows an engine start time in normal operation, and (c Is a normal running time, (d) is an all-off time while driving, (e) is a figure which shows the engine restart time at an all-off time.

Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 8.

[Configuration of Automatic Transmission]

First, a schematic configuration of a multistage automatic transmission 1 (hereinafter, simply referred to as "automatic transmission") to which the present invention can be applied will be described with reference to FIG. As shown in Fig. 1, for example, an automatic transmission 1 suitable for use in a vehicle of a FR type (front engine, rear drive) is an input shaft 11 of an automatic transmission 1 which can be connected to an engine (not shown). And a torque converter 7 and a transmission mechanism 2 around the axial direction of the input shaft 11.

The torque converter 7 has a turbine runner 7b in which rotation of the pump impeller 7a is transmitted through a pump impeller 7a connected to the input shaft 11 of the automatic transmission 1 and a working fluid. Equipped. The turbine runner 7b is connected to an input shaft 12 of the transmission mechanism 2 provided coaxially with the input shaft 11. In addition, the torque converter 7 is provided with a lock-up clutch 10, when the lock-up clutch 10 is coupled by the hydraulic control of the hydraulic control device described later, the input shaft 11 of the automatic transmission 1 Rotation is transmitted directly to the input shaft 12 of the transmission mechanism 2.

The transmission mechanism 2 is provided with a planetary gear DP and a planetary gear unit PU on the input shaft 12 (and the intermediate shaft 13). The planetary gear DP includes a sun gear S1, a carrier CR1, and a ring gear R1. The pinion Pl meshing with the sun gear Sl and the pinion P2 meshing with the ring gear R1 are so-called double pinion planetary gears having a form of meshing with each other in the carrier CR1.

In addition, the planetary gear unit PU includes four sun elements S2, sun gear S3, a carrier CR2 (CR3) and a ring gear R3 (R2). The long pinion P4 engaged with the sun gear S2 and the ring gear R3 and the short pinion P3 engaged with the long pinion P4 and the sun gear S3 are connected to the carrier CR2. It is a so-called Ravigneaux-type planetary gear that has a shape that meshes with each other.

The sun gear Sl of the planetary gear DP is connected to, for example, a boss portion 3b which is integrally fixed to the transmission case 3, and the rotation thereof is fixed. The carrier C1 is connected to the input shaft 12 to rotate together with the rotation of the input shaft 12 (hereinafter referred to as "input rotation"), and at the same time, the fourth clutch C-4 (friction coupling element) ) Is connected. In addition, the ring gear (R1) is subjected to a deceleration rotation in which the input rotation is decelerated by the fixed sun gear (S1) and the input rotation carrier (CR1), and at the same time, the first clutch (C-1) (friction coupling element) ) And the third clutch C-3 (friction engagement element).

The sun gear S2 of the planetary gear unit PU is connected to the first brake B-1 (friction coupling element) serving as a coupling means, and is freely fixed to the transmission case 3. 4 is connected to the clutch C-4 and the third clutch C-3, and the input rotation of the carrier CR1 is freely input through the fourth clutch C-4, and the third clutch C Through -3), the deceleration rotation of the ring gear R1 is freely input. In addition, the sun gear S3 is connected to the first clutch C-1 so that the deceleration rotation of the ring gear Rl is freely input.

In addition, the carrier CR2 is connected to the second clutch C-2 (friction coupling element) through which the rotation of the input shaft 12 is input through the intermediate shaft 13 to connect the second clutch C-2. The input rotation is made freely through the input, and is connected to the one-way clutch F-1 and the second brake B-2 (friction engagement element) as coupling means, and through the one-way clutch F-1. While rotation in one direction is limited with respect to (3), the rotation is fixed freely through the second brake B-2. The ring gear R3 is connected to an output shaft 15 that outputs rotation to a drive wheel, not shown.

[Transmission path of each gear stage]

Subsequently, the operation of the transmission mechanism 2 will be described with reference to Figs. 1, 2 and 3 based on the above configuration. 3, the vertical axis | shaft shows the rotation speed of each rotating element (each gear), and the horizontal axis | shaft shows corresponding to the gear ratio of these rotating elements. Further, in the planetary gear DP portion of the velocity diagram, the vertical axis of the horizontal shortest end (left side in FIG. 3) corresponds to the sun gear S1, and the vertical axis is sequentially a ring gear to the right side in the following figures. (R1) corresponds to the carrier CR1. Further, in the planetary gear unit PU of the speed diagram, the vertical axis of the horizontal shortest end (right side in FIG. 3) corresponds to the sun gear S3, and the vertical axis is sequentially moved to the left side in the following drawings. Corresponding to ring gear R3 (R2), carrier CR2 (CR3), and sun gear S2.

For example, in the D (drive) range and the first forward speed 1st, the first clutch C-1 and the one-way clutch F-1 engage as shown in FIG. Accordingly, as shown in FIGS. 1 and 3, the rotation of the ring gear Rl which is decelerated by the fixed sun gear S1 and the carrier CR1 which is the input rotation is performed through the first clutch C-1. S3). In addition, the rotation of the carrier CR2 is limited to one direction (forward rotation direction), that is, the reverse rotation of the carrier CR2 is prevented and is fixed. Accordingly, the deceleration rotation input to the sun gear S3 is output to the ring gear R3 through the fixed carrier CR2, and the forward rotation as the first forward speed is output from the output shaft 15.

In addition, in the case of engine brake (coasting), the forward first speed is achieved by locking the second brake B-2 to fix the carrier CR2 and preventing forward rotation of the carrier CR2. Maintain the state of. In addition, since the one-way clutch F-1 prevents the reverse rotation of the carrier CR2 and enables forward rotation at the first forward speed, for example, when switching from the non-driving range to the traveling range. Achieving one forward speed can be performed smoothly by automatic engagement of the one-way clutch F-1.

At the 2nd forward speed 2nd, as shown in FIG. 2, the 1st clutch C-1 is engaged and the 1st brake B-1 is locked. Accordingly, as shown in FIGS. 1 and 3, the rotation of the ring gear R1 which is decelerated by the fixed sun gear Sl and the carrier CR1 which is the input rotation is transmitted through the first clutch C-1. S3). In addition, rotation of the sun gear S2 is fixed by the engagement of the first brake B-1. Accordingly, the carrier CR2 is a decelerating rotation of a lower rotation than the sun gear S3, and the deceleration rotation input to the sun gear S3 is output to the ring gear R3 through the carrier CR2 and is then moved forward two speeds. The forward rotation as is output from the output shaft 15.

In the third forward speed 3rd, the first clutch C-1 and the third clutch C-3 are engaged as shown in FIG. 2. Accordingly, as shown in FIGS. 1 and 3, the rotation of the ring gear Rl which is decelerated by the fixed sun gear S1 and the carrier CRl which is the input rotation is performed through the first clutch C-1. S3). Further, the deceleration rotation of the ring gear Rl is input to the sun gear S2 by the engagement of the third clutch C-3. In other words, since the decelerating rotation of the ring gear Rl is input to the sun gear S2 and the sun gear S3, the planetary gear unit PU is directly connected to the deceleration rotation, and the deceleration rotation as it is is the ring gear ( R3) is output, and the forward rotation as the third forward speed is output from the output shaft 15.

In the fourth forward speed 4th, the first clutch C-1 and the fourth clutch C-4 are engaged as shown in FIG. 2. Accordingly, as shown in FIGS. 1 and 3, the rotation of the ring gear Rl which is decelerated by the fixed sun gear S1 and the carrier CRl which is the input rotation is performed through the first clutch C-1. S3). In addition, the input rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the fourth clutch C-4. Accordingly, the carrier CR2 is a decelerating rotation of a high speed rotation rather than the sun gear S3, and the deceleration rotation inputted to the sun gear S3 is output to the ring gear R3 through the carrier CR2 and thus, as the fourth forward speed. The forward rotation is output from the output shaft 15.

At 5th forward 5th speed, as shown in FIG. 2, the 1st clutch C-1 and the 2nd clutch C-2 engage. Accordingly, as shown in FIGS. 1 and 3, the rotation of the ring gear R1 which is decelerated by the fixed sun gear Sl and the carrier CR1 which is the input rotation is performed through the first clutch C-1. S3). In addition, input rotation is input to the carrier CR2 by the engagement of the second clutch C-2. Accordingly, by the deceleration rotation inputted to the sun gear S3 and the input rotation inputted to the carrier CR2, the deceleration rotation is higher than the fourth forward speed, and is output to the ring gear R3 so that the forward rotation as the fifth forward speed is achieved. It is output from the output shaft 15.

In the sixth forward 6th speed, as shown in FIG. 2, the second clutch C-2 and the fourth clutch C-4 are engaged. 1 and 3, the input rotation of the carrier CR1 is input to the sun gear S2 by engagement of the fourth clutch C-4. In addition, input rotation is input to the carrier CR2 by the engagement of the second clutch C-2. That is, since the input rotation is input to the sun gear S2 and the carrier CR2, the planetary gear unit PU is in a direct connection state of the input rotation, and the input rotation as it is is output to the ring gear R3 to move forward. The forward rotation as the speed end (direct connection end) is output from the output shaft 15.

In the seventh forward speed (7th, OD1), as shown in Fig. 2, the second clutch C-2 and the third clutch C-3 are engaged. Accordingly, as shown in FIGS. 1 and 3, the rotation of the ring gear R1 which is decelerated by the fixed sun gear S1 and the carrier CR1 which is the input rotation is performed through the third clutch C-3. S2) is input. In addition, input rotation is input to the carrier CR2 by the engagement of the second clutch C-2. Accordingly, by the deceleration rotation inputted to the sun gear S2 and the input rotation inputted to the carrier CR2, the rotation speed is slightly higher than the input rotation, and is outputted to the ring gear R3 to be forward 7 speed (than the direct stage). The forward rotation as the speed increase of the overdrive 1 stage is output from the output shaft 15.

In the eighth forward speed (8th, OD2), as shown in FIG. 2, the second clutch C-2 is engaged, and the first brake B-1 is locked. 1 and 3, the input rotation is input to the carrier CR2 by the engagement of the second clutch C-2. In addition, the rotation of the sun gear S2 is fixed by the lock of the first brake B-1. Accordingly, the input rotation of the carrier CR2 is increased by more than the seventh forward speed by the fixed sun gear S2, and is output to the ring gear R3 so that the eighth forward speed (overdrive 2 increases more than the direct connection end). Forward rotation) is output from the output shaft 15.

In the reverse first speed Revl, as shown in FIG. 2, the third clutch C-3 is engaged and the second brake B-2 is locked. Accordingly, as shown in FIGS. 1 and 3, the rotation of the ring gear R1 which is decelerated by the fixed sun gear S1 and the carrier CR1 which is the input rotation is performed through the third clutch C-3. S2) is input. In addition, the rotation of the carrier CR2 is fixed by the lock of the second brake B-2. Accordingly, the deceleration rotation input to the sun gear S2 is output to the ring gear R3 through the fixed carrier CR2, and the reverse rotation as the reverse first speed is output from the output shaft 15.

In the reverse second speed Rev2, as shown in FIG. 2, the fourth clutch C-4 is engaged, and the second brake B-2 is locked. 1 and 3, the input rotation of the carrier CRl is input to the sun gear S2 by engagement of the fourth clutch C-4. In addition, the rotation of the carrier CR2 is fixed by the lock of the second brake B-2. Accordingly, the input rotation input to the sun gear S2 is output to the ring gear R3 through the fixed carrier CR2 so that the reverse rotation as the reverse second speed is output from the output shaft 15.

In addition, in the automatic transmission, the fourth clutch C-4 and the second brake B-2 are engaged, i.e., in the reverse range of the hydraulic control by the hydraulic control device 20, which will be described later in detail. Only two reverse speeds are formed. However, this can be variously changed and can form only reverse 1 speed or both reverse 1 speed and reverse 2 speed.

For example, in the P (parking) range and the N (neutral) range, the first clutch C-1, the second clutch C-2, the third clutch C-3 and the fourth clutch C -4) is released. As a result, between the carrier CR1 and the sun gear S2, the ring gear R1 and the sun gear S2 and the sun gear S3, that is, between the planetary gear DP and the planetary gear unit PU, are disconnected. In addition, between the input shaft 12 (intermediate shaft 13) and the carrier CR2 is in a disconnected state. Accordingly, power transmission between the input shaft 12 and the planetary gear unit PU is in a disconnected state, that is, power transmission between the input shaft 12 and the output shaft 15 is in a disconnected state.

[Overall Configuration of Hydraulic Control Unit]

Next, the hydraulic control apparatus 20 of the automatic transmission which concerns on this invention is demonstrated. First, the whole hydraulic control apparatus 20 is demonstrated with reference to FIG. In addition, in this embodiment, although there is only one actual spool in each valve, in order to explain the switching position and control position of a spool position, about the right half state shown in FIGS. Position ", and the state of the left half is called" left half position. "

As shown in FIG. 4, the hydraulic control apparatus 20 mainly comprises a strainer 22, an oil pump 21, and a manual shift valve for regulating and generating hydraulic pressures that become various primary pressures. (manual shift valve) (range pressure output means) (23), primary regulator valve (line pressure generating means) (25), secondary regulator valve (26), solenoid modulator valve ( 27) and a linear solenoid valve SLT not shown.

In addition, the hydraulic control device 20 is a lock-up relay valve for selectively switching or adjusting the hydraulic pressure based on various original pressures to respective flow paths, and the spool position is switched or controlled. 31, a second clutch apply relay valve (second switch valve) 32, a lock pressure delay valve (delay means, a third switch valve) 33, a first clutch application relay Valve (second switching valve) 34, B-2 application control valve 35, B-2 control valve 36, B-2 check valve 37, first clutch application control valve 41 And a signal check valve 42, a second clutch application control valve 43, a B-1 application control valve 44, a C-4 relay valve 45, and the like.

In addition, the hydraulic control device 20 is a linear solenoid valve SL1, a linear solenoid valve SL2, a linear solenoid valve SL3, a linear for electrically controlling and supplying hydraulic pressure to the various relay valves or various control valves. A solenoid valve SL4, a linear solenoid valve SL5, a linear solenoid valve SLU, a solenoid valve (solenoid valve for fail) SR, and a solenoid valve SL are provided.

In addition, solenoid valves other than the solenoid valve SR in the hydraulic control apparatus 20, that is, the linear solenoid valves SL1 to 5 and SLU and the solenoid valve SL are not energized (hereinafter, “off” off), and the so-called normal close (N / C) type, which cuts off the input port and output port and communicates with each other when current flows (hereinafter referred to as "on"). On the other hand, only the solenoid valve SR of the normal open (N / O) type is used.

In addition, the hydraulic control device 20 is a hydraulic servo 51 capable of engaging or releasing the first clutch C-1 based on the coupling pressures supplied and controlled by the various valves. 2 hydraulic servo 52 that can engage or disengage the clutch C-2, hydraulic servo 53 that can engage or disengage the third clutch C-3, and the fourth clutch. Hydraulic servo 54 that can engage or disengage (C-4), hydraulic servo 61 that can engage or disengage the first brake B-1, and the second brake B -1) is provided with a hydraulic servo 62 capable of engaging or disengaging.

Subsequently, a description will be given of the generation of various kinds of original pressures in the hydraulic control apparatus 20, that is, line pressure, secondary pressure, and modulator pressure. In addition, since the generation part of these line pressure, secondary pressure, and modulator pressure is the same as the hydraulic control apparatus of a general automatic transmission, since it is well-known, it demonstrates briefly.

The oil pump 21 is rotationally connected to, for example, the pump impeller 7a of the torque converter 7, and is driven in conjunction with the rotation of the engine, so that the strainer 22 from the oil pan is not shown. Hydraulic pressure is generated in the form of sucking oil through). In addition, the hydraulic control device 20 includes a linear solenoid valve (SLT) not shown in the figure, the linear solenoid valve (SLT) is a modulator pressure (P _MOD ) adjusted by the solenoid modulator valve 27 described later The output pressure is adjusted to the signal pressure (P _SLT ) corresponding to the throttle opening degree as a source pressure.

The primary regulator valve 25 partially discharges the hydraulic pressure generated by the oil pump 21 based on the signal pressure P _SLT of the linear solenoid valve SLT for inputting the spool loaded with the spring pressing force. Adjust the line pressure (P _L ) by type. This line pressure P _L is a manual shift valve 23, a solenoid modulator valve 27, a second clutch application relay valve 32, a linear solenoid valve SL5, a first clutch application control valve (described later). 41), the second clutch application control valve 43 and the B-1 application control valve 44 are supplied.

In addition, the hydraulic pressure discharged by the primary regulator valve 25 is applied to the signal pressure P _SLT of the linear solenoid valve SLT input to the spool loaded with the spring pressing force by the secondary regulator valve 26. Partial discharge based on secondary pressure (P _SEC ). This secondary pressure P _SEC is supplied to the lubricating oil path etc. which are not shown in figure, and is supplied to the lockup clutch relay valve 31, and is used as a control source pressure of the lockup clutch 10. As shown in FIG.

A solenoid modulator valve 27 is done when the line pressure (P _L) modulated by the primary regulator valve 25 to the line pressure (P _L) is predetermined pressure or more, based on the pressing force of its spring, each schedule Adjust the modulator pressure (P _MOD ). The modulator pressure (P _MOD ) is the linear solenoid valve SLT (not shown), solenoid valve SL (normally closed), solenoid valve SR (normally open), linear solenoid valve SLU (normally closed). Is supplied as a source pressure.

[Configuration of Forward Shift Function Part in Hydraulic Control Device]

Next, the functional part which mainly performs forward shift control in this hydraulic control apparatus 20 is demonstrated with reference to FIG. First, the manual shift valve 23 includes a spool 23p which is mechanically (or electrically) driven by a shift lever installed in a driver's seat (not shown), and the line pressure P _L to the input port 23a. ) Is entered. When the shift position becomes the D (drive) range based on the operation of the shift lever, the input port 23a and the output port 23b communicate with each other based on the position of the spool 23p, and the output port 23b. From the forward (D) range pressure P _D which makes line pressure P _{L a} source pressure is output.

The output ports 23b and 23c are input ports SLla of the linear solenoid valve SL1, input ports SL3a of the linear solenoid valve SL3, and inputs of the first clutch application relay valve 34, which will be described later in detail. The port 34k is connected to the input port 35d of the B-2 application control valve 35, and when the forward range is reached, the forward range pressure P _D is output to these ports.

When the shift position is in the R (reverse) range based on the operation of the shift lever, the input port 23a and the output port 23d communicate with each other based on the position of the spool 23p, and the output port ( 23d), the reverse range R pressure P _R which makes line pressure P _{L a} source pressure is output.

When the output port 23d is connected to the input port 34i of the first clutch application relay valve 34 and the input port 36d of the B-2 control valve 36, which will be described later in detail, The reverse range pressure P _R is output to these ports.

In addition, in the case of the P (parking) range and the N (neutral) range based on the operation of the shift lever, the input port 23a and the output port 23b, 23c, 23d are shut off by the spool 23p, Acupressure is not output.

The solenoid valve SR inputs the modulator pressure P _MOD to the input port Sa (common with the solenoid valve SL), and the current is normal at the time other than the engine brake at the first forward speed described below. through without outputting the signal pressure (P _SR) from the output port (SRb), for example, the signal from the output port (SRb) when the solenoid-all-off mode, such as current of the forward first engine braking or when later the speed would go through The pressure P _SR is output (see FIG. 2). The output port SRb is connected to an oil loss 32a of the second clutch application valve 32, an oil loss 34a of the first clutch application valve 34, and an input port 34b. When it is off, it outputs the signal pressure P _SR to these losses and ports, and when the first clutch application valve 34 to be described later is locked in the right half position, the B-2 application control valve. The signal pressure P _SR is also output to the oil loss 35a of 35.

The linear solenoid valve (coupled pressure control solenoid valve) SLU inputs the modulator pressure P _MOD to the input port SLUa, and outputs a signal pressure P _SLU from the output port SLUb when a current flows. (See FIG. 2). The output port SLUb is connected to the oil chamber 36a of the B-2 control valve 36 through the lockup relay valve 31, and when the lockup relay valve 31 is in the right half position ( 4 and 7), the signal pressure P _SLU is output to the loss 36a.

The linear solenoid valve (single solenoid valve for controlling the first combined pressure) SL1 is an input port SLla to which the forward range pressure P _D is input, and adjusts the forward range pressure P _D when a current passes through the hydraulic servo. Output port SLlb outputted as coupling pressure P _C1 to (first hydraulic servo) 51, feedback port SLlc, and discharge port for draining coupling pressure P _C1 of hydraulic servo 51 mainly. SLld is provided. The discharge port SLld is connected to a port 32f of the second clutch application relay valve 32 described later, and is normally coupled from the drain port EX of the second clutch application relay valve 32. Pressure (P _C1 ) is drained. In addition, the output port SLlb is connected to the hydraulic servo 51 via the first clutch application control valve 41 described later (see FIGS. 4 and 6).

The linear solenoid valve (second coupling pressure control solenoid valve) SL2 has an input port SL2a through which the forward range pressure P _D is input and a current flows through the B-2 application control valve 35 described later. The output port SL2b, the feedback port SL2c and the hydraulic servo 52 which are adjusted as the combined pressure P _C2 to the hydraulic servo (second hydraulic servo) 52 by adjusting the forward range pressure P _D at the time. Is provided with a discharge port SL2d for draining the coupling pressure P _C2 . When the discharge port SL2d is normal, the port 32d, the port 32e of the second clutch application relay valve 32 described later, and the port 34d, the drain of the first clutch application relay valve 34 will be described. In communication with the port EX, the coupling pressure P _C2 is drained from the drain port EX.

The linear solenoid valve (single solenoid valve for controlling the third combined pressure) SL3 is an input port SL3a to which the forward range pressure P _D is input, and adjusts the forward range pressure P _D when a current is applied to the hydraulic servo. (3rd hydraulic servo) 53 output port SL3b outputted as coupling pressure P _C3 , feedback port SL3c, and the discharge port for draining coupling pressure P _C3 of the hydraulic servo 53 mainly. SL3d is provided. The discharge port SL3d is connected to a port 34e of the first clutch application relay valve 34 to be described later, and is normally coupled from the drain port EX of the first clutch application relay valve 34. The pressure P _C3 is drained.

The linear solenoid valve (fourth coupling pressure control solenoid valve) SL4 includes an input port SL4a through which the line pressure P _L (lock pressure) passing through the second clutch application relay valve 32 described later is input, An output port SL4b, a feedback port SL4c, and a hydraulic servo that adjust the line pressure P _L and output the combined pressure P _C4 to the hydraulic servo (fourth hydraulic servo) 54 when a current passes. A drain port EX for draining the coupling pressure P _C4 of 54 is provided. In addition, the output port SL4b is connected to the hydraulic servo 54 via the C-4 relay valve 45 and the second clutch application control valve 43 described later (see FIGS. 4, 6, and 7). .

The linear solenoid valve (coupling pressure control solenoid valve) SL5 is connected to the input port SL5a to which the line pressure P _L is input, and to the hydraulic servo 61 by adjusting the line pressure P _L when a current flows. An output port SL5b outputted as the pressure P _B1 , a feedback port SL5c, and a drain port EX for draining the coupling pressure P _B1 of the hydraulic servo 61 are provided. In addition, the output port SL5b is connected to the hydraulic servo 61 via the B-1 application control valve 44 described later (see FIGS. 4 and 6).

The B-2 application control valve 35 has a spool 35p and a spring 35s for urging the spool 35p upward in the drawing, and the upper side of the spool 35p (upper side in the drawing). ) Is provided with an oil chamber 35a, an input port 35b, an output port 35c, an input port 35d, an output port 35e, and an oil chamber 35f. The spool 35p of the B-2 application control valve 35 is in the right half position when the signal pressure P _SR is inputted into the oil chamber 35a. Otherwise, the spool 35p is applied by the pressing force of the spring 35s. It is in the left half position. In addition, the spool 35p is left in spite of the input of the signal pressure P _SR when any of the coupling pressures P _C3 , P _C4 , P _B1 described below is input to the oil chamber 35f. It is fixed in half position.

The forward range pressure P _D is input to the input port 35d, and the output port 35e is connected to the input port SL2a of the linear solenoid valve SL2, and the spool 35p is on the left side. When in half position, the advance range pressure P _D is output to the linear solenoid valve SL2. Moreover, the output port 35c is connected to the input port 36c of the B-2 control valve 36 mentioned later, and the said spool 35p in which the said signal pressure P _SR was input to the oil chamber 35a is right. When in the half position, the advance range pressure P _D is output to the B-2 control valve 36.

The B-2 control valve 36 has a spool 36p and a spring 36s for pressing the spool 36p upward in the drawing, and on the upper side (upper side in the drawing) of the spool 36p. The loss 36a, the output port 36b, the input port 36c, the input port 36d, the output port 36e, and the feedback loss 36f are provided. The spool 36p of the B-2 application control valve 36 is controlled from the right half position to the left half position when the signal pressure P _SLU is input to the oil chamber 36a.

In the forward range (at the engine brake at the first forward speed), the forward range pressure P _D is input to the input port 36c through the B-2 application control valve 35, and the oil chamber 36a is provided. The coupling pressure P _B2 is regulated and output from the output port 36b based on the signal pressure P _SLU and the feedback pressure of the loss 36f. In the reverse range, the reverse range pressure P _R is input from the manual shift valve 23 to the port 36d, and the combined pressure P _B2 is output from the output port 36e.

The B-2 check valve 37 has an input port 37a, an input port 37b, and an output port 37c, and any one of hydraulic pressures input to the input port 37a and the input port 37b. Is output from the output port 37c. That is, when the combined pressure P _B2 is input from the output port 36b of the B-2 control valve 36 to the input port 37a, the output pressure is output from the output port 37c to the hydraulic servo 62. -2 When the combined pressure P _B2 is input from the output port 36e of the control valve 36 to the input port 37b, it is output from the output port 37c to the hydraulic servo 62.

The first clutch application relay valve 34 has a spool 34p and a spring (second pressurizing means) 34s for pressing the spool 34p upward in the drawing, and the spool 34p. Lost 34a, input port 34b, output port 34c, output port 34d, output port 34e, input port 34k, input port 34f, output A port 34g and an oil chamber 34j are provided.

In the oil chamber 34a, the signal pressure P _SR is not input as the solenoid valve SR is turned on at the normal time other than the engine brake at the first forward speed, and is applied to the pressing force of the spring 34s. On the basis, the spool 34p is in the right half position. In addition, when the spool 34p is at the right half position, the coupling pressure P _C1 is input from the linear solenoid valve SLl to the input port 34f, and the coupling pressure P _C1 is lost from the output port 34g. Output to 34j locks the spool 34p to the right half position.

When the spool 34p is in the right half position, the forward range pressure P _D input to the input port 34k and the reverse range pressure P _R input to the input port 34i are blocked. In the state where the spool 34p is locked at the right half position by the coupling pressure P _C1 , the signal is held at the right half position even when the signal pressure P _SR is input to the loss chamber 34a. The signal pressure P _SR inputted to 34b is output from the output port 34c to the oil chamber 35a of the B-2 application control valve 35. Moreover, the output port 34d and the output port 34e are the discharge port SL3d of the linear solenoid valve SL3, and the discharge port of the linear solenoid valve SL2 via the 2nd clutch application relay valve 32 mentioned later. when connected to the (SL2d) is, the linear solenoid valve (SL3) to escape the combined pressure (P _C2) by the engaging pressure (P _C3) when this discharge and the linear solenoid valve (SL2) by these combined pressure P _C3 and the coupling pressure P _C2 are input and discharged from the drain port EX.

On the other hand, in the solenoid all-off mode described later, the signal pressure P _SR is input to the oil chamber 34a and the coupling pressure P _C1 from the linear solenoid valve SLl is cut off. 34p) becomes the left half position. When this spool 34p is in the left half position, in the forward range, the forward range pressure P _D input to the input port 34k is output from the output port 34d and the output port 34e, and the linear solenoid valve It is output as reverse input pressure to the discharge port SL3d of SL3 and the input port 32e of the 2nd clutch application relay valve 32 mentioned later. Further, in the reverse range, the reverse range pressure P _R inputted to the input port 34i is output from the output port 34h to the input port 35b of the B-2 application control valve 35, and the oil loss 35a. The reverse range pressure P is input to the input port 36c of the B-2 control valve 36 through the B-2 application control valve 35 in which the signal pressure P _SR is not input to the left half position. _R ) is output. Accordingly, as described above, even when the B-2 control valve 36 is locked at the left half position in a state where a valve stick or the like has occurred, communication between the input port 36d and the output port 36e is blocked. As the input port 36c and the input port 36b communicate with each other, the reverse range pressure P _R is reliably supplied to the hydraulic servo 62.

The second clutch application relay valve 32 includes a spool (second spool) 32p and a spring 32s for pressing the spool 32p upward in the drawing, and the spool 32p. The oil chamber 32a, the input port 32b, the output port 32c, the output port 32d, the input port 32e, the input port 32f, and the oil chamber 32g are provided on the upper side (the upper side in the drawing) of the top of the chamber. . In addition, a lock pressure delay valve 33 having a spool (third spool) 33p capable of contacting and pressurizing the spool 32p is provided on the lower side of the second clutch application relay valve 32. It is provided integrally. The lock pressure delay valve 33 includes a spool 33p and a spring (first press means) 33s for pressing the spool 33p upward in the drawing, and the spool 33p. In the figure, the oil chamber 33a to which the hydraulic pressure to press downward is provided, and the input port 33b which communicates with the oil chamber 32g of the said 2nd clutch application relay valve 32 is provided. Further, orifices (delay means) 71 and 72 are provided in the flow path connecting the output port 32d of the second clutch application relay valve 32 and the input port 33b of the lock pressure delay valve 33. Is installed.

When the spool 32p of the second clutch application relay valve 32 is normal (and in the solenoid all-off mode during engine start-up described later), the right side is based on the pressing force of the springs 32s and the springs 33s. It is in half position. When this spool 32p is in the right half position, the line pressure P _L input to the input port 32b is delayed from the output port 32c to the input port SL4a of the linear solenoid valve SL4 and the lock pressure delay. The lock pressure delay valve 33 is locked in the left half position by the oil pressure of the oil chamber 33a, and is input to the oil chamber 33a and the input port 33b of the valve 33. 33b) and the oil chamber 32g communicate with each other, the oil pressure from the oil chamber 33b is supplied to the oil chamber 32g, and the spool 32p is locked at the right half position.

Further, when the spool 32p is in the right half position, the output port 32f is connected to the discharge port SLld of the linear solenoid valve SLl, and the coupling pressure P is provided by the linear solenoid valve SL1. _{When C1} ) is discharged, the coupling pressure P _C1 is input and discharged from the drain port EX. In addition, the output port 32d is connected to the discharge port SL2d of the linear solenoid valve SL2, and the input port 32e is the output port 34d, 34e of the first clutch application relay valve 34. connection and, when the exhaust coupling pressure (P _C2) by said linear solenoid valve (SL2), the combined pressure (P _C2) is input from the output port (32d), the first clutch via an input port (32e) It is discharged from the drain port EX of the application valve 34.

On the other hand, after the engine restart in the solenoid all-off mode described later, the spool 32p becomes the left half position, and the line pressure P _L input to the input port 32b is cut off, and the input port 32e ) And the output port 32f communicate with each other.

[Effect of each forward gear stage]

In the hydraulic control apparatus 20 provided with the functional part which performs forward shift control as mentioned above, the linear solenoid valve SLl is turned on at the 1st forward speed | rate at the time of a forward range, and is input to the input port SLla. The advance range pressure P _D is regulated and output as the coupling pressure P _C1 to the hydraulic servo 51 so that the first clutch C-1 is engaged. As a result, the first forward speed is achieved by interacting with the lock of the one-way clutch F-1.

At the time of the engine brake at the first forward speed, the solenoid valve SR is turned off, and the signal pressure P _SR is output from the output port SRb. At this time, the second clutch application relay valve 32 is locked at the right half position by the line pressure P _L (lock pressure), and the first clutch application valve 34 is connected by the coupling pressure P _C1 . Locked in right half position. For this reason, the signal pressure P _SR of the solenoid valve SR is input into the oil chamber 35a of the B-2 application control valve 35, and the forward range pressure P _D of the input port 35b is output. It is input from the port 35c to the input port 36c of the B-2 control valve 36, and the spool 36p is controlled by the signal pressure P _SLU of the linear solenoid valve SLU so that the forward range pressure ( P _D ) is regulated and output as the coupling pressure P _B2 to the hydraulic servo 62 via the B-2 check valve 37, so that the second brake B-2 engages. As a result, the engine brake at the first forward speed is achieved by interacting with the engagement of the first clutch C-1.

In the second forward speed, in addition to the state where the linear solenoid valve SL1 is turned on, the linear solenoid valve SL5 is turned on, and the line pressure P _L input to the input port SL5a is the hydraulic servo 61. ) Is regulated and output as the coupling pressure P _{B1 to engage} the first brake B-1. Thereby, the second forward speed is achieved by interacting with the engagement of the first clutch C-1.

In addition, in the neutral control Ncont which improves fuel consumption rate by releasing the first clutch C1 in the forward range, the control is performed in the same manner as the second forward speed, and is coupled by the linear solenoid valve SL1. The pressure P _C1 is adjusted so that the first clutch C-1 is immediately before engagement (a state in which rotational play is reduced), whereby when the neutral control Ncont is released, the second forward speed is formed immediately. This becomes a possible neutral state.

In the third forward speed, in addition to the state where the linear solenoid valve SL1 is turned on, the linear solenoid valve SL3 is turned on, and the forward range pressure P _D inputted to the input port SL3a is the hydraulic servo ( 53, it is regulated and output as engagement pressure P _C3 , and 3rd clutch C-3 engages. Accordingly, the third forward speed is achieved by interacting with the engagement of the first clutch C-1.

In the fourth forward speed, in addition to the state where the linear solenoid valve SL1 is turned on, the linear solenoid valve SL4 is turned on and is input to the input port SL4a through the second clutch application relay valve 32. The line pressure P _L to be adjusted is output to the hydraulic servo 54 as the coupling pressure P _C4 to engage the fourth clutch C-4. Accordingly, the fourth forward speed is achieved by interacting with the engagement of the first clutch C-1.

Also, if this forward four speed is not achieved, since the second clutch application relay valve 32 is valve sticked and is in the left half position, the line pressure P _L is not input to the input port SL4a. In other words, since the fourth clutch C-4 is considered to be in a non-engaged state, the transition to the solenoid all-off mode described later is prohibited.

That is, in the state in which the spool 32p of the 2nd clutch application relay valve 32 is in the left half position, the input port 32e of the 2nd clutch application relay valve 32 in the solenoid all-off mode mentioned later. Forward range pressure P _D inputted as reverse input pressure is input from the output port 32f to the discharge port SLld of the linear solenoid valve SLl as the reverse input pressure, and output from the output port SLlb. Supplied to the hydraulic servo 51, the first clutch C-1 is engaged. That is, since the third forward speed is achieved, when the high speed stage of the forward five speed stage or more is shifted to the solenoid all-off mode, for example, two or more stages of downshift occur.

In the 5th forward speed, in addition to the linear solenoid valve SL1 being turned on, the linear solenoid valve SL2 is turned on and is input to the input port SL2a through the B-2 application control valve 35. The advancing range pressure P _D is adjusted and output as the coupling pressure P _C2 to the hydraulic servo 52, and the second clutch C-2 is engaged. Accordingly, the fifth forward speed is achieved by interacting with the engagement of the first clutch C-1.

In the sixth forward speed, in addition to the linear solenoid valve SL2 being turned on, the linear solenoid valve SL4 is turned on and is input to the input port SL4a through the second clutch application relay valve 32. The line pressure P _L being adjusted is output to the hydraulic servo 54 as the coupling pressure P _C4 , and the fourth clutch C-4 is engaged. Accordingly, the sixth forward speed is achieved by interacting with the engagement of the second clutch C-2.

Also in this case, if the sixth forward speed is not achieved, since the second clutch application relay valve 32 is valve-sticked and is at the left half position, the line pressure P _L is reduced to the input port SL4a. Since it is considered that it is a state which is not input, it is prohibited to switch to the solenoid all-off mode mentioned later.

Similarly, in a state where the spool 32p of the second clutch application relay valve 32 is in the left half position, the input port 32e of the second clutch application relay valve 32 in the solenoid all-off mode described later. Forward range pressure P _D inputted as reverse input pressure is input from the output port 32f to the discharge port SLld of the linear solenoid valve SLl as the reverse input pressure, and output from the output port SLlb. Supplied to the hydraulic servo 51, the first clutch C-1 is engaged. That is, since the third forward speed is achieved, when the high speed stage of the forward five speed stage or more is shifted to the solenoid all-off mode, for example, two or more stage downshifts occur.

In the seventh forward speed, in addition to the linear solenoid valve SL2 being turned on, the linear solenoid valve SL3 is turned on, and the forward range pressure P _D inputted to the input port SL3a is the hydraulic servo. At 53, it is regulated and output as engagement pressure P _C3 , and 3rd clutch C-3 engages. Accordingly, the seventh speed forward is achieved by interacting with the engagement of the second clutch C-2.

In the eighth forward speed, in addition to the linear solenoid valve SL2 being turned on, the linear solenoid valve SL5 is turned on, and the line pressure P _L input to the input port SL5a is the hydraulic servo ( 61 is adjusted as the coupling pressure P _B1 and the first brake B-1 is engaged. Accordingly, eight forward speeds are achieved by interacting with the engagement of the second clutch C-2.

In addition, if the 5th forward speed to 8th forward speed is not achieved, since the B-2 application control valve 35 is the valve stick and is located at the right half position, the forward range pressure P is input to the input port SL2a. _{Since D} ) is not input and the second clutch C-2 is considered to be in a non-engaged state, some fail safe is performed when such a state is determined.

[Configuration of Simultaneous Coupling Prevention Function Part in Hydraulic Control Device]

Subsequently, a functional part of the hydraulic control apparatus 20 which mainly prevents simultaneous coupling will be described with reference to FIG. 6. A first clutch application control valve 41 is interposed between the output port SLlb of the linear solenoid valve SL1 and the hydraulic servo 51. The output port SL3b of the linear solenoid valve SL3 is directly connected to the hydraulic servo 53. A second clutch application control valve 43 is interposed between the output port SL4b of the linear solenoid valve SL4 and the hydraulic servo 54. The B-1 application control valve 44 is interposed between the output port SL5b of the linear solenoid valve SL5 and the hydraulic servo 61.

As described above, between the manual shift valve 23 (see FIGS. 4 and 5) and the hydraulic servo 52, the B-2 application control valve 35 and the linear solenoid valve SL2 are interposed, A B-2 application control valve 35, a B-2 control valve 36, and a B-2 check valve 37 are interposed between the manual shift valve 23 and the hydraulic servo 62.

The first clutch application control valve 41 has a spool 41p having a land portion gradually larger in diameter from the upper direction to the lower direction in the drawing, and the spool 41p in the upper direction in the drawing. A spring 41sa pressurized by the pressure, a plunger 41r capable of contacting the spool 41p, and a spring 41sb compression-installed between the spool 41p and the plunger 41r; An oil chamber 41a, an oil chamber 41b, an oil chamber 41c, an input port 41d, an output port 41e, and an oil chamber 41f are sequentially provided from the upper side (the upper side in the drawing) of 41p).

The combined pressure P _C2 supplied to the hydraulic servo 52 is input to the oil chamber 41a, and the hydraulic chamber 53b is supplied to the hydraulic servos 53, 54, 61 by the signal check valve 42. The largest coupling pressure P _C3 , P _C4 , P _B1 among the coupling pressures is input, and the coupling pressure P _C1 for supplying the hydraulic servo 51 is input to the oil chamber 41c. On the other hand, the line pressure P _L is input to the oil chamber 41f, and interacts with the pressing force of the spring 41sa to press the spool 41p upwards (left half position).

Thus, for example, the coupling pressure P _C1 is the oil chamber 41c, the coupling pressure P _C2 is the oil chamber 41a, and the coupling pressures P _C3 , P _C4 , P _B1 are the oil chamber 41c. When a certain coupling pressure is simultaneously input, the input port 41d is cut off by overcoming the line pressure P _L of the oil chamber 41f and the pressing force of the spring 41sa, and the coupling pressure P to the hydraulic servo 51. The supply of _C1 ) is stopped. That is, the first clutch C-1, the second clutch C-2 and the third clutch C-3 are simultaneously engaged, and the first clutch C-1 and the second clutch C-2 are Simultaneous engagement of the fourth clutch C-4, prevention of simultaneous engagement of the first clutch C-1, the second clutch C-2 and the first brake B-1, and the second clutch C -2) and third clutch C-3, second clutch C-2 and fourth clutch C-4, second clutch C-2 and first brake B-1 Allow.

In addition, the spring 41sb locks only the plunger 41r in the right half position when the engine is stopped and no hydraulic pressure is generated. Is always kept in the left half position, and when the engine is stopped and no oil pressure is generated even when the engine is stopped, only the plunger 41r is operated in the right half position in case of a failure. It is to prevent interference when it works.

The second clutch application control valve 43 is a spool 43p having a land portion gradually larger in diameter from upward to downward in the drawing, and a spring 43sa for pressing the spool 43p upward in the drawing. And a plunger 43r capable of contacting the spool 43p and a spring 43sb compressed between the spool 43p and the plunger 43r, and the upper side of the spool 43p (in the drawing). The oil chamber 43a, the oil chamber 43b, the input port 43c, the output port 43d, and the oil chamber 43e are provided sequentially from the upper side).

The coupling pressure P _C3 supplied to the hydraulic servo 53 is input to the oil chamber 43a, and the coupling pressure P _C4 supplied to the hydraulic servo 54 is input to the oil chamber 43b. On the other hand, the line pressure P _L is input to the oil chamber 43e, and it interacts with the pressing force of the spring 43sa, and presses the spool 43p upwards (left half position).

Thus, for example, when the coupling pressure P _C4 is simultaneously input to the oil chamber 43b and the coupling pressure P _C3 is simultaneously input to the oil chamber 41a, the line pressure P _L and the spring ( The input port 43c is cut off by overcoming the pressing force of 43sa, and the supply of the coupling pressure P _C4 to the hydraulic servo 54 is stopped so that the third clutch C-3 and the fourth clutch C-4 are stopped. Simultaneous engagement is prevented, and engagement of the third clutch C-3 is allowed.

In addition, the spring 43sb locks only the plunger 43r in the right half position when the engine is stopped and no oil pressure is generated at all, whereby the plunger 43r of the second clutch application control valve 43 is normal. ) Is always kept in the left half position, and when the engine is stopped and no oil pressure is generated even in the case of a failure, only the plunger 43r is operated to the right half position in case of a failure. It is to prevent interference when

The B-1 application control valve 44 includes a spool 44p having a land portion gradually larger in diameter from the upper direction to the lower direction in the drawing, and a spring 44sa for pressing the spool 44p in the upper direction in the drawing. And a plunger 44r capable of contacting the spool 44p and a spring 44sb compression-installed between the spool 44p and the plunger 44r, and the upper side of the spool 44p (in the drawing). The oil chamber 44a, oil chamber 44b, oil chamber 44c, the input port 44d, the output port 44e, and the oil chamber 44f are sequentially provided from the upper side).

The combined pressure P _C4 supplied to the hydraulic servo 54 is input to the oil chamber 44a, and the combined pressure P _C3 supplied to the hydraulic servo 53 is input to the oil chamber 44b. The coupling pressure P _B1 supplied to the hydraulic servo 61 is input to 43c. On the other hand, the line pressure P _L is input to the oil chamber 44f and interacts with the pressing force of the spring 44sa to press the spool 44p upwardly (left half position).

The B-1 application control valve 44 is the second in the state where the coupling pressure P _B1 supplied to the hydraulic servo 61 of the first brake B-1 is input to the oil chamber 44c. One of the coupling pressure P _C3 of the third clutch C-3 and the coupling pressure P _C4 of the fourth clutch C-4, which are not simultaneously engaged by the clutch application control valve 43, is lost. 44a) or the loss 44b, the spool 44p and the plunger 44r are in the right half position.

Thus, for example, when the coupling pressure P _B1 is input to the oil chamber 44c and the coupling pressure P _C4 is simultaneously input to the oil chamber 44a or the coupling pressure P _C3 to the oil chamber 44b, the loss ( The input port 44d is cut off by overcoming the pressing pressure of the line pressure P _L and the spring 44sa of 44f, and the supply of the coupling pressure P _B1 to the hydraulic servo 61 is stopped so that the first brake B -1) prevents simultaneous engagement of the third clutch C-3 or the fourth clutch C-4, and the engagement of the third clutch C-3 or the fourth clutch C-4 is permitted. .

In addition, the spring 44sb locks only the plunger 44r in the right half position when the engine is stopped and no oil pressure is generated at all, so that the plunger 44r of the B-1 application control valve 44 is normal. ) Is always kept in the left half position, and when the engine is stopped and no oil pressure is generated even in a case other than a failure, only the plunger 44r is operated in the right half position in case of failure. To prevent interference when

As described above, the B-2 application control valve 35 inputs the signal pressure P _SR when any of the coupling pressures P _C3 , P _C4 and P _B1 is input to the oil chamber 35f. Regardless, it is fixed to the left half position. Further, when no coupling pressure of the coupling pressures P _C3 , P _C4 , P _B1 is input to the oil chamber 35f, and the signal pressure P _SR of the solenoid valve _SR is input, the spring 35s It overcomes the pressing force and becomes the right half position.

Accordingly, when any of the coupling pressures P _C3 , P _C4 , P _B1 is input to the oil chamber 35f, the forward range pressure P _D is supplied to the linear solenoid valve SL2 only, that is, the hydraulic servo. Since it is not supplied to (62), any combination of the third clutch (C-3), the fourth clutch (C-4), the first brake (B-1) and the second brake (B-2) is Is prevented. In addition, when the input port 35d and the output port 35e to SL2 communicate with each other, the communication between the input port 35d and the output port 35c to the B-2 control valve 36 is blocked, so that the second Simultaneous engagement of the clutch C-2 and the second brake B-2 is prevented.

As described above, the third clutch C-3, the fourth clutch C-4, and the first brake B- are formed by the second clutch application control valve 43 and the B-1 application control valve 44. Two of 1) are prevented from joining at the same time. In addition, any of the third clutch C-3, the fourth clutch C-4, and the first brake B-1 and the second brake B-2 by the B-2 application control valve 35. ) And simultaneous engagement of the second clutch (C-2) and the second brake (B-2) is prevented. In addition, any of the third clutch C-3, the fourth clutch C-4, and the first brake B-1 and the second clutch C-2 is provided by the first clutch application control valve 41. ) And the first clutch (C-1) at the same time is prevented. Accordingly, in the forward range, only the first clutch C-1 is necessarily coupled to the second brake B-2 at the same time, and simultaneous engagement of three friction engagement elements (clutch or brake) is reliably prevented. do.

[Configuration of Reverse Shift Function and Lock-up Function in Hydraulic Control System]

Next, the functional part which mainly performs reverse shift control and lock-up control in this hydraulic control apparatus 20 is demonstrated with reference to FIG. In addition, since the manual shift valve 23, the linear solenoid valve SL4, the B-2 control valve 36, the B-2 check valve 37, and the like have been described in the forward shift control, the description thereof is omitted.

The solenoid valve SL is a normal close, inputs the modulator pressure P _MOD to the input port Sa (common with the solenoid valve SR), and when reversing and operating the lockup clutch 10. It turns on and outputs the signal pressure P _SL from the output port SLb. The output port SLb is connected to the oil chamber 31a of the lock-up relay valve 31 and the oil chamber 45a of the C-4 relay valve 45 which will be described later, and when the output port SLb is turned on to these oil chambers 31a and 45a. Output the signal pressure P _SL .

The lock-up relay valve 31 has a spool 31p and a spring 31s that presses the spool 31p upward in the drawing, and is lost to the upper side (upper side in the drawing) of the spool 31p. 31a, an input port 31b, an output port 31c, an input / output port 31d, an input port 31e, an input / output port 31f, and a loss 31g.

At the time of non-engagement of the lockup clutch 10 at the time of forward movement, as the solenoid valve SL is turned off, the signal pressure P _SL is not input to the oil chamber 31a, and the pressing force of the spring 31s is applied. Based on this, the spool 31p is in the right half position. In addition, when the spool 31p is at the right half position, the signal pressure P _SLU is input from the linear solenoid valve SLU to the input port 31b, and the signal pressure P _SLU from the output port 31c. This B-2 control valve 36 is output to the oil chamber 36a.

Further, the secondary pressure P _SEC regulated by the secondary regulator valve 26 is input to the input port 31e, and the torque converter 7 from the input / output port 31d when the spool 31p is at the right half position. The secondary pressure P _SEC is outputted to the port 10a for locking up off. The secondary pressure P _SEC input into the torque converter 7 from the lock-up off port 10a is circulated and discharged from the port 10b, which is also used for lock-up on, and the input / output port ( It drains from the drain port (not shown) via 31f) (or is supplied to the lubrication flow path etc. which are not shown in figure).

At the time of engagement of the lockup clutch 10 at the time of advancement, when the solenoid valve SL is turned on, the signal pressure P _SL is input into the oil chamber 31a to overcome the pressing force of the spring 31s. Thus, the spool 31p is in the left half position. Accordingly, the signal pressure P _SLU input to the input port 31b is blocked, and the secondary pressure P _SEC input to the input port 31e is locked from the input / output port 31f to the lock-up port 10b. The lockup clutch 10 is driven by pressure and coupled to the lockup clutch 10.

At the time of reverse movement, reverse range pressure P _R is input from the manual shift valve 23 to the said oil chamber 31g, and the spool 31p of the lockup relay valve 31 is fixed to the right half position. Accordingly, even when the signal pressure P _SL is input to the oil chamber 31a, the pressing force of the spring 31s and the reverse range pressure P _R of the oil chamber 31g interact with each other, so that the spool 31p is positioned at the right half. Is maintained.

The C-4 relay valve 45 has a spool 45p and a spring 45s for pressing the spool 45p downward in the drawing, and at the upper side (upper side in the drawing) of the spool 45p. The oil chamber 45a, the input port 45b, the output port 45c, the input port 45d, and the oil chamber 45e are provided.

If the forward range (i.e., no reverse range pressure P _R is not output) and the solenoid valve SL is off (i.e., when the lock-up clutch 10 is not engaged), a signal is sent to the loss 45a. Although the pressure P _SL is not input, the spool 45p is set to the left half position by the pressing force of the spring 45s. Furthermore, even when the solenoid valve SL is turned on (i.e., when the lockup clutch 10 is engaged) and the signal pressure P _SL is input to the oil chamber 45a, the spring 45s is in the advance range. The spool 45p is in the left half position in cooperation with the pressing force of

When this spool 45p is in the left half position, the coupling pressure P _C4 from the linear solenoid valve SL4 is input to the input port 45d, and from the output port 45c to the hydraulic servo 54. Is output. That is, in the fourth forward speed and the sixth forward speed, the hydraulic servo 54 is linearly controlled and controlled by the linear solenoid valve SL4.

Subsequently, the control at the time of reverse operation will be described. In the reverse range at normal time, the reverse range pressure P _R is output from the output port 23d of the manual shift valve 23. Accordingly, in the C-4 relay valve 45, the reverse range pressure P _R is input to the oil chamber 45e, but the solenoid valve SL is turned on, and the signal pressure P is supplied to the oil chamber 45a. _SL ) is inputted and interacts with the pressing force of the spring 45s so that the spool 45p is in the left half position. As a result, the coupling pressure P _C4 from the linear solenoid valve SL4 is output to the hydraulic servo 54 even in the reverse direction.

In the B-2 control valve 36, since the signal pressure P _SLU of the linear solenoid valve SLU is not output, the reverse lane is locked at the right half position and is input to the input port 36d. Acupressure P _R is output from the output port 36e as the coupling pressure P _B2 . The coupling pressure P _B2 output from the output port 36e is input to the input port 37b of the B-2 check valve 37, and is output from the output port 37c and supplied to the hydraulic servo 62. . Thereby, the fourth clutch C-4 and the second brake B-2 are engaged, and the reverse second speed is achieved.

Further, in the reverse range, since the coupling pressure P _B2 from the output port 36e is not output by the B-2 control valve 36 sticking to the left half position, for example, the reverse stage is achieved. When it is detected that the valve stick of the B-2 control valve 36 is not detected, the solenoid valve SR is turned off so that the signal pressure P _SR is applied to the first clutch application relay valve 34. The reverse range pressure P _R is inputted to the input port 35b through the ports 34i and 34h, and the reverse range pressure P _R from the output port 35c is switched to the left half position. It is output to the B-2 control valve 36.

However, the manual shift valve 23 is connected to a shift lever provided in the driver's seat via a detent mechanism or a link mechanism (or a shift-by-wire apparatus), which is not shown in the drawings, and the shift lever 23 The spool 23p is driven in the fan-shape detent plate which is rotationally driven by the operation in the spool movement direction (linear movement direction) and pressurizes the detent plate at each shift range position. The detent lever is configured to not stop at an intermediate position of these range positions. The detent plate to be driven rotationally includes a support shaft fixedly mounted to the rotation center, and one end of the support shaft is provided with an angle sensor for detecting a rotation angle of the support shaft. In other words, the angle sensor is capable of detecting the angle of the detent plate to detect the spool position of the manual shift valve 23 which is driven to the detent plate.

When detecting the forward range based on the detection of this angle sensor (hereinafter referred to as "spool position sensor" for easy understanding), for example, a linear solenoid valve (e.g. SL1) is turned on to achieve the first forward speed as described above (which may form two forward speeds or three forward speeds), and when detecting the reverse range, the solenoid valve SL and the linear solenoid valve SL4. ON to achieve the reverse second speed as described above.

However, if this spool position sensor fails, for example, there is a risk that the shift position cannot be detected and it is impossible to determine which solenoid valve should be turned on. Further, for example, when no shift position can be detected, the fact that no solenoid valve is turned on means that no coupling pressure is supplied to any hydraulic servo, so that the driving force from the engine is transmitted through the transmission mechanism 2. It becomes a neutral state that is not transmitted to the wheel of the vehicle.

Therefore, in the hydraulic control apparatus of the automatic transmission, when the shift position cannot be detected, the solenoid valve is turned on as in the first forward speed, that is, only the liner solenoid valve SL1 is turned on. At this time, if the actual shift position is the forward range, the above first forward speed is formed as it is, and thus the description of this forward forward speed is omitted.

When the shift position cannot be detected and the actual shift position is the reverse range, the linear solenoid valve SLl is first turned on, but the forward range pressure P _D is the input port SLla of the linear solenoid valve SL1. 4 and 5, the coupling pressure P _C1 is not supplied to the hydraulic servo 51 so that the first clutch C-1 is not engaged.

On the other hand, when the solenoid valve SL and the linear solenoid valve SL4 are turned off as shown in FIG. 7, the reverse range pressure P _R output from the output port 23d of the manual shift valve 23 is C-. It enters into the oil chamber 45e of the 4 relay valve 45, and opposes the pressing force of the spring 45s, and the spool 45p becomes a right half position. Accordingly, the reverse range pressure P _R input to the input port 45b is output from the output port 45c, supplied to the hydraulic servo 54, and the fourth clutch C-4 is engaged.

In addition, the B-2 control valve 36 has the spool 36p at the right half position based on the pressing force of the spring 36s, and the reverse range pressure P _R inputted to the input port 36d is output port ( 36e) and supplied to the hydraulic servo 62 through the B-2 check valve 37 to engage the second brake B-2. As a result, the fourth clutch C-4 and the second brake B-2 are engaged to achieve the second reverse speed.

Thus, for example, even when the shift position cannot be detected, in the hydraulic control apparatus 20 of the automatic transmission, the first forward speed or the second reverse speed can be achieved by the spool position of the actual manual shift valve 23. Can be.

In addition, in this embodiment, when the spool position sensor fails and the linear solenoid valve SL4 and the solenoid valve SL are turned off (when no current passes) in order to perform forward oscillation control regardless of the shift position. Although it demonstrated, it is the same also in the case of the solenoid all-off mode mentioned later in detail. In other words, even if the linear solenoid valve SL4 and the solenoid valve SL are turned off by the solenoid all off, the fourth clutch C-4 can be engaged by the reverse range pressure P _R.

[Action at Solenoid Valve / Off-Off Failure]

Subsequently, the solenoid all-off fail time which is a main part of this invention is demonstrated with reference to FIG. In the hydraulic control device 20 of the automatic transmission, for example, a failure in other solenoid valves, various switching valves, various control valves, etc., except that the valve stick of the linear solenoid valve SL4 described above is detected. When is detected, it switches to the solenoid all off fail mode in which all solenoid valves are turned off. In addition, even when disconnection, a short, etc. generate | occur | produce, for example, since a solenoid turns all off similarly, in this specification, it is called the solenoid all off failure mode including these states.

First, in normal times, since the ignition is turned on and the solenoid valve SR is turned on, the engine is started, the oil pump 21 is driven, and the line pressure is controlled by the primary regulator valve 25. Even if P _L is generated, the signal pressure P _SR is not output. For this reason, in the 2nd clutch application relay valve 32, as shown to FIG. 8 (a), the spool 32p has the pressing force of the spring 32s, and the pressing force of the spring 33s through the spool 33p. Acting upward in the figure, the spool 32p is in its upper position (second position).

In the upper position of the spool 32p, the line pressure P _L input to the input port 32b is a lock pressure, which is an input port SL4a and a lock pressure of the linear solenoid valve SL4 from the output port 32c. It is output to the oil chamber 33a of the delay valve 33, and the input port 33b. Thereby, as shown in FIG. 8 (b), the spool 33p of the lock pressure delay valve 33 is pressurized to the lower position (communication position) in the downward direction in the drawing so that the input port 33b and the oil chamber ( 32g) is in communication, and line pressure P _L is input as the lock pressure into the oil chamber 32g to lock the spool 32p in the upper position. This locked state is maintained until the engine is stopped and the oil pump 21 is stopped so that the line pressure P _L is not generated.

Here, for example, when the vehicle enters the solenoid all-off fail mode while driving in the forward range, the second clutch application relay valve 32 is driven by the lock pressure based on the line pressure P _L. With the spool 32p locked, all solenoid valves are turned off (fails). In this case, since all solenoid valves are turned off, only the solenoid valve SR which is normally open is in the state which outputs signal pressure P _SR , and since other solenoid valves stop the output of a signal pressure or a coupling pressure, especially linear In the solenoid valves SL1, SL2, SL3, the output ports SLlb, SL2b, SL3b and the discharge ports SLld, SL2d, SL3d communicate with each other (see FIG. 5).

On the other hand, in the 2nd clutch application relay valve 32, although the signal pressure P _SR is input into the oil chamber 32a, as shown to FIG. 8 (b), the line pressure P is input to the oil chamber 32g. _{Since L} ) is input as the lock pressure, the spool 32p remains locked at the upper position.

Further, if the lock pressure delay valve 33 is sticked at the upper position in the figure in the figure, the line pressure P _L is lost as the lock pressure to the oil chamber 32g of the second clutch application relay valve 32. Even if it is not input, since the spool 33p of the lock pressure delay valve 33 is configured to contact the spool 32p of the second clutch application relay valve 32, the spool 32p is in the upper position. It remains the same as in the locked state.

In addition, as shown in FIG. 5, in the first clutch application valve 34, the signal pressure P _SR of the solenoid valve SR is input into the oil chamber 34a, and the pressing force of the spring 34s is overcome so that the spool ( 34p) becomes the left half position (reverse input pressure output position). Accordingly, the forward range pressure P _D inputted to the input port 34k is output from the output ports 34d and 34e as reverse input pressure, so that the discharge port SL3d and the second clutch of the linear solenoid valve SL3 are pressed. It is input to the input port 32e of the fly relay valve 32.

The forward range pressure P _D inputted as the reverse input pressure to the discharge port SL3d of the linear solenoid valve SL3 is output from the output port SL3b of the linear solenoid valve SL3 to the hydraulic servo 53. Supplied to engage the third clutch C-3. Further, the forward range pressure P _D inputted as the reverse input pressure to the input port 32e of the second clutch application relay valve 32 has the spool 32p in the upper position as shown in FIG. Since it is locked, as shown in FIG. 5, it is input as a reverse input pressure from the output port 32d to the discharge port SL2d of the linear solenoid valve SL2, and it is output from the output port SL2b, and the hydraulic servo 52 is carried out. Supplied to the second clutch (C-2) to engage.

As described above, in the solenoid all-off fail mode in which the vehicle is running in the forward range, the vehicle has a seventh forward speed in which the second clutch C-2 and the third clutch C-3 are engaged.

On the other hand, after, for example, once the vehicle is stopped and the engine is stopped, the line pressure P _L is not generated, and as shown in FIG. 8A, the second clutch application relay valve 32 and the lock are shown. In the pressure delay valve 33, both the spool 32p and the spool 33p are in the upper position based on the pressing force of the spring 32s and the spring 33s. Then, after the engine is restarted, the oil pump 21 is driven to generate the line pressure P _L. However, as shown in FIG. 8C, the solenoid valve SR is turned off to lose the signal pressure P _SR . Since it is input to 32a, the signal pressure P _SR acts downward in the drawing against the pressing force of the spring 32s and the pressing force of the spring 33s, and the spool 32p is switched to the lower position. The input port 32b is cut off by this, and since the line pressure P _L is not output from the output port 32c, it is not input to the loss chamber 32g as a lock pressure.

Further, at this time, even if the line pressure P _L flows in from the input port 32b and a small lock pressure is output from the output port 33c, for example, before the spool 32p is switched to the lower position, the orifice The flow of the lock pressure is made slow by the 71 and 72, and time is required until the spool 33p of the lock pressure delay valve 33 is switched to the lower position, that is, to the oil chamber 32g. Since the lock pressure is delayed from being input, the signal pressure P _SR is inputted into the loss chamber 32a earlier than the spool 32p is locked in the upper position, and the spool 32p is reliably switched to the lower position. .

In addition, in this embodiment, although the line pressure P _L as a lock pressure acts on the oil chamber 33a of the lock pressure delay valve 33, it demonstrated that it is not lock pressure (line pressure P _L ). Instead, it may be changed so that the forward range pressure P _D works. In this case, since the engine is restarted and hydraulic pressure does not act on the oil chamber 33a until the shift position is in the advance range, it is possible to more reliably delay the input of the lock pressure into the oil chamber 32g.

In the second clutch application relay valve 32, when the spool 32p is switched to the lower position, it is output from the output ports 34d and 34e of the first clutch application relay valve 34, and the input port. The forward range pressure P _D inputted to 32e is input as the reverse input pressure from the output port 32f to the discharge port SLld of the linear solenoid valve SL1 as shown in FIG. 5, and output port SLlb. ) Is supplied to the hydraulic servo 51 is coupled to the first clutch (C-1).

As described above, after the engine restarts in the solenoid all-off fail mode, the first clutch C-1 and the third clutch C-3 are engaged with three forward speeds.

[Other Embodiments]

Subsequently, another embodiment in which the above embodiment is partially changed will be described with reference to FIG. 9. In this other embodiment, the second clutch application relay valve (second switching valve) 132 shown in FIG. 9 is substituted for the second clutch application relay valve 32 and the lock pressure delay valve 33. And the lock pressure inlet valve 133 is used, and the solenoid valve SR is normally closed.

As shown in Fig. 9A, in the second clutch application relay valve 132, the spool 132p is pressurized upward in the drawing by the spring 132s and at the same time, the valve 33 for locking pressure inflow. In the drawing, the spool 133p is urged upward in the drawing by the spring 133s that is compressed against the spool 132p, and the oil chamber 133a is connected to the output port SRb of the solenoid valve SR.

In addition, while the line pressure P _L is input to the input port 132c, the output port 132b is connected to the oil chamber 132a and the input port SL4a of the linear solenoid valve SL4. 132e is an output port 34d of the first clutch application relay valve 34, an output port 132d is an outlet port SL2d of the linear solenoid valve SL2, and an output port 132f is a linear solenoid valve. It is connected to the discharge port SLld of SL1, respectively.

First, as shown in Fig. 9A, in the state where the engine is stopped and the oil pump 21 is stopped and no oil pressure is generated, both the spool 132p and the spool 133p are in the upper position. In addition, when the engine is started in the normal state, as shown in Fig. 9B, the single solenoid valve SR is turned on and the signal pressure P _SR is input to the oil chamber 133a. Thereby, both the spool 132p and the spool 133p are in the lower positions, the line pressure P _L is input to the input port 132c, is output as the lock pressure from the output port 132b, and the oil loss 132a is lost. Flows into.

Subsequently, in the normal state at the time of normality, as shown in Fig. 9C, the line pressure P _L as the lock pressure input to the oil chamber 132a locks the spool 132p to the lower position (second position). . In this state, as in the above embodiment, the line pressure P _L is output to the input port SL4a of the linear solenoid valve SL4. In addition, the coupling pressure P _C2 discharged from the discharge port SL2d of the linear solenoid valve SL2 is connected to the drain port of the first clutch application relay valve 34 through the output port 132d and the input port 132e. Output to (EX) and drain. In addition, the coupling pressure P _C1 discharged from the discharge port SLld of the linear solenoid valve SL1 is output from the output port 132f to the drain port EX and is drained.

Here, for example, when the vehicle enters the solenoid all-off fail mode for some reason while the vehicle is traveling in the forward range, as shown in FIG. 9 (d), the second clutch application relay valve 132 is a line pressure ( With the spool 132p locked to the lower position by the lock pressure based on P _L ), all the solenoid valves are turned off (because of failure). As described above, the forward range pressure P _D inputted to the input port 34k of the first clutch application relay valve 34 is output from the output ports 34d and 34e as reverse input pressure, thereby providing a linear solenoid valve. It is input to the discharge port SL3d of SL3 and the input port 132e of the 2nd clutch application relay valve 132. As shown in FIG.

Accordingly, the forward range pressure P _D is supplied to the hydraulic servo 53 through the linear solenoid valve SL3 and is reversely input to the linear solenoid valve SL2 through the input port 132e and the output port 132d. It is input as a pressure, supplied to the hydraulic servo 52, and the 2nd clutch C-2 engages. As a result, in the solenoid all-off fail mode in which the vehicle is traveling in the forward range, the second forward speed 7 is coupled to the second clutch C-2 and the third clutch C-3.

On the other hand, for example, once the vehicle is stopped and the engine is stopped, the line pressure P _L is not generated, and the pressing force of the springs 132s and the springs 133s as shown in FIG. Based on this, both the spool 132p and the spool 133p are in the upper position (first position). When the engine is further restarted, the oil pump 21 is driven to generate a line pressure P _L. However, as shown in FIG. 9E, the solenoid valve SR is turned off to generate a signal pressure P _SR . Since it is not input to the oil chamber 32a, both the spool 132p and the spool 133p remain in the upper position. Accordingly, since the input port 132c is blocked, that is, the line pressure P _L is not output from the output port 132b, it is not input to the loss chamber 132a as the lock pressure.

In the second clutch application relay valve 132, when the spool 132p is maintained in the upper position, the forward range pressure P _D output from the output ports 34d and 34e and input to the input port 132e. Is input as the reverse input pressure from the output port 132f to the linear solenoid valve SL1 and supplied to the hydraulic servo 51 to engage the first clutch C-1. As a result, after the engine restarts in the solenoid all-off fail mode, the first three speeds of the first clutch C-1 and the third clutch C-3 are engaged.

Summary of the Invention

As described above, according to the present invention, in the case of a failure in which no current flows through all the solenoid valves, the first clutch application relay valve 34 outputs the forward range pressure P _D as a reverse input pressure, The second clutch application relay valve 32 (or 132), which is locked at the second position with the pressure P _L as the lock pressure, reversely inputs the reverse input pressure to the discharge port SL2d of the linear solenoid valve SL2. Supply the coupling pressure P _C2 to the hydraulic servo 52, and after the engine restarts, the second clutch application relay valve 32 (or 132), which is in the first position by shutting off the lock pressure, is a linear solenoid valve ( Since the coupling pressure P _C1 is supplied to the hydraulic servo 51 by reversely inputting the reverse input pressure to the discharge port SLld of SLl, it is possible to fix it at the seventh speed, which is relatively high speed, while the vehicle is traveling. At least two shifts Being able to prevent the production, for example, one after the vehicle is stopped, whereby the engine is restarted can be in a relatively low speed in the forward third speed, it is possible to make it possible to jaebaljin the vehicle.

In addition, the solenoid valve SR for failing to output the signal pressure P _SR in a state where no current flows, and to at least cut the signal pressure P _{SR in a} state in which current flows at the time of normal engine start-up. And the second clutch application relay valve 32 inputs the signal pressure P _SR of the solenoid valve SR before being locked by the lock pressure at the time of failure in which no current flows through all the solenoid valves. Since it is switched to the first position by the signal pressure P _SR , it is possible to make the forward three speed stage, which is a relatively low speed stage, by restarting the engine.

In addition, since the lock pressure delayed by the second clutch application relay valve 32 is passed to the second clutch application relay valve 32, the lock pressure delay valve 33 is provided. In the event of a fault in which no current passes, the second clutch application relay valve 32 is more reliably switched to the first position by the signal pressure P _SR of the solenoid valve SR before being locked by the lock pressure. Can be.

Further, since the lock pressure delay valve 33 is switched to the communication position in communication with the second clutch application relay valve 32 when the lock pressure is input against the pressurization of the spring 33s, the lock pressure delay valve 33 is normal. When the engine is started at the time and the line pressure P _L is outputted, the lock pressure is communicated to the second clutch application relay valve 32, and the second clutch application relay valve 32 can be locked.

Further, the lock pressure delay valve 33 enters the lock pressure into a communication position in communication with the second clutch application relay valve 32 when the forward range pressure P _D is input against the pressure of the spring 33s. Can be configured to switch, and when the shift position in the normal range is in the advance range, communicates the lock pressure to the second clutch application relay valve 32 and locks the second clutch application relay valve 32. You can do that.

Further, the spool 32p of the second clutch application relay valve 32 is in contact with the spool 33p when the spool 33p of the lock pressure delay valve 33 is in the right half position in FIG. 5, the spool 33p sticks and the lock pressure does not communicate with the oil chamber 33g of the second clutch application relay valve 32. By contact of the spool 33p, the spool 32p can be held in the right half position in FIG. Thereby, for example, even if the spool 33p sticks, it is possible to prevent the spool 32p from being in the left half position of FIG. 5 for supplying the coupling pressure P _C1 to the hydraulic servo 51, and the Even when the solenoid all-off fail is in operation, it can be secured at seven forward speeds. That is, it is possible to reliably prevent the downshift shifting of two or more stages from occurring.

In addition, when the signal pressure P _SR of the solenoid valve _SR is input against the pressurization of the spring 34s, the first clutch application relay valve 34 communicates with the forward range pressure P _D to reverse the input. Since it switches to the reverse input pressure output position which outputs as a pressure, in the case of the failure which an electric current does not pass through all the solenoid valves, by the signal pressure P _SR of one solenoid valve SR, a 1st clutch application relay valve ( The output of the reverse input pressure by 34) and the switching of the first position and the second position of the second clutch application relay valve 32 can be enabled.

In addition, the first clutch application relay valve 34 directly outputs the reverse input pressure to the discharge port SL3d of the linear solenoid valve SL3 in the event of a failure in which no current flows through all the solenoid valves. Since the coupling pressure P _C3 is supplied to the hydraulic servo 53 which engages and disengages the third clutch C-3 engaged at the third forward speed and the seventh forward speed, which is relatively high speed, the third forward speed is relatively low speed. And the seventh forward speed, which is a relatively high speed stage.

In addition, since the linear solenoid valve SL4 inputs the lock pressure through the second clutch application relay valve 32 as the line pressure P _L to the input port SL4a, no current flows through all the solenoid valves. Previously, depending on whether the forward four speeds and the forward six speeds achieved by the fourth clutch C-4 engaged by the hydraulic servo 54 are normally established, the second clutch application relay valve 32 It can be determined whether or not the lock pressure is normally passed. Thus, for example, when the second clutch application relay valve 32 is not locked by the lock pressure, no current flows through all the solenoid valves, thereby preventing unintended downshift shifting from occurring. Driving safety can be ensured.

In addition, in the present embodiment described above, the case where the hydraulic control apparatus 20 is applied to the multi-stage automatic transmission 1 which enables 8 forward speeds and 1 reverse speed has been described as an example, but is of course limited thereto. In particular, it is preferable to use an automatic transmission having a large number of forward shift stages, but any step can be applied to a stepped automatic transmission.

In addition, in the present embodiment described above, the use of the line pressure P _L as the lock pressure for locking the second clutch application relay valve 32 has been described as an example. Any pressure may be employed as the lock pressure as long as it is generated hydraulic pressure. As such, it may be considered to use, for example, the forward range pressure P _D , in which case the engine is not restarted in the solenoid all-off fail state, and the shift position is other than the D range (P, R, N range). By once changing, the lock of the second clutch application relay valve 32 can be released and, for example, switched to the third forward speed.

The hydraulic control device of the multi-stage automatic transmission according to the present invention can be used in an automatic transmission, a hybrid driving device, and the like mounted on a passenger car, truck, bus, or agricultural machine, and the gear stage is relatively high speed when the solenoid all-off fail state is in operation. It can be fixed in stages, and is also suitable for use in those requiring the vehicle to be re-started.

Claims (10)

In a multi-stage automatic transmission in which a plurality of shift stages are formed by a combined state of a plurality of frictional engagement elements engaged or disengaged by respective hydraulic servos, An oil pump generating hydraulic pressure in conjunction with engine rotation, a line pressure generating means for generating oil pressure of the oil pump as a line pressure, and a range pressure output capable of inputting the line pressure and outputting a forward range pressure based on a shift position. Means, a first hydraulic servo for engaging or disengaging a frictional engagement element engaged at a lower speed stage and a second hydraulic servo for engaging or disengaging a frictional engagement element engaged at a higher speed than the low speed end. In the hydraulic control device of the transmission, A first coupling pressure control solenoid valve for supplying a coupling pressure to the first hydraulic servo, and a second coupling pressure control solenoid valve for supplying a coupling pressure to the second hydraulic servo, wherein the line pressure is in a state in which no current flows. The input port and the output port which input the hydraulic pressure based on and the output port and the discharge port to communicate with each other, the current supplied to each of the hydraulic servo by communicating the input port and the output port in the state of the current flow A plurality of coupling pressure control solenoid valves for adjusting pressure; A first switching valve which switches to a reverse input pressure generating position for outputting the forward range pressure as a reverse input pressure when a failure is caused in all solenoid valves; And A first position for reversely inputting the reverse input pressure to the discharge port of the first coupling control solenoid valve and a second position for switching the reverse input pressure to a second position for reverse input of the reverse input pressure to the discharge port of the second coupling control solenoid valve Including a switching valve, When the second switching valve is in the second position at the start of the engine at the normal time and passes through the lock pressure, the second switching valve is locked at the second position based on the lock pressure, and when all the solenoid valves are not energized. Characterized in that the first position to cut off the lock pressure after the engine restarts. Hydraulic control system of multi-stage automatic transmission. The method of claim 1, The second selector valve provides the lock pressure by passing the line pressure when in the second position. Hydraulic control system of multi-stage automatic transmission. The method of claim 1, And a solenoid valve for failing to output a signal pressure in a state where no current flows, and to at least cut the signal pressure in a state in which current flows when the engine is started at a normal time. The second switching valve inputs the signal pressure of the fail solenoid valve before being locked by the lock pressure and switches to the first position by the signal pressure when the current does not pass through all the solenoid valves. Characterized in that Hydraulic control system of multi-stage automatic transmission. The method of claim 3, Delay means for communicating with said second switching valve by slowing down said lock pressure passed by said second switching valve; Hydraulic control system of multi-stage automatic transmission. The method of claim 4, wherein The delay means is switched to a pressurized position pressurized by the first pressurizing means and a communication position for communicating the lock pressure to the second switching valve when the lock pressure is input against the pressurization of the first pressurizing means; Characterized in that it comprises a switching valve Hydraulic control system of multi-stage automatic transmission. The method of claim 4, wherein The delay means is switched to a communication position for communicating the lock pressure to the second switching valve when the forward range pressure is input against the pressurized position pressurized by the first pressurizing means and the pressurization of the first pressurizing means. It characterized in that it comprises a three switching valve Hydraulic control system of multi-stage automatic transmission. The method according to claim 5 or 6, The second switching valve has a second spool which is switched to the first position or the second position, The third switching valve has a third spool which is switched to the pressurized position or the communication position and is arranged to be in coaxial contact with the second spool, The second spool of the second switching valve is brought into the second position by the contact of the third spool when the third spool of the third switching valve is in the pressurized position. Hydraulic control system of multi-stage automatic transmission. The method according to any one of claims 3 to 6, The first switching valve is pressurized by a second pressurizing means to block the forward range pressure and the forward range pressure when the signal pressure of the fail solenoid valve is input against the pressurization of the second pressurizing means. Characterized in that the communication is switched to the reverse input pressure output position to output as the reverse input pressure Hydraulic control system of multi-stage automatic transmission. The method according to any one of claims 1 to 6, And a third hydraulic servo for engaging or disengaging the low speed stage and the friction engagement element coupled at the high speed stage, The plurality of coupling pressure control solenoid valves include a third coupling pressure control solenoid valve for supplying a coupling pressure to the third hydraulic servo, The first switching valve is characterized in that for outputting the reverse input pressure directly to the discharge port of the third coupling pressure control solenoid valve in the event of a failure in which no current flows through all the solenoid valves. Hydraulic control system of multi-stage automatic transmission. The method according to any one of claims 1 to 6, The low speed stage and the high speed stage include a fourth hydraulic servo for engaging or disengaging a frictional engagement element engaged at another speed change stage, The plurality of coupling pressure control solenoid valves include a fourth coupling pressure control solenoid valve for supplying a coupling pressure to the fourth hydraulic servo, The fourth coupling pressure control solenoid valve is configured to input the lock pressure to the input port via the second switching valve as the line pressure. Hydraulic control system of multi-stage automatic transmission.

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