JP2893355B2 - 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.

Conventionally, in simultaneous shifting in which brake release and clutch engagement are performed simultaneously, a release chamber is provided in a hydraulic servo of the brake, and the supply hydraulic pressure of the clutch is input to the release chamber to achieve synchronization. In this case, a land difference is provided between the supply chamber and the release chamber of the hydraulic servo of the brake so that the hydraulic servo of the brake can be released by the hydraulic pressure of the supply pressure of the clutch. In addition, there has been proposed a method of using a hydraulic valve having the above-described configuration and using a timing valve to time the brake release. (Japanese Patent Laid-Open No. 55-24
[221] [Problems to be Solved by the Invention] However, for example, with the increase in the number of stages of the automatic transmission, it is necessary to simultaneously shift one brake and another plurality of engagement elements.
In this case, as described above, if the land difference between the brake hydraulic servo and the release oil chamber is set so as to enable smooth simultaneous switching with another engagement element that performs simultaneous switching, smooth movement with another engagement element can be achieved. Such simultaneous switching is not always possible.

Therefore, an object of the present invention is to provide a hydraulic control device that can smoothly switch one brake and another plurality of engagement elements simultaneously.

Means for Solving the Problems A hydraulic control device for an automatic transmission according to the present invention includes: a hydraulic pressure source; shift control means for selectively supplying hydraulic pressure from the hydraulic pressure source to the plurality of hydraulic servos; A first engagement element that can be disengaged by the supply / discharge control of the hydraulic pressure via the means, and a second engagement element that is simultaneously switched with the first engagement element in the first shift speed. A hydraulic servo provided with a mating element and a third engaging element that is controlled to switch simultaneously with the first engaging element in a second gear position, and is connected to the second and third engaging elements. Switching means for selectively switching an oil passage connected to the first oil passage, a first oil passage selectively communicated with the oil passage by the switching means, the first oil passage and the first oil passage. The first engagement member is disposed between the engagement element and the hydraulic servo of the engagement element. Control means for variably controlling the relative pressure between the hydraulic servo of the mating element and one of the hydraulic servos of the second and third engagement elements; Gear), the first engagement element (the brake 2
1) is disengaged and the second engagement element (clutch 12) is engaged. In the second shift speed (from 3.2 speed to 4th speed), the first engagement element is engaged. (Brake 21) is released, the third engagement element (clutch 13) is engaged, and the switching means (330)
The oil passages (4100, 4600) connected to the hydraulic servo (12S, 13) connected to the engagement element (clutch 12) and the third engagement element (clutch 13) are selectively connected to the first engagement element. The first hydraulic passage (4700) is connected to a hydraulic servo connected to the engagement element (brake 21).

The reference numerals in parentheses above are for comparison with the drawings, but do not limit the configuration in any way.

[Operation and Effect of the Invention] By providing the above means, it is possible to control the differential pressure between the pressure for engaging the first engagement device and the pressure for engaging the second or third engagement device. Accordingly, smooth simultaneous shift control of the first engagement device and the second or third engagement device is achieved.

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

FIG. 4 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, and the carrier of the third simple planetary gear set 63 is connected to the ring gear of the second simple planetary gear set 62 and output. Connect to 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 drum of the third 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. Third
The hub of the clutch 13 is also connected to the drum of the second clutch 12 and the hub of the fourth clutch 14 and the first clutch.
To the outer race of the 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 drum of the fourth clutch 14 doubles as the drum of the 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 a 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 engaging and disengaging 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. 5 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 oil chamber 21A and a second oil chamber 21B as the servo application side, and supplies the hydraulic pressure also to the servo return side. Oil chamber 21R. Then, only the first brake 21 is directly controlled by 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 first solenoid valve 41 is a normally open valve, and communicates with a drain when turned off and a corresponding circuit when turned on. The second solenoid valve 42 is a normally closed valve, and communicates with a drain when turned on and communicates with a corresponding circuit when turned off. The third solenoid valve 43 is a normally closed valve, and the fourth solenoid valve 44 is a normally open valve.

The linear solenoid valve 45 is a valve for controlling the lock-up, the linear solenoid valve 46 is a valve for controlling the first brake 21, the linear solenoid valve 47 is for the back pressure of the accumulator, and the linear solenoid valve 48 is for the throttle pressure or the like. Control line pressure.

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 1-3 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 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 The automatic transmission according to the present invention has eight forward speeds and one reverse speed by the above configuration. Achieve high gears.

The first brake 21 is a band brake and participates in many shifts as shown in Table 1. Therefore, in the present invention, a servo structure having a double oil chamber of a first oil chamber 21A and a second oil chamber 21B on the supply side of the hydraulic pressure for engaging the brake as a servo for operating the first brake 21 has a responsiveness. And a wide range of servo force can be applied. Further, an oil chamber 21R is provided on the release side for releasing the brake, and the release timing and the like are positively controlled.

The first brake 21 participates in the control in the following case.

(1) Simultaneous control of first brake 21 and second clutch 12 2.5 speed → 2nd speed, 2nd speed → 2.5 speed (2) Band of first brake 21 and second clutch 12 →
Clutch control 3.5 speed → 4 speed, 4 speed → 3.5 speed (3) Simultaneous control of first brake 21 and third clutch 13 3 speed → 2.5 speed, 2.5 speed → 3 speed (4) First brake 21 The band of the third clutch 13 →
Clutch control 3.2 speed → 4 speed, 4 speed → 3.2 speed In addition to this, the release of the second clutch 12 and the third clutch
In some cases, three engagement elements such as engagement of the thirteen and release of the first brake 21 may be simultaneously engaged and released.

 The control method is different in each shift.

Therefore, in the present invention, the first brake 21 as the first engagement device and the second clutch 12 as the second engagement device or the third clutch 13 as the third engagement device are simultaneously operated. A first control unit for controlling a hydraulic pressure source, a shift valve, a solenoid valve, and the like as shift control means for selectively supplying a hydraulic pressure from the hydraulic pressure source to a hydraulic servo of each of the engagement devices; Pressure difference control means for communicating with the hydraulic servo of the joint device, and switching means for selectively communicating the hydraulic servo 12S of the second engagement device or the hydraulic servo 13S of the third engagement device with the pressure difference control means. Release relay valve 330 of the first brake 21
It is provided with.

The control means for the pressure difference includes the supply chambers 21A and 21B of the first brake 21 and the release chamber 21 as described in detail below.
R and a linear solenoid valve 46 for controlling the oil pressure to these oil chambers.

 FIG. 1 is a circuit diagram showing a hydraulic control device of the present invention.

The electronic control unit (ECU) 1000 includes a gear position determining means 1100 and a linear solenoid control means 1200. The shift speed determining means 1100 includes a vehicle speed sensor 1010, a throttle opening sensor 102
0, the gear position is determined based on the information on the running state of the vehicle input from the shift position sensor 1030, the oil temperature sensor 1040 and the like.

At this time, the gear position determining means 1100 determines whether the shift is controlled, for example, from clutch to clutch, from band brake to clutch, simultaneously with the first clutch 11, or simultaneously with the third clutch 13. It determines the shift pattern to be controlled and outputs the information to the linear solenoid control means 1200. Linear solenoid control means 12
00 outputs a control signal to the circuit 1300 based on the input from the gear position determining means 1100 and the input from the input / output rotation speed sensors 71 and 72.

Upon receiving the input of the circuit 1300, the linear solenoid valve 46 outputs a signal oil pressure to the oil passage 2000 marked with X. This signal oil pressure has a pressure in the range of 0 to 5.5 ± 0.3 kg / cm ² ,
The control branches to 0,2020 and is input to the control second valve 320 of the first brake 21. The spool of the valve 320 is constantly urged upward by a spring (not shown) disposed below, and when the input signal oil pressure is equal to or lower than the set pressure, the spool keeps the left position. Therefore, the input of oilway 2020 is
It is output to 3100 and input to the control first valve 310 of the first brake 21.

Control of the first brake 21 The spool of the first valve 310 is constantly urged upward by a spring (not shown) provided below, and a linear solenoid valve input from an oil passage 3100 is provided.
The spool adjusts the line pressure input from the oil passage 3050 in the range from the left position to the right position in FIG. Also, this line pressure is
The control is also input to the second valve 320 of the first brake 21 via 20.

When the signal oil pressure output from the linear solenoid valve 46 becomes equal to or higher than the set pressure, the oil pressure input from the oil passage 2010 sets the spool of the control second valve of the first brake 21 to the right position indicated by oblique lines. As a result, the line pressure input from the oil passage 3020 is output to the oil passage 3100 marked with a circle, and is input to the uppermost oil chamber of the control first valve of the first brake 21. This line pressure pushes the spool down against the spring to the right
The line pressure input via 3050 is output to oil passage 3200,
It is sent to the relay valve 340 of the first brake 21.

The circuit configuration described above is for a line pressure of 13 kg / c
m ² der connexion, which upon control by the signal pressure of the linear solenoid valve 46 with an error of ± 0.3 kg / cm ^2, is intended to prevent the influence of the error becomes larger, pressure regulating as clutch pressure Since the pressure to be applied is 0 to 7 kg / cm ² , the above configuration was adopted.

The hydraulic pressure regulated by the control first valve 310 of the first brake 21 sent to the relay valve 340 of the first brake 21 via the oil passage 3200 is branched and input to the oil passages 3220 and 3240. . The servo pressure of the second brake 22 is input to the oil chamber above the valve 340 via oil passages 3300 and 3320, and is output to the oil passage 3340. When oil pressure is input to the lowermost oil chamber of the valve 340 via the oil passage 3240, the spool is at the left position shown by oblique lines, and the input of the oil passage 3220 is output to the oil passage 3400 marked with a circle. The hydraulic pressure of the oil passage 3400 is used as the servo pressure of the first brake 21 as the first hydraulic pressure.
The first oil chamber 21A on the supply side of the brake 21 is urged.

At each of the 2.5-speed, 3.2-speed, and 5-speed stages, the oil pressure in the oil passage 3400 is sent to the 2-3 shift valve 120 in the overall view shown in FIG. It is also supplied to the chamber 21B.

At 3.5 speed, the 2-3 shift valve 120 is shut off, and hydraulic pressure is supplied only to the first oil chamber 21A.

As described above, the servo pressure for engaging the second brake 22 is input to the oil passages 3300 and 3320 of the relay valve 340 of the first brake 21 to move the spool to the right position. When the first brake 21 is engaged in this state, an interlock is caused. Therefore, when the servo pressure of the first brake 21 is input via the oil passages 3220 and 3240 due to a malfunction of the solenoid or the like,
This hydraulic pressure pushes the spool to the left position in cooperation with a spring (not shown) provided at the lower portion of the spool, and the second brake
Cut off the servo pressure of 22.

This circuit configuration prevents the second brake 22 and the first brake 21 from simultaneously engaging.

The first brake 21 also has a release chamber 21R on the release side. This release chamber 21R communicates with a release relay valve 330 of the first brake 21 via an oil passage 4700.

The release relay valve 330 of the first brake 21 allows the first brake 21 to engage and generate an interlock when both the second clutch 12 and the third clutch 13 are engaged. And the first brake
The function of synchronizing the simultaneous control of 21 and the second or third clutch is exhibited.

For example, when hydraulic pressure is supplied to the small servo 12S that engages the second clutch 12, the hydraulic pressure is sent to the release relay valve 330 of the first brake 21 via the oil passage 4100 marked with a triangle. , From oil passages 4120 and 4140.

For the oil pressure of the oil passage 4120, set the spool to the left position indicated by the oblique line,
The input of the oil passage 4140 is not output to the oil passage 4700.

If no hydraulic pressure is supplied to the small servo 13S of the third clutch 13 and only the second clutch 12 is disengaged,
There is no output to 00 and the release chamber 21R of the first brake 21
Is not supplied with hydraulic pressure.

When the servo hydraulic pressure is supplied to the small servo 13S of the third clutch 13 while the hydraulic pressure is supplied to the small servo 12S of the second clutch 12, this hydraulic pressure is changed from the oil path 4600 marked with a black circle to the oil path 4600. The program branches to 4620 and 4640 and is input to the release relay valve 330 of the first brake 21. The input of the oil passage 4640 is output to the oil passage 4700 and supplied to the release chamber 21R of the first brake 21 as a release pressure.

With the above circuit configuration, when both the second clutch 12 and the third clutch 13 are engaged, a release pressure is applied to the release chamber 21R of the first brake 21 to prevent the interlock. Switching can be synchronized by giving the engagement pressure of the clutch as the release pressure of the band brake.

The small servo 12S of the second clutch 12 communicates with the drain control valve 220 of the second clutch 12 via an oil passage 4000. Similarly, the small servo 13S of the third clutch 13 communicates with the drain control valve 260 of the third clutch 13 via the oil passage 4500.

Only when the hydraulic pressure of one of the servos is drained from the state where the second clutch 12 and the third clutch 13 are engaged together, this hydraulic pressure is passed through the release relay valve 330 of the first brake 21 to the second servo. It acts as a release pressure on the release chamber 21R of the first brake 21.

 Next, a control method by the control device will be described.

FIG. 2 is a graph showing the operation when the first brake 21 and the second clutch 12 are simultaneously controlled to shift from the 2.5th gear to the 2nd gear. The horizontal axis represents time, and the vertical axis represents hydraulic pressure and other factors. Parameter.

Shifting from 2.5 to 2 releases the first brake,
Engage the second clutch 12. Both disengagement must be completed within the same time.

First, in response to a command from the ECU 1000, each valve of the hydraulic control device is switched to a 2.5 speed-2 speed pattern.

The first brake 21 is driven by a signal from the linear solenoid valve 46.
Of the first brake 21 (drain control).
Quickly drop to a hydraulic pressure at which slipping is possible. Second
Until the clutch 12 starts engaging, the first brake
The state where both the clutch 21 and the second clutch 12 are released is approaching, but this is the first speed state, and the turbine speed tends to increase. The turbine speed (input speed) and the output speed are detected, and the slip control of the first brake 21 is performed so that the gear ratio of the second speed is calculated from the two.

On the other hand, the supply pressure of the second clutch 12 is increased via an accumulator.

When the second clutch 12 starts engaging (starts to have a torque capacity), the gear ratio does not decrease even if the supply pressure of the first clutch 11 is reduced. That is, the second clutch
This is because if the first brake 21 remains in the slipping state (engaged state) even if the 12 is engaged, the gear ratio will be in the state of 3.2 speed.

After detecting this state, drain control is performed on the supply pressure of the first brake 21 so that the release of the first brake 21 ends in a predetermined time.

At the same time, the back pressure of the accumulator is controlled so that the supply pressure of the second clutch 12 becomes the second gear.

By the above control, the release of the first brake 21 and the engagement of the second clutch 12 are completed within the same time, and smooth simultaneous control can be achieved.

Next, a control method from the band brake to the clutch will be described.

FIG. 3 is a club showing a shift from 3.5 to 4th with the first brake 21 released and the second clutch engaged.

At 3.5 speed, the third clutch 13 is engaged, and hydraulic pressure is supplied to the small servo 13S. Accordingly, the hydraulic pressure supplied to the small servo 12S of the second clutch 12 is supplied to the servo release chamber 21R of the first brake 21 through the release relay valve 330 of the first brake 21. By this operation, synchronization can be achieved.

The engagement pressure of the first brake 21 is rapidly decreased by a signal oil pressure from the linear solenoid valve 46, and drain control is performed so as to maintain a predetermined pressure.

On the other hand, the supply pressure of the second clutch 12 to the small servo 12S is increased by the accumulator without control.

When it is detected that the turbine speed does not increase, the first
Of the brake 21 is rapidly drained and released.

The speed at which the engagement pressure of the small servo 12S of the second clutch 12 rises affects the time until the shift is completed, but this change in the engagement pressure is applied to the back pressure of the accumulator so as to follow the change in the target rotational speed of the turbine. Control to complete the shift.

By the above operation, the control from the band brake to the clutch is achieved.

The simultaneous control of the first brake 21 and the third clutch 13 and the control method from the first brake 21 to the third clutch 13 are the same as the above-described control methods, but are indicated by broken lines in FIG. As shown, there is a difference in hydraulic pressure level based on a difference in torque capacity between the second clutch 12 and the third clutch 13, and a difference in shift time.

Then, the linear solenoid control means 1200 inputs the type of the clutch that performs the simultaneous shift from the gear position determination means 1100, and supplies the clutch to the first oil chamber 21A on the supply side of the first brake 21 in accordance with each clutch. To change the level of hydraulic pressure. Further, the shift time, the release timing of the first brake, and the like are changed according to each clutch.

As described above, the representative embodiment of the present invention has been described.
In the present invention, when simultaneously controlling the engagement force of the first brake as the first engagement device and the second or third clutch as the second or third engagement device, Since the simultaneous switching control of the two engagement devices is achieved by controlling the differential pressure of the engagement pressure applied to the hydraulic servo of the engagement device, in addition to the above-described embodiments, various implementations described below are performed. Examples can be taken.

That is, in the embodiment of FIGS. 2 and 3, the engagement pressure of the clutch (12) at a specific throttle opening is shown as a pressure increasing characteristic, but the pressure increasing characteristic of the clutch naturally depends on the throttle opening. Changes to Therefore, the apparatus is configured so that the initial state of the hydraulic pressure of the brake (21) on the release side is set so as to correspond to the throttle opening that changes according to the engine load.

Further, the slip control of the first brake 21 can be performed while calculating the gear ratio by detecting the input rotation speed and the output rotation speed. In FIG. 3, the first brake 21
Instead of maintaining the engagement pressure at a predetermined value in accordance with the clutch to be engaged, the engagement pressure is rapidly reduced so that the first brake 21 enters the slip state, and the slip state is maintained. Therefore, the device is configured such that when the gear ratio reaches a predetermined value, the first brake is released to complete the shift.

Further, a modulator valve is disposed in an oil passage communicating between the switching means (330) of the second engagement device or the third engagement device and the release chamber (21R) of the first engagement device for control. Thus, for example, the hydraulic pressure level of the second engagement device and the hydraulic pressure level of the third engagement device input to the release chamber (21R) are made the same, and the first engagement device and the second or third engagement device are engaged. The control of the pressure difference with the joint device can be achieved smoothly.

Further, in FIG. 1, a linear solenoid valve (46) and a pressure regulating valve controlled by the linear solenoid valve are used as pressure regulating means for the supply side of the first engagement device (21). No pressure chamber is provided in the hydraulic servo of the engagement device (21), and the pressure adjustment level is changed by inputting the engagement pressure of the engaged clutch.
The engagement pressure of the engagement device (21) may be controlled.

In the hydraulic control device for an automatic transmission according to the present invention, when one of the two engaging devices is engaged and the other is released to achieve the change of the gear position, the two engaging devices are required.
Since the control is performed while constantly monitoring the pressure applied to the two engagement devices, it is possible to achieve a smooth shift by eliminating a shift shock.

[Brief description of the drawings]

1 is a circuit diagram showing a main part of the present invention, FIG. 2 is a graph showing an operation, FIG. 3 is a graph showing another operation, and FIG. 4 is a skeleton of an automatic transmission embodying the present invention. FIG. 5 is a circuit diagram showing the entire hydraulic control device of the present invention. 11 First clutch (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 3rd clutch 13L ... Large servo of 3rd clutch 14 ... 4th clutch (servo of 4th clutch) 21 ... 1st brake 21A ... 1st servo of 1st brake 21B Second servo of first brake 21R Return servo of first brake 31 First one-way clutch 32 Second second one-way clutch 41 First solenoid valve 42 … Second solenoid valve 43… Third solenoid valve 44… Fourth solenoid valve 45… Linear solenoid valve (for lock-up control) 46 …… Linear solenoid valve (for first brake control) 100 …… Manual valve 110 ... 1-2 Shift valve 120 ... 1- 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 Drain control valve 230 of second clutch 12 … The first accumulator relay of the second clutch 12
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 chamber relay valve 340 of first brake 21 340 Relay valve of first brake 21 350 Modulator valve of second brake 22 400 Solenoid relay valve 410 Primary regulator valve 420 Secondary regulator Generator valve 430 Lock-up relay valve 440 Accumulator control valve 450 Lock-up control valve 470 Cut-back valve 480 Solenoid modulator valve

Continued 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 Co., Ltd. (72) Inventor Kunihiro 1 Toyota Town Toyota City, Aichi Prefecture Toyota Motor Corporation (58) Field surveyed (Int.Cl. ⁶ , DB name) F16H 59/00-61/12 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 plurality of engagement elements for achieving engagement / disengagement of the elements of the planetary gear set; A hydraulic control device for an automatic transmission, comprising: a hydraulic servo that is controlled to be discharged; and a unit that controls pressure oil supplied to the hydraulic servo. A hydraulic pressure source, and a hydraulic pressure from the hydraulic pressure source is transmitted to the plurality of hydraulic servos. Shift control means for selectively supplying, a first engagement element for which engagement and disengagement control is performed by controlling supply / discharge of hydraulic pressure via the shift control means, and
A first engagement element, a second engagement element for simultaneous switching control, and a third engagement element for simultaneous switching control with the first engagement element in a second gear position. Switching means for selectively switching an oil path connected to a hydraulic servo connected to the second and third engagement elements; and a communication means for selectively communicating with the oil path by the switching means. A first oil passage, disposed between the first oil passage and a hydraulic servo of the first engagement element, and provided with a hydraulic servo of the first engagement element and the second and third hydraulic servos; Control means for variably controlling the relative pressure between one of the hydraulic servos of the engagement element and one of the hydraulic servos; The engagement element is released and the second engagement element is engaged, and the second gear (from 3.2 speed) (Gear speed), the first engagement element is released and the third engagement element is engaged, and the switching means operates the second engagement element and the third engagement element. An oil passage connected to a hydraulic servo connected to the element is selectively communicated with a first oil passage connected to a hydraulic servo connected to the first engagement element; A hydraulic control device for an automatic transmission, wherein the first or second gear is achieved by selectively switching an element and the second and third engagement elements.