JPH0242269A - Hydraulic control device of automatic transmission for car - Google Patents

Abstract

PURPOSE:To ensure forward running by supplying oil pressure from a fail-safe port in No.2 clutch oil pressure exhaust position of No.2 shift valve when No.1 shift valve is stuck in the oil pressure exhaust position of No.1 input clutch. CONSTITUTION:When a spool valve 272 of a 3-4 shift valve 270 is stuck in No.1 changeover position, a clutch port 282 continues in communication with a drain port 280, and no oil pressure is supplied from a D-port 274. When a manual shift valve is changed over from N to D, a spool valve 242 and a plug 244 of 2-3 shift valve 240 are in NO.1 changeover position, and a D-port 246 is put in communication with a fail-safe port 260, and the lien oil pressure this D-port 246 is supplied to No.1 clutch C1 via the port 260, oil paths 268, 269, and ports 280, 282 so as to generate engagement, and No.1 speed position is provided. Thus forward running of the car is secured even though otherwise required speed change control is omitted.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a hydraulic control device for an automatic transmission used in vehicles such as automobiles, and in particular, the present invention relates to a hydraulic control device for an automatic transmission used in vehicles such as automobiles, and in particular a system in which input members of the transmission are switched by two clutches during gear shifting. The invention relates to a hydraulic control device used in automatic transmissions of the same type.

[Prior Art] As an automatic transmission used in a vehicle such as an automobile, a transmission has two different input members, and the two input members are a hydraulically operated first input clutch and a second input clutch. A type of automatic transmission has been proposed in which different gears are achieved by drivingly connecting each other to the output members of the prime mover individually by clutches, and in which the input members of the transmission are switched by the two input clutches mentioned above during gear shifting. For example, there is Japanese Patent Application No. 195471/1983.

In the above-mentioned automatic transmission, the input clutch that is engaged to achieve the first, second, and third gears is the first clutch, and the input clutch that is engaged to achieve the first, second, and third gears is the first clutch, and the input clutch that is engaged to achieve the first, second, and third gears is the first clutch, and The input clutch that is engaged to achieve the gear shift is the second clutch, so hydraulic pressure is supplied to it to engage the first clutch until the third gear, and from the third gear to the fourth gear. When changing gears, it is necessary to discharge the hydraulic pressure of the first clutch in order to release the first clutch. For this reason, a 3-4 shift valve is used to switch between supplying and discharging hydraulic pressure to the first clutch.

[Problems to be Solved by the Invention] In the 3-4 shift valve configured to switch between supplying and discharging hydraulic pressure to the first clutch, this is the switching position for the configuration of the fourth gear, i.e. If stick occurs at the switching position where the oil pressure of the first clutch is discharged, oil pressure will no longer be supplied to the first clutch. If oil pressure is no longer supplied to the first clutch and it no longer engages, the first to third gears will not be achieved, and the vehicle will not be able to drive forward even if a manual shift change is performed from N range to D range. It will not start smoothly.

In view of the above-mentioned problems, the present invention provides a shift valve, such as a 3-4 shift valve, that switches between supplying and discharging the hydraulic pressure of one input clutch, such as a first clutch, to a switching position that discharges the hydraulic pressure of the input clutch. Even if stick occurs, the supply of hydraulic pressure to the input clutch is compensated to ensure that a gear such as the first gear is established even in the event of a failure, and at the same time, it is possible to compensate for the supply of hydraulic pressure to the input clutch to ensure that a gear such as the first gear is established even in the event of a failure. It is an object of the present invention to provide a hydraulic control device having a fail-safe mechanism that guarantees the supply of hydraulic pressure.

[Means for Solving the Problems] According to the present invention, the above-mentioned object is such that a transmission has two different input members, and the two input members are a hydraulically actuated first input clutch. In a hydraulic control device for an automatic transmission for a vehicle, which achieves mutually different gears by drivingly connected to output members of a prime mover individually by second input clutches, the oil chamber of the first input clutch is The clutch port has a communicating clutch port, a hydraulic port communicating with a hydraulic power source, and a drain port communicating with a drain passage, and when in a first switching position, the clutch port is disconnected from the drain port and connected to the hydraulic port, and the clutch port is disconnected from the drain port and connected to the hydraulic port. A first shift valve that disconnects the Crabchi port from the hydraulic port and connects it to the drain port when in the switching position, a clutch port that communicates with the oil chamber of the second input clutch, and a hydraulic pressure source that communicates with the oil pressure source. and a fail-safe port communicating with the drain port of the first shift valve, and when in the first switching position, the clutch port is connected to the drain port and the fail-safe port is connected to the drain port. a second shift valve that connects a safe port to the hydraulic port, connects the clutch port to the hydraulic port when in a second switching position, and connects the failsafe port to the drain port. The hydraulic control device or transmission device of an automatic transmission has two different input members, and the two input members independently control the output of the prime mover by a hydraulically operated first input clutch and a second input clutch. In a hydraulic control device for an automatic transmission for a vehicle that achieves mutually different gears by being drivingly connected to a member, a clutch port that communicates with an oil chamber of the first input clutch via a one-way switching valve; It has a hydraulic port communicating with a hydraulic power source and a drain port communicating with a drain passage, and when in a first switching position, the clutch port is disconnected from the drain port and connected to the hydraulic port, and is in a second switching position. A first shift valve that sometimes separates the clutch port from the hydraulic port and connects it to the drain port, a clutch port that communicates with the oil chamber of the second input clutch, a hydraulic port that communicates with the hydraulic source, and a drain passage. and a fail-safe port that communicates with the oil chamber of the first input clutch via the one-way switching valve, and when in the first switching position, the clutch port is connected to the drain port. and a second shift valve that connects the fail-safe port to the hydraulic port and connects the clutch port to the hydraulic port and connects the fail-safe port to the drain port when in a second switching position. This is achieved by a hydraulic control device for a vehicle automatic transmission.

[Operations and Effects of the Invention] According to the configuration as described above, even if the first shift valve sticks at the second switching position, that is, the position where the hydraulic pressure of the first input clutch is discharged, the second shift valve When the shift valve is in the position to drain the hydraulic pressure of the second clutch, that is, in the first switching position, hydraulic pressure appears at its fail-safe port, and this flows through the drain port of the first shift valve or the one-way switching valve. The oil is now supplied to the oil chamber of the first input clutch. This compensates for engagement of the first input clutch. Note that if the second shift valve sticks at the second switching position, the above-mentioned compensation effect for the engagement of the first input clutch cannot be obtained; however, in this case, the second input clutch are always in the engaged state, so that neither of the two input members of the transmission is disconnected from the output member of the prime mover.

For these reasons, in the hydraulic control device according to the present invention,
In the event of a failure in which the shift valve sticks, the start of forward travel of the vehicle is compensated even if the required shift control is not performed.

[Example] The present invention will be described in detail below by way of example with reference to the accompanying drawings.

FIG. 1 shows an example of a planetary gear type transmission of an automatic transmission for a vehicle to which a hydraulic control device according to the present invention is applied.

In FIG. 1, 10 is a first sun gear, 12 is a first ring gear concentric with the first sun gear 10, 14 is a first planetary pinion that meshes with the first sun gear 1o and the first ring gear 12, and 16 is a first planetary pinion that meshes with the first sun gear 1o and the first ring gear 12. 20 is a second sun gear, 22 is a second ring gear concentric with the second sun gear 20, and 24 is a second sun gear 20 and a second ring gear 22. 26 represents a second carrier which rotatably supports the second planetary pinion 24, which meshes with the second planetary pinion. The first ring gear 12 is connected to the second carrier 26 by a connecting element 30, and the first carrier 16 is connected to the second ring gear 22 by a connecting element 32.

Here, the simple planetary gear mechanism constituted by the first sun gear 10, the first ring gear 12, the first planetary pinion 14, and the first carrier 16 is referred to as a first row planetary gear mechanism, and the second sun gear 20 A simple planetary gear mechanism constituted by the second ring gear 22, the second planetary pinion 24, and the second carrier 26 is referred to as a second row planetary gear mechanism.

A first carrier 16 and a second ring gear 22 connected to the first carrier 16 by a connecting element 32 and a housing 5
0, a first one-way clutch 34 and a second one-way clutch 36 are provided in series with each other. In this case, the first one-way clutch 34 is connected to the first carrier 1
6, and a second one-way clutch 36 is provided on the housing 50 side. More specifically, the first one-way clutch 34 is connected to the first carrier 16 through its inner race 34a, and its outer race 34b is connected to the inner race 36a of the second one-way clutch 36 through the connecting member 31. Outer race 36b is connected to housing 50.

The second carrier 26 is connected to the output gear 54 so that it always acts as an output member.

The first one-way clutch 34 is in an engaged state when the outer race 34b is about to rotate beyond the rotational speed of the inner race 34a during engine drive, and is in a slipping state when it is the opposite, and the second one-way clutch 36 is in an engaged state when the inner race 36a is reversed with respect to the outer race 36b during engine drive, and is in a sliding state when the inner race 36a is reversed to the outer race 36b.

A first clutch 38 is provided between the second sun gear 20 and the input shaft 52 to selectively connect the two to each other.

A second clutch 40 is provided between the first carrier 16 and the input shaft 52 to selectively connect the two to each other.

A third clutch 42 is provided between the first sun gear 10 and the input shaft 52 to selectively connect the two to each other.

A fourth clutch 44 is provided between the first sun gear 10 and the connecting member 31 to selectively connect the two to each other.

A connecting member 31 is provided between the connecting member 31 and the housing 50.
A first brake 46 is provided for selectively securing the housing 50 to the housing 50.

A second brake 48 is provided between the second ring gear 22 and the housing 50 to selectively fix the second ring gear 22 to the housing 50.

The manner in which the first gear, second gear, third gear (directly coupled gear), fourth gear (increasing gear), and reverse gear are achieved by the planetary gear type transmission configured as described above is as follows. As shown in Table 1 and Figure 2. In Table 1 and Figure 2, the O mark indicates that the relevant clutch, brake, or one-way clutch is engaged in the engine drive state, and (0) in Table 1 indicates that the relevant clutch, brake, or one-way clutch is engaged in the engine drive state. If the brake is engaged, this indicates that engine braking can be applied at that gear.

Table 1 - When the ratio of the number of teeth of the first sun gear 10 to the number of teeth of the ring gear 12 is ρ1, and the ratio of the number of teeth of the second sun gear 20 to the number of teeth of the second ring gear 22 is ρ2, each gear stage The gear ratios are shown in Table 2.

Table 2 Second gear stage ((1+ρ2)/ρ2) (1/ First clutch 38, second clutch 40, third clutch 4
2. The fourth clutch 44, the first brake 46, and the second brake 48 are hydraulically operated clutches or brakes, and the respective oil chambers 38a, 40a, 42a
, 44a, 46a, and 48a are engaged when hydraulic pressure is supplied thereto, and released when the hydraulic pressure in these oil chambers is discharged. Hydraulic pressure is supplied to and discharged from these oil chambers by a hydraulic control device as shown in FIG.

The input shaft 52 of the planetary gear transmission described above is drivingly connected to a prime mover, such as an internal combustion engine, not shown, by a hydraulic torque converter 60, such as that shown in FIG.

The hydraulic torque converter 60 includes a pump impeller 62 drivingly connected to the output member of the prime mover, and a turbine impeller 66.6 drivingly connected to the input shaft 52 of the planetary gear transmission.
4 and a separate stator wheel 66 that can rotate only in one direction. The hydraulic torque converter 6o has a direct coupling clutch 68, which is engaged when hydraulic pressure is supplied from the port 60a to directly couple the pump impeller 62 and the turbine impeller 64. When hydraulic pressure is supplied from port 6ob, it is in a released state. Hydraulic pressure is supplied to ports 60a and 60b by a hydraulic control device shown in FIG.

Next, an outline of a hydraulic control system for an automatic transmission for a vehicle will be explained using FIGS. 3 to 7.

The hydraulic control device has a pump 70, which pumps up hydraulic oil from a hydraulic oil tank (not shown) and supplies it to a primary regulator valve 80, generally referred to as a line hydraulic control valve, and a throttle valve 120. It is designed to be supplied to The upper limit of the oil pressure that the pump 70 applies to the primary regulator valve 80 is limited by a pressure relief valve 72.

The throttle valve 120 outputs a hydraulic pressure, which is generally referred to as a throttle hydraulic pressure, to an oil passage 138 in accordance with the throttle opening of the internal combustion engine, that is, the engine load.

The primary regulator valve 80 is supplied with throttle oil pressure and reverse boost oil pressure, and transfers the basic oil pressure, that is, the line oil pressure, which increases approximately in accordance with an increase in throttle opening, to an oil passage 98 and a secondary oil pressure control valve, which is generally referred to as a converter oil pressure control valve. It is designed to output to the regulator valve KO and 00.

The secondary regulator valve 100 receives throttle oil pressure and outputs converter oil pressure (lubricating oil pressure) to an oil path 118.

The line oil pressure of the oil passage 98 is connected to port 1 of the manual valve 190.
94. manual valve 19
0 has a hand-operated spool valve 192 that directs the line oil pressure applied to port 194 to D at 0122.
to port 196, to S port 198 when 2 ranges are selected, to L
When in range, it is applied to L port 200, and when in R range, it is applied to R port 202.

The line oil pressure of the D port 196 is set to 1- by the oil passage 204.
It is given to the D port 214 of the 2-shift valve 210, the D port 246 of the 2-3 shift valve 240 corresponding to the second shift valve, and the D port 274 of the 3-4 shift valve 270 corresponding to the first shift valve. , the line oil pressure of the S port 198 is connected to the S port 24 of the 2-3 shift valve 240 by the oil passage 206.
8, and the line oil pressure of the L port 200 is applied to the oil line 20.
8 to the L port 25° of the 2-3 shift valve 240. In addition, the line oil pressure of the R port 202 is connected to the reverse inhibit valve 3 through an oil passage 203.
It is designed to be given to 60 people.

The 2-3 shift valve 240 is a second shift valve and a fourth shift valve.
As clearly shown in the figure, it has a spool valve 242 and a plug 244, and in addition to the above-mentioned ports, it has a drain port 251, 252, 253, a clutch port 254, brake ports 256 and 258, and a fail-safe port 260. It has a plug 244 and a spool valve 2.
42 is a first switching position that moves downward in the figure against the spring force of the compression coil spring 262, as shown in the right half of the figure, when hydraulic pressure is supplied to the control port 261. At this time, the clutch port 254 is connected to the drain port 252, the brake ball l-256 is connected to the S port 248, the brake port 258 is connected to the L port 250, and the failsafe port 260 is connected to the D port 246. On the other hand, when hydraulic pressure is not supplied to the control port 261, as shown in the left half of the figure, it is located at the second switching position, which is moved upward in the figure by the spring force of the compression coil spring 262. At this time, the clutch port 254 is connected to the D port 246, and the brake port 256 is connected to the D port 246.
．． 258 and fail-safe bow)-260 are connected in communication with drain ports 251, 252, and 253, respectively.

Hydraulic pressure is supplied to the control port 261 by a first solenoid valve 400.

The clutch port 254 communicates with the oil chamber 40a of the second clutch 40 and the accumulator chamber 472 of the C2 accumulator 470 through an oil passage 263. The clutch boat 254 also communicates with the hold port 220 of the 1-2 shift valve 210 through an oil passage 264 and with the fail-safe port (drain port) 222 of the 1-2 shift valve 210 through an oil passage 265, respectively. The brake port 256 is connected to the S port 216 of the 1-2 shift valve 210 through an oil path 266, the other brake port 258 is connected to the L port 218 of the 1-2 shift valve 210 through an oil path 267, and the failsafe port 260 is connected to the oil path 3 by 268
-4 Hold port 278 of shift valve 270 and oil passage 2
69 communicates with the drain port 280.

The 1-2 shift valve 210 has a spool valve 212, as best shown in FIG.
8 and R port 230 and port 232 and clutch port 2
34, and communication switching between these ports is performed by switching movement of the spool valve 212. When hydraulic pressure is supplied to the control port 238, the spool valve 212 moves downward in the figure against the spring force of the compression coil spring 236, as shown in the left half of the figure. Located at the switching position, at this time clutch port 2
24 to fail-safe port 222, brake port 226 to R port 230, and brake port 228 to L port.
The communication between the ports 232 and the clutch port 234 is cut off, and when hydraulic pressure is not supplied to the control port 238, the compression coil is connected to the port 218, as shown in the right half of the figure. Due to the spring force of the spring 236 and the force of the hydraulic pressure applied to the hold port 220, the position is moved upward in the figure to the second switching position, at which time the clutch port 224 is connected to the D port 214, and the brake port 226 is connected to the S port. The port 216 and the brake port 228 are connected in communication with the R port 230, and the port 232 and the clutch pouch 234 are connected in communication with each other.

Hydraulic pressure is supplied to the control port 238 by a second solenoid valve 410. Moreover, this control port 238 is connected to the 3-4 shift valve 2 by an oil passage 239.
70 control port 288 .

The clutch port 224 communicates with the oil chamber 44a of the fourth clutch 44 and the accumulator chamber 492 of the C4 accumulator 490 through an oil passage 225. The brake port 226 communicates with the S port 276 of the 3-4 shift valve 270 through an oil passage 227. Brake port 228
is connected to the accumulation rake chamber 532 of the B2 accumulator 530 through an oil passage 229, and further to the inner oil chamber 48a of the second brake 48 through an oil passage 231.

The port 232 communicates with one port of the C1 control well 300 through an oil passage 233. The clutch port 234 communicates with the oil chamber 38a of the first clutch 38 through an oil passage 235.

The 3-4 shift valve 270 is a first shift valve and a fourth shift valve.
As best shown in the figure, it has a spool valve 272;
Further, in addition to the above-mentioned ports, there is a clutch port 282 and a brake port 284, and communication between these ports can be switched by switching the spool valve 272.

When hydraulic pressure is not supplied to the hold port 278 and hydraulic pressure is supplied to the control port 288, the spool valve 272 resists the spring force of the compression coil spring 286, as shown in the right half of the figure. It is located at the first switching position, which has moved downward in the figure, and at this time the clutch port 28
2 to the drain port 280, and the brake port 284 to D.
When hydraulic pressure is supplied to the hold port 278 or when hydraulic pressure is not supplied to the control port 288, the ports 278 are connected to the ports 274, respectively, as shown in the left half of the figure. It is located at the second switching position, which is moved upward in the figure by the force of the hydraulic pressure or the spring force of the compression coil spring 286, and at this time, the clutch port 2
82 and the brake port 284 are connected to the D port 274 and the S port 276, respectively.

Clutch port 282 is connected to C by oil passage 290, control valve 3
00, the brake port 284 communicates with the oil chambers 46a and B of the first brake 46 and the accumulator chamber 512 of the accumulator 510 through an oil passage 292, respectively.

The first solenoid valve 400 and the second solenoid valve 410 are normally oven type electromagnetic operated drain valves that open the drain port when not energized and close the drain port when energized. The combinations indicated by the 0 mark in FIG. 2 are performed in accordance with each gear stage.

The first solenoid valve 400 is connected to the 2-3
The control port 261 of the shift valve 240 and the oil passage 406
and each communicates with one port of the CI control well 300.

The second solenoid valve 410 is connected to 1-2 by an oil passage 418.
An oil passage 239 is further connected to the control port 238 of the shift valve 2]0.
to the control port 288 of the 3-4 shift valve 270.

Therefore, these two solenoid valves 400 and 410 are connected to the control port 1-2 of the 2-3 shift valve 240 when energized.
Hydraulic pressure is supplied to the control port 238 of the 61 or 1-2 shift valve 210 and the control port 288 of the 3-4 shift valve 270.

The C4 control valve 300 switches and controls the engagement speed of the first clutch 38, and the oil passage 233.3 of the oil passage 290 changes depending on the type of gear change that requires the engagement of the first clutch 38.
It is designed to switch the connection to 26.328.

The oil passage 328 is connected to the oil passage 329 and the CI accumulator 4.
It communicates with the oil chamber 38a of the first clutch 38 via an accumulator chamber 452 of 50, an oil passage 468, and a one-way valve 469. Oil passage 326 communicates with one port of 4-3 control well 330.

The 4-3 control well 330 controls the engagement timing of the first clutch 38 during shifting between the third gear and the fourth gear, and is designed to restrict the oil passages 326 to each other in the middle. Oil passage 352 with orifices 35o1354 of different degrees
．． 356 to switch and control the supply speed of hydraulic pressure to the oil chamber 38a. Furthermore, oil line 3
52 and 356 are both connected to the oil passage 329, and are connected to the accumulator chamber 452, the oil passage 468, and the one-way valve 469.
It communicates with the oil chamber 38a of the first clutch 38 through the.

The reverse inhibit valve 360 is a manual valve 190
The line hydraulic pressure is supplied from the R port 202 through the oil passage 203, and the spool valve is switched in response to the opening and closing of the third solenoid valve 420, and the spool valve is activated only when the reverse is prohibited when the vehicle speed is higher than a predetermined value when moving forward. 362 is located in the prohibited position as shown in the left half of the figure, and at other times, the spool valve 362 is located in the permitted position as shown in the right half of the figure, and the line from the oil passage 203 is The oil pressure is transmitted to the oil chamber 42a of the third clutch 42 through the oil passage 398, and the line oil pressure is transmitted through the oil passages 396 and 394.
The line hydraulic pressure is allowed to be transmitted to the R port 230 of the 1-2 shift valve 210 via the oil passage 396, the B2 sequence valve 610, and the oil passage 392, and is further supplied to the outer oil chamber 48b of the second brake 48. It is now allowed.

The B2 sequence valve 610 responds to the oil pressure in the inner oil chamber 48a of the second brake 48, and when the oil pressure exceeds a predetermined value, it connects the oil passages 396 and 392 with each other to open the outer oil chamber 4.
Hydraulic pressure is supplied to 8a.

Accumulators 450.470.490.510 and 530 each have a back pressure chamber 454.474.494.514.
．． 534, and the hydraulic pressure applied to these back pressure chambers is regulated by a second accumulator control valve 560.

The second accumulator control valve 560 is supplied with the duty hydraulic pressure regulated by the duty solenoid valve 590 and the hydraulic pressure from the first accumulator control valve 550 to change the pressure regulation value.

The duty solenoid valve 590 is supplied with a pulse signal having a predetermined duty ratio and repeatedly opens and closes according to the duty ratio, thereby regulating the modulated oil pressure from the duty pressure regulating valve 580 according to the duty ratio. There is. Note that the duty pressure accumulator 600 absorbs the pulsation of the duty hydraulic pressure that the duty solenoid valve 590 gives to the second accumulator control valve 560 and smooths it.

The first accumulator control valve 550 is the throttle valve 13
Throttle oil pressure is applied from 8 to adjust the oil pressure applied to the second accumulator control valve 560 and the 4-3 control well 330 accordingly.

Port 60a and port 6 of hydraulic torque converter 60
The supply of converter hydraulic pressure to 0b is controlled by a lock-up relay valve 140.

The lock-up relay valve 140 is switched by selectively applying hydraulic pressure from the lock-up signal valve 160. Also lock-up relay valve 140
is designed to send hydraulic oil to the oil cooler 170. Note that 172 is a cooler bypass valve, and 174 is a pressure relief valve for the oil cooler oil path.

The lock-up signal valve 160 is the 1-2 shift valve 21
Hydraulic pressure is applied from the clutch port 224 of 0, and the switching operation is performed according to the opening and closing of the third solenoid valve 420. Hydraulic pressure is applied to the lock-up relay valve 140 so that the lock-up clutch 68 is engaged.

The third solenoid valve 420 is selectively energized to prohibit reverse gear when the shift range position is in the R range (reverse range), as indicated by O in FIG. When in the D range, electricity is selectively applied to control engagement of the lock-up clutch 68.

Next, as an operation related to the hydraulic control device according to the present invention,
The shift operation in the D range will be explained using mainly FIGS. 4 to 7. In addition, in FIGS. 4 to 7, thick lines indicate that oil pressure is applied to each gear stage.

First, the first gear stage will be explained using FIG. 4. At this time, the first solenoid valve 400 and the second solenoid valve 41
The control port 261 of the 2-3 shift valve 240 and the control port 23 of the 1-2 shift valve 210 are energized.
Hydraulic pressure is supplied to each of the control ports 288 of the 8 and 3-4 shift valves 270 and the plug 24 of the 2-3 shift valve 240
4 and the spool valve 242 are in the first switching position shown in the right half of the figure, and the Spool valve 212 of the 1-2 shift valve 210 is in the first switching position shown in the left half of the figure. located in position. As a result, the line oil pressure from the D port 196 of the manual shift valve 190 is transferred to the oil line 204.2-3, the D port 246 of the shift valve 240, and the failsafe port 2.
60, and is supplied to a hold port 278 of a 3-4 shift valve 270 via an oil passage 268. This results in 3
-4 Since the shift valve 270 is supplied with hydraulic pressure to the hold port 278 even when the control port 288 is supplied with hydraulic pressure, the spool valve 272 is connected to the compression coil spring 28.
The spring force 6 places the switch in the second switching position, which is shown in the left half of the figure. As a result, D port 27
4 is connected to the clutch port 282, and the line oil pressure from the D port 196 of the manual shift valve 190 is connected to the oil passage 290, the CI control valve 300, the oil passage 328, 329, and the C
Accumulator chamber 45 of accumulator 450 for 4
2. The oil is supplied to the oil chamber 38a of the first clutch 38 through an oil passage 468 and a one-way valve 469, and the first clutch 38 is engaged. As a result, the first gear of the D range is achieved.

Next, the second gear stage will be explained using FIG. 5.

At this time, only the first solenoid valve 400 is energized, and hydraulic pressure is continuously supplied only to the control port 261 of the 2-3 shift valve 240. At this time, the 2-3 shift valve 24
0 plug 244 and spool valve 242 remain in the first switching position, but 1-2 shift valve 2
The spool valve 212 of No. 10 is moved by the spring force of the compression coil spring 236 to the second switching position shown in the right half of the figure. At this time, oil pressure is no longer supplied to the control port 288 of the 3-4 shift valve 270, but the spool valve 272 continues to operate as shown in the figure due to the force of the oil pressure applied to the hold port 278 and the spring force of the compression coil spring 286. in the first switching position shown in the left half. D port 2 by switching the 1-2 shift valve 210
14 is connected to the clutch port 224, and the line oil pressure from the D port 196 of the manual valve 190 is connected to the oil path 225.
The oil is then supplied to the oil chamber 44a of the fourth clutch 44, and the fourth clutch 44 comes to engage. As a result, the fourth clutch 44 is engaged in addition to the first clutch 38, and the second gear in the D range is achieved.

Next, the third gear stage will be explained using FIG. 6.

At this time, neither the first solenoid valve 400 nor the second solenoid valve 410 is energized, and in addition to the control port 238 of the 1-2 shift valve 210, the control port 261 of the 2-3 shift valve 240 also receives hydraulic pressure. will no longer be supplied. As a result, at this time, the plug 244 of the 2-3 shift valve 240 and the spool valve 242 are connected to the compression coil spring 262.
The spring force causes the 2-3 shift valve 240 to move to the second switching position shown in the left half of the figure.
Port 246 is separated from failsafe port 260 and communicates with clutch port 254 . As a result, the line oil pressure from the D port 196 of the manual shift valve 190 is supplied to the oil chamber 40a of the second clutch 40 through the oil passage 263, and the second clutch 40 comes to be engaged. At this time, oil pressure is no longer supplied to the hold port 278 of the 3-4 shift valve 270, but the spool valve 272 is maintained in the second switching position by the spring force of the compression coil spring 286. Also 1-2 shift valve 2
The spool valve 212 of No. 10 remains at the second switching position as in the second gear described above. As a result, the second clutch 4o is engaged in addition to the first clutch 38 and the fourth clutch 44, and the third gear of the D range, which is a direct gear, is achieved.

Next, the fourth gear stage will be explained using FIG.

At this time, only the second solenoid valve 410 is energized. At this time, the control port 2 of the 1-2 shift valve 210
38, hydraulic pressure is supplied to the control port 288 of the 3-4 shift valve 270.

At this time, the clutch port 25 of the 2-3 shift valve 240
4, the line oil pressure passes through the oil path 264 to the 1-2 shift valve 2.
This line oil pressure is applied to the hold port 220 of the 1-2 shift valve 210 to the spool valve 212 of the 1-2 shift valve 210.
The control port 238 applies an upward force in the figure.
Even when hydraulic pressure is supplied to the spool valve 212, the spring force of the compression coil spring 236 maintains the spool valve 212 in the second switching position shown in the right half of the figure. However, the hold port 278 of the 3-4 shift valve 270 is connected to the fail-safe port 260 of the 2-3 shift valve 240 by the oil passage 268.
Since it is connected to the drain port 253, 3-
The spool valve 272 of the 4-shift valve 270 is connected to the control port 28
The hydraulic pressure applied to 8 causes the switch to move to the first switching position shown in the right half of the figure against the spring force of the compression coil spring 286. As a result, the D port 274 communicates with the brake port 284 instead of the clutch port 282, and the clutch port 282 communicates with the drain port 280. As a result, the oil pressure in the oil chamber 38a of the first clutch 38 is discharged, and the first clutch 38 is released.Instead, line oil pressure is supplied to the oil chamber 46a of the first brake 46, and the first brake 46 is released. become engaged. As a result, the second clutch 40 and the fourth clutch 44
In addition, the first brake 46 comes to be engaged, and the fourth gear in the D range, which is an overdrive gear, is achieved.

If the spool valve 272 of the 3-4 shift valve 270 sticks in the first switching position shown in the right half of the figure for some reason, the clutch port 282 continues to be connected to the drain port 280. , line hydraulic pressure cannot be supplied from the D port 274. When the manual shift valve 190 is switched from the N range position to the D range position in this state, the 2-3 shift valve 2
40 plug 244 and spool valve 242 are in the first switching position shown in the right half of the figure, and D port 24
6 is communicatively connected to the fail-safe port 260, the line oil pressure applied to the D port 246 of this reaches the drain port 280 of the 3-4 shift valve 270 via the fail-safe port 260, oil passages 268 and 269, This is now supplied to the clutch port 282.

From this, even if the 3-4 shift valve 270 sticks at the first switching position for achieving the fourth gear, it is guaranteed that the line oil pressure will be supplied to the oil chamber 38a of the first clutch 38. , the first clutch 38 becomes engaged. At this time, if the 1-2 shift valve 210 is operating normally and its spool valve 212 is located in the first position shown in the left half of the figure, only the first clutch 38 is engaged. As a result, the first gear is achieved. On the other hand, if the spool valve 212 of the 1-2 shift valve 210 is stuck at the second switching position for achieving the second, third, and fourth gears, the fourth Hydraulic pressure is also supplied to the oil chamber 44a of the clutch 44, and the second gear stage is achieved.

In addition, since the spool valve 272 of the 3-4 shift valve 270 is stuck at the first switching position at these times, hydraulic pressure is also supplied to the oil chamber 46a of the first brake 46, and the first brake 46 However, this engagement of the first brake 46 does not hinder achievement of the first and second speeds described above.

When the spool valve 242 of the 2-3 shift valve 240 sticks in the second switching position shown in the left half of the diagram for achieving third and fourth gears, the failsafe port 260 As a result, line oil pressure is no longer supplied to the drain port 280 of the 3-4 shift valve 270, and the engagement of the first clutch 38 is no longer compensated.However, at this time, the D port 246 is connected to the clutch port 254, so , engagement of the second clutch 40 is compensated. At this time, if the spool valve 212 of the 1-2 shift valve 210 is in the first switching position shown in the left half of the figure, then the 2-2 shift valve 210
The line oil pressure of the clutch port 254 of the 3rd shift valve 240 is connected to the failsafe port 22 of the 1st-2nd shift valve 210 by an oil passage 265 in addition to the oil chamber 40a of the second clutch 4o.
2, this line oil pressure is supplied from the clutch port 224 to the oil chamber 44a of the fourth clutch 44, and the fourth clutch 44 comes to engage. At this time, if the spool valve 272 of the 3-4 shift valve 270 is in the second switching position shown in the left half of the figure, the oil chamber 4 of the first clutch 40
The third gear stage is achieved by supplying hydraulic pressure to 0a and engaging the -th clutch 40, whereas the spool valve 272 of the 3-4 shift valve 270 is shown in the right half of the figure. In the first switching position, hydraulic pressure is supplied to the oil chamber 46a of the first brake 46, and the first brake 46 is engaged, thereby achieving the fourth gear.

Note that when the spool valve 242 of the 2-3 shift valve 240 is stuck at the second switching position as described above,
-2 When the spool valve 212 of the shift valve 210 is in the second switching position shown in the right half of the figure, line oil pressure is supplied to the clutch port 224 from the D port 214, and the clutch port 224 is supplied with line oil pressure from the D port 214, as in the above case. Third or fourth gear is achieved.

Therefore, the 1-2 shift valve 210 and the 2-3 shift valve 240
and each spool valve 212.242 of the 3-4 shift valve 270.
．． No matter which shift position 272 sticks, if the manual shift position is in the D range, one of the first to fourth gears will be achieved and the vehicle will be able to move forward. Total incapacity will now be avoided.

FIG. 8 shows the main parts of another embodiment of the hydraulic control device according to the present invention. In addition, in Figure 8, the 4th
The parts corresponding to the figures are attached to Fig. 4.

It is indicated by the same reference numeral as the reference numeral.

In this embodiment, the clutch port 282 of the 3-4 shift valve 270 is connected to the oil passage 29o1 one-way switching valve 298,
The oil passage 294 is communicated with the C1 control valve 300, and the drain port 280 is separated from the oil passage 268 to serve as a simple drain-only port.

2-3 Failsafe port 260J of shift valve 240
: oil passage 268i; one-way switching valve 2 via oil passage 296 instead of drain port 280 of t3-4 shift valve 270
98.

The one-way switching valve 298 is of a check ball type, and when oil pressure is supplied to the oil passage 290, the oil passage 290
is closed to guide this oil pressure to the oil passage 294, whereas when oil pressure is being supplied only to the oil passage 296, the oil passage 290 is closed and this oil pressure is guided to the oil passage 294. As a result, the oil passage 294 is supplied with oil pressure from at least one of the oil passages 2, 90, and 296 when oil pressure is being supplied thereto.

Therefore, also in this embodiment, the spool valve 272 of the 3-4 shift valve 270 sticks in the first switching position shown in the right half of the figure, and the clutch port 282
Even if the predetermined line oil pressure is no longer supplied to the oil line 26 from the failsafe port 260 of the 2-3 shift valve 240,
Line oil pressure is supplied to the CI control valve 300 through the 8.296, one-way switching valve 298, and the oil line 294, and the engagement of the first clutch 38 is compensated for in the same manner as in the embodiment described above.

Therefore, in this embodiment as well, the same functions and effects as in the above-mentioned embodiment can be obtained.

Although the present invention has been described in detail with respect to specific embodiments above, the present invention is not limited thereto.
It will be apparent to those skilled in the art that various embodiments are possible within the scope of the invention.

[Brief explanation of the drawing]

FIG. 1 is a skeleton diagram showing an example of a planetary gear type transmission of an automatic transmission for vehicles to which the hydraulic control device according to the present invention is applied, and FIG. FIG. 3 is a diagram showing one embodiment of a hydraulic control device for a vehicle automatic transmission according to the present invention, and FIGS. 4 to 7 are diagrams showing combinations of brake engagement. A configuration diagram showing the main parts of the hydraulic control device for a vehicle automatic transmission for each gear stage, FIG. 8 is another implementation of the hydraulic control device for a vehicle automatic transmission according to the present invention.
FIG. 2 is a configuration diagram showing the main parts of an example. 34...First one-way clutch 36...Second one-way clutch 38...First clutch 40...Second clutch 42...Third clutch 44...Fourth clutch 46...First Brake 48...Second brake 52...Input shaft 54...Output gear 60...Hydraulic torque converter 70...Pump 72...Pressure relief valve 74...Pressure relief valve 80... Primary regulator valve] 00... Secondary regulator valve 120... Throttle valve 140... Lock-up relay valve 160... Lock-up signal valve 170... Oil cooler 172... Cooler bypass valve 174... Pressure relief valve 190...Manual valve 210...1-2 Shift valve 240...2-3 Shift valve 270...3-4 Shift valve 300...C1 control valve 330...4-3 Control valve 360... Reverse inhibit valve 400... First solenoid valve 410... Second solenoid valve 420... Third solenoid valve 450... Accumulator for CI 470... Accumulator for C2 490...・C4 accumulator 510...B, accumulator 530...B2 accumulator 550...first accumulator control valve 560...
Second accumulator control valve 580...Duty pressure regulating valve 590...Duty solenoid valve 600...Duty pressure accumulator
Application Attorney Toyota Motor Corporation

Claims (2)

[Claims] (1) The transmission has two different input members,
Hydraulic pressure of an automatic transmission for a vehicle in which the two input members are drivingly connected to the output member of the prime mover individually by a hydraulically operated first input clutch and a second input clutch to achieve mutually different gears. The control device includes a clutch port that communicates with the oil chamber of the first input clutch, a hydraulic port that communicates with the hydraulic pressure source, and a drain port that communicates with the drain passage, and is located in a first switching position. a first shift valve that sometimes disconnects the clutch port from the drain port and connects it to the hydraulic port, and disconnects the clutch port from the hydraulic port and connects it to the drain port when in a second switching position; A clutch port that communicates with the oil chamber of the second input clutch, a hydraulic port that communicates with the hydraulic source, a drain port that communicates with the drain passage, and a failsafe port that communicates with the drain port of the first shift valve. connecting the clutch port to the drain port and connecting the failsafe port to the hydraulic port when in a first switching position, and connecting the clutch port to the hydraulic port when in a second switching position. and a second shift valve connecting the fail-safe port to the drain port. (2) The transmission has two different input members,
Hydraulic pressure of an automatic transmission for a vehicle in which the two input members are drivingly connected to the output member of the prime mover individually by a hydraulically operated first input clutch and a second input clutch to achieve mutually different gears. The control device includes a clutch port communicating with the oil chamber of the first input clutch via a one-way switching valve, a hydraulic port communicating with a hydraulic pressure source, and a drain port communicating with a drain passage, When in the first switching position, the clutch port is disconnected from the drain port and connected to the hydraulic port, and when in the second switching position, the clutch port is disconnected from the hydraulic port and connected to the drain port. a shift valve, a clutch port communicating with the oil chamber of the second input clutch, a hydraulic port communicating with a hydraulic pressure source, a drain port communicating with a drain passage, and an oil chamber of the first input clutch. a fail-safe port communicating through the one-way switching valve, which connects the clutch port to the drain port and connects the fail-safe port to the hydraulic port when in the first switching position; a second shift valve that connects the clutch port to the hydraulic port and connects the failsafe port to the drain port when in a second switching position.