Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
  • F16H59/02—Selector apparatus
  • F16H59/08—Range selector apparatus
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
  • F16H2061/1232—Bringing the control into a predefined state, e.g. giving priority to particular actuators or gear ratios
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
  • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
  • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
  • F16H61/0206—Layout of electro-hydraulic control circuits, e.g. arrangement of valves
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
  • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
  • F16H61/686—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with orbital gears

Definitions

• Hydraulic control device for multi-stage automatic transmission
• the present invention relates to a hydraulic control device for a multi-stage automatic transmission mounted on, for example, a vehicle, and more particularly to a hydraulic control device for a multi-stage automatic transmission that ensures traveling of the vehicle during solenoid all-off failure. .
• a stepped automatic transmission mounted on a vehicle controls the engagement state of a plurality of friction engagement elements (clutch, brake) by a hydraulic control device, and sets a transmission path in each transmission mechanism.
• a multi-stage shift is enabled by forming the shift stage.
• This hydraulic control device is provided with a plurality of switching valves, a pressure regulating valve, and the like, and a plurality of solenoid valves for electronically controlling the operation of these valves, and driving these solenoid valves.
• the multi-stage shift control is performed.
• the forward For example, even if a solenoid all-off failure occurs during traveling in the drive (D) range, for example, in the case of traveling in the third forward speed or the fourth forward speed, for example, the forward
• the forward For example, when driving at 1st forward speed or 2nd forward speed, for example, it is fixed at 4th forward speed, for example, so that it is fixed at 1st forward speed. After that, it is configured to be 'fixed' to the first forward speed by stopping the engine.
• the present invention provides a multi-stage automatic transmission that can fix the gear position to a relatively high speed when the solenoid is in an all-off failure state while traveling and can restart the vehicle.
• An object of the present invention is to provide a hydraulic control device.
• the present invention includes a plurality of frictional engagement elements (eg, C-l) that are engaged and disengaged by respective hydraulic servos (eg, 51, 52, 53, 54, 61, 62). , C-2, C-3, C-4, B-1, B-2)), and multiple shift speeds (for example, 8th forward speed to 1st reverse speed)
• respective hydraulic servos eg, 51, 52, 53, 54, 61, 62
• C-2, C-3, C-4, B-1, B-2 multiple shift speeds
• An oil pump (21) that generates hydraulic pressure in conjunction with engine rotation, a line pressure generating means (25) that generates hydraulic pressure of the oil pump (21) as line pressure (P), and the line pressure (P) Input
• range pressure output means (23) that can output forward range pressure (P) based on the shift position.
• a hydraulic control device (20) for a multi-stage automatic transmission comprising: a second hydraulic servo (52) for engaging and disengaging a frictional engagement element (C2) to be engaged;
• a first engagement pressure control solenoid bar that supplies engagement pressure (P) to the first hydraulic servo (51).
• Second engagement pressure control for supplying engagement pressure (P) to the lube (SL1) and the second hydraulic servo (52)
• Hydraulic valve based on the line pressure (P) in a non-energized state.
• SL5a, SLUa and output ports (for example, SLlb, SL2b, SL3b, SL4b, SL5b, SLUb) and the output ports (for example, SIAb, SL2b, SL3b, SL4b, SL5b, SL Ub) is connected to the discharge port (eg SLld, SL3d, SL4d, EX) and the input port (eg SLla, SL2a, SL3a, SL4a, SL5a, SLUb) and the output port (eg SLlb, SL2b, SL3b, SL4b, SL5b, SLUb) are connected to each of the hydraulic servos (for example, 51, 52, 53, 54, 61, 62).
• a first switching valve (34) that is switched to a pressure generation position (for example, the left half position in FIG. 5), and the reverse input pressure is applied to the discharge port (SL1 d) of the first engagement pressure control solenoid valve (SL1).
• a first position for reverse input for example, the left half position in FIG. 5
• a second position for reverse input of the reverse input pressure to the discharge port (SL2d) of the second engagement pressure control solenoid valve (SL2) for example,
• a second switching valve (32, 132) that is switched to the second position (for example, the second switching valve (32, 132) when the engine is started normally) (The right half position in FIG. 5 and the lower position in FIG.
• the Said first position blocking the lock pressure (e.g. 5 in the left half position, FIG. 9 Nakagami way position) becomes,
• the hydraulic control device (20) of the multistage automatic transmission is characterized by the above.
• the first switching valve outputs the forward range pressure as the reverse input pressure
• the second switching valve locked in the second position by the lock pressure is
• the reverse input pressure was reversely input to the discharge port of the second engagement pressure control solenoid valve to supply the engagement pressure to the second hydraulic servo, and the lock pressure was shut off after the engine was restarted to the first position.
• the second switching valve reversely inputs reverse input pressure to the discharge port of the first engagement pressure control solenoid valve and supplies engagement pressure to the first hydraulic servo. It is possible to fix the vehicle at a high speed, and to prevent downshifts of two or more stages from occurring. By restarting the engine after stopping, it is possible to achieve a relatively low speed stage, and it is possible to restart the vehicle.
• the second switching valve (32, 132) is in the second position (for example, the right half position in FIG.
• the line pressure (P) is allowed to pass through to achieve the lock pressure when it is in the 9 middle lower position).
• the present invention (see, eg, FIGS. 4 and 5) outputs a signal pressure (P) in a non-energized state.
• the signal pressure (P) is blocked by energization.
• the second switching valve (32) receives the signal pressure (P) of the fail solenoid valve (SR) before being locked by the lock pressure in the event of a failure to de-energize all the solenoid valves.
• the signal pressure (P) causes the first position (for example, the left half position in FIG. 5).
• the present invention communicates with the second switching valve (32) by delaying the lock pressure passed by the second switching valve (32).
• Delay means 33
• the delay means is an urging position urged by the first urging means (33s) (eg, right in FIG. 5). Half position) and the first biasing means (33s) When the lock pressure is input to the urging force of the second switching valve (
• a communication position for example, the left half position in FIG. 5
• a third switching valve (33) that can be switched to.
• the second switching valve communicates with the second switching valve and can be locked.
• the delay means includes an urging position urged by the first urging means, and the first urging position.
• a third switching valve is provided which is capable of switching to a communication position where the lock pressure communicates with the second switching valve (32) when D is input.
• the second switching valve (32) has the first position (for example, the left half position in FIG. 5) or the second position (for example, The second spool (32p) is switched to the right half position in Fig. 5,
• the third switching valve (33) is switched to the urging position (for example, the right half position in FIG. 5) or the communication position (for example, the left half position in FIG. 5) and is coaxial with the second spool (32p).
• a third spool (33p) arranged to be able to contact
• the second spool (32p) of the second switching valve (32) is operated when the third spool (33p) of the third switching valve (33) is in the biased position (for example, the right half position in FIG. 5).
• the second position (for example, the right half position in FIG. 5) is brought about by the contact of the third spool (33p).
• the second spool is brought into contact with the second spool by the contact of the third spool. Can be maintained in 2 positions. Therefore, for example, even if the third spool is stuck, it is possible to prevent the second spool from being set to the first position for supplying the engagement pressure to the first hydraulic servo. Even when the solenoid valve is de-energized, it can be reliably fixed at a relatively high speed, and it is possible to reliably prevent two or more downshifts.
• the first switching valve (34) is urged by the second urging means (34s) to block the forward range pressure (P). Blocking position (e.g.
• the second switching valve can be switched between the first position and the second position.
• the present invention is a frictional engagement engaged at the relatively low speed stage and the comparatively high speed stage (for example, the third forward speed and the seventh forward speed).
• the plurality of engagement pressure control solenoid valves are connected to the third hydraulic servo (53).
• the first switching valve (34) directly applies the reverse input pressure to the discharge port (SL3d) of the third engagement pressure control solenoid valve (SL3) in the event of a failure to de-energize all the solenoid valves. It is characterized by being output.
• the first switching valve outputs the reverse input pressure directly to the discharge port of the third engagement pressure control solenoid valve in the event of a failure in which all the solenoid valves are de-energized. Since the engagement pressure is supplied to the third hydraulic servo that engages and disengages the friction engagement element that engages at a relatively high speed, it is possible to achieve the relatively low speed and the relatively high speed.
• the present invention uses a gear position (for example, the fourth forward speed and the sixth forward speed) different from the relatively low speed stage and the relatively high speed stage.
• the plurality of engagement pressure control solenoid valves include a fourth engagement pressure control solenoid valve (SL4) for supplying an engagement pressure (P) to the fourth hydraulic servo (54),
• the fourth engagement pressure control solenoid valve (SL4) is connected to the input port (SL4a) through the line.
• the lock pressure through the second switching valve (32, 132) is input as the pressure (P).
• the fourth engagement pressure control solenoid valve inputs the lock pressure via the second switching valve as the line pressure to the input port. Therefore, before all the solenoid valves are de-energized, (4) Whether the first switching valve allows the lock pressure to pass normally depending on whether the shift stage achieved by the friction engagement element engaged by the hydraulic servo is successfully established! Can be determined. Therefore, for example, if the first switching valve is locked by the lock pressure, all solenoid valves can be de-energized to prevent unintentional! Safety can be ensured.
• FIG. 1 is a skeleton diagram showing an automatic transmission to which the present invention can be applied.
• FIG. 4 is a schematic diagram showing the entire hydraulic control apparatus according to the present invention.
• FIG. 5 is a partially omitted view showing a forward shift function portion in the hydraulic control device.
• FIG. 6 is a partially omitted view showing a simultaneous engagement preventing function portion in the hydraulic control device.
• FIG. 7 is a partially omitted view showing a reverse shift function portion in the hydraulic control device.
• FIG. 8 is a diagram showing the switching position of the second clutch apply relay valve, where (a) is a diagram showing when the engine is off, (b) is a diagram showing when the vehicle is all-off, and (c) is when the engine is all-off. The figure which shows the time of engine restart in.
• FIG. 9 is a diagram showing a switching position of a second clutch apply relay valve according to another embodiment, where (a) is a diagram showing when the engine is off, and (b) is a diagram showing when the engine is started normally. (C) is a diagram showing a normal running time, (d) is a diagram showing an all-off time during running, and (e) is a diagram showing an engine restart at the time of all-off.
• an automatic transmission 1 suitable for use in, for example, a FR type (front engine, rear drive) vehicle has an input shaft 11 of the automatic transmission 1 that can be connected to an engine (not shown).
• the torque converter 7 and the speed change mechanism 2 are provided around the axial direction of the input shaft 11.
• the torque converter 7 includes a pump impeller 7a connected to the input shaft 11 of the automatic transmission 1, and a turbine runner 7b to which the rotation of the pump impeller 7a is transmitted via a working fluid.
• the turbine runner 7b is connected to the input shaft 12 of the speed change mechanism 2 arranged coaxially with the input shaft 11. Further, the torque converter 7 is provided with a lock-up clutch 10, and when the lock-up clutch 10 is engaged by hydraulic control of a hydraulic control device described later, the rotation of the input shaft 11 of the automatic transmission 1 is performed. Is directly transmitted to the input shaft 12 of the speed change mechanism 2.
• the transmission mechanism 2 includes 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 Sl, a carrier CR1, and a ring gear R1.
• the carrier CR1 has a pinion P1 that meshes with the sun gear S1 and a pinion P2 that meshes with the ring gear R1. And! /, Ru, V, a so-called double-pione planetary gear.
• the planetary gear unit PU has a sun gear S2, a sun gear S3, a carrier CR2 (CR3), and a ring gear R3 (R2) as four rotating elements.
• the carrier CR2 includes a sun gear S2 and a ring gear R3.
• the so-called Ravigneaux planetary gear has a long pinion P4 that meshes with a short pinion P3 that meshes with the long pion P4 and the sun gear S3.
• the sun gear S1 of the planetary gear DP is connected to, for example, a boss portion 3b that is integrally fixed to the transmission case 3, and the rotation is fixed.
• the carrier CR1 is connected to the input shaft 12 so as to be the same rotation as the rotation of the input shaft 12 (hereinafter referred to as “input rotation”) and the fourth clutch C-4 (friction). Engaging element). More
• the ring gear Rl is reduced in speed by reducing the input rotation by the fixed sun gear SI and the input rotating carrier CR1, and the first clutch C-1 (friction engagement element) and the third clutch C -Connected to 3 (friction engagement element)!
• the sun gear S2 of the planetary gear unit PU is a first brake B as a locking means.
• the carrier CR2 is connected to the second clutch C 2 (friction engagement element) to which the rotation of the input shaft 12 is input via the intermediate shaft 13, and is connected via the second clutch C 2.
• the input rotation can be freely input, and is connected to the one-way clutch F-1 and the second brake B-2 (friction engagement element) as locking means, and is connected via the one-way clutch F-1.
• the rotation in one direction with respect to the mission case 3 is restricted, and the rotation can be fixed via 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).
• the vertical axis indicates the rotational speed of each rotating element (each gear), and the horizontal axis indicates the gear ratio of these rotating elements.
• the vertical axis at the end of the horizontal direction is the sun gear S1
• the vertical axis is the ring gear Rl, carrier in order to the right side in the figure.
• Lya CR1 the vertical axis at the lateral end (right side in FIG. 3)
• the vertical axis is the ring gear in the following order in the figure.
• R3 R2
• CR3 sun gear
• the first clutch C 1 and the one-way clutch F-1 are engaged. Then, as shown in Fig. 1 and Fig. 3.
• the rotational force of the ring gear R1 that is decelerated and rotated by the fixed sun gear SI and the input rotation carrier CR1 is input to the sun gear S3 via the first clutch C-1.
• the rotation of the carrier CR2 is restricted to one direction (forward rotation direction), that is, the reverse rotation of the carrier CR2 is prevented and fixed.
• the decelerated rotation input to the sun gear S3 is output to the ring gear R3 via the fixed carrier CR2, and the forward rotation as the first forward speed is output from the output shaft 15.
• the second brake B-2 is locked and the carrier CR2 is fixed to prevent forward rotation of the carrier CR2. Maintain the state of. In the first forward speed, the one-way clutch F-1 prevents reverse rotation of the carrier CR2 and enables forward rotation. For example, the first forward speed when the non-travel range is switched to the travel range. This can be achieved smoothly by the automatic engagement of the one-way clutch F-1.
• the first clutch C-1 and the third clutch C-3 are engaged. Then, as shown in FIG. 1 and FIG. 3, the rotational force of the ring gear R1 that rotates at a reduced speed by the fixed sun gear S1 and the input rotation carrier CR1 is input to the sun gear S3 via the first clutch C-1. Further, the reduced rotation of the ring gear R1 is input to the sun gear S2 by the engagement of the third clutch C-3.
• the planetary gear unit PU since the reduced speed rotation of the ring gear R1 is input to the sun gear S2 and the sun gear S3, the planetary gear unit PU is directly connected to the reduced speed rotation and is output to the reduced speed rotation gear gear R3 as it is, and the forward rotation as the third forward speed The rotation is output from the output shaft 15.
• the first clutch C-1 and the second clutch C-2 are engaged. Then, as shown in FIG. 1 and FIG. 3, the rotational force of the ring gear R1 that rotates at a reduced speed by the fixed sun gear S1 and the input rotation carrier CR1 is input to the sun gear S3 via the first clutch C-1. Also, the input rotation is input to the carrier CR2 by the engagement of the second clutch C-2. Then, due to the reduced rotation input to the sun gear S3 and the input rotation input to the carrier CR2, the reduced rotation is higher than the above-mentioned fourth forward speed and is output to the ring gear R3. The rotation is output from the output shaft 15.
• the fourth clutch C 4 and the second brake B-2 are engaged in the reverse range by the hydraulic control by the hydraulic control device 20 described later in detail, that is, reverse 2 Only the speed stage is formed.
• this can be changed in various ways, and it is possible to form only the first reverse speed or both the first reverse speed and the second reverse speed.
• the first clutch C-1, the second clutch C-2, the third clutch C-3, and the fourth clutch C-4 are released.
• the carrier CR1 and the sun gear S2 are disconnected, and the ring gear R1, the sun gear S2, and the sun gear S3, that is, the planetary gear DP and the planetary gear unit PU are disconnected.
• the input shaft 12 (intermediate shaft 13) and the carrier CR2 are disconnected.
• the power transmission between the input shaft 12 and the planetary gear unit PU is disconnected, that is, the power transmission between the input shaft 12 and the output shaft 15 is disconnected.
• the hydraulic control device 20 mainly includes a strainer 22, an oil pump 21, a manual shift valve (range pressure output) for adjusting and generating various hydraulic pressures as source pressures. Means) 23, a primary regulator valve (line pressure generating means) 25, a secondary regulator valve 26, a solenoid modulator valve 27, and a linear solenoid valve SLT (not shown).
• the hydraulic control device 20 is a lockup relay valve in which the spool position is switched or controlled to selectively switch or regulate the hydraulic pressure based on various source pressures to the respective oil passages.
• Second clutch apply relay valve (second switching valve) 32
• Lock pressure delay valve (delay means, third switching valve) 33
• First clutch apply relay valve (second switching valve) 34 B-2 Apply control valve 35, B 2 Control valve 36, B— 2
• Check valve 37 1st clutch apply control valve 41, Signal check valve 42, 2nd clutch apply control valve 43, B—1 Apply control valve 44, C— 4 It has a relay valve 45 etc.
• the hydraulic pressure control device 20 includes a linear solenoid valve SL1, a linear solenoid valve SL2, a linear solenoid valve for electrically controlling and supplying hydraulic pressure to the above-described various relay valves or various control valves.
• SL3 linear solenoid valve SL4, linear solenoid valve SL5, linear solenoid valve SLU, solenoid valve (for fail) Solenoid valve) SR and solenoid valve SL are provided.
• the solenoid valves other than the solenoid valve SR that is, the linear solenoid valves SL1 to 5, SLU, and the solenoid valve SL in the hydraulic control device 20 are not energized (hereinafter also referred to as “off”).
• the so-called normally closed (N / C) type that shuts off the input port and output port and communicates when energized (hereinafter also referred to as “ON”) is used.
• Normally open (NZO) type is used.
• the hydraulic control device 20 includes a hydraulic servo 51 capable of engaging / disengaging the first clutch C-1 based on the engagement pressure supplied after being regulated by the various valves, and the second clutch.
• H Hydraulic servo 52 capable of engaging / disengaging C2
• Hydraulic servo 53 capable of engaging / disengaging the third clutch C3
• Hydraulic servo 54 capable of engaging / disengaging the fourth clutch C4, and First brake B-1
• a hydraulic servo 62 that can disengage and disengage the second brake B-1.
• the oil pump 21 is rotationally connected to the pump impeller 7a of the torque converter 7, for example, and is driven in conjunction with the rotation of the engine so that oil is supplied from an oil pan (not shown) via the strainer 22. Hydraulic pressure is generated by sucking up. Further, the hydraulic control device 20 is provided with a linear solenoid valve SLT (not shown), and the linear solenoid valve SLT uses a modulator pressure P adjusted by a solenoid modulator valve 27 described later as a source pressure. The signal pressure P corresponding to the throttle opening is regulated and output.
• the primary regulator valve 25 partially discharges the hydraulic pressure generated by the oil pump 21 based on the signal pressure P of the linear solenoid valve SLT that is input to the spool loaded with the urging force of the spring. Adjust pressure to line pressure P. This line
• Pressure P is determined by manual shift valve 23, solenoid modulator valve 27,
• Latch apply relay valve 32 linear solenoid valve SL5, first clutch applicon Supplied to trawl valve 41, second clutch apply control valve 43, and B-1 apply control valve 44.
• the hydraulic pressure discharged by the primary regulator valve 25 is further input by the secondary regulator valve 26 to the spool of the linear solenoid valve SLT that is input to the spool loaded with the urging force of the spring.
• SLT linear solenoid valve
• the pressure is adjusted to the secondary pressure P.
• This secondary pressure P is supplied to a lubricating oil passage (not shown).
• the solenoid modulator valve 27 is configured so that the line pressure P adjusted by the primary regulator valve 25 is based on the urging force of the spring so that the line pressure P exceeds a predetermined pressure.
• solenoid valve SLT (not shown), solenoid valve SL (normally closed), solenoid valve SR (normally open), and linear solenoid valve SLU (normally closed).
• the manual shift valve 23 has a spool 23p that is mechanically (or electrically) driven by a shift lever provided in a driver's seat (not shown), and the line pressure P is applied to the input port 23a. Is entered. Based on shift lever operation
• the input port 23a communicates with the output port 23b based on the position of the spool 23p, and the line pressure P is applied from the output port 23b.
• the forward (D) range pressure P is output as the base pressure.
• the output port 23d is connected to the input port 34i of the first clutch apply relay valve 34, which will be described in detail later, and to the input port 36d of the B-2 control valve 36. Range pressure P is output.
• the solenoid valve SR inputs the above-mentioned modulator pressure P to the input port Sa (shared with the solenoid valve SL).
• the signal pressure P is output from the output port SRb when power is not supplied, such as during stage engine braking or solenoid all-off mode described later (see Fig. 2).
• the output port SRb is connected to the second class.
• the linear solenoid valve (solenoid valve for controlling engagement pressure) SLU inputs the above-mentioned modulator pressure P to the input port SLUa, and the signal pressure P from the output port SLUb when energized.
• the output port SLUb is connected to the lockup relay solenoid 31 described above.
• the linear solenoid valve (first engagement pressure control solenoid valve) SL1 adjusts the forward range pressure P when energized, and the input port SLla for inputting the forward range pressure P.
• Output port SLlb that outputs to the hydraulic servo (first hydraulic servo) 51 as the engagement pressure P;
• the discharge port SLld is connected to the second clutch apply described later. Connected to the port 32f of the relay solenoid 32, and in normal times, the engagement pressure P force S is drained from the drain port EX of the second clutch apply relay valve 32.
• the SLlb is connected to a hydraulic servo 51 via a first clutch apply control valve 41 described later (see FIGS. 4 and 6).
• the linear solenoid valve (second engagement pressure control solenoid valve) SL2 is an input port SL for inputting the above-mentioned forward range pressure P via the B-2 apply control valve 35 described later.
• the output port SL2b that outputs the engagement pressure P to 2 and the feedback port SL2c mainly
• the discharge port SL2d communicates with a port 32d and a port 32e of a second clutch apply relay valve 32, which will be described later, and a port 34d and a drain port EX of the first clutch apply relay valve 34. From the drain port EX, the engagement pressure is P
• the linear solenoid valve (third engagement pressure control solenoid valve) SL3 adjusts the forward range pressure P when energized, and the input port SL3a for inputting the forward range pressure P.
• Output port SL3b that outputs to the hydraulic servo (third hydraulic servo) 53 as engagement pressure P;
• the discharge port SL3d is connected to a port 34e of a first clutch apply relay valve 34, which will be described later. Under normal conditions, the engagement pressure P is drained from the drain port EX of the first clutch apply relay valve 34.
• the linear solenoid valve (fourth engagement pressure control solenoid valve) SL4 is an input port S for inputting a line pressure P (lock pressure) passing through a second clutch ply relay valve 32 described later.
• Output port SL4b that outputs as engagement pressure P, feedback port SL4c, and hydraulic support
• the port SL4b is connected to a hydraulic servo 54 via a C-4 relay valve 45 and a second clutch apply control valve 43 described later (see FIGS. 4, 6, and 7).
• Linear solenoid valve (solenoid valve for engagement pressure control) SL5 inputs line pressure P Input port SL5a to be connected to the hydraulic servo 61 by adjusting the line pressure P when energized.
• SL5b is connected to a hydraulic servo 61 via a B-1 apply control valve 44 described later (see FIGS. 4 and 6).
• the B-2 apply control valve 35 includes a spool 35p and a spring 35s that urges the spool 35p upward in the figure, and an oil chamber 35a and an upper part of the spool 35p in the figure.
• a manpower port 35b, an output port 35c, a manpower port 35d, an output port 35e, and an oil chamber 35f are provided.
• the spool 35p of the B-2 apply control valve 35 is set to the right half position when the signal pressure P is input to the oil chamber 35a, and otherwise the spring 3
• the left half position is set by the biasing force of 5s.
• the spool 35p is set to the left regardless of the input of the signal pressure P.
• the forward range pressure P is input to the input port 35d, and the output port 35e.
• the output port 35c is connected to an input port 36c of the B-2 control valve 36, which will be described later.
• Engine pressure P is output to the B-2 control valve 36.
• the B-2 control valve 36 has a spool 36p and a spring 36s that urges the spool 36p upward in the figure, and an oil chamber 36a and an output in the upper part of the spool 36p in the figure. It has a port 36b, an input port 36c, an input port 36d, an output port 36e, and a feedback oil chamber 36f.
• the spool 36P of the B-2 apply control valve 36 controls the right half position force to the left half position when the signal pressure P is input to the oil chamber 36a.
• the forward range pressure P is input to the input port 36c via the B-2 apply control valve 35 and the oil chamber 36a
• the engagement pressure P is applied from the output port 36b. Outputs regulated pressure.
• the reverse range pressure P is input to the port 36d from the manual shift valve 23, and the engagement pressure P is output from the output port 36e.
• the B-2 check valve 37 includes an input port 37a, an input port 37b, and an output port 37c. Either of the hydraulic pressures input to the input port 37a and the input port 37b is selected. Output from output port 37c. That is, when the engagement pressure P is input from the output port 36b of the B-2 control valve 36 to the input port 37a, the hydraulic servo 6 is output from the output port 37c.
• the first clutch apply relay valve 34 has a spool 34p and a spring (second urging means) 34s for urging the spool 34p upward in the figure.
• the oil chamber 34a is in a normal state other than the time of engine braking at the first forward speed, and the signal pressure P is not input and the spring 34s is attached when the solenoid valve SR is turned on.
• the engagement pressure P is output from the force port 34g to the oil chamber 34j, and the spool 34p is moved to the right half position.
• the signal pressure P input to the input port 34b is output.
• reverse range pressure P input to input port 34i is also applied to output port 34h force B-2.
• the reverse range pressure P is output to the input port 36c of the B-2 control valve 36 via the B-2 apply control valve 35 which is in the left half position without being applied.
• the second clutch apply relay valve 32 has a spool (second spool) 32p and a spring 32s that urges the spool 32p upward in the figure.
• An oil chamber 32a, an input port 32b, an output port 32c, an output port 32d, an input port 32e, an input port 32f, and an oil chamber 32g are provided above.
• a lock pressure delay valve 33 having a spool (third spool) 33p that can be pressed against the spool 32p is provided below the second clutch apply relay valve 32. Yes.
• the valve 33 for delaying the lock pressure has a spool 33p and a spring (first urging means) 33s for urging the spool 33p upward in the figure, and the spool 33p downward in the figure.
• An oil chamber 33a in which hydraulic pressure acts so as to press, and an input port 33b communicating with the oil chamber 32g of the second clutch apply relay valve 32 are provided.
• orifices (delay means) 71 and 72 are disposed in the oil passage connecting the output port 32d of the second clutch apply relay valve 32 and the input port 33b of the lock pressure delay valve 33. .
• the spool 32p of the second clutch apply relay valve 32 is in a normal state (and When the solenoid is in the gin start-up mode (all-off mode), the right half position is set based on the urging force of the spring 32s and spring 33s. When the spool 32p is in the right half position, the line pressure P input to the input port 32b is applied to the linear solenoid valve from the output port 32c.
• the output port 32f is connected to the discharge port SLld of the linear solenoid valve SL1, and when the engagement pressure P is discharged by the linear solenoid valve SL1, Input engagement pressure P and discharge from drain port EX. Furthermore,
• the output port 32d is connected to the discharge port SL2d of the linear solenoid valve SL2, and the input port 32e is connected to the output ports 34d and 34e of the first clutch apply relay valve 34. Disengage engagement pressure P with solenoid valve SL2.
• the engagement pressure P is input from the output port 32d and the first clutch engine is input via the input port 32e.
• the linear solenoid valve SL1 is turned on and input to the input port SLla at the first forward speed in the forward range.
• the forward range pressure P is adjusted to the hydraulic servo 51 as the engagement pressure P.
• DC1 pressure is output and the first clutch C-1 is engaged. This achieves the first forward speed in combination with the locking of the one-way clutch F-1.
• Lub 32 is locked in the right half position by the above line pressure P (lock pressure), and the first clutch
• the tuti-ply relay valve 34 is locked in the right half position by the engagement pressure P. others Signal pressure of solenoid valve SR P force 3 ⁇ 4-2 Oil chamber 3 of apply control valve 35
• forward range pressure P of input port 35b is B-2 control port from output port 35c
• Regulated pressure is output as engagement pressure P to hydraulic servo 62 via valve 37, and second brake B
• the linear solenoid valve SL1 is turned on and the linear solenoid valve SL5 is turned on and input to the input port SL5a !, and the line pressure P is applied to the hydraulic servo 61. Regulated pressure is output as the engagement pressure P, and the first brake B-1 is engaged.
• neutral control which improves fuel efficiency by releasing the first clutch C1
• N cont neutral control
• P 1S 1st clutch C-1 Engagement pressure P 1S 1st clutch C-1 immediately before engagement
• the linear solenoid valve SL1 is turned on, the linear solenoid valve SL3 is turned on, and input to the input port SL3a !, and the forward range pressure P is The pressure is output as an engagement pressure P to 53, and the third clutch C 3 is engaged.
• the second clutch apply relay valve 32 sticks to the left half position, so the line pressure P is applied to the input port SL4a. Is not input, that is, the state where the 4th clutch C-4 is not engaged is considered, so it is prohibited to shift to the solenoid all-off mode described later.
• the input pressure is input to the discharge port SLld of the linear solenoid valve SL1 as a reverse input pressure, output from the output port SLlb, supplied to the hydraulic servo 51, and the first clutch C-1 is engaged.
• the third forward speed will be achieved, in that state, for example, when shifting to the solenoid-all-off mode at a high speed higher than the fifth forward, a downshift of two or more will occur. Because it ends up.
• the linear solenoid valve SL1 is turned on, the linear solenoid valve SL2 is turned on, and is input to the input port SL2a via the B-2 apply control valve 35.
• the forward range pressure P is applied to the hydraulic servo 52 with the engagement pressure P.
• D C2 is regulated and output, and the second clutch C-2 is engaged.
• the fifth forward speed is achieved.
• the linear solenoid valve SL2 is turned on, the linear solenoid valve SL4 is turned on, and is input to the input port SL4a via the second clutch apply relay valve 32.
• Line pressure P is adjusted to hydraulic servo 54 as engagement pressure P.
• the linear solenoid valve SL2 is turned on, the linear solenoid valve SL3 is turned on and input to the input port SL3a !, and the forward range pressure P is The pressure is output as an engagement pressure P to 53, and the third clutch C 3 is engaged.
• a first clutch apply 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 apply control valve 43 is interposed between the output port SL4b of the linear solenoid valve SL4 and the hydraulic servo 54.
• a B-1 apply control valve 44 is interposed between the output port SL5b of the linear solenoid valve SL5 and the hydraulic servo 61 !.
• the first clutch apply control valve 41 includes a spool 41p in which a land portion having a large diameter is formed in order from the upper side to the lower side in the figure, and a spring 41sa that urges the spool 4lp upward in the figure. And a spring 41sb contracted between the spool 41p and the plunger 41r, and an oil chamber 41a in the order of the upward force of the spool 41p.
• the engagement pressure P to be supplied to the pressure servo 51 is input.
• the oil chamber 41f has a line
• the engagement pressure P force is applied to the oil chamber 41c, and the engagement pressure P force is applied to the oil chamber 41c.
• the input port 41d is shut off by overcoming C3 C4 Bl L and the urging force of the spring 41sa, and the supply of the engagement pressure P to the hydraulic servo 51 is stopped. That is, the first clutch C-1 and the second clutch C-2 and the third clutch
• the spring 41sb locks only the plunger 41r in the right half position when the engine is stopped and no hydraulic pressure is generated. This prevents the plunger 4 lr from being held in the left half position. In this case, only the plunger 41r is operated to the right half position, so that it is prevented from being hindered when the plunger 41r is actually operated to the right half position at the time of failure.
• the second clutch apply control valve 43 includes a spool 43p in which a land portion having a large diameter is formed in order from the upper side to the lower side in the figure, a spring 43sa that biases the spool 43p upward in the figure, It has a plunger 43r that can come into contact with the spool 43p, and a spring 43sb that is contracted between the spool 43p and the plunger 43r, and the upward force in the drawing of the spool 43p is also in turn an oil chamber 43a, It has a chamber 43b, an input port 43c, an output port 43d, and an oil chamber 43e.
• the engagement pressure P supplied to the hydraulic servo 54 is input to 43b. Meanwhile, in the oil chamber 43e
• the line pressure P is input, and the spool 43p is coupled with the urging force of the spring 43sa.
• the engagement pressure P is applied to the oil chamber 43b and the engagement pressure P is simultaneously input to the oil chamber 41a.
• Port 43c is shut off and supply of engagement pressure P to the hydraulic servo 54 is stopped.
• the spring 43sb is used to lock only the plunger 43r in the right half position when the engine is stopped and no hydraulic pressure is generated. This prevents the plunger 43r from being held in the left half position, and even when there is no failure, when the engine is stopped and no hydraulic pressure is generated, only the plunger 43r is moved to the right half position. By doing so, it is intended to prevent obstruction when actually operating to the right half position in the event of a failure.
• the B-1 apply control valve 44 includes a spool 44p having a land portion having a diameter that increases in order from the upper side to the lower side in the figure, and a spring 44sa that biases the spool 44p upward in the figure.
• a plunger 44r that can come into contact with the spool 44p, and a spring 44sb that is contracted between the spool 44p and the plunger 44r, and an upward force in the drawing of the spool 44p in turn in the oil chamber 44a, Oil chamber 44b, oil chamber 44c, input port 44d, output port It has a base 44e and an oil chamber 44f!
• the engagement pressure P supplied to the hydraulic servo 61 is input.
• the oil chamber 44f has a line pressure
• the B-1 apply control valve 44 is configured so that the engagement pressure P supplied to the hydraulic servo 61 of the first brake B-1 is input to the oil chamber 44c, and the second clutch apply control is performed.
• the engagement pressure P is applied to the oil chamber 44c, and the engagement pressure P or the oil chamber 44b is applied to the oil chamber 44a.
• the input port 44d is shut off by overcoming the urging force of the actuator, and the engagement pressure P to the hydraulic servo 61 is supplied.
• the spring 44sb locks only the plunger 44r in the right half position when the engine is stopped and no hydraulic pressure is generated.
• the B-1 apply control valve 44 is always used. This prevents the plunger 44r from being held in the left half position.When the engine is stopped and no hydraulic pressure is generated, even if it is not a malfunction, only the plunger 44r is moved to the right half position. By making it operate, it is intended to prevent it from becoming a hindrance when it is actually operated to the right half position in the event of a failure.
• the B-2 apply control valve 35 is applied to the oil chamber 35f with the engagement pressures P 1, P 2,
• the second clutch apply control valve 43 and the B-1 apply control valve 44 are used to select two of the third clutch C-3, the fourth clutch C-4, and the first brake B-1. Are prevented from engaging simultaneously.
• the B-2 apply control valve 35 allows the simultaneous engagement of any one of the third clutch C-3, the fourth clutch C-4 and the first brake B-1 with the second brake B-2, 2 Simultaneous engagement of clutch C 2 and second brake B-2 is prevented.
• the first clutch apply control valve 41 allows any one of the third clutch C-3, the fourth clutch C-4, the first brake B-1, the second clutch C-2, and the first clutch C-1. And simultaneous engagement with is prevented.
• the first clutch C 1 can inevitably be engaged simultaneously with the second brake B-2, and the three friction engagement elements (clutch and brake) Simultaneous engagement is reliably prevented.
• the solenoid valve SL is normally closed, and the modulator pressure P is input to the input port Sa (shared with the solenoid valve SR).
• the output port SLb is connected to an oil chamber 31a of a lockup relay valve 31 described later and an oil chamber 45a of a C-4 relay valve 45.
• a signal pressure P is applied to the oil chambers 31a and 45a.
• the lock-up relay valve 31 includes a spool 31p and the spool 31p attached at the top in the figure. And an oil chamber 31a, an input port 31b, an output port 31c, an input / output port 31d, an input port 31e, and an input / output port 31f above the spool 31p. And 31 g of oil chamber.
• the spool 31p is moved to the right half position.
• the signal pressure P is input to the input port 31b from the linear solenoid valve SLU.
• the signal pressure P is output from the output port 31c to the oil chamber 36a of the B-2 control valve 36.
• the force is output from the input / output port 3 ⁇ to the lock-up on port 10b, and the lock-up clutch 10 is pressed and engaged.
• the spool 31p is maintained in the right half position.
• the C-4 relay valve 45 urges the spool 45p and the spool 45p downward in the figure.
• an oil chamber 45a, an input port 45b, an output port 45c, an input port 45d, and an oil chamber 45e are provided above the spool 45p in the drawing.
• Lub SL When Lub SL is off (that is, when lock-up clutch 10 is not engaged), signal pressure P is not input to oil chamber 45a, but spool 45p is moved to the left half position by the biasing force of spring 45s.
• the spool 45p is moved to the left half position.
• the hydraulic servo 54 is linearly regulated by the linear solenoid valve SL4.
• the noid valve SL is turned on, the signal pressure P is input to the oil chamber 45a, and the spring 45s
• the reverse range pressure P force is output as the engagement pressure P from the output port 36e.
• the engagement pressure P output from e is input to the input port 37b of the B-2 check valve 37.
• the signal pressure P is increased by turning off the solenoid valve SR.
• the reverse range pressure P is input to the input port 35b via the port 34i and port 34h, and the output port
• the reverse range pressure P is output to the B-2 control valve 36 from 35c.
• the manual shift valve 23 is connected to a shift lever disposed in the driver's seat via a detent mechanism and a link mechanism (or shift-by-wire device) (not shown).
• the spool 23p is drivingly connected to the spool movement direction (linear movement direction) to the fan-shaped detent plate that is rotationally driven by the detent lever, and the detent lever that urges the detent plate to each shift range position. It is configured so that it does not stop at an intermediate position.
• the detent plate that is driven to rotate has a support shaft that is integrally fixed to the center of rotation, and an angle sensor that detects the rotation angle of the support shaft is provided at one end of the support shaft. It has been. That is, the angle sensor can detect the angle of the detent plate, that is, the spool position of the manual shift valve 23 that is drivingly connected to the detent plate.
• the electronic control unit for example, ECU
• the linear solenoid valve SL1 is turned on to achieve the first forward speed as described above (2nd forward speed or 3rd forward speed may be formed) and when it is detected that the reverse range is reached
• the solenoid valve SL and linear solenoid valve SL4 are turned on to achieve the second reverse speed as described above.
• this spool position sensor fails, the shift position cannot be detected, and it may not be possible to determine which solenoid valve is turned on. Further, for example, when the shift position cannot be detected, if none of the solenoid valves is turned on, that is, no engagement pressure is supplied to any hydraulic servo, that is, the driving force of the engine force causes the transmission mechanism 2 to move. It is not transmitted to the vehicle wheel via-a neutral state.
• the engagement pressure P is not supplied to the hydraulic servo 51, that is, the first clutch C-1 is engaged.
• the B-2 control valve 36 has a reverse range pressure P force output port 36 that is input to the input port 36d, with the spool 36p being in the right half position based on the biasing force of the spring 36s.
• the first forward speed is determined depending on the actual spool position of the manual shift valve 23.
• 2nd reverse speed can be achieved.
• the spool position sensor has failed, and the linear solenoid valve SL4 and the solenoid valve SL are turned off (not energized) to perform forward start control regardless of the shift position.
• the details are the same even in the solenoid all-off fail mode, which will be described later. That is, the fourth clutch C-4 can be engaged by the pressure P due to the solenoid all-off. It is.
• FIG. 5 and FIG. 5 show the solenoid “all-off failure” which is the main part of the present invention. It explains along 8.
• the hydraulic control device 20 of this automatic transmission for example, when a failure is detected in other solenoid valves, various switching valves, various control valves, etc., except when the valve stick of the linear solenoid valve SL4 described above is detected. Then, go to solenoid all-off fail mode, which turns off all solenoid valves. For example, even if a disconnection 'short-circuit' occurs, the solenoid is similarly turned off. Therefore, in this specification, the solenoid's all-off mode is set, including these conditions. .
• the engine is stopped, the oil pump 21 is stopped, and the line pressure P is not generated.
• the second clutch apply relay valve 32 forces the spool 32p with a lock pressure based on the line pressure P. All solenoid valves are unlocked when is locked.
• the output ports SLlb, SL2b, SL3b and the output port are particularly suitable for linear solenoid valves NO1, SL2, SL3.
• SLld, SL2d, and SL3d communicate with each other (see Fig. 5).
• the spool 33p of the lock pressure delay valve 33 is configured to abut against the spool 32p of the second clutch ply relay valve 32. Therefore, the spool 32p is locked in the upper position. Maintained in the same manner as
• the signal pressure P of the solenoid valve SR is input to the oil chamber 34a and overcomes the urging force of the spring 34s.
• the spool 34p is set to the left half position (reverse input pressure output position). As a result, the forward range pressure P input to the input port 34 k is output from the output ports 34d and 34e as the reverse input pressure.
• the forward range pressure P input 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, and the hydraulic support
• the spool 32p Since the spool 32p is locked in the upper position as shown in Fig. 8 (b), as shown in Fig. 5, it is input as reverse input pressure from the output port 32d to the discharge port SL2d of the linear solenoid valve SL2. Is output from the output port SL2b and supplied to the hydraulic servo 52, that is, the second clutch C2 is engaged.
• the second clutch apply relay solenoid 32 and the lock pressure delay
• the spool 32p and the spool 33p are both in the upper position based on the urging force of the spring 32s and the spring 33s. Then, after that, when the engine is restarted, the oil pump 21 is driven and the force generating the line pressure P is shown in Fig. 8 (c).
• the spool 32p is switched to the lower position. As a result, the input port 32b is blocked, that is, the line pressure P is not output from the output port 32c.
• the spool 1 32p is biased upward in the figure by the spring 132s, and the lock pressure inflow valve 33
• the spool 133p force is biased upward in the figure by a spring 133s that is contracted with respect to the spool 132p, and the oil chamber 133a is connected to the output port SRb of the solenoid valve SR.
• the line pressure P is input to the input port 132c, and the output port 132b
• Chamber 132a is connected to input port SL4a of linear solenoid valve SL4, and input port 132e is connected to output port 34d of first clutch apply relay valve 34, and output port 132d force linear solenoid valve SL2 output port SL2d
• the output port 132f is connected to the discharge port SLld of the linear solenoid valve SL1, respectively.
• both the spool 132p and the spool 133p are set to the upper position. Further, when the engine is started under normal conditions, as shown in FIG. 9 (b), the solenoid valve SR is once turned on, and the signal pressure P is input to the oil chamber 133a. As a result, the sp
• Both the thread 132p and the spool 133p are moved to the lower position, and the line pressure P is changed to the input port 132.
• the line pressure P-canner solenoid bar is similar to the above embodiment.
• both the spool 132p and the spool 133p are set to the upper position (first position) based on the urging force of the spring 132s and the spring 133s. After that, when the engine is restarted, the oil pump 21 is driven and the line pressure P is reduced.
• solenoid valve SR is turned off and signal pressure P is reduced to oil chamber 3
• both the spool 132p and the spool 133p are maintained in the upper position. As a result, the input port 132c is shut off, that is, the line pressure P is output to the output port.
• the second clutch apply relay valve 132 if the spool 132p remains in the upper position, the forward range pressure P force output port 132 output from the output ports 34d and 34e and input to the input port 132e is output. Entered as a reverse input pressure to beam linear solenoid valve SL1 Is applied to the hydraulic servo 51, that is, the first clutch C-1 is engaged. Similarly, after the engine is restarted in the solenoid all-off fail mode, the third forward speed in which the first clutch C-1 and the third clutch C-3 are engaged is set.
• the first clutch apply relay valve 34 uses the forward range pressure P as the reverse input pressure in the event of a failure in which all solenoid valves are de-energized.
• the second clutch apply relay locked in the second position using the line pressure P as the lock pressure
• One valve 32 (or 132) force Linear solenoid valve SL2 discharge port SL2d is reversely input with reverse input pressure to supply engagement pressure P to hydraulic servo 52.
• the second clutch apply relay solenoid 32 (or 132) force that has been turned to the first position by shutting off the pressure is applied to the hydraulic servo 51 by applying a reverse input pressure to the discharge port SLld of the linear solenoid valve SL1. P is supplied, so when the vehicle is running,
• the third forward speed which is a relatively low speed stage, can be set, and the vehicle can be made to re-start.
• the signal pressure P is output in a non-energized state, and at least when the engine is started normally.
• the second clutch apply relay valve 32 is deenergized for all solenoid valves.
• the signal pressure P of the solenoid valve SR is at the time of failure and before being locked by the lock pressure.
• the lock pressure delay valve 33 is piled on the bias of the spring 33s to input the lock pressure.
• the lock pressure is switched to the communication position that communicates with the second clutch apply relay valve 32 when the engine is started, and the lock pressure is increased when the line pressure P is output.
• the second clutch apply relay valve 32 communicates with the second clutch apply relay valve 32 and can be locked.
• lock pressure delay valve 33 is piled on the bias of the spring 33s and the forward range pressure P
• the lock pressure can be switched to the communication position that communicates with the second clutch apply relay solenoid 32 when the shift position is set to the forward range.
• the clutch apply relay valve 32 can be communicated to lock the second clutch apply relay valve 32.
• the spool 32p of the second clutch apply relay valve 32 is brought into contact with the spool 33p when the spool 33p of the lock pressure delay valve 33 is in the right half position in FIG.
• the spool 33p comes into contact with the spool 33p.
• 32p can be maintained at the right half position in Fig. 5.
• the spool 33p sticks, for example, it is possible to prevent the spool 32p from being moved to the left half position in FIG. 5 where the engagement pressure P is supplied to the hydraulic servo 51.
• the first clutch apply relay valve 34 is piled on the bias of the spring 34s, and when the signal pressure P of the solenoid valve SR is input, the forward range pressure P is communicated as a reverse input pressure.
• the first class is detected by the signal pressure P of one solenoid valve SR.
• the first clutch apply relay valve 34 outputs a reverse input pressure directly to the discharge port SL3d of the linear solenoid valve SL3 in the event of a failure in which all solenoid valves are de-energized, and is in a relatively low speed stage.
• Engage with 3rd forward speed and 7th forward speed which is relatively high speed The engagement pressure P is supplied to the hydraulic servo 53 that engages and disengages the third clutch C-3.
• linear solenoid valve SL4 is connected to the input port SL4a as the line pressure P with the second clutch.
• the forward 4th speed achieved by the fourth clutch C-4 engaged by the hydraulic servo 54 and Whether the second clutch apply relay valve 32 allows the lock pressure to pass normally or not can be determined based on whether or not the sixth forward speed is normally established.
• all solenoid valves can be de-energized to prevent an unintended downshift from occurring. Safety can be ensured.
• the force described as an example using the line pressure P as the lock pressure for locking the second clutch apply relay valve 32 is not limited to this.
• any pressure may be used as the lock pressure as long as it is generated while the vehicle is running.
• the forward range pressure P can be used, and in this case,
• the lock position of the second clutch pipeline relay valve 32 is released by changing the shift position that is required until the engine is restarted to other than the D range (P, R, N range). For example, it is possible to switch to the third forward speed.
• the hydraulic control device for a multi-stage automatic transmission can be used for an automatic transmission, a hybrid drive device, etc. mounted on a passenger car, a truck, a bus, an agricultural machine, etc.
• it is suitable for those that require that the gear position can be fixed at a relatively high speed when the solenoid is in an all-off failure state and that the vehicle can be restarted.

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• 2005
  • 2005-12-28 JP JP2005378389A patent/JP4484815B2/ja not_active Expired - Fee Related
• 2006
  • 2006-10-25 CN CN2006800403612A patent/CN101297133B/zh active Active
  • 2006-10-25 WO PCT/JP2006/321208 patent/WO2007077663A1/ja active Application Filing
  • 2006-10-25 KR KR1020087009868A patent/KR100932310B1/ko active IP Right Grant
  • 2006-10-25 DE DE112006002848.0T patent/DE112006002848B4/de not_active Expired - Fee Related

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