WO2007077663A1

WO2007077663A1 - Hydraulic controller of multistage automatic transmission

Info

Publication number: WO2007077663A1
Application number: PCT/JP2006/321208
Authority: WO
Inventors: Takayuki Hayashi; Tetsuya Yamaguchi; Kazuyuki Noda; Minoru Todo; Kazuhisa Ozaki; Kazutoshi Nozaki; Atsushi Honda
Original assignee: Aisin Aw Co., Ltd.; Toyota Jidosha Kabushiki Kaisha
Priority date: 2005-12-28
Filing date: 2006-10-25
Publication date: 2007-07-12
Also published as: CN101297133A; CN101297133B; DE112006002848T5; DE112006002848B4; JP4484815B2; KR20080054406A; KR100932310B1; JP2007177932A

Abstract

Solenoid valves such as linear solenoid valves (SL1-SL5, SLU) are constituted as normal by closed solenoid valves. A first clutch apply relay valve (34) outputting a forward range pressure PD as a reverse input pressure in the case of solenoid all off, and a second clutch apply relay valve (32) switched between a left half position for inputting the reverse input pressure reversely to a discharge port SL1d and a right half position for inputting the reverse input pressure reversely to a discharge port SL2d are provided. The second clutch apply relay valve (32) is set at right half position in the case of normal engine start and locked based on a lock pressure by passing a line pressure PL as the lock pressure, and is set at left half position for interrupting the lock pressure after engine restart in case of solenoid all off. Consequently, a transmission is fixed to a relatively high stage of speed when solenoid all off state occurs while a vehicle is traveling, and the vehicle can be restarted.

Description

Specification

Hydraulic control device for multi-stage automatic transmission

Technical field

TECHNICAL FIELD [0001] 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. .

Background art

Conventionally, for example, a stepped automatic transmission mounted on a vehicle, for example, 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. Thus, the multi-stage shift control is performed.

[0003] By the way, in the hydraulic control device as described above, when an electrical signal is not sent to the solenoid valve, for example, when a disconnection or a short circuit occurs, or when any failure is detected in the hydraulic control device, In a so-called solenoid all-off failure state, it has been proposed that a gear position can be formed by hydraulic control in order to ensure vehicle travel (for example, Japanese Patent Application Laid-Open No. 2004-28277, reference).

[0004] 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 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.

Disclosure of the invention

[0005] By the way, in recent years, with the aim of improving the fuel efficiency of vehicles, etc., development of multi-stage automatic transmissions (for example, 8 forward stages) has been under development, and in such multi-stage automatic transmissions, Low gear ratio It is configured so that each gear stage is subdivided in a wide range of gear ratios up to high gear ratio. In such a multi-stage automatic transmission, the shift stage is divided and fixed to two predetermined stages (relatively high speed stage or low speed stage) at the time of the solenoid-all-off during traveling as described above. That is, there is a possibility that two or more downshifts (for example, five to three shifts) may occur, and it is not preferable that the two or more downshifts occur unintentionally by the driver. However, it is difficult to restart the vehicle after it has been stopped by simply fixing it to the high speed stage, and it is difficult to drive the failed vehicle by simply fixing it to the high speed stage. There is a fear.

[0006] Therefore, 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.

[0007] The present invention (see, eg, FIGS. 1 to 9) 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) In the machine (1)

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

However, range pressure output means (23) that can output forward range pressure (P) based on the shift position.

D

The first hydraulic servo (51) that engages and disengages the frictional engagement element (C 1) that engages at a relatively low speed (for example, the third forward speed) and a relatively high speed (for example, the seventh forward speed). 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).

C1

Second engagement pressure control for supplying engagement pressure (P) to the lube (SL1) and the second hydraulic servo (52)

C2

Hydraulic valve based on the line pressure (P) in a non-energized state.

L

(Eg P, P, P) input ports (eg SLla, SL2a, SL3a, SL4a,

L D MOD

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). P

Cl C2 C3

, P 1, P 2, P 3), a plurality of engagement pressure control solenoid valves (for example, SL1, SL

C4 Bl B2

2, SL3, SL4, SL5, SLU)

Reverse input that outputs the forward range pressure (P) as reverse input pressure in the event of failure to de-energize all solenoid valves (eg SL1, SL2, SL3, SL4, SL5, SLU, SR, SL)

D

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) and 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, And 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. 9) and the lock pressure is passed through to the second position (for example, the right half position in FIG. 5 and the lower position in FIG. 9) based on the lock pressure. In the event of a failure that locks and all the solenoid valves are de-energized, 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.

As a result, in the event of a failure in which all solenoid valves are de-energized, the first switching valve outputs the forward range pressure as the reverse input pressure, and 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.

In the present invention (see, for example, FIG. 4, FIG. 5, FIG. 8, and FIG. 9), 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).

Shi

[0010] Thus, when the engine is started normally, it can be locked to the second position based on the line pressure. That is, when the vehicle is running, all solenoid valves are deenergized at the time of failure. Even if it exists, it can fix to a comparatively high-speed stage. In addition, by stopping the engine, the lock of the second switching valve based on the line pressure is released, and the first position where the line pressure is shut off can be set, that is, by restarting the engine, a relatively low speed stage can be achieved. This can make it possible to restart the vehicle.

Furthermore, the present invention (see, eg, FIGS. 4 and 5) outputs a signal pressure (P) in a non-energized state.

SR

And at least when the engine is started normally, the signal pressure (P) is blocked by energization.

SR

It has a solenoid valve (SR) for fail

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).

SR SR

)).

[0012] Thereby, it is possible to make the engine relatively low speed by restarting the engine.

In addition, the present invention (see, for example, FIG. 4, FIG. 5, and FIG. 8) communicates with the second switching valve (32) by delaying the lock pressure passed by the second switching valve (32). Delay means (33

, 71, 72).

[0014] With this, in the event of a failure in which all solenoid valves are de-energized, the second switching valve is surely brought to the first position by the signal pressure of the fail solenoid valve before being locked by the lock pressure. Can be switched.

[0015] More specifically (see, for example, FIG. 4, FIG. 5 and FIG. 8), 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 (

32), a communication position (for example, the left half position in FIG. 5) and a third switching valve (33) that can be switched to.

[0016] Thus, when the engine is started normally and the line pressure is output, the lock pressure is increased.

The second switching valve communicates with the second switching valve and can be locked.

[0017] More specifically, the delay means includes an urging position urged by the first urging means, and the first urging position.

(1) The forward range pressure (P)

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.

[0018] With this, when the shift position is set to the forward range during normal operation, the lock pressure can be communicated to the second switching valve, and the second switching valve can be locked.

In more detail (see, for example, FIG. 4, FIG. 5 and FIG. 8), 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).

[0020] Thereby, for example, even when the third spool of the third switching valve sticks and the lock pressure is not communicated with the second switching valve, 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. In the present invention (see, for example, FIGS. 4 and 5), the first switching valve (34) is urged by the second urging means (34s) to block the forward range pressure (P). Blocking position (e.g.

D

And Figure ₅ right half position), the forward range pressure when the in piles the biasing inputs a signal pressure (P) of the full Lumpur solenoid valve (SR) dated second biasing means (34s) (P)

SR D

It is switched to a reverse input pressure output position (for example, the left half position in FIG. 5) that is output as an input pressure.

[0022] With this, in the event of a failure in which all solenoid valves are de-energized, the output pressure of the reverse input pressure by the first switching valve is reduced by the signal pressure of one solenoid valve for the file.

The second switching valve can be switched between the first position and the second position.

[0023] Further, the present invention (for example, FIG. 2, FIG. 4, and FIG. 5) 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). A third hydraulic servo (53) that engages and disengages the coupling element (C 3)

The plurality of engagement pressure control solenoid valves are connected to the third hydraulic servo (53).

Including a third engagement pressure control solenoid valve (SL3) for supplying (P),

C3

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.

[0024] With this, 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.

[0025] In addition, the present invention (for example, FIG. 2, FIG. 4, and FIG. 5) 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. A fourth hydraulic servo (54) for engaging and disengaging the engaging frictional engagement element (C4);

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),

C4

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).

It is characterized by that.

[0026] With this, 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.

[0027] It should be noted that the reference numerals in the above-mentioned Katsuko are for comparison with the drawings. This is for convenience of understanding the invention and has no influence on the structure of the claims. It does not affect.

Brief Description of Drawings

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

[Figure 2] Operation chart of this automatic transmission.

[Fig. 3] Speed diagram of this automatic transmission.

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.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments according to the present invention will be described with reference to FIGS. 1 to 8.

[0030] [Configuration of automatic transmission]

First, a schematic configuration of a multi-stage 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, 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.

[0031] 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.

[0032] 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.

[0033] 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.

[0034] 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)!

[0035] The sun gear S2 of the planetary gear unit PU is a first brake B as a locking means.

1 (friction engagement element) is connected to the transmission case 3 to be freely fixed, and is connected to the fourth clutch C-4 and the third clutch C-3 to be connected to the fourth clutch C. The input rotational force of the carrier CR1 through 4 The speed reduction rotation of the ring gear R1 can be input via the third clutch C-3. In addition, the sun gear S3 is connected to the first clutch C1, and the reduced rotation of the ring gear R1 can be input.

Further, 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).

[0037] [Transmission path of each gear stage]

Next, based on the above configuration, the operation of the speed change mechanism 2 will be described with reference to FIG. 1, FIG. 2, and FIG. In the velocity diagram shown in FIG. 3, 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. Further, in the planetary gear DP portion of the velocity diagram, the vertical axis at the end of the horizontal direction (left side in FIG. 3) is the sun gear S1, and thereafter the vertical axis is the ring gear Rl, carrier in order to the right side in the figure. Compatible with Lya CR1. Further, in the planetary gear unit PU of the velocity diagram, the vertical axis at the lateral end (right side in FIG. 3) is the sun gear S3, and the vertical axis is the ring gear in the following order in the figure. Compatible with R3 (R2), carrier CR2 (CR3), and sun gear S2.

For example, in the D (drive) range and in the first forward speed (1st), as shown in FIG. 2, the first clutch C 1 and the one-way clutch F-1 are engaged. Then, as shown in Fig. 1 and Fig. 3. As described above, 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. Further, 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. Then, 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.

[0039] During engine braking (coasting), 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.

[0040] In the second forward speed (2nd), as shown in FIG. 2, the first clutch C-1 is engaged, and the first brake B-1 is locked. Then, as shown in FIG. 1 and FIG. 3, it is input to the sun gear S3 via the rotational force of the ring gear R1 decelerated by the fixed sun gear S1 and the carrier CR1, which is the input rotation, and the first clutch C-1. In addition, the rotation of the sun gear S2 is fixed by the locking of the first brake B-1. Then, the carrier CR2 is decelerated and rotated at a lower speed than the sun gear S3, the decelerated rotation input to the sun gear S3 is output to the ring gear R3 via the carrier CR2, and the forward rotation as the second forward speed is output. Output from axis 15.

In the third forward speed (3rd), as shown in FIG. 2, 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. In other words, 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.

[0042] At the fourth forward speed (4th), as shown in FIG. 2, the first clutch C-1 and the fourth clutch C-4 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 engagement of the fourth clutch C-4 causes the input rotation of the carrier CR1 to be input to the sun gear S2. Then, the carrier CR2 is decelerated and rotated at a higher speed than the sun gear S3, the decelerated rotation input to the sun gear S3 is output to the ring gear R3 via the carrier CR2, and the forward rotation as the fourth forward speed is output. Output from axis 15.

In the fifth forward speed (5th), as shown in FIG. 2, 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.

[0044] At the sixth forward speed (6th), as shown in FIG. 2, the second clutch C-2 and the fourth clutch C-4 are engaged. Then, as shown in FIGS. 1 and 3, the input rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the fourth clutch C4. The input rotation is input to the carrier CR2 by the engagement of the second clutch C-2. In other words, because input rotation is input to the sun gear S2 and the carrier CR2, the planetary gear unit PU is directly connected to the input rotation, and the input rotation is output to the ring gear R3 as it is, so that the forward rotation as the sixth forward speed (direct connection stage) is performed. Output from the output shaft 15.

[0045] At the seventh forward speed (7th, OD1), as shown in FIG. 2, the second clutch C 2 and the third clutch C 3 are engaged. Then, as shown in FIGS. 1 and 3, it is input to the sun gear S2 via the third clutch C-3, the rotational force of the ring gear R1 that is decelerated and rotated by the fixed sun gear S1 and the carrier CR1 that is the input rotation. Also, the input rotation is input to the carrier CR2 by the engagement of the second clutch C-2. Then, the decelerated rotation input to the sun gear S2 and the input rotation input to the carrier CR2 result in an accelerated rotation slightly higher than the input rotation, which is output to the ring gear R3, and the forward seventh speed (from the direct connection stage). Overspeed The forward rotation as the first gear) is output from the output shaft 15.

[0046] At 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. Then, as shown in FIGS. 1 and 3, the input rotation is input to the carrier CR2 by the engagement of the second clutch C2. Further, the rotation of the sun gear S2 is fixed by the locking of the first brake B-1. Then, the fixed sun gear S2 causes the input rotation of the carrier CR2 to be increased at a higher speed than the forward seventh speed, and is output to the ring gear R3, and the forward eighth speed (overdrive with a speed higher than the direct connection speed 2). The forward rotation as the first gear is output from the output shaft 15.

In the first reverse speed (Revl), as shown in FIG. 2, the third clutch C 3 is engaged, and the second brake B-2 is locked. Then, as shown in FIG. 1 and FIG. 3, the fixed sun gear S1 and the rotational force of the ring gear R1 rotating at a reduced speed by the carrier CR1, which is the input rotation, are input to the sun gear S2 via the third clutch C-3. The rotation of the carrier CR2 is fixed by the locking of the second brake B-2. Then, it is output to the ring gear R3 via the carrier CR2 with a fixed reduction rotational force input to the sun gear S2, and the reverse rotation as the first reverse speed is output from the output shaft 15.

In the second reverse speed (Rev2), as shown in FIG. 2, the fourth clutch C 4 is engaged, and the second brake B-2 is locked. Then, as shown in FIGS. 1 and 3, the input rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the fourth clutch C4. The rotation of the carrier CR2 is fixed by the locking of the second brake B-2. Then, the input rotation input to the sun gear S2 is output to the ring gear R3 via the fixed carrier CR2, and the reverse rotation as the second reverse speed is output from the output shaft 15.

In this automatic transmission, 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. However, 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.

[0050] 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 are released. The You Then, 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. Further, the input shaft 12 (intermediate shaft 13) and the carrier CR2 are disconnected. As a result, 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.

[0051] [Overall configuration of hydraulic control device]

Next, the hydraulic control device 20 for an automatic transmission according to the present invention will be described. First, the entire hydraulic control apparatus 20 will be roughly described with reference to FIG. In this embodiment, there is only one actual spool in each valve. In order to explain the switching position or control position of the force spool position, the state of the right half shown in FIGS. "Right half position", left half state "left half position".

[0052] As shown in FIG. 4, 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).

[0053] 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. 31, 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.

[0054] Further, 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.

[0055] It should be noted that 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.

[0056] Then, 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 And a hydraulic servo 62 that can disengage and disengage the second brake B-1.

Next, a description will be given of generation parts of various original pressures in the hydraulic control device 20, that is, line pressure, secondary pressure, and modulator pressure. The generation portions of the line pressure, the secondary pressure, and the modulator pressure are the same as those of a general automatic transmission hydraulic control device, and are well-known, and will be described briefly.

[0058] 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.

MOD SLT

[0059] 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

SLT

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.

[0060] Further, 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. In the form of partial discharge based on P

SLT

The pressure is adjusted to the secondary pressure P. This secondary pressure P is supplied to a lubricating oil passage (not shown).

SEC SEC

At the same time, it is supplied to the lock-up relay valve 31 and used as a source pressure for controlling the lock-up clutch 10.

[0061] 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.

Lion

Then, the pressure is adjusted to a modulator pressure P that is substantially constant. This modulator pressure P is

MOD MOD

Supplied as the original pressure to the linear solenoid valve SLT (not shown), solenoid valve SL (normally closed), solenoid valve SR (normally open), and linear solenoid valve SLU (normally closed).

[Configuration of forward shifting function portion in hydraulic control device]

Next, functional parts that mainly perform forward shift control in the hydraulic control apparatus 20 will be described with reference to FIG. First, 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

Shi

When the shift position is set to the D (drive) range, 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.

D

[0063] The output ports 23b and 23c are described in detail below. Linear solenoid valve SL1 input port SLla, linear solenoid valve SL3 input port SL3a, first clutch apply relay valve 34 input port 34k, B-2 apply control Connected to the input port 3 5d of valve 35, forward range pressure P is output to these ports during forward range.

D

[0064] When the shift position is set to 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. Reverse (R) range pressure P with line pressure P as the source pressure is output from output port 23d.

L R

[0065] 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.

R

[0066] When the P (parking) range and the N (neutral) range are set based on the operation of the shift lever, they are blocked by the above-described human power port 23a, output ports 23b, 23c, 23d, and force ^ spunor 23p, That is, the range pressure is not output.

[0067] The solenoid valve SR inputs the above-mentioned modulator pressure P to the input port Sa (shared with the solenoid valve SL).

MOD

In normal operation, it is energized and does not output signal pressure P from the output port SRb.

SR

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.

SR

It is connected to the oil chamber 32a of the Tsuchia ply relay valve 32, the oil chamber 34a and the input port 34b of the first clutch apply relay valve 34, and when it is turned off, the signal pressure P is output to these oil chambers and ports and The first clutch apply relay rev 34, which will be described later, is on the right.

SR

When locked in the half position, signal pressure P is also output to the oil chamber 35a of the B-2 apply control valve 35.

SR

[0068] 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.

MOD

Is output (see Fig. 2). The output port SLUb is connected to the lockup relay solenoid 31 described above.

SLU

B-2 is connected to the oil chamber 36a of the control valve 36, and when the lock-up release valve 31 is in the right half position (see FIGS. 4 and 7), a signal is sent to the oil chamber 36a. Pressure P

S is output.

U

[0069] 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.

D D

Output port SLlb that outputs to the hydraulic servo (first hydraulic servo) 51 as the engagement pressure P;

C1

For draining the feedback port SLlc and mainly the engagement pressure P of the hydraulic servo 51

C1

It has a discharge port SLld. 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 output port

C1

The SLlb is connected to a hydraulic servo 51 via a first clutch apply control valve 41 described later (see FIGS. 4 and 6).

[0070] 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.

D

2a and the hydraulic servo (second hydraulic servo) 5 by adjusting the forward range pressure P when energized

D

The output port SL2b that outputs the engagement pressure P to 2 and the feedback port SL2c, mainly

C2

It has a discharge port SL2d for draining the engagement pressure P of the hydraulic servo 52.

C2

Under normal conditions, 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

C2

The

[0071] 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.

D D

Output port SL3b that outputs to the hydraulic servo (third hydraulic servo) 53 as engagement pressure P;

C3

For draining the feedback port SL3c and mainly the engagement pressure P of the hydraulic servo 53

C3

It has a discharge port SL3d. 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.

C3

[0072] 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.

Shi

When L4a is energized, the line pressure P is adjusted to the hydraulic servo (fourth hydraulic servo) 54.

Shi

Output port SL4b that outputs as engagement pressure P, feedback port SL4c, and hydraulic support

C4

It has a drain port EX that drains the engagement pressure P of the turbo 54. The output port

C4

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).

[0073] 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.

Shi

Output port SL5b, feedback port SL5c, and hydraulic

B1

And a drain port EX for draining the engagement pressure P of the bolt 61. Output port

B1

SL5b is connected to a hydraulic servo 61 via a B-1 apply control valve 44 described later (see FIGS. 4 and 6).

[0074] 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

SR

The left half position is set by the biasing force of 5s. In addition, when any of engagement pressures P 1, P 2, P described later is input to the oil chamber 35f, the spool 35p is set to the left regardless of the input of the signal pressure P.

C3 C4 Bl SR

Fixed in half position.

[0075] The forward range pressure P is input to the input port 35d, and the output port 35e.

D

Is connected to the input port SL2a of the linear solenoid valve SL2, and the forward range pressure P is output to the linear solenoid valve SL2 when the spool 35p is in the left half position. Also,

D

The output port 35c is connected to an input port 36c of the B-2 control valve 36, which will be described later. When the spool 35p is in the right half position when the signal pressure P is input to the oil chamber 35a, the output port 35c

SR

Engine pressure P is output to the B-2 control valve 36.

D

[0076] 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.

SLU

Is installed.

[0077] During the forward range (during engine braking at the first forward speed), 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

D

Based on the signal pressure P and the feedback pressure of the oil chamber 36f, the engagement pressure P is applied from the output port 36b. Outputs regulated pressure. In the reverse range, 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.

R B2

[0078] 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.

B2

When the engagement pressure P is input from the output port 36e of the B-2 control valve 36 to the input port 37b, it is output to the hydraulic servo 62 from the output port 37c.

B2

[0079] 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, the input port 34b, the output port 34c, the output port 34d, the output port 34e, the input port 34k, the input port 34f, the output port 34g, and the oil chamber 34j ing.

[0080] 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.

SR

Based on the force, spool 34p is moved to the right half position. When the spool 34p is in the right half position, the engagement pressure P is input to the input port 34f from the linear solenoid valve SL1,

C1

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.

C1

Locked.

[0081] When the spool 34p is in the right half position, the forward range pressure P input to the input port 34k and the reverse range pressure P input to the input port 34i are cut off. Also, the engagement pressure P

D R C1 When the spool 34p is locked in the right half position, the signal pressure P is applied to the oil chamber 34a.

SR

The signal pressure P input to the input port 34b is output.

SR

Output to the oil chamber 35a of the B-2 apply control valve 35 from the power port 34c. The output port 34d and the output port 34e are connected to the discharge port SL3d of the linear solenoid valve SL3 and the discharge port SL2d of the linear solenoid valve SL2 via the second clutch apply relay valve 32 described later. When the engagement pressure P is discharged by the linear solenoid valve SL3, and at the same time, the engagement pressure P is discharged by the linear solenoid valve SL2. At this time, the engagement pressure P and the engagement pressure P are inputted and discharged from the drain port EX.

C3 C2

[0082] On the other hand, in the solenoid all-off mode, which will be described in detail later, the signal pressure P is applied to the oil chamber 34a.

SR

Is applied, and the engagement pressure P from the linear solenoid valve SL1 is shut off, and the sp

C1

34p is the left half position. When the spool 34p is in the left half position, in the forward range, the forward range pressure P input to the input port 34k is output to the output port 34d and output port 34.

D

e is output as reverse input pressure to the discharge port SL3d of the linear solenoid valve SL3 and the input port 32e of the second clutch apply relay valve 32 described later. In reverse range, reverse range pressure P input to input port 34i is also applied to output port 34h force B-2.

R

Output to input port 35b of ply control valve 35, and signal pressure P enters oil chamber 35a.

SR

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. As a result,

R

As described above, even if the B-2 control valve 36 is locked in the left half position with the valve stick or the like generated, and the communication between the input port 36d and the output port 36e is interrupted, the input ports 36c and 36b are still in communication. The reverse range pressure P force S is applied to the hydraulic servo 62.

R

Supplied reliably.

[0083] 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. In addition, 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. In addition, 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. .

[0084] 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.

L

Input to SL4 input port SL4a and the oil chamber 33a and input port 33b of the lock pressure delay valve 33, and the lock pressure delay valve 33 is locked to the left half position by the oil pressure of the oil chamber 33a. By connecting the oil chamber 33b and the oil chamber 32g, the oil pressure from the oil chamber 33b is supplied to the oil chamber 32g, so that the spool 32p is locked at the right half position.

[0085] 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 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,

Cl C1

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.

At the time of C2, the engagement pressure P is input from the output port 32d and the first clutch engine is input via the input port 32e.

C2

Drain from drain port EX of ply relay valve 34.

[0086] On the other hand, after the engine is restarted in the solenoid all-off mode, which will be described in detail later, the spool 32p is set to the left half position, and the line pressure P input to the input port 32b is blocked.

In addition, the input port 32e and the output port 32f are communicated.

[0087] [Operation of each forward shift stage]

In the hydraulic control device 20 having the functional part that performs forward shift control as described above, 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.

[0088] Further, at the time of engine braking in the first forward speed, the solenoid valve SR is turned off, and the signal pressure P is output from the output port SRb. At this time, the second clutch apply relay bar

SR

Lub 32 is locked in the right half position by the above line pressure P (lock pressure), and the first clutch

Shi

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 ¾-2 Oil chamber 3 of apply control valve 35

SR

5a, forward range pressure P of input port 35b is B-2 control port from output port 35c

D

Check the forward range pressure P force ¾-2 check by the spool 36p being controlled by the signal pressure P of the linear solenoid valve SLU.

SLU D

Regulated pressure is output as engagement pressure P to hydraulic servo 62 via valve 37, and second brake B

B2

-2 is locked. Thus, in combination with the engagement of the first clutch C-1, the first forward speed engine brake is achieved.

[0089] In the second forward speed, 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.

L B1

. Thereby, coupled with the engagement of the first clutch C-1, the second forward speed is achieved.

[0090] In the forward range, neutral control (N cont), which improves fuel efficiency by releasing the first clutch C1, is controlled in the same way as the second forward speed, and is controlled by the linear solenoid valve SL1. Engagement pressure P 1S 1st clutch C-1 immediately before engagement

C1

In this way, when the neutral control (N cont) is released, it is immediately possible to form the second forward speed.

[0091] At the third forward speed, 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.

D C3

Is done. Thereby, coupled with the engagement of the first clutch C1, the third forward speed is achieved.

[0092] In the fourth forward speed, the linear solenoid valve SL1 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.

L C4 pressure is output and the fourth clutch C 4 is engaged. Thereby, coupled with the engagement of the first clutch C1, the fourth forward speed is achieved.

[0093] If this fourth forward speed is not achieved, 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.

That is, when the spool 32p of the second clutch apply relay valve 32 is in the left half position, the solenoid is in an all-off mode described later, and the reverse input pressure is applied to the input port 32e of the second clutch apply relay valve 32. Forward range pressure P force output port 32f

D

As a result, 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. In other words, since 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.

[0095] At the fifth forward speed, 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. Thus, in combination with the engagement of the first clutch C-1, the fifth forward speed is achieved.

[0096] At the sixth forward speed, 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.

L C4 pressure is output and the fourth clutch C 4 is engaged. Thus, in combination with the engagement of the second clutch C2, the sixth forward speed is achieved.

[0097] In this case as well, if the sixth forward speed is not achieved, line pressure P is input to the input port SL4a because the second clutch apply first valve 32 is in a valve stick and is in the left half position. It is possible that the solenoid is not turned on.

Prohibit migration.

That is, similarly, when the spool 32p of the second clutch apply relay valve 32 is in the left half position, the solenoid is in an all-off mode described later, and the input port 32e of the second clutch apply relay valve 32 is connected. Forward range pressure input as reverse input pressure

D

Input from the solenoid valve 32f to the discharge port SLld of the linear solenoid valve SL1 as reverse input pressure. , Output from the output port SLlb, supplied to the hydraulic servo 51, and the first clutch C-1 is engaged. In other words, since the third forward speed will be achieved, for example, if the solenoid shifts to the all-off mode at a high speed of five or more forwards, a downshift of two or more will occur. Because it ends up.

[0099] At the seventh forward speed, 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.

D C3

Is done. Thus, coupled with the engagement of the second clutch C2, the seventh forward speed is achieved.

[0100] In forward 8th speed, the linear solenoid valve SL2 is turned on, 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.

L B1

. Thereby, in combination with the engagement of the second clutch C2, the forward eighth speed is achieved.

[0101] If the 5th forward speed or 8th forward speed is not achieved, the B-2 spray control valve 35 is sticked to the right half position. Pressure P is not input, that is, the second clutch C-2 is not engaged

D

Since a situation is conceivable, when such a situation is judged, some kind of fail safe should be performed.

[0102] [Configuration of simultaneous engagement prevention function part in hydraulic control device]

Next, a functional part that mainly prevents simultaneous engagement in the hydraulic control apparatus 20 will be described with reference to FIG. 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. Between the output port SL4b of the linear solenoid valve SL4 and the hydraulic servo 54, a second clutch apply control valve 43 is interposed. 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 !.

[0103] As described above, the manual shift valve 23 (see Figs. 4 and 5) and the hydraulic server B-2 apply control valve 35 and linear solenoid valve SL 2 are interposed between the bore 52 and B-2 apply control between the manual shift valve 23 and the hydraulic servo 62. Valve 35, B-2 control valve 36, and B-2 check valve 37 are interposed!

[0104] 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. An oil chamber 41b, an oil chamber 41c, an input port 41d, an output port 41e, and an oil chamber 41f.

[0105] The engagement pressure P supplied to the hydraulic servo 52 is input to the oil chamber 41a.

C2

41b is inputted with the largest engagement pressure P 1, P 2, P among the engagement pressures supplied to the hydraulic servos 53, 54, 61 by the signal check valve 42, and further, the oil chamber 41c

C3 C4 B1

The engagement pressure P to be supplied to the pressure servo 51 is input. On the other hand, the oil chamber 41f has a line

C1

Pressure P is input, and in combination with the biasing force of the spring 41sa, the spool 41p is moved upward (left

Pressed halfway).

Thus, for example, 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.

CI C2

When any of the engagement pressures P 1, P 2, P is input simultaneously, the line pressure P of the oil chamber 41f

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

C1

Simultaneous engagement with clutch C-3, simultaneous engagement of first clutch C-1 with second clutch C-2 and fourth clutch C-4, first clutch C-1 with second clutch C-2 The second clutch C-2 and the third clutch C-3, the second clutch C-2 and the fourth clutch C-4, and the second clutch C-2 are prevented from simultaneously engaging with the first brake B-1. And engagement of the first brake B-1 is allowed.

[0107] Note that 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.

[0108] 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.

[0109] The engagement pressure P supplied to the hydraulic servo 53 is input to the oil chamber 43a, and the oil chamber 43a

C3

The engagement pressure P supplied to the hydraulic servo 54 is input to 43b. Meanwhile, in the oil chamber 43e

C4

The line pressure P is input, and the spool 43p is coupled with the urging force of the spring 43sa.

Shi

Press upward (left half position).

[0110] Thus, for example, the engagement pressure P is applied to the oil chamber 43b and the engagement pressure P is simultaneously input to the oil chamber 41a.

C4 C3

When this occurs, the line pressure P of the oil chamber 41e and the biasing force of the spring 43sa are overcome and input.

Shi

Port 43c is shut off and supply of engagement pressure P to the hydraulic servo 54 is stopped.

C4

H Prevents simultaneous engagement of C-3 and 4th clutch C-4 and allows engagement of 3rd clutch C-3.

[0111] 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.

[0112] 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!

[0113] The engagement pressure P supplied to the hydraulic servo 54 is input to the oil chamber 44a, and the oil chamber 44a

C4

44b receives the engagement pressure P supplied to the hydraulic servo 53, and the oil chamber 43c

C3

The engagement pressure P supplied to the hydraulic servo 61 is input. On the other hand, the oil chamber 44f has a line pressure

B1

P is input and coupled with the biasing force of the spring 44sa, the spool 44p is moved upward (left half

Position).

[0114] 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.

B1

The engagement pressure P of the third clutch C-3 and the fourth

If one of the engagement pressure P of the C3 clutch C-4 is input to the oil chamber 44a or the oil chamber 44b, the sp

C4

44p and plunger 44r are in the right half position.

Thus, for example, 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.

Bl C4

When the engagement pressure P is input simultaneously, the line pressure P in the oil chamber 44f and the spring 44sa

C3 L

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.

B1 Stops supply, that is, prevents simultaneous engagement of the first brake B-1 and the third clutch C-3 or the fourth clutch C-4, and the third clutch C-3 or the fourth clutch C — Allow 4 engagement.

[0116] The spring 44sb locks only the plunger 44r in the right half position when the engine is stopped and no hydraulic pressure is generated. When normal, 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.

[0117] As described above, the B-2 apply control valve 35 is applied to the oil chamber 35f with the engagement pressures P 1, P 2,

C3 C4

When any of P is input, the left half position is fixed regardless of the input of the above signal pressure P.

Bl SR

Is done. Also, none of the engagement pressures P, P, P is input to the oil chamber 35f, and the solenoid valve

C3 C4 B1

When the SR signal pressure P is input, the urging force of the spring 35s is overcome to the right half position.

[0118]: When any of the engagement pressures P 1, P 2, P is input to the oil chamber 35f, the forward range The pressure P is supplied only to the linear solenoid valve SL2, that is, supplied to the hydraulic servo 62.

D

Therefore, 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 is prevented. Also, when the input port 35d and the output port 35e to SL2 are in communication, the communication between the input port 35d and the output port 35c to the B2 control valve 36 is blocked, so the second clutch C-2 and the second clutch Simultaneous engagement with brake B-2 is prevented.

[0119] As described above, 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. Also, 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. Further, 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. Thus, in the forward range, only 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.

[0120] [Configuration of Reverse Shift Function and Lockup Function Part in Hydraulic Control Device]

Thus, functional parts of the hydraulic control device 20 that mainly perform reverse shift control and lock-up control will be described with reference to FIG. Since the manual shift valve 23, the linear solenoid valve SL4, the B-2 control valve 36, the B-2 check valve 37, etc. have been described in the above-described forward shift control, the description thereof will be omitted.

[0121] 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).

MOD

It is turned on when the up clutch 10 is activated, and the signal pressure P is output from the output port SLb.

SL

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. When the output port SLb is turned on, a signal pressure P is applied to the oil chambers 31a and 45a.

S

Is output.

Shi

[0122] 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.

[0123] When the lock-up clutch 10 is not engaged during forward movement, the signal pressure P is not input to the oil chamber 3 la as the solenoid valve SL is turned off, and the spring 31s

SL

Based on the biasing force, the spool 31p is moved to the right half position. When the spool 31p is in the right half position, the signal pressure P is input to the input port 31b from the linear solenoid valve SLU.

SLU

The signal pressure P is output from the output port 31c to the oil chamber 36a of the B-2 control valve 36.

SLU

Is output.

[0124] The secondary pressure P adjusted by the secondary regulator valve 26 described above is input to the input port 31e. When the spool 31p is in the right half position, the input / output port

SEC

From port 31d, secondary pressure P is applied to lockup off port 10a of torque converter 7.

SE

Is output. The secondary pressure P input into the torque converter 7 from the port 10a is

C SEC

Then, it is circulated and discharged from the port 10b, which is also used for lock-up, and drained from a drain port (not shown) via the input / output port 31f (or supplied to a lubricating oil passage not shown).

[0125] When the lockup clutch 10 is engaged during forward travel, when the solenoid valve SL force is turned on, the signal pressure P is input to the oil chamber 31a and applied to the urging force of the spring 3 Is.

SL

Winning, spool 31p is placed in the left half position. Then, the signal pressure P input to the input port 31b is cut off, and the secondary pressure P input to the input port 3 le is blocked.

SLU SEC

The force is output from the input / output port 3Π to the lock-up on port 10b, and the lock-up clutch 10 is pressed and engaged.

[0126] During reverse travel, reverse range pressure P from the manual shift valve 23 to the oil chamber 31g above

R

Is input, and the spool 31p of the lockup relay valve 31 is fixed to the right half position. As a result, even if the signal pressure P is input to the oil chamber 31a, the urging force of the spring 31s is reduced.

S

Combined with the reverse range pressure P of the oil chamber 31g, the spool 31p is maintained in the right half position.

R

[0127] The C-4 relay valve 45 urges the spool 45p and the spool 45p downward in the figure. In addition to the spring 45s, 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.

[0128] In the forward range (that is, when the reverse range pressure P is not output), the solenoid bar

R

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.

SL

To be placed. Further, even when the solenoid valve SL is on (that is, when the lock-up clutch 10 is engaged) in the forward range, and the signal pressure P is input to the oil chamber 45a.

SL

Combined with the urging force of the spring 45s, the spool 45p is moved to the left half position.

[0129] When the spool 45p is in the left half position, the engagement pressure P from the linear solenoid valve SL4 is input to the input port 45d and output to the hydraulic servo 54 from the output port 45c.

C4

That is, at the fourth forward speed and the sixth forward speed, the hydraulic servo 54 is linearly regulated by the linear solenoid valve SL4.

[0130] Next, control during reverse travel will be described. In the normal reverse range, the reverse range pressure P is output from the output port 23d of the manual shift valve 23. Then C—

R

4 In relay solenoid 45, the reverse range pressure P is input to oil chamber 45e.

R

The noid valve SL is turned on, the signal pressure P is input to the oil chamber 45a, and the spring 45s

SL

Combined with the urging force, the spool 45p is moved to the left half position. As a result, the engagement pressure P from the linear solenoid valve SL4 is output to the hydraulic servo 54 even during reverse travel.

C4

[0131] Further, in the B-2 control valve 36, since the signal pressure P of the linear solenoid valve SLU is not output, it is locked in the right half position and input to the input port 36d.

SLU

The reverse range pressure P force is output as the engagement pressure P from the output port 36e. Output port 36

R B2

The engagement pressure P output from e is input to the input port 37b of the B-2 check valve 37.

B2

Output from the output port 37c and supplied to the hydraulic servo 62. As a result, the fourth clutch C-4 and the second brake B-2 are engaged, and the second reverse speed is achieved.

[0132] Note that in the reverse range, the B-2 control valve 36 is stuck to the left half position so that the engagement pressure P from the output port 36e is not output.

B2

When the valve stick of the control valve 36 is detected, for example, because the reverse speed is not achieved, the signal pressure P is increased by turning off the solenoid valve SR. By switching to the left half position by applying to the latch apply relay valve 34, the reverse range pressure P is input to the input port 35b via the port 34i and port 34h, and the output port

R

The reverse range pressure P is output to the B-2 control valve 36 from 35c.

R

[0133] Meanwhile, 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.

[0134] Based on the detection of this angle sensor (hereinafter referred to as "spool position sensor" for ease of understanding), when it is detected that the vehicle is in the forward range, the electronic control unit (for example, ECU) For example, when 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.

However, for example, if 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.

[0136] Therefore, in the hydraulic control device of this automatic transmission, when the shift position cannot be detected, the solenoid valve that is the same as the first forward speed is turned on, that is, only the linear solenoid valve S L1 is turned on. At this time, if the actual shift position is the forward range, Since the first forward speed is formed as it is, the description of the first forward speed is omitted.

[0137] If the shift position cannot be detected and the actual shift position is in the reverse range, first, the force at which the linear solenoid valve SL1 is turned on The forward range pressure P is

D

Since it is not supplied to the input port SLla of the noid valve SL1 (see FIGS. 4 and 5), the engagement pressure P is not supplied to the hydraulic servo 51, that is, the first clutch C-1 is engaged.

C1

Absent.

On the other hand, as shown in FIG. 7, when the solenoid valve SL and the linear solenoid valve SL4 are off, the reverse range pressure P output from the output port 23d of the manual shift valve 23 is C 4 It is input to the oil chamber 45e of the relay solenoid 45, and the biasing force of the spring 45s

R

On the other hand, set spool 45p to the right half position. As a result, the reverse range pressure P force input to the input port 45b is output from the output port 45c, supplied to the hydraulic servo 54, and the fourth class.

R

Tsuchi C-4 is engaged.

[0139] Further, 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.

R

e is output to the hydraulic servo 62 via the B-2 check valve 37 and the second brake B-2 is engaged. As a result, the fourth clutch C-4 and the second brake B-2 are engaged, and the second reverse speed is achieved.

[0140] Thus, even if the shift position cannot be detected, for example, in the hydraulic control device 20 of the automatic transmission, the first forward speed is determined depending on the actual spool position of the manual shift valve 23. Alternatively, 2nd reverse speed can be achieved.

[0141] Note that, according to the present embodiment, 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. However, 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.

R

[0142] [Solenoid valve action during all-off failure]

Next, FIG. 5 and FIG. 5 show the solenoid “all-off failure” which is the main part of the present invention. It explains along 8. In 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. .

[0143] First, under normal conditions, because the idling is turned on and the solenoid valve SR is turned on, the engine is started, the oil pump 21 is driven, and the primary regulator valve 25 drives the line pressure P. Even if is generated, the signal pressure P is not output. others

L SR

Therefore, as shown in FIG. 8 (a), in the second clutch apply relay valve 32, the urging force of the spring 32s and the urging force of the spring 33s via the spool 33p are The spool 32p is moved to the upper position (second position).

[0144] At the upper position of the spool 32p, the line pressure P input to the input port 32b

L

Is output from the output port 32c to the input port SL4a of the linear solenoid valve SL4, the oil chamber 33a of the lock pressure delay valve 33, and the input port 33b. Then, as shown in FIG. 8 (b), the spool 33p of the lock pressure delay valve 33 is pressed and driven to the lower position (communication position) in the lower part of the figure, and the input port 33b and the oil chamber 32g communicate with each other. The oil pressure is input to the oil chamber 32g as the line pressure P force, and the spool 32p is locked in the upper position. This lock

The engine is stopped, the oil pump 21 is stopped, and the line pressure P is not generated.

Until it is.

[0145] Here, for example, when the vehicle is in the forward range, and for some reason the solenoid is turned off and the fail mode is entered, 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.

Turned off (becomes a failure). At this time, when all solenoid valves are turned off, the signal pressure P is output only to the solenoid valve SR that is normally open.

SR

Since the solenoid valve of this system stops the output of signal pressure or engagement pressure, 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).

On the other hand, in the second clutch apply relay valve 32, as shown in FIG. 8 (b), the force by which the signal pressure P is input to the oil chamber 32a is the line pressure P force to the oil chamber 32g. Entered

SR L

Therefore, the spool 32p is kept locked in the upper position.

In the unlikely event that the lock pressure delay valve 33 sticks to the upper position in the upper part of the figure, it is input as the line pressure P force lock pressure into the oil chamber 32g of the second clutch apply relay valve 32.

Shi

Even if not, 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

Further, as shown in FIG. 5, in the first clutch apply relay valve 34, 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.

SR

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.

D

Then, it is input to the discharge port SL3d of the linear solenoid valve SL3 and the input port 32e of the second clutch apply relay valve 32.

[0149] 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

D

Is supplied to the turbo 53, that is, the third clutch C-3 is engaged. In addition, the forward range pressure P input as reverse input pressure to the input port 32e of the second clutch spray relay valve 32

D

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.

[0150] As described above, in the solenoid all-off fail mode when the vehicle is traveling in the forward range, the seventh forward speed is established with the second clutch C-2 and the third clutch C-3 engaged.

[0151] On the other hand, for example, when the vehicle is stopped and then the engine is stopped, the line pressure P is generated.

As shown in Fig. 8 (a), 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).

Shi

Thus, the solenoid valve SR is turned off and the signal pressure P is input to the oil chamber 32a.

SR

No. pressure P Force spring 32s and spring 33s

SR

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.

Shi

And the oil chamber 32g will not be input.

[0152] At this time, for example, even if the line pressure P flows from the input port 32b and the slight lock pressure is output from the output port 33c before the spool 32p is switched to the lower position,

Shi

It takes time until the lock pressure inflow is blunted by the orifices 71 and 72 and the spool 33p of the lock pressure delay valve 33 is switched to the lower position, that is, the lock pressure is input to the oil chamber 32g. Therefore, the signal pressure P is input to the oil chamber 32a before the spool 32p is locked at the upper position, and the spool 32p is surely switched to the lower position.

SR

It is done.

In the present embodiment, the case where the line pressure P as the lock pressure acts on the oil chamber 33a of the lock pressure delay valve 33 has been described. However, the lock pressure is not (the line pressure P

It may be changed so that forward range pressure P is applied (instead of it). In this case, the engine

D

Since the oil pressure does not act on the oil chamber 33a until restarting and the shift position is set to the forward range, it is possible to more reliably delay the lock pressure being input to the oil chamber 32g.

[0154] Then, in the second clutch apply relay valve 32, when the spool 32p is switched to the lower position, it is output from the output ports 34d, 34e of the first clutch apply relay valve 34 and input to the input port 32e. Forward range pressure P 1S

D

It is input as reverse input pressure to the discharge port SLld of the linear solenoid valve SL1 from the force port 32f, output from the output port SLlb, and supplied to the hydraulic servo 51, that is, the first clutch C—1 force S is engaged. .

[0155] As described above, 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. [0156] [Another embodiment]

Next, another embodiment in which the above embodiment is partially changed will be described with reference to FIG. In this alternative embodiment, instead of the second clutch apply relay valve 32 and the lock pressure delay valve 33, the second clutch apply relay valve (second switching valve) 132 and the lock shown in FIG. A pressure inflow valve 133 is used, and the solenoid valve SR is normally closed.

As shown in FIG. 9 (a), in the second clutch apply relay valve 132, the spool 1 32p is biased upward in the figure by the spring 132s, and the lock pressure inflow valve 33 In this case, 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.

[0158] The line pressure P is input to the input port 132c, and the output port 132b

L

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.

First, as shown in FIG. 9 (a), when the engine is stopped and the oil pump 21 is stopped and no hydraulic pressure is generated, 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

SR

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.

Shi

c is output from the output port 132b as a lock pressure and flows into the oil chamber 132a.

[0160] Thereafter, in the normal state at the normal time, as shown in Fig. 9 (c), the line pressure P force spool 132p as the lock pressure input to the oil chamber 132a is moved to the lower position (second position). Lock to

Shi

. In this state, the line pressure P-canner solenoid bar is similar to the above embodiment.

L

Output to SL4 input port SL4a. The engagement pressure P discharged from the discharge port SL2d of the linear solenoid valve SL2 is applied to the output port 132d and the input port 132e.

C2

Output to the drain port EX of the first clutch apply relay valve 34 via the Is done. Further, the engagement pressure P 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 drained.

C1

[0161] Here, for example, when the vehicle is in the solenoid range off-fail mode for some reason while the vehicle is traveling in the forward range, as shown in Fig. 9 (d), the second clutch apply relay valve 132 force The spool 132p is locked in the lower position with the locking pressure based on the line pressure P.

Shi

In this state, all solenoid valves are turned off (failure occurs). As described above, the forward range pressure P input to the input port 34k of the first clutch apply relay valve 34 is output as the reverse input pressure from the output ports 34d and 34e, and the linear solenoid valve S

D

It is input to the discharge port SL3d of L3 and the input port 132e of the second clutch apply relay valve 132.

[0162] As a result, the forward range pressure P is applied to the hydraulic servo 53 via the linear solenoid valve SL3.

D

While being supplied, it is input as a reverse input pressure to the linear solenoid valve SL2 via the input port 132e and the output port 132d, and is supplied to the hydraulic servo 52, that is, the second clutch C2 is engaged. Similarly, in the solenoid all-off fail mode when the vehicle is traveling in the forward range, the seventh forward speed in which the second clutch C-2 and the third clutch C-3 are engaged is set.

[0163] On the other hand, for example, when the vehicle is stopped and then the engine is stopped, the line pressure P is generated.

Accordingly, as shown in FIG. 9A, 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.

As shown in Fig. 9 (e), solenoid valve SR is turned off and signal pressure P is reduced to oil chamber 3

SR

Since it is not input to 2a, 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.

Shi

Since it is not output from 132b, it is not input to the oil chamber 132a as a lock pressure.

[0164] In 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.

[Summary of the present invention]

As described above, according to the present invention, 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.

D

The second clutch apply relay locked in the second position using the line pressure P as the lock pressure

L

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.

C2

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,

C1

It can be fixed at a certain forward 7th gear, and can prevent two or more downshifts. For example, by stopping the vehicle and restarting the engine, Therefore, the third forward speed, which is a relatively low speed stage, can be set, and the vehicle can be made to re-start.

[0166] Further, the signal pressure P is output in a non-energized state, and at least when the engine is started normally.

SR

Is equipped with a solenoid valve SR for failure that shuts off the signal pressure P when energized.

SR

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.

SR

Is switched to the first position by the signal pressure P, so the engine is restarted.

SR

Therefore, it is possible to achieve the third forward speed, which is a relatively low speed stage.

[0167] Further, since the lock pressure delay valve 33 communicating with the second clutch apply relay valve 32 by delaying the lock pressure passed by the second clutch apply relay valve 32 is provided, all the solenoid valves are provided. In the event of a failure to de-energize, the 2nd clutch apply relay valve 32 forces before being locked by the lock pressure before the signal pressure P of the solenoid valve SR

SR

It is possible to switch to the first position without fail.

[0168] Further, 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.

Shi

The second clutch apply relay valve 32 communicates with the second clutch apply relay valve 32 and can be locked.

[0169] Further, the lock pressure delay valve 33 is piled on the bias of the spring 33s and the forward range pressure P

D

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.

Further, 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. For example, even if the spool 33p sticks and the lock pressure is not communicated with the oil chamber 33g of the second clutch ply relay valve 32, the spool 33p comes into contact with the spool 33p. 32p can be maintained at the right half position in Fig. 5. As a result, even if 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.

C1

Even if the solenoid is all-off-failed during driving, it can be reliably fixed at the seventh forward speed, that is, it can be surely prevented that two or more downshifts occur.

[0171] Furthermore, 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.

SR D

Therefore, in the event of a failure that causes all solenoid valves to be de-energized, the first class is detected by the signal pressure P of one solenoid valve SR.

SR

It is possible to switch the output of the reverse input pressure by the pusher relay relay valve 34 and the switching between the first position and the second position of the second clutch apply relay valve 32.

[0172] In addition, 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.

C3

It is possible to achieve 3rd forward speed, which is a relatively low speed stage, and 7th forward speed, which is a relatively high speed stage.

[0173] Furthermore, the linear solenoid valve SL4 is connected to the input port SL4a as the line pressure P with the second clutch.

Shi

Since the lock pressure is input via the cheaply relay valve 32, before de-energizing all solenoid valves, 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. As a result, for example, when the second clutch apply relay valve 32 is not locked by the lock pressure, all solenoid valves can be de-energized to prevent an unintended downshift from occurring. Safety can be ensured.

[0174] In the present embodiment described above, the case where the hydraulic control device 20 is applied to the multi-stage automatic transmission 1 that enables the eighth forward speed and the first reverse speed has been described as an example. Of course, the present invention is not limited to this, but an automatic transmission having a large number of forward shift speeds is suitable, but any stepped automatic transmission can be applied.

In the present embodiment described above, 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.

Shi

Instead, any pressure may be used as the lock pressure as long as it is generated while the vehicle is running. As such, for example, the forward range pressure P can be used, and in this case,

D

In the solenoid all-off failure state, 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. Industrial applicability

The hydraulic control device for a multi-stage automatic transmission according to the present invention 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. In particular, 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.

Claims

The scope of the claims

[1] In a multi-stage automatic transmission that forms a plurality of shift stages according to engagement states of a plurality of friction engagement elements engaged and disengaged by respective hydraulic servos,

An oil pump that generates hydraulic pressure in conjunction with engine rotation, a line pressure generating means that generates hydraulic pressure of the oil pump as line pressure, and the line pressure can be input, and a forward range pressure can be output based on the shift position. A range pressure output means; a first hydraulic servo that engages / disengages a friction engagement element that engages at a relatively low speed; a second hydraulic servo that engages / disengages a friction engagement element that engages at a relatively high speed; A hydraulic control device for a multi-stage automatic transmission equipped with a first engagement pressure control solenoid valve for supplying an engagement pressure to the first hydraulic servo and an engagement pressure to the second hydraulic servo. A solenoid valve for controlling the second engagement pressure to be supplied, and shuts off an input port and an output port for inputting hydraulic pressure based on the line pressure in a non-energized state and communicates the output port with the discharge port; In the energized state, the input port Doo and a plurality of engagement pressure control solenoid valve that presses a supplying engagement pressure to each of the hydraulic servo by communicating adjust the output port,

A first switching valve that can be switched to a reverse input pressure generation position that outputs the forward range pressure as a reverse input pressure in the event of failure to de-energize all solenoid valves;

A first position where the reverse input pressure is reversely input to the discharge port of the first engagement pressure control solenoid valve, and the reverse input pressure is reversely input to the discharge port of the second engagement pressure control solenoid valve. A second position to be switched, and a second switching valve to be switched to,

When the engine is normally started, the second switching valve is set to the second position and allows the lock pressure to pass therethrough, and is locked to the second position based on the lock pressure. The first position where the lock pressure is cut off after the engine is restarted when there is a failure to energize,

A hydraulic control device for a multi-stage automatic transmission.

[2] When the second switching valve is in the second position, the line pressure is passed to become the lock pressure.

The hydraulic control device for a multi-stage automatic transmission according to claim 1, wherein:

[3] Outputs signal pressure in a non-energized state, and is energized at least when the engine starts normally And a fail solenoid valve that shuts off the signal pressure when the failure is caused to de-energize all of the solenoid valves, and the second switching valve fails before being locked by the lock pressure. The signal pressure of the solenoid valve is input and switched to the first position by the signal pressure.

The hydraulic control device for a multi-stage automatic transmission according to claim 1 or 2, wherein

[4] comprising a delay means for delaying the lock pressure passed by the second switching valve and communicating with the second switching valve;

The hydraulic control device for a multi-stage automatic transmission according to claim 3, wherein

[5] The delay means applies the lock pressure when the lock pressure is input against the urging position urged by the first urging means and the urging force of the first urging means. (2) A communication position for communicating with the switching valve and a third switching valve for switching to

5. The hydraulic control device for a multi-stage automatic transmission according to claim 4, wherein:

[6] The delay means applies the lock pressure when the forward position pressure is input against the biasing position biased by the first biasing means and the biasing force of the first biasing means. A communication position that communicates with the second switching valve, and a third switching valve that can be switched to.

[7] The second switching valve has a second spindle that is switched to the first position or the second position,

The third switching valve has a third spool that is switched to the urging position or the communication position and is coaxially contactable with the second spool, and the second switching valve has a second spool. The spool according to claim 5 or 6, wherein when the third spool of the third switching valve is in the urging position, the spool is brought into the second position by contact of the third spool. Hydraulic control device for multi-stage automatic transmission.

[8] The first switching valve is urged by a second urging means to block the forward range pressure, and the full solenoid is piled on the urging force of the second urging means. When the signal pressure of the valve is input, the forward range pressure is communicated and the reverse input pressure is output to the reverse input pressure.

The hydraulic control for a multi-stage automatic transmission according to claim 3 or 7, wherein Control device.

[9] A third hydraulic servo for engaging and disengaging the friction engagement element engaged at the relatively low speed stage and the relatively high speed stage,

The plurality of engagement pressure control solenoid valves include a third engagement pressure control solenoid valve that supplies engagement pressure to the third hydraulic servo,

The first switching valve is configured to output the reverse input pressure directly to the discharge port of the third engagement pressure control solenoid valve when a failure occurs in which all the solenoid valves are de-energized.

The hydraulic control device for a multi-stage automatic transmission according to any one of claims 1 to 8, wherein the deviation is any of the above.

[10] A fourth hydraulic servo that engages and disengages a friction engagement element that engages at a speed different from the relatively low speed and the relatively high speed,

The plurality of engagement pressure control solenoid valves include a fourth engagement pressure control solenoid valve that supplies engagement pressure to the fourth hydraulic servo,

The fourth engagement pressure control solenoid valve is configured to input the lock pressure via the second switching valve to the input port as the line pressure.

The hydraulic control device for a multi-stage automatic transmission according to any one of claims 1 to 9, wherein the deviation is any of the above.