JP2881700B2 - Hydraulic control device for automatic transmission - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control device provided in an automatic transmission of an automobile.

2. Description of the Related Art An automatic transmission for an automobile is provided with a gear train using a plurality of rows of planetary gear sets, and a multi-stage gear stage is provided by selectively engaging or stopping each element of the planetary gear sets. To achieve.

Of the frictional engagement elements used to engage and disengage each element, clutches and brakes are equipped with hydraulic servos, and the supply and rejection of hydraulic pressure to the hydraulic servos is controlled by a hydraulic control device to achieve the necessary engagement and release. To achieve.

Conventionally, one hydraulic servo is provided with two accumulators such as an accumulator for controlling the engagement hydraulic pressure when engaged and a pressure regulating valve for controlling the drain speed when disengaged. The operation and the drain of the hydraulic servo are controlled by a control means such as a solenoid valve for controlling the pressure adjusting mechanism, and the engagement and release of the friction engagement element provided with the hydraulic servo are controlled. In this case, for example, when one pressure regulating mechanism such as a drain control valve is operating, the pressure change of the one pressure regulating mechanism interferes with the other pressure regulating mechanism such as an accumulator, and the other pressure regulating valve interferes with the other pressure regulating valve. Pressure fluctuations may occur.

In order to solve this problem, the present inventors have proposed means for shutting off an oil passage between a hydraulic servo and the other pressure regulating mechanism when one pressure regulating mechanism is operating (Japanese Patent Application No. Hei 10-26139). 1-288182).

In an automatic transmission having a small number of shift stages, a hydraulic control device is provided which avoids simultaneous control of two or more frictional engagement elements as much as possible and does not cause a neutral state or an interlock state of the gear train during shifting.

[Problems to be Solved by the Invention] In order to further increase the speed stages of the automatic transmission to increase the number of speed stages, simultaneous control of a plurality of friction engagement elements is required.

For example, when it is necessary to release one of the two friction engagement elements and control the other to be engaged at the same time, two pressure adjustment mechanisms are provided for each friction engagement element, and the respective pressure adjustment mechanisms are provided. One control means is required for the mechanism, which not only increases the number of parts, but also avoids the interlock state and the neutral state of the automatic transmission gear train when one of the plurality of control means fails. Is difficult.

Therefore, the control means of the same type of pressure regulating mechanism attached to each hydraulic servo is shared, and the two hydraulic servos are released and engaged by two control means such as two solenoid valves. Although it is conceivable to perform simultaneous control of the pressure control, the use of a common control means causes a disadvantage that the pressure regulating mechanism not used at the time of shifting is operated.

Therefore, the present invention provides a hydraulic control apparatus for an automatic transmission having a plurality of hydraulic servos provided with the two pressure adjusting mechanisms, wherein a control means for controlling the plurality of pressure adjusting mechanisms is shared, It is an object of the present invention to provide a hydraulic control device capable of performing accurate and simple simultaneous control of hydraulic servos.

[Means for Solving the Problems] A transmission having a plurality of rows of planetary gear sets, a friction engagement element for achieving engagement / disengagement of the elements of the planetary gear set, and a hydraulic servo for operating the friction engagement elements And a means for controlling pressure oil supplied to the hydraulic servo; a first and a second hydraulic servo; and selectively communicating the first hydraulic servo with a hydraulic source. A first communication means for causing the second hydraulic servo to selectively communicate with a hydraulic pressure source; and a first communication means for selectively communicating the second hydraulic servo with a hydraulic pressure source.
Shift control means for switching between the first hydraulic servo and the shift control means, the shift control means being switched to a third communication means for causing both the first hydraulic servo and the second hydraulic servo to communicate with a hydraulic pressure source; A first adjusting mechanism including a spool movable between a first position at which a hydraulic servo communicates with the shift control means and a second position at which the first hydraulic servo communicates with the drain passage; A first position disposed between the second hydraulic servo and the shift control means for communicating the second hydraulic servo with the shift control means, and a second hydraulic servo disposed in a drain passage. A second adjusting mechanism including a spool movable between a second position to be communicated with the first hydraulic servo; a first pressure adjusting mechanism communicated with the first hydraulic servo; No. The adjustment mechanism and, said first and second
And the spools of the first and second adjusting mechanisms are respectively located at the first position when the shift control means is switched to the first and second communicating means. Outputting a hydraulic signal for urging in the direction to the first and second adjusting mechanisms,
When the shift control means is switched to the third communication means, it is adjustable to urge the respective spools of the first and second adjustment mechanisms in the respective directions of the second position in synchronism therewith. A first control means for outputting a pressure signal to the first and second adjustment mechanisms; and a first control means disposed between the first hydraulic servo and the first pressure adjustment mechanism. And a switching valve that switches between a communication position for communicating with the first pressure regulating mechanism and a closed position for blocking the communication and closing a communication path of the hydraulic servo to the pressure regulating mechanism;
When the shift control means is the first and second communication means, the shift control means is connected to the switching valve and the second adjusting mechanism, and outputs a signal for setting the switching valve to the communication position. Is switched to the third communication means, a signal for switching the switching valve to the shut-off position in synchronization with the third communication means, and the spool of the second adjusting mechanism is moved to the first communication means.
And a second control means for outputting a signal held at the position.

[Operation] According to the present invention, when the shift control means is in the first communication means, the pressure oil of the hydraulic pressure source is sent from the shift control means to the first adjusting mechanism, while the first control means is connected to the first control mechanism. Since the spool of the first adjusting mechanism is located at the first position, the first hydraulic servo is energized by the pressure oil from the hydraulic source via the first adjusting mechanism, and includes the first hydraulic servo. Engage the friction engagement element. At this time, the second hydraulic servo is disconnected from the hydraulic pressure source. Further, since the second control means sets the switching valve to the communication position, the first hydraulic servo communicates with the first pressure regulating mechanism to appropriately control the pressure increase. Next, when the shift control means is in the second communication means, the shift control means
The first hydraulic servo is insulated from the hydraulic source, and the second adjusting mechanism is connected to the hydraulic source. Since the second control means urges the spool of the second adjustment mechanism to be located at the first position, the second hydraulic servo is communicated with the hydraulic source via the second adjustment mechanism to urge the spool. Then, since the friction engagement element provided with the second hydraulic servo is engaged, the second hydraulic servo is communicated with the second pressure adjusting mechanism, and the pressure increase is appropriately controlled.

The shift control means includes third communication means for communicating both the first and second hydraulic servos to a hydraulic source between the first communication means and the second communication means. When switching from the communication means to the third communication means, the first
The control means outputs to the first and second adjustment mechanisms adjustable pressure signals for urging the spools of the first and second adjustment mechanisms in the directions respectively located at the second position, The hydraulic signal that has been urged in the direction to position the spools of the first and second adjustment mechanisms at the first position is drained. The second control means switches the switching valve to the shut-off position, and closes the communication path of the first hydraulic servo to the first pressure regulating mechanism with the switching valve, and at the same time, performs the second adjustment. A mechanism spool is held in the first position. Accordingly, the hydraulic oil from the hydraulic source is supplied to the second hydraulic servo via the shift control means switched to the third communication means and the second adjusting mechanism in which the spool is held at the first position. In addition to flowing to and energizing the second hydraulic servo, in the first adjusting mechanism, the spool is energized to the second position by the adjustable pressure signal of the first control means, and Due to the relationship between the pressure oil to be discharged from the first hydraulic servo to the drain passage and the pressure oil supplied from the shift control means and input to the first hydraulic servo, the internal pressure drop of the first hydraulic servo is reduced. Adjusted.

Embodiment An embodiment of the present invention will be described below with reference to the drawings.

FIG. 3 shows a skeleton of the automatic transmission according to the present invention. First, an overall outline will be described with reference to FIG.

The automatic transmission 1 includes a transmission 3 having a starting device 2 and a planetary gear device. The starting device 2 may be a fluid coupling, an electromagnetic clutch, a multi-plate clutch, or a centrifugal clutch in addition to the torque converter shown in this embodiment. Appropriate means such as a clutch can be selected.

The transmission 3 accommodates a planetary gear train and a friction engagement element in a case, and includes three simple planetary gear sets 61, 62, and 63 as the planetary gear train.

The carrier of the first simple planetary gear set 61 is connected to the ring gear of the third simple planetary gear set 63 via the first intermediate shaft, and the carrier of the third simple planetary gear set 63 is connected to the second simple planetary gear set 62. Connected to the ring gear of
Connect to output shaft. The sun gear of the third simple planetary gear set 63 is connected to the carrier of the second simple planetary gear set 62 and to the sun gear of the first simple planetary gear set 61 via a frictional engagement element.

The friction engagement element has four clutches, two brakes,
Equipped with two one-way clutches, the connection relationship between the friction engagement element and each element of the planetary gear train is as follows.

The input shaft of the transmission 3 is connected to the drum of the first clutch 11 and the third shaft.
To the drum of the clutch 13. The hub of the first clutch 11 is connected to the ring gear of the first simple planetary gear set 61, and the hub of the third clutch 13 is connected to the sun gear of the first simple planetary gear set 61. The hub of the third clutch 13 is also connected to the drum of the second clutch 12 and further to the hub of the fourth clutch 14 and the outer race of the first one-way clutch 31.

The hub of the second clutch 12 is connected to the third intermediate shaft via a second intermediate shaft.
And the sun gear of the simple planetary gear set 63, and the carrier of the second simple planetary gear set 62. This carrier is further connected to the outer race of a second one-way clutch 32 which also serves as the hub of the second brake 22. The inner race of the second one-way clutch 32 is attached to a case which is a stationary member.

The fourth clutch 14 also serves as the drum of the drum first brake 21, and is connected to the inner race of the first one-way clutch 31 and the sun gear of the second simple planetary gear set 62 via the third intermediate shaft.

A first rotation sensor 71 is provided outside the third clutch 13 directly connected to the input shaft to obtain rotation information of the input shaft. A second rotation sensor 72 is also provided outside the output shaft to obtain rotation information of the output shaft.

This automatic transmission can achieve eight forward speeds and one reverse speed by coupling and releasing the friction engagement elements.

Table 1 shows engagement / disengagement states of the respective friction engagement elements that achieve eight forward speeds and one reverse speed.

The 8 forward speeds are 1st, 2nd, 2.5th, 3rd, 3.2th, 3.5th
The fourth, fifth, and fifth speeds are referred to according to the gear ratios achieved by each of the speeds shown in Table 2.

Table 2 shows the gear ratio and the torque distribution that the frictional engagement element bears for each shift speed.

In the automatic transmission according to the present invention, the relationship between each gear position and the gear ratio as a reference shift pattern is as follows: 1st gear 3.1 2nd gear 2.0 3rd gear 1.4 4th gear 1.0 5th gear 0.7 Rear gear 2.5 The fifth forward speed having the following can be achieved as a basic shift pattern.

By setting three shift speeds between the second and fourth speeds of the basic shift pattern, it is possible to obtain a more appropriate shift pattern corresponding to the running and acceleration conditions.

FIG. 4 shows a circuit configuration of a control device for an automatic transmission according to the present invention.

The hydraulic servo of the friction engagement element to be controlled is 4
One clutch servos 11,12,13,14 and two brakes 21,
22. The second of the four clutches 12
A small servo 12S with a small piston and a large servo 12L with a large piston are provided as hydraulic servos. Third clutch 13
Similarly, a small servo 13S using a small piston and a large servo 13L using a large piston are provided.

As is clear from Tables 1 and 2, the second clutch 12 is engaged at the second, third, and fourth speeds, and maintains the engagement at the fourth speed at the fifth speed.

The torque to be borne is small at the 2nd, 3.2nd, and 4th speeds in the engaged state, but is large at the 5th speed that maintains the engaged state.
Therefore, in the present invention, the small servo 12S is controlled at the 4th speed or lower for operating the engagement / disengagement to achieve control with good responsiveness, and at the 5th speed with a large torque load, both servos 12S and 12L are used. Sufficient engagement torque is obtained.

 The third clutch 13 has a similar configuration and operation.

The first brake 21 is a band brake and needs to exhibit various functions. In order to cope with the various controls, the servo of the first brake 21 includes a first servo 21A and a second servo 21B as servo application sides, and also supplies hydraulic pressure to the servo return side. Has 21R. Then, the first brake 21
Only is controlled directly using the linear solenoid valve 46.

The second brake 22 is, as is clear from Table 2,
Since the torque to be borne varies depending on the shift speed, a first servo 22A and a second servo 22B are provided.

As an accumulator for adjusting the servo pressure,
An accumulator 51 for a first clutch, an accumulator 52 for a second clutch, and an accumulator 53 for a third clutch are provided.

Four solenoid valves as means for controlling the hydraulic circuit
41, 42, 43, 44 and four linear solenoid valves 45, 46, 47, 48 are provided. The second solenoid valve 41 is a normally open valve, and communicates with a drain when off and communicates with a corresponding circuit when on. The third solenoid valve 42 is a normally closed valve, and communicates with the drain when it is on, and communicates with the corresponding circuit when it is off. The first solenoid valve 43 is a normally closed valve, and the fourth solenoid valve 44 is a normally open valve.

A total of 29 valves will be equipped as oil passage switching and pressure regulating valves. The codes and names of each valve are listed.

100 manual valve 110 1-2 shift valve 120 2-3 shift valve 130 3-4 shift valve 140 4-5 shift valve 160 reverse control valve 210 first clutch 11 orifice control valve 220... Drain control valve for second clutch 12 230... Accumulator relay for second clutch 12 first
Valve 240... Accumulator relay of second clutch 12 second
Valve 250: Control valve of the second and third clutches 12, 13 260: Drain control valve of the third clutch 13 270: Accumulator relay of the third clutch 13 First
Valve 280: Accumulator relay of third clutch 13 second
Valve 290: Modulator valve of fourth clutch 14 300: Large piston relay valve 310: Control of first brake 21 First valve 320: Control of first brake 21 Second valve 330: First Release relay valve 2 of brake 21 340 Relay valve of first brake 21 Modulator valve of second brake 22 400 Solenoid relay valve 410 Primary regulator valve 420 Secondary regulator Rectifier valve 430 Lock-up relay valve 440 Accumulator control valve 450 Lock-up control valve 470 Cut-back valve 480 Solenoid modulator valve The present invention achieves the eighth forward speed as described above.

In a basic shift pattern of first gear → second gear → third gear → fourth gear → fiveth gear, two clutches are simultaneously switched between second gear and third gear.

That is, in the upshift from the second speed to the third speed, the second clutch 12 is released and the third clutch 13 is engaged. In a downshift from the third speed to the second speed, the third clutch 13 is released and the second clutch 12 is engaged.

As described above, the second clutch 12 has the small servo 12S and the large servo 12L, and the responsiveness is improved by using only the small servo 12S for the second speed engagement. Similarly, the third clutch 13 also includes a small servo 13S and a large servo 13L, and energizes only the small servo 13S for engagement in the third speed.

In order to smoothly achieve the simultaneous switching of the two clutches, in the hydraulic control device of the present invention, a drain control valve as an adjusting mechanism for each clutch to be simultaneously switched, a hydraulic servo and its pressure regulation are provided. An accumulator relay, which is a switching valve for controlling connection and disconnection between the hydraulic servo and the accumulator;
Equipped with a valve. Then, a single linear solenoid valve is used to achieve drain control of the servo hydraulic pressure of both clutches. To configure this control device, when one linear solenoid valve is controlling the drain control valve of the hydraulic servo of one clutch, it is necessary to stop the operation of the drain control valve of the servo of the other clutch.
Therefore, the second valve of the accumulator relay which is a switching valve having a function of operating the first valve of one accumulator relay and stopping the operation of the other drain control valve is provided.

FIG. 1 shows the details of the essential parts of the device of the present invention, and shows the operation of each valve and the flow of pressurized oil at the second speed.

The small servo 12S of the clutch 12 shown in FIG.
Through the drain control valve 220 of the second clutch 12 (first
Of the second clutch 12 through the oil passages 1120 and 1140, and the first valve 23 of the accumulator relay of the second clutch 12.
Connects to 0 (switching valve). The first accumulator relay valve 230 of the second clutch 12 communicates with the second accumulator relay valve 240 (second control means) of the second clutch 12 via oil passages 3420, 3400.

The small servo 13S of the third clutch 13 communicates with the drain control valve 260 (second adjusting mechanism) of the third clutch 13 via oil passages 1340 and 1320, and the small servo 13S via oil passages 1340 and 1360. 3rd clutch 13 accumulator relay first valve 270
Communicate with The accumulator relay of the third clutch 13 communicates with the second valve 280 of the third clutch 13 via the oil passages 3380 and 3350 of the first valve 270.

The second valve 240 of the second clutch 12 communicates with the drain control valve 260 of the third clutch 13 via oil passages 3400 and 3440, and the second valve 240 of the third clutch 13 The second valve 280 communicates with the drain control valve 220 of the second clutch 12 via oil passages 3350 and 3360.

The drain control valve 220 of the second clutch 12
And the drain control valve 260 of the third clutch 13
Is connected to the 2-3 shift valve 120 via an oil passage 1300, and the 2-3 shift valve 120 is connected to the manual valve 100 shown in FIG. 4 via oil passages 1020, 1030 and 1000. I have.

The back pressure chamber of the accumulator 52 of the second clutch 12 and the back pressure chamber of the accumulator 53 of the third clutch 13 are respectively connected to oil passages 1510 and 1520 and an oil passage 1500 through an accumulator control valve shown in FIG. Connected to 440.

The solenoid valve 45 is connected to the second through oil passages 4500, 4550, 4510.
The clutch 12 communicates with the upper oil chamber of the drain control valve 220 of the clutch 12, and also communicates with the upper oil chamber of the drain control valve 260 of the third clutch 13 via oil passages 4500, 4550, and 4520.

The solenoid valve 41 is connected to the second clutch via an oil passage 4100.
It communicates with the oil chamber above the twelve accumulator relay second valves 240.

The solenoid valve 42 is a 3-4 shift valve via an oil passage 4200.
It communicates with 130 upper oil chambers.

The solenoid valve 43 communicates with the oil chamber above the 2-3 shift valve 120 via oil passages 4300 and 4310, and the second valve of the accumulator relay of the third clutch 13 via an oil passage 4320.
It communicates with the 280 upper oil chamber.

The 3-4 shift valve 130 is connected via the oil passage 3000 and the oil passage 3
The second shift valve 120 of the second clutch 12 is connected to the 2-3 shift valve 120 via the oil passages 3300 and 3320, and via the oil passages 3300 and 3330. Accumulator relay second valve 280 for third clutch 13
And communicate with each other.

As shown in Table 1, at the 2nd speed, the solenoid valve
41 is on, the solenoid valve 42 is on, the solenoid valve 43 is off, and the solenoid valve 45 is off.

In this state, a hydraulic signal is output from the normally open solenoid valve 41 to the oil passage 4100 marked with a cross, and overcomes the force of a spring (not shown) provided in the lower oil chamber, thereby accumulating the accumulator of the second clutch 12. The spool of the relay second valve 240 is set to the right position shown by oblique lines. The oil chamber above the first valve 230 of the accumulator relay of the second clutch 12 is connected to the second valve 240 of the accumulator relay of the second clutch 12 via oil chambers 3420 and 3400.
The accumulator relay second valve 240
The drain is drained because the spool is in the right position.
Thus, the accumulator relay of the second clutch 12
The spool of the valve 230 is at the left position indicated by oblique lines due to the force of a spring (not shown) provided in the lower oil chamber.

A hydraulic signal is output from the normally closed solenoid valve 43 to an oil passage 4300 marked with a cross, and the 2-3 shift valve 12 is output through an oil passage 4310.
Since 0 is input to the upper oil chamber, the 2-3 shift valve 120 is moved to the right position shown by oblique lines by overcoming the force of a spring (not shown) provided in the lower oil chamber. A signal sent to the accumulator relay second valve 280 of the third clutch 13 through the oil passage 4320 overcomes a spring force (not shown) provided in the lower oil chamber and moves the spool to the right position indicated by oblique lines. .

The linear solenoid valve 45 (first control means) is turned off in the second speed and does not output the oil pressure to the oil passage 4500, but the oil passage 45
Since no oil pressure is supplied to the upper oil chambers of the control valves 250 of the second and third clutches 12 and 13 which communicate with each other via the
(2) The spools of the drain control valves 220 and 260 of the third clutches 12 and 13 are at the left position shown by oblique lines by the force of a spring (not shown) disposed in the lower oil chamber.

Then, the line pressure input from the oil passage 2510 passes through the intermediate oil chamber of the control valve 250 of the second and third clutches 12 and 13 and passes through the oil passage.
2520, and is input to the lower oil chamber of the drain control valve 220 of the second clutch 12 through the oil passage 2530, so that the spool of the drain control valve 220 of the second clutch 12 is moved to the left position indicated by oblique lines. Is held.

Similarly, when the line pressure is input to the oil chamber below the drain control valve 260 of the third clutch 13 via the oil passage 2540, the spool of the drain control valve 260 of the third clutch 13 is indicated by oblique lines. It is held in the left position.

 Next, the flow of hydraulic pressure supplied to the servo will be described.

The hydraulic pressure in the D range passes through the oil passage 1000 with the line mark marked with a circle and branches to oil passages 1020 and 1030. However, since the spool of the 2-3 shift valve 120 is at the right position shown by oblique lines, the oil pressure in the oil passage 1020 The input is output to the oil passage 1040 marked with a circle, and the second clutch
Input to 12 drain control valves 220. Second clutch 12
The input hydraulic pressure is output to an oil passage 1100 marked with a circle, and the small servo 12 of the second clutch 12 is
Energize S. This oil pressure is input to an accumulator relay first valve 230 of the second clutch via an oil passage 1140.
Since the spool of the first valve 230 of the accumulator relay of the second clutch is at the left position, the input hydraulic pressure is sent to the accumulator 52 for the second clutch via the oil passage 1200,
The back pressure is controlled by the accumulator control valve 440 shown in FIG. 4 which is communicated via the oil passages 1500 and 1510,
It is controlled to appropriate boost characteristics.

The hydraulic pressure input to the 2-3 shift valve 120 via the oil passage 1030 is not output to the oil passage 1300 because the spool is at the right position, and therefore, the small servo 13S of the third clutch 13 is attached. I'm not rushed.

By the above operation, the second clutch 12 is engaged and
Speed is achieved. In 2nd gear, the first clutch
11 also engages, but the description of the operation is omitted.

The third speed releases the second clutch 12 and the third clutch
In the case of a 2-3 shift, the second clutch 12 is released and the third clutch 13 is engaged.
Must be switched at the same time.

 Next, the operation at the time of the 2-3 shift will be described with reference to FIG.

As shown in Table 1, when the state of the 2-3 shift is established, the solenoid valve 41 is turned off, the solenoid valve 42 is turned off, and the solenoid valve 43 is turned on.

When the solenoid valve 41 is turned off, the output of the signal hydraulic pressure to the oil passage 4100 is shut off, and the spool of the accumulator relay second valve 240 of the second clutch 12 is connected to a spring (not shown) provided in the lower oil chamber. The left position indicated by the oblique line is obtained by the force of.
Since the solenoid valve 42 is turned off, a signal is output from the solenoid valve 42 to the oil chamber above the 3-4 shift valve 130 via the oil passage 4200 marked with □, so the spool of the 3-4 shift valve 130 Is overridden by a spring force (not shown) provided in the lower oil chamber, and becomes a right position indicated by oblique lines.

Then, the line pressure input from the oil passage 3000 marked with a triangle is output to the oil passage 3010 through the 3-4 shift valve 130,
The oil is output to the accumulator relay second valve 240 of the second clutch 12 via the oil passages 3300 and 3320.

Accumulator relay second valve 240 for second clutch 12
The oil pressure of the line pressure input to the
Is input to the first valve 230 of the accumulator relay of the second clutch 12 via the oil passage 3420, and overcomes the force of a spring (not shown) provided in the lower oil chamber, and the spool is shaded to the right. Position. The change in the position of the spool causes the oil passage 12 from the oil passage 1140 of the small servo 12S of the second clutch 12 to the accumulator 52 for the second clutch 12 to move.
The oil path 1140 is shut off by the spool of the valve 230, and the pressure in the accumulator 52 is drained.

Accumulator relay second valve 240 for second clutch 12
The oil pressure output to oil passage 3400 from oil passage 34
The pressure is input to the drain control valve 260 of the third clutch 13 via 40, and the spool is locked at a position where the oil passage 1320 indicated by oblique lines communicates with the oil passage 1300 to stop the function as a pressure regulating valve.

When the solenoid valve 43 is turned on, the output of the signal oil pressure to the oil passage 4300 is shut off. When there is no input of the signal oil pressure sent through the oil passage 4310, the 2-3 shift valve
The spool 120 is at the left position shown by oblique lines due to the force of a spring (not shown) provided in the lower oil chamber. Then oil line 1000
Is output to the oil passage 3000 through the 2-3 shift valve 120 and is input to the 3-4 shift valve 130. The input hydraulic pressure is output to the oil passage 3010, returns to the 2-3 shift valve 120 via the oil passage 3020, and is output to the oil passage 1040 marked with a triangle. The oil pressure in the oil passage 1040 is applied to the drain control valve 220 of the second clutch 12.
Is input to Similarly, the input of the signal oil pressure in the oil passage 4320 is lost, so that the spool of the second valve 280 of the accumulator relay of the third clutch is driven by the force of a spring (not shown) disposed in the lower oil chamber to the left indicated by diagonal lines. Position.

At the time of the 2-3 shift, the solenoid valve 45 functions as a linear solenoid valve that is duty-controlled, and outputs the controlled signal oil pressure to the oil passage 4500 marked with x. This signal oil pressure is applied to the control valve 25 of the second and third clutches via an oil passage 4530.
0 is input to the upper oil chamber, and the spool is moved to the right position indicated by oblique lines by overcoming the force of a spring (not shown) provided in the lower oil chamber of the control valve 250.

Then, the second clutch through the oil passages 2520, 2530, 2540
The line pressure input to the lower oil chamber of the drain control valve 220 of the twelfth and the drain control valve 260 of the third clutch 13 is drained. The signal oil pressure output from the linear solenoid valve 45 is applied to the second clutch 1 via oil passages 4550 and 4510.
The control valve 220 of the second clutch 12
Is moved to an arbitrary position between the left position and the right position indicated by oblique lines to make this valve function as a pressure regulating valve. In addition,
A spring (not shown) is disposed between the spool of the drain control valve 220 of the second clutch 12 and the plunger. As a result, the hydraulic pressure for urging the small servo 12S of the second clutch 12 via the oil passages 1100 and 1120 marked with black circles is drained and controlled by the control of the linear solenoid valve 45. At this time, the first valve 230 of the accumulator relay of the second clutch 12 disposed between the oil passage 1140 and the oil passage 1200 is in a shut-off state, and the oil passage 1200 from the accumulator 52 communicates with the drain. The oil passage 1140 is closed by the spool of the first valve 230 of the accumulator relay.

On the other hand, the D range oil pressure input to the 2-3 shift valve 120 via the oil passages 1000 and 1030 marked with a circle is output to the oil passage 1300 marked with a circle and the drain control valve of the third clutch 12 is provided.
Sent to 260. The hydraulic pressure that has passed through the drain control valve 260 of the third clutch 13 in the locked state urges the small servo 13S of the third clutch 13 via the oil passage 1320. This oil pressure is sent to an accumulator relay first valve 270 of the third clutch 13 via an oil passage 1360, and the oil pressure passed through this valve is sent to an accumulator 53 for the third clutch 13 via an oil passage 1380.
To be controlled to an appropriate boosting characteristic.

 Next, the control operation will be described.

When a 2-3 shift command is received, the linear solenoid valve 45
Sends the signal pressure for pressure regulation to the drain control valve 220 of the second clutch 12, drains the hydraulic pressure of the servo 12S, and makes the second clutch 12 slightly slip. At this time, if the supply of the hydraulic pressure to the servo 13 of the third clutch 13 is not completed and the third clutch 13 has not started transmitting torque, both the second clutch 12 and the third clutch 13 are on the release side. State. When both clutches are released, the gear returns to the first gear, and the input rotational speed tends to increase.

Therefore, the linear solenoid valve 45 controls the signal oil pressure while monitoring the change in the number of rotations to maintain the slip state of the second clutch 12.

When the third clutch 13 starts transmitting torque, the shift to the third speed starts, and the input rotation speed tends to decrease. By detecting this change in rotation, the second clutch is quickly released and 3
The shift to the high speed is completed.

In the present invention, the clutch on the release side is directly controlled by the linear solenoid valve 45 so as to incline to the first speed side, and smooth simultaneous switching of the clutches is achieved.

When shifting from the third speed to the second speed, the second clutch 12 is on the engagement side, the third clutch 13 is on the release side, and the first valve 270 of the accumulator relay drains the pressure of the accumulator 52. . The other control means are the same as those in the 2-3 shift, and the description is omitted.

[Effects of the Invention] According to the present invention, when the shift control means is provided in each of the first and second communication means, the first control means controls the connection between the shift control means and the first and second hydraulic servos. Since the spools of the first and second adjusting mechanisms disposed between the first and second adjusting mechanisms are respectively positioned at the first positions by the hydraulic signal, the hydraulic source is the first hydraulic servo or the second hydraulic servo selected by the shift control means. And communicates with only one of the hydraulic servos, selectively energizes both hydraulic servos, and selectively engages a frictional engagement element provided with the hydraulic servo. Therefore, at the time of shift-coupling of the automatic transmission, for example, the friction engagement element provided with the first hydraulic servo is engaged at a low speed, and the second hydraulic servo is provided at the time of shifting to a high speed. When the first hydraulic servo is drained by engaging the friction engagement device, the accurate shift is performed.

In the present invention, the shift control means is provided with the first
And third communication means for communicating both the hydraulic servo and the second hydraulic servo to a hydraulic pressure source. When switching from the first communication means to the third communication means, the first control means performs the switching. Synchronously outputs a pressure signal to the first and second adjusting mechanisms to bias the spools of these mechanisms to the second position, and the second control means synchronizes with the switching. And outputs a signal for switching the switching valve to the shut-off position and a signal for holding the spool of the second adjusting mechanism at the first position, so that the spool of the second adjusting mechanism is pressed by the pressure from the first control means. The first hydraulic servo is held at the first position against the signal, whereby the second hydraulic servo is communicated with the hydraulic pressure source, the internal pressure of the second hydraulic servo is quickly increased, and the first hydraulic servo is connected to the first hydraulic servo. Block the communication path with the pressure regulating mechanism 1 In both cases, the pressure oil in the closed first hydraulic servo is drained to a drain passage via a spool to which the adjusted pressure signal output from the first control means is applied, while the shift is performed. By supplying pressure oil supplied from a hydraulic pressure source via a control valve to the first hydraulic servo via the spool, a pressure drop in the first hydraulic servo is output from the first control means. Controlled by the adjusted pressure signal to be performed slowly. Accordingly, the engagement of the friction engagement element with the second hydraulic servo is quickly performed, and the release of the friction engagement element with the first hydraulic servo is controlled by the adjustable pressure signal of the first control means. Therefore, the interlock state and the neutral state of the gear train of the automatic transmission can be avoided, and the first hydraulic servo is closed by the switching valve and insulated from the first pressure regulating mechanism. Therefore, the pressure change in the first hydraulic servo does not interfere with or affect the pressure of the circuit of the second pressure regulation mechanism or the hydraulic control device attached to the second hydraulic servo.

In addition, according to the present invention, when one of the two friction engagement elements is simultaneously engaged and the other is disengaged, the single first control means can perform extremely smoothly. Can be shared by a single component. Particularly in a multi-stage automatic transmission with five or more stages, the necessity of simultaneous control of a plurality of friction engagement devices increases, so that the number of parts is reduced and control is simplified. It has a great effect that it can be performed.

Therefore, according to the present invention, the hydraulic control device of the automatic transmission that achieves the multiple speeds of the fifth speed or higher can be made compact and lightweight.

[Brief description of the drawings]

FIG. 1 shows a main part of a hydraulic control device according to the present invention.
FIG. 2 is a circuit diagram showing a flow of hydraulic pressure at the time of speed, FIG. 2 is a circuit diagram showing a flow of hydraulic pressure at the time of 2-3, FIG. 3 is an explanatory diagram showing a skeleton of an automatic transmission embodying the present invention, FIG. FIG. 4 is a circuit diagram showing the entire hydraulic control device of the present invention. 11 ... First clutch (hydraulic servo of first clutch) 12 ... Second clutch 12S ... Small servo of second clutch 12L ... Large servo of second clutch 13 ... Third clutch 13S Small servo of third clutch 13L Large servo of third clutch 14 Fourth clutch (hydraulic servo of fourth clutch) 21 First brake 21A First brake The first servo 21B of the first brake The second servo of the first brake 21R The return servo of the first brake 31 The first one-way clutch 32 The second one-way clutch 41 The second servo Solenoid valve 42 ... Third solenoid valve 43 ... First solenoid valve 44 ... Fourth solenoid valve 45 ... Linear solenoid valve (for lock-up control) 46 ... Linear solenoid valve (First brake control) 100) Manual valve 110 ... 1-2 shift Valve 120: 2-3 shift valve 130: 3-4 shift valve 140: 4-5 shift valve 160: reverse control valve 210: orifice control valve of first clutch 11 220: second clutch 12 drain control valve 230... Accumulator relay of second clutch 12 first
Valve 240... Accumulator relay of second clutch 12 second
Valve 250: Control valve of the second and third clutches 12, 13 260: Drain control valve of the third clutch 13 270: Accumulator relay of the third clutch 13 First
Valve 280: Accumulator relay of third clutch 13 second
Valve 290: Modulator valve of fourth clutch 14 300: Large piston relay valve 310: Control of first brake 21 First valve 320: Control of first brake 21 Second valve 330: First Release relay valve of brake 21 of 340… Relay valve of first brake 21 350… Modulator valve of second brake 22 400… Solenoid relay valve 410… Primary regulator valve 420… Secondary regulator Valve 430: Lock-up relay valve 440: Accumulator control valve 450: Lock-up control valve 470: Cut-back valve 480: Solenoid modulator valve

Continuing on the front page (72) Inventor Kazumasa Tsukamoto 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Inventor Yasuo Hojo 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Kunihiro Iwatsuki 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (58) Fields surveyed (Int.Cl. ⁶ , DB name) F16H 59/00-61/21 F16H 61/16-61/24 F16H 63/40-63/48

Claims (1)

(57) [Claims] A transmission having a plurality of rows of planetary gear sets; a frictional engagement element for engaging and disengaging elements of the planetary gear set; a hydraulic servo for operating the frictional engagement element; A hydraulic control apparatus for an automatic transmission, comprising: means for controlling hydraulic oil supplied to a hydraulic servo; a first and a second hydraulic servo; and a first for selectively communicating the first hydraulic servo with a hydraulic source. Communication means, a second communication means for selectively communicating the second hydraulic servo to a hydraulic source, and a third communication means for communicating both the first and second hydraulic servos to a hydraulic source. A shift control means to be switched; a first position disposed between the first hydraulic servo and the shift control means for communicating the first hydraulic servo with the shift control means; Drain hydraulic servo A first adjusting mechanism having a spool movable between a second position and a second position for communication with a road; and a second adjusting mechanism provided between the second hydraulic servo and the shift control means; A second adjusting mechanism having a spool movable between a first position at which a hydraulic servo communicates with the shift control means and a second position at which the second hydraulic servo communicates with the drain passage; A first pressure adjusting mechanism that is in communication with the first hydraulic servo; a second pressure adjusting mechanism that is in communication with the second hydraulic servo; and a first pressure adjusting mechanism that is in communication with the first and second adjusting mechanisms. A hydraulic signal for urging the respective spools of the first and second adjusting mechanisms in a direction to be respectively located at the first position when the shift control means is switched to the first and second communication means; The first and second And when the shift control means is switched to the third communication means, the respective spools of the first and second adjustment mechanisms are respectively moved to the second position in synchronization with the third communication means. A first control means for outputting an adjustable pressure signal for biasing the first and second adjustment mechanisms to the first and second adjustment mechanisms; and a first control means disposed between the first hydraulic servo and the first pressure adjustment mechanism. And switching between a communication position at which the first hydraulic servo communicates with the first pressure adjustment mechanism and a closing position at which the communication is interrupted to close a communication path of the hydraulic servo to the pressure adjustment mechanism. A valve, connected to the switching valve and the second adjusting mechanism, and when the shift control means is the first and second communication means, outputs a signal for setting the switching valve to the communication position; The shift control means is the third communication means. And a signal for switching the switching valve to the shut-off position in synchronism therewith, and the spool of the second adjusting mechanism is moved to the first position.
And a second control means for outputting a signal to be held at the position.