JP6003608B2 - Hydraulic control device for automatic transmission - Google Patents

Description

  The present invention relates to a hydraulic control device for an automatic transmission mounted on, for example, a vehicle, and more particularly to a hydraulic control device for an automatic transmission that hydraulically controls a lock-up clutch and a friction engagement element that performs a shift.

  2. Description of the Related Art In recent years, an automatic transmission mounted on a vehicle or the like equipped with a fluid transmission device such as a torque converter is provided with a lock-up clutch that locks up the fluid transmission device for the purpose of improving fuel efficiency. It is the mainstream. This lock-up clutch needs to prevent sudden engagement and sudden release in order to prevent shock when engaging / releasing (lock-up on / lock-up off), so that the lock-up engagement pressure can be adjusted accurately. The linear solenoid valve is provided.

  Providing a dedicated linear solenoid valve for adjusting the lock-up engagement pressure of the lock-up clutch in this way hinders the reduction of the number of linear solenoid valves, and hinders the downsizing and cost reduction of the hydraulic control device. . For this reason, when the hydraulic pressure output from the linear solenoid valve exceeds a predetermined hydraulic pressure that is equal to or higher than the lock-up clutch complete engagement pressure, the other switching valve can be switched by the hydraulic pressure output from the linear solenoid valve. A configuration has been proposed in which engagement control of a lockup clutch and switching control of a switching valve can be performed with the output hydraulic pressure of one linear solenoid valve (see Patent Document 1).

JP 2011-214616 A

  The above-mentioned Patent Document 1 is configured to perform lockup clutch engagement control and switching valve switching control. However, when the lockup clutch complete engagement pressure is exceeded, switching valve switching control is performed. Therefore, the output of the linear solenoid valve is required to be higher than that required for adjusting the engagement pressure of the lock-up clutch, and as a result, the linear solenoid valve is increased in size. There are problems such as cost increase and weight increase.

  Moreover, in the thing of patent document 1, if it is going to prevent the enlargement of a linear solenoid valve, the pressure regulation area | region of the hydraulic pressure of the linear solenoid valve which can be used for the engagement pressure regulation of a lockup clutch will become narrow. In that case, it is necessary to increase the sensitivity of the engagement pressure of the lockup clutch with respect to the output of the linear solenoid valve (command value to the electric linear solenoid valve). Since the variation in the engagement pressure of the up clutch increases, it is difficult to maintain good controllability of the engagement pressure of the lock up clutch, which is not practical.

  Therefore, the present invention controls the engagement state between the lock-up clutch and the friction engagement element with one lock-up control solenoid valve while preventing the lock-up control solenoid valve from increasing in size due to high output. It is an object of the present invention to provide a hydraulic control device for an automatic transmission capable of performing the above.

The present invention (see, for example, FIGS. 1 to 3) includes a lockup clutch (8) that can lock up a fluid transmission (7), and at least one frictional engagement element (B-4) that forms a shift stage. In the hydraulic control device (1) of the automatic transmission (2),
A modulator pressure (P _MOD ) obtained by adjusting the line pressure (P _L ) to a predetermined pressure or less is input, and a lock-up engagement pressure (P _L-UP ) for changing the engagement state of the lock-up clutch (8) is input. A lock-up control solenoid valve (SLU) that can output as control pressure (P _SLU ) to regulate pressure;
A signal solenoid valve (SL) capable of outputting a signal pressure (P _SL );
Together with the control pressure _{(P SLU)} and the modulator pressure _{(P MOD)} is input, the signal pressure based-out barrier sectional position in the input state of the _{(P SL)} (right half position) and output position (left half A control pressure switching valve (23) that is switched to a position),
The first spool (21p), the first spring (21s) for biasing the first spool (21p) to one side, and the first spool (21p) to the other side by the input control pressure (P _SLU ) A first hydraulic oil chamber (21a) that presses the lockup engagement pressure (PL _-UP ) when the first spool (21p) is positioned on the other side. lockup oN position supplies (8) (left half position), and the lock-up off the first spool (21p) to block the lock-up engagement pressure (P _L-uP) when positioned on one side A lock-up switching valve (21) in the position (right half position);
A lockup control valve (22) that regulates and outputs the hydraulic pressure generated in the hydraulic pressure generation portion as the lockup engagement pressure (P _L-UP ) based on the control pressure (P _SLU ) ,
The control pressure switching valve (23) shuts off the output of the control pressure (P _SLU ) at the shut-off position (right half position) , and sends the modulator pressure (P _MOD ) to the lock-up switch valve (212). In contrast, the control pressure (P _SLU ) is controlled at the output position (left half position), and the engagement pressure (P _B4 ) of the hydraulic servo (56) of the friction engagement element (B-4) is controlled at the output position (left half position). Output as an engagement control pressure, and output the modulator pressure (P _MOD ),
The lockup switching valve (21) receives the modulator pressure (P _MOD ) output from the control pressure switching valve (23) at the output position (left half position), and the first spool (21p) the first locking oil chamber for pressing action on the side of (21b) possess,
The control pressure switching valve (23) outputs the modulator pressure (P _MOD ) to the first lock oil chamber (21b) of the lockup switching valve (21) at the output position (left half position). The modulator pressure (P _MOD ) of the first lock oil chamber (21b) and the urging force of the first spring (21s) overcome the control pressure (P _SLU ) of the first hydraulic oil chamber (21a), and the lock The up switching valve (21) is locked in the lock-up off position (right half position) .

  Further, according to the present invention (see, for example, FIG. 1 and FIG. 2), the friction engagement element (B-4) has at least the automatic transmission (2) in the lowest gear, neutral, and reverse gear states. The friction engagement element is controlled to be engaged in one state.

Further, according to the present invention (see, for example, FIGS. 1 and 2), the automatic transmission (2) includes a one-way clutch (F-3) that is engaged in a driving force output state of the lowest gear.
The friction engagement element (B-4) has the engagement pressure (P _B4 ) controlled based on the control pressure (P _SLU ) of the lockup control solenoid valve (SLU) during engine braking at the lowest gear. It is characterized by being a friction engagement element engaged.

In the present invention (see, for example, FIG. 3), the signal solenoid valve (SL) is a normally closed type in which the signal pressure (P _SL ) is not output in a non-energized state,
The control pressure switching valve (23) is a second spool (23p) that is switched between the shut-off position and the output position, and a second spool (23p) that biases the second spool (23p) to the output position (left half position). Two springs (23s), and a second hydraulic oil chamber (23a) that presses the second spool (23p) to the blocking position (right half position) when the signal pressure (P _SL ) is input. The modulator pressure (P _MOD ) is supplied to the first lock oil chamber (21b) of the lockup switching valve (21) when the signal solenoid valve (SL) is in a non-energized state. .

The present invention is locked to input (for example see FIG. 3), a second locking fluid chamber (32c), said modulator pressure _{(P MOD)} the second locking oil chamber in the normal (32c) The engagement pressures (P _C1 , P _C2 ) of the hydraulic servos (51, 52) of the normal position (right half position) and other friction engagement elements (for example, C-1, C-2) that form a gear stage at the time of failure. ) And a fail-safe valve (32) that can be switched to a fail-safe position (left half position),
The control pressure switching valve (23) sends the inputted modulator pressure (P _MOD ) to the second lock oil chamber (32c) of the fail safe valve (32) at the shut-off position (right half position). It is characterized by outputting.

  In addition, although the code | symbol in the said parenthesis is for contrast with drawing, this is for convenience for making an understanding of invention easy, and has no influence on the structure of a claim. It is not a thing.

  According to the first aspect of the present invention, the lockup switching valve has the first lock oil chamber that receives the modulator pressure output from the control pressure switching valve at the output position and locks it to the lockup off position. Therefore, the lock-up switching valve is locked at the lock-up off position while the control pressure switching valve is in the output position and the control pressure is output as the engagement control pressure for controlling the engagement pressure of the hydraulic servo of the friction engagement element. can do. As a result, the frictional engagement element can be controlled to be freely engageable with the lockup clutch turned off (the lockup engagement pressure is shut off), that is, a large output by increasing the output of the lockup control solenoid valve. In this case, the engagement state between the lockup clutch and the friction engagement element can be individually controlled by the lockup control solenoid valve.

  According to the second aspect of the present invention, the friction engagement element is a friction engagement element whose engagement is controlled in at least one of the minimum gear position, the neutral state, and the reverse gear, that is, the lock. Since it is a friction engagement element that is engaged and controlled with the up clutch turned off, it is possible to individually control the engagement state between the lock up clutch and the friction engagement element by the lock-up control solenoid valve. Can do.

  According to the third aspect of the present invention, the friction engagement element is a friction engagement element that is engaged by controlling the engagement pressure based on the control pressure of the lock-up control solenoid valve at the time of engine braking at the lowest speed. Since this is a frictional engagement element that is controlled to engage with the lockup clutch turned off, the engagement state between the lockup clutch and the frictional engagement element is individually controlled by the lockup control solenoid valve. Can be made possible.

  According to the fourth aspect of the present invention, the control pressure switching valve supplies the modulator pressure to the first lock oil chamber of the lockup switching valve when the signal solenoid valve is not energized. The lock-up clutch can be locked in the off-state at the time of all-off failure. For example, it is possible to prevent the engine from being stopped while the lock-up clutch remains on.

  According to the fifth aspect of the present invention, the control pressure switching valve outputs the input modulator pressure to the second lock oil chamber of the fail-safe valve at the shut-off position, so that the control pressure switching valve is at the output position. The modulator pressure that is output at the time can be supplied to the fail-safe valve at the shut-off position without being wasted. Compared to the case where an oil passage that guides the modulator pressure to the fail-safe valve is provided separately, Simplification can be achieved.

The skeleton figure which shows the automatic transmission which can apply this invention. The engagement table of this automatic transmission. The hydraulic circuit diagram which shows a part of hydraulic control apparatus of an automatic transmission.

  Hereinafter, embodiments according to the present invention will be described with reference to FIGS. 1 to 3. The automatic transmission 2 described in the present embodiment is an automatic transmission suitable for mounting on, for example, an FR type (front engine, rear drive) vehicle. Therefore, based on the actual vehicle mounting state, the input side The arrangement relationship of each part will be described with the “front side” as the left side in FIG. 1 and the “rear side” as the output side (right side in FIG. 1).

[Configuration of automatic transmission]
First, a schematic configuration of an automatic transmission 2 to which the present invention can be applied will be described with reference to FIGS. 1 and 3. As shown in FIG. 1, the automatic transmission 2 has an input shaft 11 of the automatic transmission 2, an input shaft 12 of the transmission mechanism 3, and an output shaft 15 arranged on the same axis in order from the front side to the rear side. It is provided in the form. An input shaft 11 of the automatic transmission 2 can be connected to an engine (not shown), and a starting device 5 and a transmission mechanism 3 are provided around the axial direction of the input shaft 11.

  As shown in FIG. 1, the starting device 5 includes a torque converter (fluid transmission device) 7 and a lock-up clutch 8 that can lock it up. The torque converter 7 includes a pump impeller 7a connected to the input shaft 11 of the automatic transmission 2, a turbine runner 7b to which rotation of the pump impeller 7a is transmitted via oil as a working fluid, and a gap between them. And a stator 7c whose rotation is restricted in one direction by a one-way clutch 7d. The turbine runner 7b is an input shaft of the transmission mechanism 3 that is coaxially arranged with the input shaft 11. 12 is connected.

  As shown in FIG. 3, the lock-up clutch 8 includes a piston 8a that is movably disposed in the axial direction, and a friction material 8b that is disposed on the outer periphery of the piston 8a. . The piston 8a is arranged so as to partition the oil-tight space 5a and the space 5b, and the piston 8a is brought into contact with and separated from the front cover 5A by a differential pressure between the space 5a and the space 5b. Is driven to move. That is, when the hydraulic pressure on the space 5b side is increased, the friction material 8b is released from the inner side surface of the front cover 5A, and when the hydraulic pressure on the space 5a side is increased, the friction material 8b is pressed against the inner side surface of the front cover 5A. Thus, slip control or engagement control is performed, and the lockup clutch 8 is engaged. Therefore, when the lockup clutch 8 is engaged, the front cover 5A and the input shaft 12 of the transmission mechanism 3 are directly engaged, that is, the torque converter 7 is locked up.

  As shown in FIG. 1, the speed change mechanism 3 is included in a case 4 centering on the axial direction of the input shaft 12, and in order from the front, the first single pinion planetary gear SP <b> 1, the second and third single pinions And a planetary gear set PS composed of planetary gears SP2 and SP3.

  The single pinion planetary gear SP1 has a first sun gear S1, a first ring gear R1, and a first carrier CR1 that rotatably supports the first pinion P1 meshing with the first sun gear S1 and the first ring gear R1. Configured.

  The first sun gear S <b> 1 is always drivingly connected to the input shaft 12 of the speed change mechanism 3. The first ring gear R1 can be locked (fixed) to the case 4 by the first brake B-1. The first carrier CR1 is drivingly connected to a second ring gear R2 of a single pinion planetary gear SP2, which will be described later, and can be locked (fixed) to the case 4 by a second brake B-2. .

  On the other hand, the planetary gear set PS is of a so-called Simpson type, and includes a second single pinion planetary gear SP2 and a third single pinion planetary gear SP3. The second single pinion planetary gear SP2 rotates the second sun gear S2, the second ring gear R2 that is drivingly connected to the first carrier CR1, and the second pinion P2 that meshes with the second sun gear S2 and the second ring gear R2. And a second carrier CR2 that is freely supported.

  The third single pinion planetary gear SP3 includes a third sun gear S3 that is drivingly connected to the second sun gear S2, a third ring gear R3 that is drivingly connected to the second carrier CR2, and the third sun gear S3 and the third sun gear S3. And a third carrier CR3 that rotatably supports a third pinion P3 meshing with the three-ring gear R3.

  The second sun gear S2 and the third sun gear S3 in the planetary gear set PS are connected to a first clutch (another friction engagement element) C-1 interposed between the input shaft 12 of the speed change mechanism 3, That is, the rotation of the input shaft 12 can be selectively input to the second sun gear S2 and the third sun gear S3 via the first clutch C-1.

  The second carrier CR2 and the third ring gear R3 in the planetary gear set PS are connected to a second clutch (another friction engagement element) C-2 interposed between the input shaft 12 of the speed change mechanism 3 and the second gear CR2. , Connected to a fourth brake (friction engagement element) B-4 that can lock the rotation with respect to the case 4, and to a one-way clutch F-3 that restricts the rotation with respect to the case 4 in one direction. Yes. That is, the rotation of the input shaft 12 can be selectively input to the second carrier CR2 and the third ring gear R3 via the second clutch C-2, and the rotation is transmitted from an engine (not shown) by the one-way clutch F-3. The rotation direction is allowed and the reverse rotation direction is restricted (engaged in the driving force output state), and the rotation can be locked by the fourth brake B-4. Yes.

  The second ring gear R2 in the planetary gear set PS is connected to the second brake B-2 that can lock the rotation with respect to the case 4 via the first carrier CR1, and the first ring gear R1 is It is connected to the first brake B-1 that can lock the rotation with respect to the case 4, that is, the second ring gear R2 releases the second brake B-2 and the first brake B-1 is locked. Thus, the decelerated rotation can be input from the first carrier CR1, and the first brake B-1 is released and the second brake B-2 is locked, so that the rotation can be locked. It is configured.

  The third carrier CR3 in the planetary gear set PS is connected to the output shaft 15, and the second sun gear S2 and the third sun gear S3, the second carrier CR2, the third ring gear R3, and the second ring gear R2 are rotated. Is output to a driving wheel (not shown) via the output shaft 15.

  The automatic transmission 2 configured as described above includes the first and second clutches C-1, C-2, first, second, and fourth brakes B-1, B- shown in the skeleton of FIG. 2, B-4, and the one-way clutch F-3 are operated in the combinations shown in the engagement table of FIG. 2, so that the first forward speed (1st) to the sixth forward speed (6th) and the reverse speed (Rev) ) Is achieved.

[Configuration of hydraulic control unit]
Next, the configuration of the hydraulic control device of the automatic transmission will be described with reference to FIG. Note that the hydraulic control device 1 of the automatic transmission 2 shown in FIG. 3 is shown by extracting only the essential part of the present invention. oil pump for generating a primary regulator valve for pressurizing regulating the hydraulic pressure generated in the oil pump to the line pressure P _L, with pressure regulating discharge pressure of the primary regulator valve to a secondary pressure P _SEC, secondary exhaust pressure as the discharge of the secondary pressure There are provided hydraulic pressure generating portions that generate various hydraulic pressures, such as a secondary regulator valve that regulates (discharges) P _SEC-D and a modulator valve that regulates the line pressure to a modulator pressure P _MOD that is a predetermined pressure.

The line pressure _{P L,} the oil passage a1, a2, a3, a4, a5 are supplied to a line pressure input port 25a of the manual valve 25 via the oil passage a2, linear to be described later via the oil passage a4 The solenoid valve SL4 is supplied to an input port SL4a of the solenoid valve SL4 and an input port 32d of a sequence valve 32 to be described later via an oil passage a5.

The manual valve 25 is mechanically or electrically connected to a shift lever disposed in a driver's seat (not shown), and a shift range selected by the shift lever (for example, a parking range, a reverse range (reverse range), a neutral range). , in accordance with the drive range (forward range)), the spool 25p is configured to drive movement, the forward range, the line pressure P _L that is input to the line pressure input port 25a forward range pressure output port oil paths b1, b2, b3 from 25b as the forward range pressure _{P D,} b4, b5, output to b6, etc., in the reverse range, the line pressure _{P L} that is input to the line pressure input port 25a reverse range pressure output port Reverse range pressure from 25c to oil passages c1, c2, c3, c4, c5, c6, c7, c8, c9, c10, etc. To output as _R.

Moreover, the forward range pressure output port 25b is in a state other than the forward range, the oil passage b1, b2, b3, b4, b5, b6 such as hydraulic and drain of (discharge) and to the line pressure _{P L} to the non-output Similarly, the reverse range pressure output port 25c drains the oil pressure of the oil passages c1, c2, c3, c4, c5, c6, c7, c8, c9, c10, etc. in a state other than the reverse range. port is configured to a line pressure P _L to the non-output to drain from EX. Between the oil path c2 and the oil passage c3, c4, the check has valve 63 is interposed, the check valve 63, only when outputting the reverse range pressure P _R from the reverse range pressure output port 25c Open and communicate between the oil passage c2 and the oil passages c3 and c4. Between the oil path c5 and the oil passage c4, c8, the check valve 62 is interposed, the check valve 62, only when discharging the reverse range pressure P _R from the reverse range pressure output port 25c Open and communicate between the oil passage c5 and the oil passages c4 and c8. An orifice 71 is interposed in the oil passage c4, and when the oil pressure of the oil passages c5 and c1 is discharged from the reverse range pressure output port 25c via the oil passages c3 and c4, the orifice 71 gently When the oil pressure in the oil passages c5 and c1 is discharged from the reverse range pressure output port 25c through the oil passage c8, the oil pressure is discharged as it is, and the oil pressure is discharged earlier than when passing through the orifice 71. It will be.

On the other hand, the secondary pressure _{P SEC} is supplied to the oil passage f1, f2, f3, f4, the input port 21g of the lock-up relay valve 21 via the oil path f2, lock-up relay via the oil passage f3 The oil is supplied to the input port 21f of the valve 21 to the input port 22e of the lockup control valve 22 through the oil passage f4.

Further, the modulator pressure P _MOD in which the line pressure P _L is limited to a predetermined pressure or less by a modulator valve (not shown) is supplied to the oil passages d1, d2, d3, d4, d5, d6, d7, d8. To the input port SLUa of the linear solenoid valve SLU via the oil path d2, to the input port SLa of the solenoid valve SL via the oil path d3, and to the input port 31h of the clutch control valve 31 via the oil path d6, The oil is supplied to the hydraulic oil chamber 32b of the sequence valve 32 via the oil passage d7 and to the input port 23i of the solenoid relay valve 23 via the oil passage d8.

In addition, when a clutch control valve 31 described later in detail is in a position indicated by the right half (hereinafter referred to as “right half position”), the modulator pressure P _MOD input to the input port 31h via the oil path d6 is the oil path. It is output to d11, d12, d13 and input to the input port 31b and the lock oil chamber 31c. Further, when the solenoid relay valve 23 described later in detail is in a position indicated by the left half (hereinafter referred to as “left half position”), the modulator pressure P _MOD input to the input port 23 i through the oil path d8 is the oil path. In detail, it is output to d9 and input to a lock oil chamber (first lock oil chamber) 21b of the lock-up relay valve 21 described later in detail. Further, when the solenoid relay valve 23, which will be described later in detail, is in the right half position, the modulator pressure P _MOD input to the input port 23i via the oil passage d8 is output to the oil passage d10. Is input to the hydraulic oil chamber 32c.

The linear solenoid valve (lock-up control solenoid valve) SLU is a normally closed type, and the modulator pressure P _MOD is input to the input port SLUa, and the modulator pressure P _MOD can be freely controlled based on a command from a control unit (not shown). two adjusting pressure to be outputted from the output port SLUb as control pressure _{P SLU.} The control pressure _PSLU is supplied to the oil passages e1, e2, e3, e4, and via the oil passage e2, the hydraulic oil chamber (first hydraulic oil chamber) 21a of the lockup relay valve 21 and the oil passage e3. This is input to the hydraulic oil chamber 22 c of the lockup control valve 22 and the input port 23 b of the solenoid relay valve 23. Further, if the solenoid relay valve 23 is in the left half position, the control pressure _{P SLU} is supplied to the oil passage e5, e6, e7, details a hydraulic oil chamber 37a of the B-4 control valve 37 to be described later, the details will be described below To the hydraulic oil chamber 35a of the B1-B4 apply control valve 35.

The solenoid valve (signal solenoid valve) SL is a normally closed type, and the modulator pressure P _MOD is input to the input port SLa, and the modulator pressure P _MOD is controlled on / off based on a command from a control unit (not shown). to be outputted from the output port SLb as the signal pressure _{P SL.} The signal pressure _{P SL} is supplied to the oil passage k1, k2, k3, is input and the hydraulic oil chamber 31a of the clutch control valve 31, to the hydraulic oil chamber 23a of the solenoid relay valve 23.

The linear solenoid valve SL4 is a normally closed type, the line pressure P _L input to the input port SL4a through the oil passage a4, freely based the line pressure P _L to the instruction from the control unit (not shown) controlled and is output as the control pressure _{P SL4} from the output port SL4b to the oil passage m1, being fed back by the control pressure _{P SL4} via the oil passage m2 is inputted to the feedback port SL4c, the oil passage a control pressure _{P SL4} m3 Pressure output. The control pressure _PSL4 is _divided into a hydraulic servo 55 for the first brake B-1 and a hydraulic servo 56 for the fourth brake B-4 by a B1-B4 apply control valve 35, which will be described in detail later. The engagement pressure P _B1 is output to the hydraulic servo 55 of the B-1 and the engagement pressure P _B4 is output to the hydraulic servo 56 of the fourth brake B-4.

Although not shown in detail shown, the linear solenoid valve SL1 is freely adjusted by pressure outputs a control pressure _{P SL1} to the oil passage r1, r2, r3, the first clutch via an oil passage v1 said control pressure _{P SL1} the hydraulic servo 51 of C1 is supplied as the engagement pressure _{P C1,} the linear solenoid valve SL2 is freely adjusted by pressure outputs a control pressure _{P SL2} to the oil passage n1, n2, n3, the oil passage a control pressure _{P SL2} via u1 supplied to the hydraulic servo 52 of the second clutch C2 as the engagement pressure _{P C2.} Also, the linear solenoid valve SL3 supplies control pressure _{P SL3} with freely regulated to pressure output oil passage o1, the second brake B-1 of the hydraulic servo (not shown) as the engagement pressure _{P B2.} The linear solenoid valve SLT outputs an SLT pressure P _SLT corresponding to, for example, a throttle opening degree based on a command from a control unit (not shown), and controls the pressure regulation of a primary regulator valve and a secondary regulator valve (not shown), The SLT pressure P _SLT is also supplied to the hydraulic oil chamber 32 a of the sequence valve 32.

The lockup control valve 22 includes a spool 22p, a spring 22s that biases the spool 22p to one side (downward in the figure), and a direction that biases the internal pressure of the space 5a of the starting device 5 to one side (spring 22s). The feedback oil chamber 22b that feeds back via the lock-up on port 5d and the oil passages h1 and h2 and the control pressure PSLU of the linear solenoid valve _SLU to the one side via the oil passage e3. a hydraulic oil chamber 22c to be input to the direction (biasing direction of the spring 22s) to an input port 22e for inputting the secondary pressure _{P SEC} via the oil passage f4, the secondary pressure _{P SEC} that is input to the input port 22e The lockup for changing the engagement state of the lockup clutch 8 based on the control pressure _PSLU of the hydraulic oil chamber 22c. When the output port 22d that regulates and outputs the engagement pressure P _L-UP and the lock-up relay valve 21 to be described later are in the left half position, the lock-up engagement pressure P _L− is set via the oil passages g1, g2, and g4. A feedback oil chamber 22a that inputs _UP in a direction in which the pressure is urged to the other side as a feedback pressure (a direction opposite to the urging of the spring 22s).

The lock-up relay valve (lock-up switching valve) 21 includes a spool (first spool) 21p and a spring (a lock-up off position) for biasing the spool 21p to one side (upper right side in the figure). The control pressure PSLU of the linear solenoid valve _SLU is input via the first spring) 21s and the oil passage e2, and the spool 21p is moved to the other side (lower left half position in the figure) by the input control pressure _PSLU . (lockup oN position) and the hydraulic oil chamber 21a to the pressing action, the locking fluid chamber that can be input to the direction (biasing direction of the spring 21s) for biasing the modulator pressure P _MOD on one side via the oil passage d9 21b, the input port 21c for inputting the secondary exhaust pressure PSEC _-D through the oil passage i1, and the input port 21c for the left half position. The secondary exhaust pressure PSEC _-D is output to the oil cooler 80 via the oil passage j1, the check valve 61, and the oil passage j2, and the internal pressure in the space 5a of the starter 5 is locked to the lockup on port 5d and the oil. oil and the input port 21e, an input port 21f for inputting the secondary pressure _{P SEC,} respectively via the oil passage f3, f2, and 21g, the lock-up engagement pressure _{P L-uP} input via the road h1, h3 The input port 21i that is input via the path g1 and the lock-up engagement pressure P _L-UP that is input to the input port 21i at the left half position via the oil paths g2 and g3 and the lock-up off port 5c Output to the space 5b of the starting device 5 and output to the feedback oil chamber 22a of the lockup control valve 22 via the oil passage g4. 21h. The oil that has passed through the oil cooler 80 is supplied to a lubrication circuit (not shown) to lubricate the speed change mechanism 3 and the like, and is then returned to an oil pan installed below the hydraulic control device 1.

The solenoid relay valve (control pressure switching valve) 23 includes a spool (second spool) 23p and a spring (second spring) that urges the spool 23p to one side (upper left half position in the figure) (output position). ) 23s and the direction contrary to the solenoid valve SL other side a signal pressure P _SL (right half position in FIG lower side) (the direction for biasing the blocking position) (the bias of the spring 23s through the oil path k3 ) Input to the hydraulic oil chamber (second hydraulic oil chamber) 23a, the input port 23b for inputting the control pressure P _SLU of the linear solenoid valve SLU via the oil passage e4, and the input port at the left half position. An output port 23c that outputs the control pressure _PSLU input to 23b to the oil passages e5, e6, and e7, and an oil passage x1 are connected to the control passage _PSL4 (engagement pressure P _B4 ) as will be described in detail later. An input port 23d that may enter in detail in communication with the oil passage y3 is an input port 23f that may enter the reverse range pressure P _R, as described later, the control pressure of the input port 23d when the left half position P _SL4 (the engagement pressure _{P B4),} the output port of the reverse range pressure _{P R} of the input port 23f, may output to the hydraulic servo 56 of the fourth brake B4 via the oil passage t1 when the right half position 23e and an input port 23g of the control pressure _{P SL1} to enter through the oil passage r1, r2 of the linear solenoid valve SL1, and the input port 23i for inputting modulator pressure _{P MOD} via the oil passage d8, the left-half position The control pressure P _SL1 of the input port 23g is output to the hydraulic oil chamber 32c of the sequence valve 32 via the oil passage d10, and the modulator pressure P _MOD of the input port 23i is output to the right half position. An output port 23h, which may force the modulator pressure P _MOD of the input port 23i when the left half position, the output port 23j which may be output to the lock oil chamber 21b of the lockup relay valve 21 via the oil passage d9, It is comprised. That solenoid relay valve 23 is switched to the left half position and the right half position based on the input state of the signal pressure P _SL for hydraulic oil chamber 23a.

The clutch control valve 31 is configured to reduce the signal pressure P _SL of the solenoid valve SL via the spool 31p, a spring 31s that urges the spool 31p to one side (upper left half position in the figure), and the oil passage k2. a hydraulic oil chamber 31a for inputting an input port 31e for inputting the forward range pressure P _D via the oil passage b5, the input port 31h for inputting the modulator pressure P _MOD via the oil passage d6, right half position the modulator pressure _{P MOD} input to the input port 31h inputs the output port 31g to be output to the oil passage d11, d12, d13, the modulator pressure _{P MOD} from the output port 31g through the oil passage d13 upon , An input port 31b for urging the spool 31p to the other side (lower right half position in the figure), and the output port 31g via the oil passage d12 Enter the et modulator pressure P _MOD, and the lock oil chamber 31c for locking the spool 31p in the right half position, the forward range pressure P _D input to the input port 31e when the left half position via the oil passage p1 outputs the output port 31d to be outputted to the input port 32g of the sequence valve 32, a forward range pressure P _D input to the input port 31e when the right half position to the input port 32j of the sequence valve 32 through the oil passage q1 And an output port 31f.

The sequence valve (fail-safe valve) 32 includes a spool 32p, a spring 32s that urges the spool 32p to one side (lower right half position in the figure) (normal position), and an SLT pressure from the linear solenoid valve SLT. A hydraulic oil chamber 32a for inputting _PSLT to the other side (upper left half position in the figure) (fail safe position) (direction opposite to the bias of the spring 32s) and the oil passage d7 The hydraulic fluid chamber 32b for inputting the modulator pressure _PMOD in one direction (the biasing direction of the spring 32s) and the modulator pressure via the oil passage d10 when the solenoid relay valve 23 is in the right half position. and P _MOD the direction for urging the one-side operation fluid chamber to be input to the (urging direction of the spring 32s) (second locking fluid chamber) 32c, the oil passage a5 through An input port 32d for inputting the line pressure P _L, an input port 32f for inputting a control pressure P _SL4 linear solenoid valve SL4 through the oil passage m3, input to the input port 32d when the left half position the line pressure _{P L,} also the control pressure _{P SL4} input to the input port 32f when the right half position, and an output port 32e for outputting the oil passage w1, w2, w3, the clutch control valve 31 is the left half position oil passage during b5, an input port 32g for inputting a forward range pressure _{P D} through the p1, an input port 32i for inputting a control pressure _{P SL1} of the linear solenoid valve SL1 via the oil passage r3, left half the control pressure P _SL1 forward range pressure P _D input to the input port 32g, also input to the input port 32i when the right half position when the position, the oil passage v1 An output port 32h for outputting the first clutch C-1 of the hydraulic servo 51 via the input port where the clutch control valve 31 inputs the forward range pressure P _D through the oil passage b5, q1 in the right half position and 32j, an input port 32l for entering the control pressure _{P SL2} linear solenoid valve SL2 via the oil passage n2, the forward range pressure _{P D} input to the input port 32j when the left-half position, also the right the control pressure P _SL2 that is input to the input port 32l during half position, is configured to have an output port 32k for outputting the second hydraulic servo 52 of the clutch C-2 via the oil passage u1, the .

The B-4 apply control valve 36 includes a spool 36p, a spring 36s that urges the spool 36p to one side (upper left side in the figure), and a control pressure of the linear solenoid valve SL2 via an oil passage n3. a hydraulic oil chamber 36a to enter the P _SL2 in a direction to urge the other side (right half position in FIG lower side) (the direction against the bias of the spring 36 s), from the sequence valve 32 through the oil passage w2 A hydraulic oil chamber 36b that inputs the control pressure P _SL1 (line pressure P _L at the time of failure) of the linear solenoid valve SL1 to the other side (direction opposite to the bias of the spring 36s) and the oil passage o1 a hydraulic oil chamber 36c to be input in a direction (direction against the bias of the spring 36 s) for biasing the control pressure P _SL3 linear solenoid valve SL3 to the other side Te, oil an input port 36d for inputting the forward range pressure P _D via b4, an output port 36e for outputting the forward range pressure P _D input to the input port 36d when the left half position in the oil passage b6, the oil passage c9 an input port 36g for inputting a reverse range pressure P _R via the outputs reverse range pressure P _R that is input to the input port 36g when the right half position to the oil passage y1, y2, y3, the left-half position And an output port 36f communicating with the drain port EX.

The B-4 control valve 37 includes a spool 37p, a spring 37s that biases the spool 37p to one side (upper left side in the figure), and the oil when the solenoid relay valve 23 is in the left half position. a hydraulic oil chamber 37a to enter the control pressure P _SLU of the linear solenoid valve SLU via the road e6 on the other side direction to urge the (right half position in FIG lower side) (the direction against the bias of the spring 37s) an input port 37g of the B-4 apply control valve 36 through the oil passage b6 communicates with the forward range pressure output port 25b of the manual valve 25 in the left half position, and inputs the forward range pressure P _D, the oil It communicates with the reverse range pressure output port 25c via the road c6, an input port 37e for inputting the reverse range pressure P _R, the input port 37e via the oil passage c7 The communication port 37d communicates with the input port 37g at the right half position, and communicates with the input port 37e at the left half position, and the hydraulic oil chamber 37a is connected to the oil passages z1, z2, and z3. based on the magnitude of the control pressure _{P SLU,} an output port 37f capable of regulating pressure output as the engagement pressure _{P B4} of the forward range pressure _{P D} or reverse range pressure _{P R} of the fourth brake B4, through the oil passage z2 the communicating port to (position between the right half position and the left half position) and the feedback oil chamber 37b to enter the engagement pressure P _B4 outputted from the output port 37f as a feedback pressure, the intermediate position from the right-half position Te And a communication port 37c that communicates with the reverse range pressure output port 25c through the oil passage c10. In the B-4 control valve 37, the output port 37f and the input port 37e communicate with each other at the intermediate position, the input port 37e and the communication port 37d communicate with each other, and the communication port 37d. And the communication port 37c communicate with each other.

The B1-B4 apply control valve 35 includes a spool 35p, a spring 35s that urges the spool 35p to one side (upper left half position in the figure), and the solenoid relay valve 23 when the solenoid relay valve 23 is in the left half position. the other side of the control pressure P _SLU of the linear solenoid valve SLU via the oil passage e7 hydraulic oil chamber 35a to enter in a direction to urge the (right half position in FIG lower side) (the direction against the bias of the spring 35s) When an input port 35c for inputting the engagement pressure P _B4 outputted the B4 control valve 37 is pressure regulating via the oil passage z3, the sequence valve 32 via the oil passage w3 is the right half position enter the control pressure P _SL4 linear solenoid valve SL4 in an input port 35e of the sequence valve 32 to input the line pressure P _L in the left half position , The oil passage a control pressure P _SL4 or line pressure P _L input to the input port 35e when the engagement pressure P _B4 input to the input port 35c, also the right half position when the left-half position x1 an output port 35d to be outputted to the above B-4 apply control valve 36 enters a reverse range pressure P _R through the oil passage y2 in the right half position, the B-4 apply control valve 36 is the left half position The input port 35g communicates with the oil passage y2 and the drain port EX of the B-4 apply control valve 36 at the time of the control, and the control pressure _PSL4 or the line pressure P _L communicates with the input port 35e at the left half position. Is output to the hydraulic servo 55 of the first brake B-1 via the oil passage s1, and communicated with the input port 35g at the right half position, and normally the B-4 apply controller via the oil passage y2. Is configured to include an output port 35f which communicates with the drain port EX of the valve 36, the.

[Effects of gears during forward travel]
Next, the operation of each state based on the configuration of the hydraulic control device 1 will be described. First, the operation for achieving each of the shift speeds (first forward speed to sixth forward speed) during forward travel will be described. The engine braking at the first forward speed will be described later.

First, for example, when the engine is started by operating an ignition switch or the like, an oil pump (not shown) is driven to generate a line pressure P _L , a secondary pressure P _SEC , a secondary exhaust pressure P _SEC-D , a modulator pressure P _{MOD and the} like. Is done. At this time, in the normal state (when not fail), it is supplied to the hydraulic oil chamber 31a of the clutch control valve 31 once the solenoid valve SL is turned on the signal pressure P _SL via the oil passage k1, k2, spring The clutch control valve 31 is moved to the right half position against the urging force of 31s. Then, the clutch control valve 31, the oil passage d1, d4, d5, d6 spool I modulator pressure _{P MOD} is input to the input port 31b and the signal pressure _{P SL} coupled with input to the input port 31h via the 31p Is moved to the right half position, the modulator pressure P _MOD is also input to the lock oil chamber 31c, and then locked to the right half position until the engine is stopped. Further, the sequence valve 32, the oil passage d1, d4, d5, modulator pressure through d7 _{P MOD} is input to the hydraulic oil chamber 32b, I biasing force coupled with the spring 32s, SLT pressure of the linear solenoid valve SLT It is in the right half position by overcoming the P _SLT.

Here, for example, when a forward range by the driver is selected, the spool 25p of the manual valve 25 is moved driven in the forward range position, the forward range pressure output port 25b to the forward range pressure P _D is an oil passage b1~b6 etc. both the output, the linear solenoid valve SL1 is output as the engagement pressure _{P C1} for supplying control pressure _{P SL1} that by regulating the forward range pressure _{P D} to the hydraulic servo 51 of the first clutch C1. Then, the engagement pressure P _C1 passes through the input port 32i and the output port 32h of the sequence valve 32 in the right half position via the oil passages r1 and r3, and is applied to the hydraulic servo 51 of the first clutch C-1 via the oil passage v1. Is supplied, the first clutch C-1 is engaged and controlled, and together with the one-way clutch F-3, the first forward speed is established.

Next, when the linear solenoid hydraulic servo to control pressure _{P SL3} of the second brake B-1 from the valve SL3 (not shown) is supplied as the engagement pressure _{P B2,} the second brake B-1 is controlled engagement, Combined with the engagement of the first clutch C-1, a second forward speed is formed.

Subsequently, when the engagement pressure P _B2 is discharged from the linear solenoid valve SL3 and the control pressure P _SL4 is output as the engagement pressure P _B1 from the linear solenoid valve SL4, the engagement pressure P _B1 is m1, m3, the input port 32f and the output port 32e of the sequence valve 32, the oil passages w1, w3, and the input port 35e of the B1-B4 apply control valve 35 which is in the left half position by the biasing force of the spring 35s The oil is supplied to the hydraulic servo 55 of the first brake B-1 through the output port 35f and the oil passage s1. Thereby, the engagement of the first brake B-1 is controlled, and the third forward speed is formed in combination with the engagement of the first clutch C-1.

Furthermore, from the linear solenoid valve SL4 with engagement pressure _{P B1} is discharged, when the control pressure _{P SL2} from the linear solenoid valve SL2 is output as the engagement pressure _{P C2,} engagement pressure _{P C2} is oil passage n1 , N2, through the input port 32l and output port 32k of the sequence valve 32 in the right half position, and the oil passage u1, are supplied to the hydraulic servo 52 of the second clutch C-2. Thereby, the engagement of the second clutch C-2 is controlled, and the fourth forward speed is formed in combination with the engagement of the first clutch C-1.

Next, the engagement pressure P _C1 is discharged from the linear solenoid valve SL1, and the control pressure P _SL4 is output as the engagement pressure P _B1 from the linear solenoid valve SL4. When supplied, the first brake B-1 is subjected to engagement control again, and together with the engagement of the second clutch C-2, the fifth forward speed is formed.

Then, the engagement pressure P _B1 is discharged from the linear solenoid valve SL4, and the control pressure P _SL3 is output as the engagement pressure P _B2 from the linear solenoid valve SL3. , The second brake B-1 is subjected to engagement control again, and together with the engagement of the second clutch C-2, the sixth forward speed is formed.

[Operation when lock-up is on]
When the lockup clutch 8 is locked on during forward travel as described above, the solenoid valve SL is first turned on to output the signal pressure _PSL . Then, the oil passage k1, k3 signal pressure P _SL via is supplied to the hydraulic oil chamber 23a of the solenoid relay valve 23 is in the right half position by overcoming the urging force of the spring 23s. Accordingly, the modulator pressure P _MOD supplied to the oil passage d8 is supplied to the hydraulic oil chamber 32c of the sequence valve 32 through the input port 23i, the output port 23h, and the oil passage d10, and the right half of the sequence valve 32 is supplied. It will be strengthened locking position, for example SLT pressure P _SLT of the linear solenoid valve SLT is locked in the right half position of the sequence valve 32 be increased based on the throttle opening degree is maintained. As described above, the lock in the right half position by the modulator pressure P _MOD of the hydraulic oil chamber 32c is strengthened, so that the use area of the SLT pressure P _SLT of the linear solenoid valve SLT at the time of lock-up on can be increased. Further, the control pressure P _SLU of the linear solenoid valve SLU supplied to the oil passage e4 is not supplied to the oil passages e5, e6, e7 by shutting off the input port 23b of the solenoid relay valve 23, that is, the linear solenoid valve. The control pressure P _SLU of the valve _SLU is supplied only to the hydraulic oil chamber 21a of the lockup relay valve 21 and the hydraulic oil chamber 22c of the lockup control valve 22, that is, used only for engagement control of the lockup clutch 8. become. Incidentally, the clutch control valve 31 is locked to the right half position when the engine is started as described above, even if the signal pressure from the oil passage k2 P _SL is supplied to the hydraulic oil chamber 31a remains in the right half position.

More specifically, when the control pressure P _SLU is output from the linear solenoid valve SLU in a state where the solenoid valve _SL outputs the signal pressure P _SL , the hydraulic oil chamber of the lockup relay valve 21 is passed through the oil passages e1 and e2. 21a control pressure P _SLU is input to, the lock-up relay valve 21 by overcoming the urging force of the spring 21s is in the left half position. When the control pressure _PSLU is output from the linear solenoid valve SLU, it is input to the hydraulic oil chamber 22c of the lockup control valve 22 through the oil passages e1 and e3, and the lockup control valve 22 is moved from the right half position. It is driven to move freely to the left half position. Thus, the secondary pressure _{P SEC} that is supplied to the input port 22e via the oil passage f1, f4, the control pressure _P based on the size of the _SLU, freely lockup by the lockup control valve 22 engagement pressure _{P L The} pressure is adjusted as _-UP , passes through the input port 21i and the output port 21h of the lockup relay valve 21 in the left half position, and is supplied from the lockup off port 5c to the space 5b via the oil passages g2 and g3.

At the same time, the secondary pressure _{P SEC} is passed through the input port 21f and the input port 21e of the oil passage f1, f3, in the left half position lock-up relay valve 21, further, the lock-up on port 5d via the oil passage h3, h1 To the space 5a. Thus, with respect to the secondary pressure _{P SEC} in space 5a, that lock-up engagement pressure _{P L-UP} whose pressure regulated by the lock-up control valve 22 in the space 5b is small, the friction material 8b of the piston 8a is a front The cover 5A is pressed and engaged with the inner surface of the cover 5A, and the rotation of the front cover 5A and the turbine runner 7b is integrated, that is, the lock-up clutch 8 is engaged and controlled. Incidentally, the secondary pressure _{P SEC} space 5a is fed back to the feedback oil chamber 22b of the lockup control valve 22 through the oil passage h2, the lock-up engagement pressure _{P L-UP} space 5b is through the oil passage g4 The feedback oil chamber 22a of the lock-up control valve 22 is fed back, and, for example, during the slip engagement of the lock-up clutch 8, fluctuation absorption is performed when one of the two largely fluctuates.

[Operation at lock-up off]
When the lockup clutch 8 is locked up and off, first, the control pressure P _SLU of the linear solenoid valve _SLU is controlled, and the lockup control valve 22 controls the lockup engagement pressure PL _-UP to the secondary pressure _PSEC . The pressure is approximately the same, and the friction material 8b of the piston 8a can be separated from the inner surface of the front cover 5A, and then the solenoid valve SL is turned off to make the signal pressure _PSL non-output.

Then, the signal pressure _PSL is not supplied to the hydraulic oil chamber 23a of the solenoid relay valve 23, and the solenoid relay valve 23 is moved to the left half position by the urging force of the spring 23s. As a result, the modulator pressure P _MOD input to the input port 23i is output from the output port 23j and supplied to the lock oil chamber 21b of the lockup relay valve 21 via the oil passage d9. At this time, even if the linear solenoid valve SLU outputs the control pressure P _SLU and supplies it to the hydraulic oil chamber 21a, the original pressure of the control pressure P _SLU is the modulator pressure P _MOD . The urging force of the modulator pressure P _MOD and the spring 21s always exceeds the control pressure P _SLU of the hydraulic oil chamber 21a, and the lockup relay valve 21 is set to the right half position. As a result, the lockup engagement pressure P _L-UP output from the lockup control valve 22 is blocked by the input port 21i of the lockup relay valve 21, and the secondary pressure P input from the oil passage f2 to the input port 21g. _SEC is output from the output port 21h and is supplied to the space 5b through the oil passage g3 to separate the piston 8a from the front cover 5A, thereby bringing the lockup clutch 8 into the lockup off state and passing through the space 5a. Then, the oil passes through the oil passages h1 and h3, and is supplied to the oil cooler 80 through the input port 21e and the output port 21d of the lockup relay valve 21, the oil passage j1, the check valve 61, and the oil passage j2.

Thus, in the lock-up off state, when the modulator pressure P _MOD is input to the lock oil chamber 21b of the lock-up relay valve 21, the lock-up engagement pressure P _L-UP is cut off and the hydraulic oil chamber 21a Since the control pressure P _SLU also does not overcome the modulator pressure P _MOD of the lock oil chamber 21b and the biasing force of the spring 21s, the output of the control pressure P _{SLU to} the lockup relay valve 21 and the lockup control valve 22 is is disabled, i.e. the control pressure P _SLU of the linear solenoid valve SLU is ready for use free for other control.

[Operation during forward 1st speed engine braking]
Next, hydraulic control during engine braking at the first forward speed using the control pressure _PSLU that becomes free in the lock-up off state will be described. As described above, in the lock-up off state, the signal pressure P _SL of the solenoid valve _SL is in a non-output state, and the solenoid relay valve 23 is set to the left half position. Then, the control pressure P _SLU output from the linear solenoid valve SLU is output from the oil passages e1 and e4 to the oil passages e5, e6, and e7 through the input port 23b and the output port 23c of the solenoid relay valve 23, and each B1. -Supplied to the hydraulic oil chamber 35a of the B4 apply control valve 35 and the hydraulic oil chamber 37a of the B-4 control valve 37. Incidentally, the urging force of the spring 35s of the B1-B4 apply control valve 35 is set stronger than the biasing force of the spring 37s of the B4 control valve 37, losing out the spring 37s by the control pressure _{P SLU} B- When the hydraulic pressure is higher than that at which the 4 control valve 37 is in the right half position, the spring 35s is defeated by the control pressure _PSLU , and the B1-B4 apply control valve 35 is in the right half position. Therefore, at the time of engine braking at the first forward speed, the linear solenoid valve SLU adjusts the strength of the control pressure _PSLU , and the B1-B4 apply control valve 35 is maintained at the left half position. 4 The control valve 37 is driven to move freely from the left half position to the right half position.

Forward in the first speed stage of the engine brake, the forward range pressure P _D is output from the forward range pressure output port 25b of the manual valve 25, the input of the oil passage b1, b3, through b4 B-4 apply control valve 36 Since the hydraulic pressure is not input to the hydraulic oil chambers 36a, 36b, and 36c, the B-4 apply control valve 36 is input to the port 36d, and thus is in the left half position, and the forward range pressure P _D input to the input port 36d. Is output from the output port 36e to the oil passage b6 and input to the input port 37g of the B-4 control valve 37. The forward range pressure P _D input port 37g, the oil in the form of being pressed magnitude tone from the output port 37f at progressively being to the right half position by the magnitude of the control pressure P _SLU of the hydraulic oil chamber 37a The pressure is output to the paths z1, z2, and z3, and is adjusted as the engagement pressure P _B4 of the fourth brake B-4 by adjusting the pressure while acting as a feedback pressure on the feedback oil chamber 37b. The engagement pressure P _B4 thus regulated by the magnitude of the control pressure P _SLU is input to the input port 35c of the B1-B4 apply control valve 35 in the left half position via the oil passage z3, and further output. The hydraulic servo of the fourth brake B-4 is output from the port 35d to the oil passage x1 and input to the input port 23d of the solenoid relay valve 23 at the left half position as described above, and from the output port 23e via the oil passage t1. 56. As a result, the fourth brake B-4 is engaged, and in combination with the engagement of the first clutch C-1, forward first speed engine braking (preventing reverse rotation of the one-way clutch F-3) is achieved. .

[Neutral action]
Next, hydraulic control when the fourth brake B-4 is engaged at the neutral time (see FIG. 2) will be described. At the neutral time, the transmission mechanism 3 is in the neutral state, so the fourth brake B-4 may not be engaged, but the first clutches C-1, C-2, etc. are slightly dragged by the lubricating oil. In such a case, the transmission mechanism 3 is in the free rotation state, so there is a risk of slight rotation, and the fourth brake B-4 is engaged there to regulate the free rotation state of the transmission mechanism 3. It is desirable. In addition, when switching from the neutral range to the reverse range, by engaging the fourth brake B-4 in the neutral state in advance, the response of the engagement of the fourth brake B-4 in the formation of the reverse stage can be improved. It is also possible to plan. Therefore, in the automatic transmission 2, engaging the fourth brake B4 to supply the engagement pressure _{P B4} to the hydraulic servo 56 of the fourth brake B4 in the neutral state.

Even in the neutral state, since the lock-up off state as described above, may be used a control pressure P _SLU of the linear solenoid valve SLU freely as described above, the forward range pressure P _D from the manual valve 25 since but it is not output, using the control pressure _{P SL4} linear solenoid valve SL4 as an engagement pressure _{P B4.}

Specifically, since the lock-up-off state is set even in the neutral state, the control pressure _PSLU that can be used freely as described above is output at a large pressure, and the B1-B4 apply control valve 35 and the B- 4. Switch both the control valve 37 and the right half position. In this case, the manual valve 25 is in the neutral position, the forward range pressure P _D and the reverse range pressure P _R is not output, B-4 control the valve 37 either input port 37e, the hydraulic pressure in 37g input Since no hydraulic pressure is output even in the right half position, there is no effect on the operation even if the B-4 control valve 37 is switched to the right half position.

The control pressure _{P SL4} from the output port SL4b of the linear solenoid valve SL4 in this state is output as the engagement pressure _{P B4} of the fourth brake B4. Then, the engagement pressure P _B4 is input to the oil passages m1 and m3 and the hydraulic oil chamber 32b by inputting the modulator pressure _PMOD to the right half position, and the input port 32f and the output port 32e of the sequence valve 32, the oil passage w1, w3, is switched to the left half position input port 35e and the output port 35d of the control pressure _{P SLU} B1-B4 apply control valve 35 switched to the right half position, the oil passage x1, by the urging force of the spring 23s as described above The engagement pressure P _B4 is supplied to the hydraulic servo 56 of the fourth brake B-4 through the input port 23d and the output port 23e of the solenoid relay valve 23 and the oil passage t1, and the fourth brake B-4 is engaged. Combined.

Note that the engagement of the fourth brake B-4 at this time is sufficient if it can achieve the purpose of merely stopping the free rotation state of the speed change mechanism 3, and therefore the engagement pressure P _B4 output by the linear solenoid valve SL4 is The engagement pressure P _B4 is input to the hydraulic oil chamber 36b, but the B-4 apply control valve 36 is maintained at the left half position without overcoming the urging force of the spring 36s.

When the driver switches the range from the neutral range state to the forward range state, for example, the operator switches the pressure P _B4 from the linear solenoid valve SL4 and then controls the control pressure P of the linear solenoid valve SLU. The fourth brake B-4 is released by reducing the _SLU . The first forward speed is formed by the automatic engagement of the one-way clutch F-3 together with the engagement of the first clutch C-1 (see FIG. 2), but the release of the fourth brake B-4 is temporarily delayed. Even so, there is no particular problem because the state is the same as the engaged state of the one-way clutch F-3.

Further, when the driver switches the range from the neutral range state to the reverse range state, for example, the driver reverses the state without draining the engagement pressure P _B4 from the linear solenoid valve SL4, as will be described in detail later. It performs engagement of the fourth brake B-4 in range pressure _{P R.}

[Operation during reverse travel]
Next, hydraulic control during reverse travel (during reverse range) will be described. Even during the reverse travel, the lock-up is off, the signal pressure P _SL is not output from the solenoid valve SL, the solenoid relay valve 23 is in the left half position, and the modulator pressure P _MOD is locked from the oil passage d9. since the input to the lock oil chamber 21b of the up relay valve 21 is locked to the right half position, the control pressure P _SLU of the linear solenoid valve SLU is can be used freely, in this embodiment, the fourth brake B-4 the reverse range pressure _{P R} previously engaged rapid engagement with, and the first brake B1 control pressure _{P SL4} linear solenoid valve SL4 to relieve shock by Gosuru regulation control as the engagement pressure _{P B1} Since the reverse stage is formed, the control pressure P _SLU of the linear solenoid valve _SLU is not used.

The詳示, for example, the state in the range switching of the reverse range from a state of neutral range is performed by the driver, the manual valve 25 becomes the reverse range position, the line pressure P _L from the reverse range pressure output port 25c is reverse is output as range pressure _{P R,} the oil passages c1, c2, the check valve 63, is input to the input port 37e of the B-4 control valve 37 via the oil passage c3. The B-4 control valve 37, the control pressure P _SLU is not input to the hydraulic oil chamber 37a, has a left-half position due to the urging force of the spring 37s, are prevented from communicating port 37d oil passage c7 with the reverse range pressure _{P R} of being cut off, the reverse range pressure _{P R} of the input port 37e is output from the output port 37f to the oil passage z1, z3. Although reverse range pressure to the feedback oil chamber 37b via the oil passage z2 P _R is input, B-4 control valve 37 is not affected because remains in the left half position.

Further, since the control pressure _PSLU is not input to the hydraulic oil chamber 35a, the B1-B4 apply control valve 35 is also in the left half position based on the urging force of the spring 35s, and is input to the input port 35c from the oil passage z3. the reverse range pressure _{P R} that is, the oil passage z1 from the output port 35d, the input port 23d and the output port 23e of the solenoid relay valve 23 in the left half position as described above, through the oil passage t1, the fourth brake B- 4 is supplied to the hydraulic servo 56. Thus, the reverse range pressure P _R, it without passing through the orifice 71 from the output from the manual valve 25, the fourth brake B-4 will be engaged Kyugakari.

On the other hand, the control pressure _{P SL4} from the linear solenoid valve SL4 is pressure regulating output as the engagement pressure _{P B1} of the first brake B1. Then, the engagement pressure P _B1 is, as described above, the input port 32f and the output port 32e of the sequence valve 32 that are normally in the right half position, the oil passages w1 and w3, and the B1-B4 apply control valve 35 in the left half position. Are supplied to the hydraulic servo 55 of the first brake B-1 through the input port 35e, the output port 35f, and the oil passage s1, and the first brake B-1 is engaged. Since the engagement pressure P _B1 is output as a large pressure from the linear solenoid valve SL4, the engagement pressure P _B1 is input to the hydraulic oil chamber 36b of the B-4 apply control valve 36 via the oil passage w2, and the B-4 apply The control valve 36 is switched to the right half position.

By the way, the B1-B4 apply control valve 35 is in the right half position at the neutral time described above, and distributes the control pressure PSL4 of the linear solenoid valve _SL4 to the hydraulic servo 56 of the fourth brake B-4. It becomes the left half position, distributes the control pressure _{P SL4} to the first hydraulic servo 55 of the brake B-1. Therefore, for example, the B1-B4 apply control valve 35 is the result in valve sticking in the right half position, the control pressure _{P SL4} linear solenoid valve SL4 is supplied to the hydraulic servo 56 of the fourth brake B4, the fourth brake Although engagement of B-4 is maintained, there is a possibility that the first brake B-1 cannot be engaged.

Therefore, in the hydraulic control apparatus 1, the reverse range pressure is also applied from the reverse range pressure output port 25c of the manual valve 25 to the input port 36g of the B-4 apply control valve 36 via the oil passages c1, c2, c4, c8, and c9. P _R type and further outputs a reverse range pressure _{P R} to the oil passage y1, y2, y3 from the output port 36f of the B-4 apply control valve 36 is the right half position. Thus, the reverse range pressure P _R to the input port 35g from the oil passage y2 B1-B4 apply control valve 35 is input, for example, also input to valve sticking the B1-B4 apply control valve 35 is at the right half position reverse range pressure _{P R} is the output port 35f of the ports 35 g, supplied to the first hydraulic servo 55 of the brake B-1 via the oil passage s1, to the hydraulic servo 56 of the fourth brake B-4 of the control pressure _{P SL4} Combined with the supply, the first brake B-1 and the fourth brake B-4 are engaged, that is, the formation of the reverse gear is compensated.

Furthermore, for example, even a solenoid relay valve 23 has a valve stick at the right half position, the reverse range pressure P _R to the oil passage y3 as described above is supplied, the reverse range pressure P _R of the input port 23f is output This is supplied to the hydraulic servo 56 of the fourth brake B-4 via the port 23e and the oil passage t1, thereby compensating for the engagement of the fourth brake B-4.

[Operation when draining the hydraulic pressure of the fourth brake B-4 from the reverse gear]
Next, a description will be given of the hydraulic pressure control when the above-described reverse range state is switched to the neutral range state. For example, is switched from the state of the reverse range to the state of the neutral range by the driver, the linear solenoid valve SL4 is by regulating as the control pressure P _SL4 which has been output as the engagement pressure P _B1 is gradually lowered, first By releasing the brake B-1 while performing the slip control, the torque fluctuation is released smoothly. During this time, the fourth brake B-4 which has been engaged in the reverse range pressure P _R is, when thus suddenly released by passing the reverse range pressure P _R to the first, the first brake B-1 is slowly released It is meaningless to control the pressure so that Therefore, the reverse range pressure P _R which has been supplied to the hydraulic servo 56 of the fourth brake B-4, as the first release control of the brake B-1 to maintain the engagement state before closing, gradually exits as It is configured.

In particular, the reverse range pressure _{P R} of the hydraulic servo 56 of the fourth brake B4 (pressure), the oil passage t1, the solenoid relay valve 23, the oil passage x1, B1-B4 apply control valve 35, the oil passage z3, z1, the B-4 control valve 37, and the oil passages c6 and c3 flow backward in the supply path toward the reverse range pressure output port 25c of the manual valve 25. However, since the check valve 63 prevents the reverse flow, the orifice 71 The oil is discharged from the reverse range pressure output port 25c of the manual valve 25 set to the neutral position through the interposed oil passage c4, the check valve 62, and the oil passages c5 and c1. Thus for the reverse range pressure P _R of the fourth brake B-4 of the hydraulic servo 56 is drained through the orifice 71, the first release control of the brake B-1 is completed from by the linear solenoid valve SL4 Then, the fourth brake B-4 is released, so that the neutral state is established from the reverse gear without causing a sudden torque fluctuation (torque loss).

[Operation when draining the hydraulic pressure of the fourth brake B-4 from the time of engine braking at the first forward speed]
Next, when draining the engagement pressure P _B4 (hydraulic pressure) of the fourth brake B-4 from the time of the engine brake at the first forward speed described above, the reverse range pressure P of the fourth brake B-4 at the time of reverse travel. _This will be described in comparison with the _R (hydraulic) drain. The reverse range drain of pressure _{P R} (hydraulic pressure) of the fourth brake B4 in the reverse time is oil passage t1 as described above, the solenoid relay valve 23, the oil passage x1, B1-B4 apply control valve 35, the oil passage z3, z1, B-4 control valve 37, oil passages c6, c3, oil passage c4 with orifice 71 interposed, check valve 62, oil passages c5, c1, and reverse of manual valve 25 set to the neutral position It is discharged from the range pressure output port 25c. For this reason, the fourth brake B-4 is released in a relatively long time, but at the time of shifting from the first forward speed of the engine brake to another speed (for example, shifting to the second forward speed) If draining is performed using the same route, the release of the fourth brake B-4 is delayed via the orifice 71, and the formation of the next shift speed (for example, the second forward speed) may be delayed. .

Therefore, in the hydraulic control apparatus 1, when shifting from the engine speed of the first forward speed to another speed, the same path is used from the hydraulic servo 56 to the B-4 control valve 37, but the orifice 71 is used. The engagement pressure P _B4 (hydraulic pressure) of the fourth brake B-4 is quickly drained without going through.

In particular, when engine braking in the first forward speed, by regulating the control pressure P _SLU of the linear solenoid valve SLU supplied to the forward range pressure P _D of the oil passage b6 to the hydraulic oil chamber 37a of the B-4 control valve 37 since in a state where Te is output, when performing drains, the control pressure P _SLU is controlled to a size commensurate with the biasing force of the spring 37s, between the right half position and the left half position spool 37p Adjust to the middle position. Then, the output port 37f and the input port 37e, the input port 37e and the communication port 37d, the communication port 37d and the communication port 37c communicate with each other, and the engagement pressure P _B4 that has flowed back to the output port 37f From the port 37f to the input port 37e, the oil passages c6 and c7, the communication port 37d, the communication port 37c, the oil passages c10 and c8, the check valve 62, the oil passages c5 and c1, and the reverse range of the manual valve 25 which is the forward range position It is discharged from the pressure output port 25c. As a result, the engagement pressure P _B4 (hydraulic pressure) of the fourth brake B-4 is quickly drained without passing through the orifice 71, and quickly changes from the state of the engine brake of the first forward speed to another speed. Shifting can be performed. In the hydraulic control apparatus 1, the engagement pressure P _B4 (hydraulic pressure) of the fourth brake B-4 is supplied from the reverse range pressure output port 25c of the manual valve 25 in order to compensate for the formation of the reverse stage, as will be described later. Although discharged, the communication port 37c may be used as it is as a drain port, and the engagement pressure P _B4 (hydraulic pressure) of the fourth brake B-4 may be drained as it is.

[B-4 Control valve action during intermediate stick]
By the way, as described above, when the B-4 control valve 37 is in the intermediate position between the right half position and the left half position, the communication port 37c is in communication with the output port 37f, that is, in the intermediate position. 37c communicates with the hydraulic servo 56 of the fourth brake B-4. At this time, for example, in the reverse range, when the communication port 37c is a drain port and the B-4 control valve 37 is valve-sticked to the intermediate position, the input is made to the input port 37e via the oil passages c1, c2, c3, and c6. have been would reverse range pressure P _R is missing is drained from the communication port 37c, can fourth brake B-4 is engaged with the can not provide reverse range pressure P _R to the hydraulic servo 56 of the fourth brake B-4 There is a risk of disappearing. Therefore, in the hydraulic control apparatus 1, the communication port 37c and the reverse range pressure output port 25c of the manual valve 25 are connected via the oil passages c1, c2, c4, c8, and c10. Thus, for example, even B-4 control valve 37 has a valve stick in an intermediate position, is supplied with the reverse range pressure P _R to the communication port 37c, and the reverse range pressure P _R without escapes input to the input port 37e, The fourth brake B-4 can be engaged, that is, it is possible to compensate for the formation of the reverse gear in the reverse range.

[Action during all-off failure]
Next, hydraulic control at the time of all-off failure in the hydraulic control apparatus 1 will be described. As described above, the engine in the normal is started, the signal pressure P _SL is supplied to the hydraulic oil chamber 31a of the clutch control valve 31 is turned on once the solenoid valve SL is, the against the biasing force of the spring 31s When the clutch control valve 31 is set to the right half position, the modulator pressure P _MOD input to the input port 31h via the oil passages d1, d4, d5, and d6 is input to the input port 31b and is in phase with the signal pressure _PSL. As a result, the spool 31p is driven to move to the right half position, and the modulator pressure P _MOD is also input to the lock oil chamber 31c, and then locked to the right half position until the engine is stopped. In this state, the manual valve 25 is in the state of being in a forward range position, the forward range pressure P _D is output from the forward range pressure output port 25b is supplied to the input port 31e via the oil paths b1, b3, b5, The oil is output from the output port 31f of the clutch control valve 31 at the right half position to the oil passage q1, and is normally blocked by the input port 32j of the sequence valve 32 at the right half position.

From this state, for example, when shifting to an all-off fail state in which all solenoid valves are de-energized, the normally closed type solenoid valve SL and the normally closed type linear solenoid valves SLU, SL1, SL2, SL3, SL4 are The linear solenoid valve SLT, which is shut off and is a normally open type, is fully opened. Then, the modulator pressure P _MOD input to the linear solenoid valve SLT is input to the hydraulic oil chamber 32a of the sequence valve 32 as the SLT pressure P _SLT , and the sequence valve 32 is switched to the left half position. The solenoid valve SL is shut off and the solenoid relay valve 23 is set to the left half position, and the modulator pressure P _MOD is supplied from the solenoid relay valve 23 to the lock oil chamber 21b of the lockup relay valve 21. In this state, the engine is locked in the lock-up off state, and the engine stop or the like due to the engagement of the lock-up clutch 8 is reliably prevented.

Then, the output from the oil passage a1, a3, the line pressure has been input to the input port 32d of a5 through a sequence valve 32 _{P L} is the output port 32e to the oil passage w1, w3, is the left half position B1-B4 an input port 35e and the output port 35f of the apply control valve 35, the line pressure _{P L} to the first hydraulic servo 55 of the brake B-1 is supplied through the oil passage s1, first brake B-1 is engaged To be.

Moreover, the forward range pressure P _D is input to the input port 32j of the sequence valve 32 from the clutch control valve 31 through the oil passage q1 as described above, the second clutch C via the oil passage u1 from the output port 32k -2 hydraulic servo 52. Therefore, when shifting to the all-off fail state during traveling in the forward range, the second clutch C-2 and the first brake B-1 are engaged to achieve the fifth forward speed.

Thereafter, for example, once the driver stops the engine, the modulator pressure P _MOD is not generated, so the modulator pressure P _{MOD in} the lock oil chamber 31c of the clutch control valve 31 is drained, and the clutch control valve 31 is driven by the spring 31s. It is switched to the left half position by the urging force. Then, for example, the driver starts again the engine and switch the shift range to the forward range, the forward range pressure P _D is input to the input port 31e of the clutch control valve 31 through the oil passage b5 is, from the output port 31d The oil pressure of the first clutch C-1 is output to the oil passage p1 and passes through the input port 32g and the output port 32h of the sequence valve 32 that is set to the left half position at the SLT pressure P _SLT as described above. Supplied to servo 51. The first clutch C-1 is engaged. Thus, I first brake B-1 coupled with engaged at the line pressure P _L as described above, to form a third forward speed, as a possible re-start of the vehicle, the execution of the degeneracy traveling forward Is possible.

Further, for example when the driver of the shift range from the forward range to the neutral range, since the forward range pressure P _D is not generated, the first clutch C-1 is released, the automatic transmission 2 is in a neutral state. Furthermore, for example, when the driver in the reverse range the shift range from the neutral range, the reverse range pressure _{P R} is, the oil passage c1 from the manual valve 25, c2, c3, the B-4 control valve 37 via the c6 input port 37e To the oil passages z1 and z3, the input port 35c and the output port 35d of the B1-B4 apply control valve 35, the oil passage x1, the input port 23d and the output port 23e of the solenoid relay valve 23, and the oil passage t1. Is supplied to the hydraulic servo 56 of the fourth brake B-4, and the fourth brake B-4 is engaged. Thus, together the first brake B-1 coupled with engaged at the line pressure P _L as described above, to form a reverse gear, to allow execution of the reverse degenerate travel.

[Summary of the present invention]
According to the hydraulic control apparatus 1 described above, the lockup relay valve 21 receives the modulator pressure P _MOD output from the solenoid relay valve 23 at the left half position, and locks to the lockup off position (right half position). Since it has the lock oil chamber 21b, the solenoid relay valve 23 becomes the left half position, and the control pressure P _SLU is used to control the engagement pressure P _B4 of the hydraulic servo 56 of the fourth brake B-4. As a result, the lockup relay valve 21 can be locked at the lockup off position (right half position). As a result, the fourth brake B-4 can be controlled to be engageable with the lockup clutch 8 turned off (the lockup engagement pressure PL _-UP is shut off), that is, the linear solenoid valve SLU. In this way, it is possible to individually control the engagement state between the lockup clutch 8 and the fourth brake B-4 by the linear solenoid valve SLU.

  In addition, the fourth brake B-4 is engaged and controlled in at least one of the first forward speed state, the neutral state, and the reverse speed state, which is the lowest gear position, that is, the lockup clutch 8 is turned off. Since the fourth brake B-4 is controlled to be engaged in the state, it is possible to individually control the engagement state between the lockup clutch 8 and the fourth brake B-4 by the linear solenoid valve SLU. it can.

Further, the fourth brake B-4 is engaged with the engagement pressure P _B4 being controlled based on the control pressure P _SLU of the linear solenoid valve SLU at the time of engine braking at the first forward speed, which is the lowest gear position. That is, since the fourth brake B-4 is controlled to be engaged with the lockup clutch 8 turned off, the engagement state between the lockup clutch 8 and the fourth brake B-4 is individually controlled by the linear solenoid valve SLU. Can be made possible.

Further, the solenoid relay valve 23 supplies the modulator pressure _PMOD to the lock oil chamber 21b of the lockup relay valve 21 with the solenoid valve SL in a non-energized state, so that, for example, during all-off failure when all the solenoid valves are de-energized. Thus, the lockup clutch 8 can be locked in an off state, and for example, the engine can be prevented from being stopped while the lockup clutch 8 remains on.

The solenoid relay valve 23 outputs the inputted modulator pressure P _MOD to the hydraulic oil chamber 32c of the sequence valve 32 when the solenoid relay valve 23 is in the left half position. The pressure P _MOD can be supplied to the sequence valve 32 without being wasted at the right half position, and the oil passage structure is provided in comparison with a case where an oil passage for introducing the modulator pressure P _MOD to the sequence valve 32 is provided separately. Simplification can be achieved.

[Possibility of other embodiments]
In the above in the present embodiment described, use the switching control of the engagement control and B1-B4 apply control valve 35 of the fourth brake B4 the control pressure P _SLU of the linear solenoid valve SLU lockup OFF state However, the present invention is not limited to this, and the control pressure _PSLU may be used at any part as long as there is a part that is controlled with the lock-up clutch turned off.

  In the present embodiment described above, the description has been given of the case where the hydraulic control device 1 is applied to the automatic transmission 2 that achieves the sixth forward speed and the reverse speed. The present invention can be applied to any automatic transmission that has a lock-up clutch, such as an automatic transmission that achieves reverse gear.

  In the above-described embodiment, the lock-up clutch 8 locks up the torque converter 7 has been described. However, the torque converter 7 may be a fluid transmission device such as a fluid coupling. The up clutch may be anything that locks up the fluid transmission.

1 Hydraulic control device 2 Automatic transmission 7 Fluid transmission device (torque converter)
8 Lock-up clutch 21 Lock-up switching valve (lock-up relay valve)
21a First hydraulic oil chamber 21b First lock oil chamber 21p First spool 21s First spring 23 Control pressure switching valve (solenoid relay valve)
23a Second hydraulic oil chamber 23p Second spool 23s Second spring 32 Fail-safe valve (sequence valve)
32c Second lock oil chamber (hydraulic oil chamber)
51 Hydraulic servo 52 Hydraulic servo 56 Hydraulic servo B-4 Friction engagement element (fourth brake)
C-1 Other friction engagement elements (first clutch)
C-2 Other friction engagement elements (second clutch)
F-3 one-way clutch P _B4 engagement pressure P _C1 engagement pressure P _C2 engagement pressure P _L line pressure P _MOD modulator pressure P _L-UP lockup engagement pressure P _SL signal pressure P _SLU control pressure SL signal solenoid valve ( Solenoid valve)
SLU Lock-up control solenoid valve (Linear solenoid valve)

Claims (5)

In a hydraulic control device for an automatic transmission, comprising: a lockup clutch capable of locking up a fluid transmission device; and at least one friction engagement element forming a gear stage.
A lockup control solenoid valve that can input a modulator pressure adjusted to a line pressure below a predetermined pressure and output a lockup engagement pressure that changes an engagement state of the lockup clutch as a control pressure that adjusts the lockup clutch pressure;
A signal solenoid valve capable of outputting a signal pressure; and
Together with the control pressure and the modulator pressure is inputted, a control pressure switch valve is switched to the input state of the signal pressure and output position and based-out barrier sectional position,
A first spool, a first spring that urges the first spool to one side, and a first hydraulic oil chamber that presses the first spool to the other side by the input control pressure, When the first spool is positioned on the other side, the lockup engagement pressure is supplied to the lockup clutch, and when the first spool is positioned on the one side, the lockup engagement pressure is set. A lockup switching valve which is a lockup off position to be shut off;
A lockup control valve that regulates and outputs the hydraulic pressure generated in the hydraulic pressure generation portion as a lockup engagement pressure based on the control pressure ;
The control pressure switching valve shuts off the output of the control pressure at the shut-off position, makes the modulator pressure non-output to the lockup switching valve, and sends the control pressure to the friction engagement element at the output position. Output as an engagement control pressure for controlling the engagement pressure of the hydraulic servo, and output the modulator pressure,
The lockup switching valve inputs the modulator pressure to the control pressure switching valve is outputted by the output position, have a first locking fluid chamber to the pressing action of the first spool on one side,
When the control pressure switching valve outputs the modulator pressure to the first lock oil chamber of the lockup switching valve at the output position, the modulator pressure of the first lock oil chamber and the biasing force of the first spring are obtained. Overcoming the control pressure of the first hydraulic oil chamber and locking the lockup switching valve in the lockup off position;
A hydraulic control device for an automatic transmission. The friction engagement element is a friction engagement element whose engagement is controlled in at least one of a state of a minimum gear, a neutral state, and a reverse gear of the automatic transmission.
The hydraulic control device for an automatic transmission according to claim 1. The automatic transmission includes a one-way clutch that is engaged in a driving force output state of the lowest gear.
The friction engagement element is a friction engagement element that is engaged when the engagement pressure is controlled based on the control pressure of the lockup control solenoid valve at the time of engine braking at the lowest gear.
The hydraulic control device for an automatic transmission according to claim 2. The signal solenoid valve is a normally closed type in which the signal pressure is not output in a non-energized state,
The control pressure switching valve includes a second spool that is switched between the shut-off position and the output position, a second spring that biases the second spool to the output position, and the first spool when the signal pressure is input. A second hydraulic oil chamber that presses the two spools to the shut-off position, and supplies the modulator pressure to the first lock oil chamber of the lockup switching valve in a non-energized state of the signal solenoid valve. ,
The hydraulic control device for an automatic transmission according to any one of claims 1 to 3. A second locking oil chamber, and a normal locked position to input the modulator pressure to the normal to the second locking oil chamber, the hydraulic servo engagement of the other frictional engagement elements forming a shift speed failure time With a fail-safe position that outputs a combined pressure, and a fail-safe valve that can be switched to,
The control pressure switching valve outputs the input modulator pressure to the second lock oil chamber of the failsafe valve at the shut-off position.
5. The hydraulic control device for an automatic transmission according to claim 1, wherein the hydraulic control device is an automatic transmission.

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