JPH0842682A - Hydraulic control device for automatic transmission - Google Patents

Abstract

(57) [Abstract] [Purpose] Prevents engine braking conditions at low and middle speed stages due to a failure in an automatic transmission that electrically sets the reverse gear and engine braking conditions at low and middle speed stages to prevent shift shock. Prevent the deterioration. [Structure] In an automatic transmission in which the auxiliary transmission is overdriven at the reverse speed and the same solenoid valve S3 is used to control the engine braking at the low and medium speeds, the overdrive and the low and medium speeds are controlled. The non-engine braking state is set by the same control state of the solenoid valve S3, and the signal pressure of the solenoid valve S3 for setting the non-engine braking state in the middle and low speed stages is set by the switching valve 13
It was configured to invert at 0. Therefore, even if the running range at the low / medium speed stage is erroneously detected as the reverse speed, the engine braking does not work at the low / medium speed stage, and the shift shock can be prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control device for an automatic transmission for a vehicle, and more particularly to a hydraulic control device for controlling a shift.

[0002]

2. Description of the Related Art It is well known that in an automatic transmission for a vehicle, an overdrive device is frequently used in order to improve fuel economy and quietness. An example thereof is described in Japanese Patent Laid-Open No. 5-157165.
An overdrive device including a set of planetary gear mechanisms is provided on the input side of the main transmission for setting one reverse gear. In this overdrive device, the carrier of the planetary gear mechanism and the sun gear are connected by a clutch, so that the whole is integrally rotated at a low speed stage (direct connection stage).
Is set, and the sun gear is fixed by a brake so that the high speed stage is set. In addition, in the automatic transmission described in the above publication, in addition to setting the overdrive device to the high speed stage to set the fifth speed, which is the highest speed stage, the overdrive device operates at high speed when setting the reverse stage. The gear ratio is set to prevent the gear ratio from increasing in the reverse gear.

After all, the automatic transmission described in the above-mentioned publication can set a shift speed of five forward gears and one reverse gear, and for that purpose, the first to third solenoid valves are provided to control the gear shift. doing. Also, since engine braking is required at gears such as the first speed and the third speed, as in a normal automatic transmission, a fourth solenoid valve is further provided in the above automatic transmission, and this fourth solenoid valve is used. A signal pressure is sent to a predetermined switching valve to selectively set the engine braking state.

[0004]

SUMMARY OF THE INVENTION The conventional hydraulic control system for an automatic transmission described above is provided with four solenoid valves, a first to a fourth solenoid valve, for setting each shift speed in a drive range or an engine brake range. However, in order to make the hydraulic control device or the automatic transmission as a whole compact, it is desirable to reduce the number of solenoid valves. In that case, the high speed stage of the overdrive device is the fifth stage.
The engine braking state is set at the first and third speeds, whereas the solenoids used at the so-called speeds that do not interfere with each other are set. It is conceivable that the valve is also used.
Specifically, it is conceivable to operate a solenoid valve for setting the overdrive device at a high speed stage so as to set an engine brake state at a shift stage such as the first speed or the third speed of the engine braking range. .

However, when the solenoid valve for so-called overdrive is also used as the solenoid valve for engine braking, the first drive (D) range first
Since engine braking cannot be applied at high speeds, the operating states of the solenoid valves are opposite between the reverse speed setting and the first speed in the D range. That is, if the solenoid valve outputs the pilot pressure in order to attain the overdrive state at the reverse speed, the pilot pressure is not output at the first speed in the D range.

Therefore, if the above solenoid valve is simply used for both overdrive setting and engine braking, the energization patterns to the solenoid valve will be opposite between the reverse gear and the D range, and as a result, for example, an electrical pattern. If the first speed in the D range is erroneously determined to be a reverse gear due to a failure, the engine braking will be activated at the first speed in the D range, and the driver will feel uncomfortable.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a hydraulic control device for an automatic transmission, in which a solenoid valve is commonly used to reduce the size and weight, and which does not cause a feeling of strangeness. To do.

[0008]

In order to achieve the above object, the invention described in claim 1 controls the engagement / disengagement of a friction engagement device for an engine brake at a predetermined shift speed, and other aspects. A hydraulic control device for an automatic transmission including a solenoid valve for outputting a pilot pressure for performing control for setting a shift speed, wherein the pilot pressure is supplied from the solenoid valve to change the other shift speed. A shift valve to be set, and an engine brake switching valve for controlling supply / discharge of engine brake hydraulic pressure to / from the friction engagement device for engine brake based on a supply / discharge state of pilot pressure from the solenoid valve, When the solenoid valve is outputting pilot pressure, the engine brake switching valve changes the engine brake hydraulic pressure to the engine brake hydraulic pressure. The operation pattern of the solenoid valve and the other gears that do not apply the engine brake at the predetermined shift speed are configured by discharging the engagement device to release the engine brake frictional engagement device. The operation pattern of the solenoid valve for setting is the same.

Further, the invention according to claim 2 is provided with a passage for supplying a hydraulic pressure to the friction engagement device for engine brake irrespective of the operating state of the engine brake switching valve when the engine brake range is set. It is what

Further, in the invention described in claim 3, the engine brake switching valve changes the speed of exhaust pressure for releasing the friction engagement device engaged for setting the predetermined shift speed. It consists of a release control valve.

According to another aspect of the invention, the engine brake switching valve has a spool operated according to an operating state of the solenoid valve, and a first input for inputting a hydraulic pressure for setting a forward traveling state. A port, a second input port for inputting a range pressure for setting a traveling range in which the engine brake is applied at the predetermined shift speed, and the first input port and the second input port according to an operating position of the spool. And an output port that is communicated with any of the input ports of, and the spool allows the second input port and the output port to communicate with each other in a traveling range in which engine braking is not effective at the predetermined gear position, In the traveling range in which the engine braking is effective at the predetermined gear, the first input port and the output port are set to communicate with each other. It is characterized in that there.

Further, the invention as set forth in claim 5 is characterized in that an oil passage communicating with the second input port is provided with an orifice for relaxing a hydraulic pressure supply speed.

According to a sixth aspect of the present invention, in the automatic transmission according to the first aspect, the first speed change portion that can set the reverse drive state and the second speed change that can set the overdrive state. And a second shift portion is set to an overdrive state when the reverse speed is set.

According to a seventh aspect of the present invention, the pilot pressure for performing the engagement / disengagement control of the engine brake frictional engagement device at a predetermined gear stage and the control for setting another gear stage is provided. A hydraulic control device for an automatic transmission including a solenoid valve for outputting, wherein a pilot pressure from the solenoid valve and a shift valve that sets the other shift stage by supplying pilot pressure from the solenoid valve A switching valve that controls the supply / discharge of engine brake hydraulic pressure to / from the friction engagement device for engine brake based on the supply / discharge state, and a spool that is operated in accordance with the operating state of the solenoid valve, and forward traveling. First to input the hydraulic pressure to set the state
Input port, a second input port for inputting a range pressure for setting a traveling range for applying engine braking at the predetermined shift speed, and the first input port according to an operating position of the spool. The second input port communicates with the second input port, and the spool communicates with the second input port in a traveling range in which the engine brake cannot be applied at the predetermined shift stage. And an engine brake switching valve configured to be set to a position where the first input port and the output port are communicated with each other in the traveling range where the engine brake is effective at the predetermined shift speed, and the second input port. It is characterized in that it is provided with an orifice which is interposed in the oil passage and relaxes the supply speed of the hydraulic pressure.

[0015]

According to the first aspect of the invention, the pilot pressure output from the solenoid valve is supplied to the shift valve to set the other shift stage, and the pilot pressure is applied to the engine brake switching valve. By being supplied at the predetermined shift speed, the engine brake hydraulic pressure is discharged from the engine brake frictional engagement device, and the engine brake is disabled. That is, the operating state of the solenoid valve is the same when the engine brake is not applied at a predetermined gear and when the other gear is set. Therefore, in the case of so-called off-fail, for example, it becomes possible to avoid the engine braking in the first speed of the drive range and set the reverse gear, and even if the first gear is erroneously determined to be the reverse gear, the shift shock will occur. It is possible to prevent discomfort such as deterioration.

According to the second aspect of the present invention, even if the valve stick of the engine brake switching valve fails, the hydraulic pressure in the engine brake range can be supplied to the engine brake friction engagement device, so that the engine brake state is ensured. can do.

According to the third aspect of the invention, the engine brake switching valve is also used as the existing valve, so that the device can be made compact by reducing the number of parts.

Further, in the invention of claim 4, when the engine brake is not applied at the predetermined gear, the first input port of the engine brake switching valve is shut off from the output port, and in that state. Since the second input port to which the range pressure is not supplied is connected to the output port, the hydraulic pressure is not supplied to the engine brake friction engagement device. If such a failure of the engine brake switching valve occurs in a state in which the range pressure for applying the engine brake is being output, the range pressure is passed from the second input port to the output port to the engine brake friction engagement device. Sent. On the contrary, when the engine brake switching valve has a failure that cuts off the second input port and the output port while the range pressure for applying the engine brake is being output, the forward traveling state is set. Since the first input port to which the hydraulic pressure is supplied communicates with the output port, the hydraulic pressure is supplied to the friction engagement device for engine braking, and the engine braking can be activated. That is, the engine brake state can be secured even if the engine brake switching valve fails.

According to the invention described in claim 5, since the supply speed of the range pressure for effecting the engine braking is moderated by the orifice, the two friction engagement devices both have a torque capacity of a predetermined value or more during a speed change transient. This can be prevented in advance, and deterioration of gear shift shock can be prevented.

In the invention described in claim 6, the solenoid valve can be used both for overdriving and for engine braking in the drive range, so that the device can be made compact and engine failure due to failure can be prevented.

According to the invention described in claim 7, since the range pressure in the range where the engine brake is applied is supplied to the second input port through the orifice, the torque capacity of the friction engagement device for engine brake is abrupt. I can't stand up. On the other hand, the pressure is quickly released from the friction engagement device that is released. Therefore, it is possible to prevent both of the two friction engagement devices from having a torque capacity greater than or equal to a predetermined value and a shock resulting from them.

[0022]

EXAMPLES Next, the present invention will be specifically described based on Examples. FIG. 1 schematically shows an embodiment of the present invention. An engine 2 to which an automatic transmission 1 is connected includes an intake pipe line 3 of a main throttle valve 4 and a sub throttle valve located upstream thereof. 5 and 5. The main throttle valve 4 is connected to an accelerator pedal 6 and is opened / closed according to the amount of depression of the accelerator pedal 6. The sub-throttle valve 5 is adapted to be opened and closed by a motor 7. An electronic control unit (E-ECU) 8 for an engine for controlling the motor 7 for adjusting the opening of the sub-throttle valve 5 and for controlling the fuel injection amount and ignition timing of the engine 2 is provided. There is. The electronic control unit 8 mainly includes a central processing unit (CPU), a storage device (RAM, ROM), and an input / output interface,
In this electronic control unit 8, as data for control,
Various signals such as engine (E / G) rotation speed N, intake air amount Q, intake air temperature, throttle opening, vehicle speed, engine water temperature, and signals from brake switches are input.

The shift, lockup clutch and line pressure in the automatic transmission 1 are controlled by the hydraulic control device 9. The hydraulic control device 9 is configured to be electrically controlled, and also has first to third shift solenoid valves S1 to S for executing a shift.
3. A linear solenoid valve SLT for controlling the line pressure, a linear solenoid valve SLN for controlling the back pressure of the accumulator, and a linear solenoid valve SLU for controlling the lockup clutch are provided.

An electronic control unit (T-ECU) 10 for an automatic transmission, which outputs signals to these solenoid valves to control gear shift, line pressure, accumulator back pressure, and the like.
Is provided. This automatic transmission electronic control unit 10
Is a central processing unit (CPU) and a storage device (RA
M, ROM) and an input / output interface, and the electronic control unit 10 has a throttle opening, a vehicle speed, an engine water temperature, a signal from a brake switch, a shift position, as data for control.
Signal from the pattern select switch, signal from the overdrive switch, signal from the C0 sensor that detects the rotational speed of the clutch C0, which will be described later, signal from the vehicle speed sensor, oil temperature of the automatic transmission, signal from the manual shift switch, etc. Has been entered. The electronic control unit 10 for the automatic transmission and the electronic control unit 8 for the engine are connected to each other so that data communication is possible, and the electronic control unit 8 for the engine is connected to the electronic control unit 10 for the automatic transmission. A signal such as the intake air amount per rotation (Q / N) is transmitted, and the electronic control unit 10 for the automatic transmission transmits to the electronic control unit 8 for the engine the same as the instruction signal for each solenoid valve. A signal and a signal for instructing the shift speed are transmitted.

That is, the electronic control unit 10 for the automatic transmission
Determines ON / OFF of the gear position, lockup clutch, or line pressure adjustment level based on the input data, and outputs an instruction signal to a predetermined solenoid valve based on the determination result. Judgment of fail and control based on it are performed. Further, the engine electronic control unit 8 determines the fuel injection amount, the ignition timing, or the sub-throttle valve 5 based on the input data.
In addition to controlling the opening degree, etc., the fuel injection amount is reduced or the ignition timing is changed at the time of shifting in the automatic transmission 1,
Alternatively, the output torque is temporarily reduced by narrowing the opening of the sub-throttle valve 5.

FIG. 2 is a diagram showing an example of a gear train of the automatic transmission 1 described above, and in the configuration shown here, a shift stage of five forward gears and one reverse gear is set. That is, the automatic transmission 1 shown here has the torque converter 30.
And a sub-transmission unit 31 and a main transmission unit 32. The torque converter 30 includes a lockup clutch 33.
The lock-up clutch 33 has a front cover 35 that is integrated with the pump impeller 34.
A member (hub) 3 in which the turbine lantern 36 and the turbine ranan 36 are integrally attached.
It is provided between 7 and. The crankshaft (not shown) of the engine is connected to the front cover 35, and the input shaft 38 to which the turbine runan 36 is connected.
Is connected to the carrier 30 of the overdrive planetary gear mechanism 39 that constitutes the auxiliary transmission unit 31.

The carrier 4 in this planetary gear mechanism 39
A multi-plate clutch C0 and a one-way clutch F0 are provided between 0 and the sun gear 41. The one-way clutch F0 is engaged when the sun gear 41 rotates forward relative to the carrier 40 (rotates in the rotation direction of the input shaft 38). Further, a multi-plate brake B0 for selectively stopping the rotation of the sun gear 41 is provided.
The ring gear 4 which is an output element of the sub transmission unit 31
2 is connected to the intermediate shaft 43 which is an input element of the main transmission unit 32.

Therefore, in the sub-transmission unit 31, the entire planetary gear mechanism 39 rotates integrally when the multi-plate clutch C0 or the one-way clutch F0 is engaged, so that the intermediate shaft 43 has the same speed as the input shaft 38. It will rotate at low speed. Further, in the state where the brake B0 is engaged and the rotation of the sun gear 41 is stopped, the ring gear 42 is accelerated to the normal rotation with respect to the input shaft 38, and the high speed stage is established.

On the other hand, the main transmission unit 32 is provided with three sets of planetary gear mechanisms 50, 60, 70, and their rotating elements are connected as follows. That is, the sun gear 51 of the first planetary gear mechanism 50 and the sun gear 61 of the second planetary gear mechanism 60 are integrally connected to each other, and the ring gear 53 of the first planetary gear mechanism 50 and the carrier 62 of the second planetary gear mechanism 60 are connected. The third planetary gear mechanism 70 and the carrier 72 are connected to each other, and the carrier 72 is connected to the output shaft 80. Further, the ring gear 63 of the second planetary gear mechanism 60 is connected to the sun gear 71 of the third planetary gear mechanism 70.

In the gear train of the main transmission unit 32, it is possible to set a reverse gear and four gears on the forward side, and clutches and brakes therefor are provided as follows. First, the clutch will be described. The ring gear 63 and the third gear of the second planetary gear mechanism 60 which are connected to each other.
A first clutch C1 is provided between the sun gear 71 of the planetary gear mechanism 70 and the intermediate shaft 43, and the sun gear 51 of the first planetary gear mechanism 50 and the sun gear 61 and the intermediate shaft of the second planetary gear mechanism 60 are connected to each other. A second clutch C2 is provided between the first clutch 43 and the second clutch C2.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 51 and 6 of the first planetary gear mechanism 50 and the second planetary gear mechanism 60 are used.
It is arranged to stop the rotation of 1. A first one-way clutch F1 and a second brake B2, which is a multi-disc brake, are arranged in series between the sun gears 51 and 61 (that is, the common sun gear shaft) and the casing 81. One way clutch F1 is sun gear 41,5
1 engages when it tries to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the input shaft 38). The third brake B3, which is a multi-disc brake, is the first planetary gear mechanism 5
It is provided between the zero carrier 52 and the casing 81. Then, as a brake for stopping the rotation of the ring gear 73 of the third planetary gear mechanism 70, the fourth brake B4 and the second one-way clutch F2, which are multiple disc brakes, are provided in the casing 8
It is arranged in parallel with 1 and 1. The second one-way clutch F2 is adapted to be engaged when the ring gear 73 tries to rotate in the reverse direction.

Among the rotary members of the above-mentioned transmission portions 31 and 32, C for detecting the rotational speed of the clutch C0 of the sub transmission portion 31 is used.
A sensor 82 and a vehicle speed sensor 83 that detects the number of rotations of the output shaft 80 are provided.

In the above-described automatic transmission 1, it is possible to set five forward speeds and one reverse speed by engaging and disengaging each clutch and brake as shown in the operation table of FIG. In FIG. 3, a circle indicates an ON state or an engaged state, a cross indicates an OFF state or a released state, a circle indicates an ON control state of the lockup clutch, and a circle indicates that duty control is performed during a gear shift.

As shown in the operation table of FIG. 3, the auxiliary transmission unit 31
The control for switching between the overdrive state and the direct connection state and the control for applying the engine brake in the first speed and the third speed are performed by the third solenoid valve S3. Therefore, the hydraulic circuit shown in FIG. It is provided.
FIG. 4 shows only the main parts related to the present invention,
FIG. 5 is a schematic view showing a more characteristic part of the above.

The third solenoid valve S3 is a normal open type valve which outputs a signal pressure in the OFF state, and is provided mainly for switching control of the auxiliary transmission section 31, and is shown in FIGS. 4 and 5. In the configuration, this is diverted to control the engine braking of the first speed and the third speed. More specifically, the third solenoid valve S3 is controlled to be OFF at the fifth speed and the reverse speed for setting the subtransmission unit 31 in the overdrive state and outputs the signal pressure (pilot pressure), and in addition to the drive ( D) The signal pressure is output by being OFF-controlled in the first speed and the third speed of the range, but in the first speed and the third speed of the D range, the signal pressure of the third solenoid valve S3 is controlled by the B2 release control valve. So-called reversal control is performed to cut off the supply of hydraulic pressure to the brakes B1 and B4 for applying the engine brake at the first speed or the third speed.

That is, in FIG. 5, the 3-4 shift valve 100 is a spool valve whose ports are communicated with each other in the first to third speeds and the fourth and fifth speeds, as indicated by the symbols at the bottom of the drawing. The third solenoid valve S3 is connected to the port 101. This port 101 is
In 3rd speed, it is connected to port 102, and this port 10
The signal pressure is sent from 2 to the control port 131 of the B2 release control valve 130. Also, the port 101 is connected to the port 103 at the 4th and 5th speeds,
From here, the signal pressure is sent to the 4-5 shift valve.

B2 release control valve 130
Has a spool 132 with four lands,
When the signal pressure is supplied to the control port 131, the spool 132 is lowered to the position shown in the left half of FIG. 5, and conversely, when the pressure is discharged from the control port 131, the spool 132 is moved to the position shown in the right half of FIG. It is designed to be pushed up to. Of the ports of this B2 release control valve 130, the engine brake pressure output port 1
A D range pressure input port 134 and an engine brake range pressure input port 135 are formed across 33.
When the spool 132 is in the position shown in the left half of FIG. 5 because the third solenoid valve S3 outputs the signal pressure, the engine brake range pressure input port 1
35 communicates with the engine brake pressure output port 133.

When the spool 132 is in the position shown in the right half of FIG. 5 because the third solenoid valve S3 does not output the signal pressure, the D range pressure input port 13
4 communicates with the engine brake pressure output port 133.
Here, the third solenoid valve S3 is turned off at the first speed to the third speed in the D range to output the signal pressure. In this case, the D range pressure input port 134 is closed and the engine brake range pressure is also changed. Is not generated, the hydraulic pressure is not output from the engine brake pressure output port 133.

The above engine brake pressure output port 13
3 is connected to the input port 151 of the coast brake control valve 150. The coast brake control valve 150 is a valve that regulates and outputs an input hydraulic pressure, and includes a spool 152 having two lands and a plunger 153 arranged at one end thereof.
And a spring 154 arranged between the spool 152 and the plunger 153. The land on the side of the input port 151 is formed with through holes that open at both end surfaces thereof so that the output pressure acts on the end surface of the spool 152. Further, the accumulator back pressure control pressure PACC is supplied to the end portion of the plunger 153, whereby the pressure regulation level is changed. The output port 155, which is selectively communicated with the input port 151, outputs hydraulic pressure to the first brake B1 or the fourth brake B4, which is a friction engagement device for engine braking at the first speed or the third speed. It has become.

That is, in the first speed and the third speed in the D range where the D range pressure is generated, the third solenoid valve S3
Is controlled to be OFF and outputs the signal pressure, the D range pressure is shut off by the B2 release control valve 130, so that the hydraulic pressure is not sent to the first brake B1 or the fourth brake B4, and these are released. So, the edin brake doesn't work. That is, the third solenoid valve S
3 is so-called inversion controlled.

On the other hand, in the L range where the engine braking is effective at the first speed, the third solenoid valve S3 is turned on.
Since the N2 is not controlled to output the signal pressure, the spool 132 of the B2 release control valve 130 is pushed up to the position shown in the right half of FIG. 5, and as a result, the D range pressure input port 134 and the output port 133 communicate with each other. The D range pressure is sent to the fourth brake B4, which is engaged. Also in the "3" range or 2 range where the engine brake is applied at the third speed, the third solenoid valve S3
Is controlled so that the coast brake control valve 1 is operated in the same manner as in the case of the first speed in the L range described above.
The hydraulic pressure is sent to the first brake B1 via 50 and is engaged therewith, so that the engine brake can be activated.

When the third solenoid valve S3 fails OFF in the D range, the D range pressure input port 134 of the B2 release control valve 130 is closed so that the engine braking does not work and therefore the shift shock is prevented. be able to.

B2 release control valve 1
When a so-called valve stick occurs in which the spool 132 of 30 is fixed at the position shown in the right half of FIG. 5,
Engine brake pressure input port 135 and output port 13
Since 3 is always in communication, hydraulic pressure can be output from the output port 133 in the engine brake range "3" range or "2" range, and the engine brake is activated by engaging the first brake B1 in the third speed. be able to.

The engine brake pressure input port 13
The reason why the orifice 136 is provided in the oil passage communicating with 5 is to avoid the interference between the first brake B1 and the second brake B2, and when the first brake B1 is engaged at the third speed, The orifice 136 slows the supply speed of the hydraulic pressure in order to advance the engagement of the brake B2.

Next, the hydraulic circuit shown in FIG. 4 will be described more specifically. For convenience of drawing, the following description will be given with reference to FIG. 6 to FIG. 8 in which FIG. 4 is divided into a plurality of parts.

First, B2 release control valve 1
Referring to FIG. 30, the B2 release control valve 130 is shown in FIG. 6 upside down with respect to FIG. 5, and in addition to the connection state of each port described above, the second brake B2 is connected to the B2 port 137. Has been done, this B2
The port 138 selectively connected to the port 137 is connected to the oil passage 14 via an orifice 139 with a check ball.
0 is connected. The second brake B2 is communicated with the oil passage 140 via the orifice 141. Therefore, by communicating the B2 port 137 with the port 138, the second brake B2 is communicated with the oil passage 140 not only through the orifice 141 but also through the orifice 139 with a check ball, so that the exhaust pressure speed thereof is increased. Thus, B2 release control valve 1
30 supplies the signal pressure of the third solenoid valve S3 to its control port 131 or discharges the signal pressure,
The exhaust pressure speed from the second brake B2, that is, the release speed of the second brake B2 is configured to be switched gradually.

On the other hand, the oil passage 142 connected to the engine brake range pressure input port 135 has the above-mentioned orifice (double orifice) 136, and the orifice 143 with a check ball that opens in the exhaust pressure direction is parallel to the double orifice 136. It is provided in. The oil passage 142 is connected to a 1-2 shift valve described later.

Next, the 3-4 shift valve 100 will be described. The spool 104 for switching the communication state of the ports 101, 102 and 103 described above has six lands, and the brake port 105 formed in the middle portion.
A first brake B1 is connected to. The input port 106 adjacent to the brake port 105 is communicated with the coast brake control valve 150 via a 2-3 shift valve described later. The above-mentioned port 103 is connected to the 4-5 shift valve 1 through the oil passage 107.
70 is connected to the control port 171. The 4-5 shift valve 170 is a valve for controlling the sub-transmission unit 31 to the overdrive state or the direct connection state, and the input port 17 to which the line pressure oil passage PL is connected.
Brake port 173 selectively connected to 2
The brake B0 in the subtransmission unit 31 is connected to the. The brake port 1 is connected to the input port 172.
The output port 174 located on the side opposite to 73 is connected to the oil passage 1
It is connected via 75 to a C0 exhaust valve 190.

The 4-5 shift valve 170 is constructed so that the communication state of the ports is switched by a spool 176 having five lands, and the signal pressure of the third solenoid valve S3 is transmitted via the oil passage 107 to the control port 1.
71, the spool 176 is pushed down to the position shown in the right half of FIG. 6, resulting in the input port 172.
Communicates with the brake port 173, and hydraulic pressure is supplied to the brake B0. On the contrary, when the pressure is discharged from the control port 171, the spool 176 is pushed up to the position shown in the left half of FIG. 6, and as a result, the input port 172 is communicated with the output port 174 and the C0 exhaust valve 150 is connected.
Hydraulic pressure is sent to. In FIG. 6, reference numeral 210 denotes a solenoid relay valve, which is configured to control the supply / discharge of the signal pressure from the lock-up linear solenoid valve SLU and the supply / discharge of the hydraulic pressure to the third brake B3. ing. The connection states of the other oil passages are as shown in FIG.

In FIG. 7, the input port 151 of the coast brake control valve 150 is connected to the above-mentioned B.
2 An oil passage 156 connected to the port 133 of the release control valve 130 is connected, and an oil for outputting the regulated brake pressure to the first brake B1 or the fourth brake B4 is connected to the output port 155. Road 1
57 is connected. In addition, these oil passages 156, 1
57 are connected to each other via an orifice 158 with a check ball, and the orifice 158 with a check ball is opened when the pressure is discharged from the first brake B1 or the fourth brake B4.

The control for switching the supply destination of the brake pressure to the first brake B1 or the fourth brake B4 is performed by the 2-3 shift valve 230. 2-3 shift valve 2
Reference numeral 30 denotes a valve for switching the communication state of the ports by a spool 231 having seven lands. A spring 232 is provided at one end of the spool 231 and a hold port 233 opened at this end has an L Range pressure is supplied. The oil passage 157 for supplying the brake pressure is communicated with the intermediate port 234, and the output port 235 on the upper side in FIG.
Connected to the input port 106 of the. Also port 23
Second output port 2 located on the lower side in FIG.
36 is connected to the 1-2 shift valve via an oil passage 237. The 2-3 shift valve 230 is a valve mainly controlled by the second solenoid valve S2, and the spool 231 is at the position shown in the left half of FIG. 7 in the first speed, the second speed, the neutral range and the R range. The spool 231 is pushed up and pushed down to the position shown in the right half of FIG. 7 at the third speed to the fifth speed.

Therefore, when the engine brake is applied at the first speed, the port 234 is the second output port 23.
6 to output the brake pressure from here, and when the engine brake is applied at the third speed, the port 234 is communicated to the output port 235 and the brake pressure is supplied from here to the 3-4 shift valve 100. It is configured to be supplied to the first brake B1 via. The second brake B2 is connected to the port 238.

The fourth brake B4, which is engaged when the engine brake is applied in the first speed, is the shuttle valve 2
It is connected to the 1-2 shift valve 250 via 40. The 1-2 shift valve 250 is a valve that switches the communication state of the ports by a spool having four lands, and the second output port 236 of the 2-3 shift valve 230 is connected to the input port 252. A shuttle valve 240 is connected to an output port 254 that selectively communicates with the input port 252 and the drain port 253.

Further, the engine brake range pressure is set to the above B2.
Oil passage 14 supplied to the release control valve 130
2 is connected to another output port 255, and an oil passage 257 for supplying a “3” range pressure to an engine brake port 256 which is selectively communicated with this output port 255.
And an oil passage 258 for supplying the “2” range pressure. The spool 251 of the 1-2 shift valve 250 is pushed down to the position shown in the right half of FIG. 7 in the first speed, the neutral range and the R range. Therefore, in this state, the input port 252 communicates with the output port 254. Further, in the second speed to the fifth speed, the spool 251 is pushed up to the position shown in the left half of FIG. 7, and as a result, the engine brake port 256 communicates with the other output port 255. The connection state of the other oil passages is as shown in FIG.

The manual valve 260 will now be described. This is the same as that conventionally known, that is, the parking (P) range, the R range, the neutral (N) range, the D range, and the "3" range. It is a valve that can set 7 positions of “2” range and L range. When D range is set, D range pressure is output from D port 261 and when “3” range is set. The hydraulic pressure is output from the D port 261 and the "3" port 262, and the hydraulic pressure output from the "3" port is the so-called "3" range pressure. Further, when the "2" range is set, hydraulic pressure is output from the D port 261, the "3" port 262, and the "2" port 263.

The above-mentioned oil passage 257 is connected to the "3" port 262, and the "2" port 263 is connected to the "2" port 263.
The oil passage 258 is connected. When the L range is set, the D port 261 and the "3" port 26
2, the hydraulic pressure is output from the "2" port 263 and the L port 264, and the hydraulic pressure output from the L port 264 is
2-3 is supplied to the hold port 233 of the shift valve 230. Furthermore, the hydraulic pressure output from the "2" port 263 is the so-called "2" range pressure.

Further, in FIG. 7, reference numeral 270 is a B3 control valve, which changes the pressure adjusting level by supplying the signal pressure of the linear solenoid valve SLU supplied through the solenoid relay valve 210 to the control port 271. Third brake B3 to be engaged when setting second gear
It is configured to control the hydraulic pressure supplied to. This B
3 Since the structure of the control valve 270 is conventionally known, FIG. 7 shows the main oil passage connection state, and a description thereof will be omitted.

The C0 exhaust valve 190 is used.
Is a valve for controlling the clutch C0 of the auxiliary transmission unit 31, and is the first control port 191 in the second speed of the D range.
The hydraulic pressure is supplied to the first input port 192 to which the D range pressure is supplied in the first speed to the fourth speed and the N range. Also at this time, "2"
The second input port 193 to which the range pressure is input is connected to the output port 194. Therefore D
In the second speed range, the clutch C0 is released because no hydraulic pressure is output. In the "2" range and the L range, the "2" range pressure is supplied to the second input port 193, so the clutch C0 is engaged. The engine brake works well together. Further, the signal pressure of the linear solenoid valve SLU is supplied to the second control port 195.

In FIG. 8, reference numeral 280 is a relay valve controlled by the linear solenoid valve SLT, and reference numeral 290 is an accumulator. Further, reference numeral 295 indicates an accumulator control valve for adjusting the accumulator back pressure PACC.

Therefore, in the control device provided with the hydraulic circuit shown in FIG. 4 or FIGS. 6 to 8, the third solenoid valve S3 is turned off at the first speed in the D range, and the signal pressure is 3-4 shift valve 100. Is input to the control port 131 of the B2 release control valve 130 via. As a result, the spool 132 of the B2 release control valve 130 is pushed up to the position shown in the right half of FIG. 4 or 6 to shut off the port 134 to which the D range pressure is supplied. Therefore, the D range pressure cannot be sent to the coast brake control valve 150.
The fourth brake B4 remains released and the engine brake does not work. Therefore, when setting the first speed in the D range, even if the third solenoid valve S3 fails OFF, the fourth brake B4 is not engaged. No inconvenience such as aggravation of gear shift shock occurs during gear shifting.

In the L range where it is necessary to apply the engine brake at the first speed, the third solenoid valve S3 is ON-controlled so that the pressure is exhausted from the control port 131 of the B2 release control valve 130. As a result, Since the spool 132 is pushed down to the position shown in the left half of FIG. 4 or FIG.
And to the coast brake control valve 150 via the port 133, and hydraulic pressure is supplied from this to the fourth brake B4 via the 2-3 shift valve 230, the 1-2 shift valve 250 and the shuttle valve 240. That is, the fourth brake B4 is engaged and the engine brake can be activated.

On the other hand, when the third speed in the D range is set, the third solenoid valve S3 is also controlled to be OFF, so that the port 134 of the B2 release control valve 130 is closed as in the case of the first speed. Since the D-range pressure is cut off, the hydraulic pressure is not supplied to the first brake B1 and it remains released, so that the engine braking does not work.

On the other hand, in the "3" range and the "2" range in which the engine brake is applied at the third speed, the third solenoid valve S3 is ON-controlled, so that the B2 release control valve 130 is exhausted from the control port 131. Pressure, and as a result, the D range pressure is supplied to the coast brake control valve 150 via the port 134 and the port 133, and the engine brake pressure adjusted here is supplied to the 2-3 shift valve 230 and the 3-4 shift valve 100. It is supplied to the first brake B1 via the engine, and the engagement of the first brake B1 enables the engine brake to be activated.

In the third speed of the "3" range or the "2" range, when the third solenoid valve S3 fails OFF, the B2 release control valve 13
Since the hydraulic pressure is supplied to the control port 131 of 0, instead of closing the D range pressure input port 134 to which the D range pressure is input, the engine brake range pressure input port 135 to which the engine brake range pressure is supplied is closed.
Communicate with the output port 133, so that the engine brake range pressure is supplied to the coast brake control valve 150 from here. As a result, the engine brake pressure regulated here is supplied to and engaged with the first brake B1, so that even if the third solenoid valve S3 is O
Even if FF fails, engine braking can be activated.

B2 release control valve 1
When the engine brake range pressure input port 135 of 30 is supplied with the engine brake range pressure, since it is supplied through the double orifice 136, the rise of the hydraulic pressure of the first brake B1 can be mitigated, and as a result, Interference between the first brake B1 and the second brake B2 can be avoided.

[0066]

As described above, according to the first aspect of the present invention, the operation pattern of the solenoid valve can be changed depending on whether the engine braking is not effective at a predetermined shift speed or another shift speed is set. Since it is configured to be the same, even if the predetermined shift speed is erroneously determined as the other shift speed due to a failure of the solenoid valve or the like, it is possible to prevent unnecessary engine braking from being applied at the predetermined shift speed. You can Further, since one solenoid valve controls the engine braking state at a predetermined shift speed and the setting of other shift speeds, the device can be made compact.

Further, according to the second aspect of the invention, even if the engine brake switching valve fails, the engine brake friction engagement device can be engaged by the range pressure of the engine brake range. Can be secured.

Further, in the invention described in claim 3, the device can be made compact by also using the valve, and in the invention described in claim 4, even if the engine brake switching valve fails, the engine brake state is maintained. Can be secured.

According to the fifth aspect of the invention, the supply / discharge speed of the hydraulic pressure with respect to the friction engagement devices involved in gear shifting is controlled by the orifice to prevent the two friction engagement devices from having a predetermined torque capacity at the same time. It is possible to prevent the shift shock from becoming worse.

Further, in the invention of claim 6, the device can be made compact, and in the invention of claim 7, a gear shift in which engagement of the friction engagement device and release of another friction engagement device occur simultaneously However, since the supply speed of the hydraulic pressure can be moderated by the orifice, it is possible to prevent a shock due to the two friction engagement devices both having a torque capacity of a predetermined value or more.

[Brief description of drawings]

FIG. 1 is a block diagram schematically showing an embodiment of the present invention.

FIG. 2 is a skeleton diagram mainly showing a gear shift mechanism of an automatic transmission targeted by the present invention.

FIG. 3 is a table showing ON / OFF states of solenoid valves and engagement / disengagement states of each friction engagement device in each travel range and gear position.

FIG. 4 is a diagram showing a main hydraulic circuit portion of an embodiment of the present invention.

FIG. 5 is a partial hydraulic circuit diagram schematically showing a main hydraulic circuit portion taken out of the present invention.

6 is a diagram showing a part of the hydraulic circuit shown in FIG.

FIG. 7 is a diagram showing another portion of the hydraulic circuit shown in FIG.

8 is a diagram showing still another portion of the hydraulic circuit shown in FIG.

[Explanation of symbols]

 1 Automatic transmission 100 3-4 Shift valve 130 B2 Release control valve 131 Control port 132 Spool 133 Engine brake pressure output port 134 D range pressure input port 135 Engine brake range pressure input port 136 Double orifice B1 1st brake B4 4th brake S3 Third solenoid valve

Front Page Continuation (72) Inventor Takashi Ota 1 Toyoyu-cho, Toyota-shi, Aichi Toyota Motor Co., Ltd. (72) Inventor Yasuo Hojo 1 Toyota-cho, Toyota-shi, Aichi Toyota Motor Co., Ltd. (72) Inventor Shinji Kasuga 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor, Masahiko Ando 10 Takane, Fujii Town, Anjo City, Aichi Prefecture Aisin AW Co., Ltd. (72) Inventor, Akira Fukatsu Aisen City, Takai Fujii-cho, 10 Aisin AW Co., Ltd. (72) Inventor Masahiro Hayabuchi Aisen-city, Anjo-shi, Takai-Fuji, Aisen AW Co., Ltd. (72) Inventor, Hajime Tsukamoto Masai Aichi Prefecture, Takagi, Fujii-cho, 10 Takane, Aisin AW Co., Ltd.

Claims (7)

[Claims] 1. An automatic valve equipped with a solenoid valve for outputting a pilot pressure for controlling engagement / disengagement of a frictional engagement device for engine braking at a predetermined gear and control for setting another gear. In a hydraulic control device for a transmission, a pilot valve is supplied from the solenoid valve to set the other shift stage, and the engine is based on a state of supply / discharge of pilot pressure from the solenoid valve. And an engine brake switching valve for controlling the supply and discharge of the engine brake hydraulic pressure to and from the frictional engagement device for brakes. The engine brake switching valve controls the engine brake hydraulic pressure when the solenoid valve outputs pilot pressure. Discharge from the brake friction engagement device to release the engine brake friction engagement device. With such a configuration, the operation pattern of the solenoid valve that does not apply the engine brake at the predetermined shift speed and the operation pattern of the solenoid valve for setting the other shift speed are the same. Hydraulic control device for automatic transmission. 2. A path for supplying hydraulic pressure to the engine brake friction engagement device regardless of the operating state of the engine brake switching valve when the engine brake range is set is provided. A hydraulic control device for the automatic transmission described. 3. The engine brake switching valve is a release control valve that changes a speed of exhaust pressure for releasing a friction engagement device engaged to set the predetermined shift speed. A hydraulic control device for an automatic transmission according to. 4. The engine brake switching valve includes a spool that is operated according to an operating state of the solenoid valve, a first input port that inputs a hydraulic pressure for setting a forward traveling state, and the predetermined gear shift. Any one of a second input port for inputting a range pressure for setting a traveling range in which the engine brake is applied at a stage, and one of the first input port and the second input port depending on an operating position of the spool. An output port that is communicated with the engine, and the spool causes the second input port and the output port to communicate with each other in a traveling range in which the engine braking cannot be applied at the predetermined shift speed, and the engine is operated at the predetermined shift speed. The driving range in which the brake is applied is configured to be set at a position where the first input port and the output port are in communication with each other. 1. A hydraulic control device for an automatic transmission according to 1. 5. The hydraulic control device for an automatic transmission according to claim 4, wherein an oil passage communicating with the second input port is provided with an orifice for relaxing a hydraulic pressure supply speed. 6. The automatic transmission has a first speed change section capable of setting a reverse drive state and a second speed change section capable of setting an overdrive state, and sets a reverse drive stage. The hydraulic control device for an automatic transmission according to claim 1, wherein the second speed change portion is configured to be in an overdrive state at times. 7. An automatic valve equipped with a solenoid valve for outputting a pilot pressure for controlling engagement / disengagement of a friction engagement device for engine braking at a predetermined shift speed and for setting another shift speed. In a hydraulic control device for a transmission, a pilot valve is supplied from the solenoid valve to set the other shift stage, and the engine is based on a state of supply / discharge of pilot pressure from the solenoid valve. A switching valve that controls the supply and discharge of engine brake oil pressure to the friction engagement device for brakes, and inputs a spool that is operated in accordance with the operating state of the solenoid valve and an oil pressure for setting the forward traveling state. Input the first input port and the range pressure for setting the running range in which the engine braking is applied at the predetermined gear. And a second input port to be,
An output port that communicates with either the first input port or the second input port according to the operating position of the spool, and the spool applies an engine brake at the predetermined shift speed. Second in the driving range that can not be
An engine brake switching valve configured to connect the input port and the output port, and set to a position that allows the first input port and the output port to communicate with each other in a traveling range in which the engine brake is effective at the predetermined shift speed; A hydraulic control device for an automatic transmission, comprising: an orifice that is provided in an oil passage communicating with the second input port and that moderates a hydraulic pressure supply speed.