JPH0240907B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Field of Application] The present invention relates to a hydraulic control device for an automatic transmission for a vehicle, and more particularly to a control device that allows automatic 1-2 upshifts to be performed smoothly at all times. [Prior Art] Conventionally, a hydraulic torque converter is combined with a planetary gear transmission in which components are connected, fixed, or released by a plurality of frictional engagement elements, such as a plurality of clutches, a brake, and a one-way clutch. A manual valve in a hydraulic control circuit operated by a shift lever installed in the seat automatically shifts gears between the D range, which is set to automatically shift 3 or more forward speeds, and 1st gear and 2nd gear, where engine braking is effective. When shifted to the D range, the 1-2 shift involves the action of the frictional engagement element at the 1st speed, as well as the sun gear shaft of the planetary gear transmission via the one-way clutch. This is achieved by the engagement of the B2 brake fixed to the case, and the 1-2 shift when shifted to 2 ranges is achieved in addition to the action of the frictional engagement element in 1st gear.
B1 directly fixes the B2 brake and the sun gear shaft
Automatic transmissions for vehicles that are achieved through engagement with brakes are widely used. However, in this type of automatic transmission, the hydraulic pressure supplied to the B2 brake is controlled to enable a smooth 1-2 upshift in the D range, where a 1-2 shift is normally achieved by engaging only one brake. Therefore, during the 1-2 shift in the D range, the sun gear shaft is locked only through the one-way clutch, which causes the one-way clutch to make a loud crank noise. Therefore, the B1 brake is engaged together with the B2 brake even when in 2nd gear in the D range.
An automatic transmission control device has been proposed that matches the brake capacity during 1st and 2nd shifts in the D range and the 2nd range. However, with this system, a new problem arises: how quickly the hydraulic pressure supplied to the B1 brake, which is engaged in the second gear in the D range, can be discharged at the time of upshifting in the third gear, when the B1 brake needs to be released. [Problems to be Solved by the Invention] Therefore, the present invention is capable of always performing the 1-2 shift smoothly, preventing the occurrence of crank noise of the one-way clutch, and solving the problem regarding the release of the B1 brake during the 2-3 shift. The object of the present invention is to provide a control device for a vehicle automatic transmission that can solve the problem. [Means for Solving the Problems] In order to solve the above-mentioned problems, the present invention provides a structure for changing gears using a hydraulic torque converter, a plurality of clutches as frictional engagement elements, a brake, and a one-way clutch. A control device for an automatic transmission for a vehicle comprising a combination of an input shaft, a transmission case, or a planetary gear transmission in which the components are selectively connected, fixed, or released, and also includes a manual valve. 1- from 1st to 2nd gear when shifting to D range
To achieve a 2-up shift, engage the B2 brake that fixes certain components of the planetary gear transmission via a one-way clutch to achieve a 1-2 up shift when the manual valve is shifted to the 2 range. In order to do this, in a control device that engages the B2 brake and a B1 brake that directly fixes the predetermined component, the B1 and B2
A B2 support valve is disposed between the brakes and controls the hydraulic pressure supplied to the B1 brake.
The B2 support valve supplies hydraulic pressure to the B1 brake when the hydraulic pressure supplied to the B2 brake is less than a set value during a 1-2 upshift when the manual valve is shifted to the D range. The structure is characterized in that when the hydraulic pressure supplied to the B1 brake is equal to or higher than a set value, no hydraulic pressure is supplied to the B1 brake. [Operations and Effects] The present invention engages the B2 brake that fixes predetermined components of the planetary gear transmission via a one-way clutch during second speed in the D range, and engages the B2 brake and the planetary gear during second speed in the 2nd range. A control device for engaging a B1 brake that directly fixes a predetermined component of a transmission, comprising a B2 support valve that is disposed between the B1 and B2 brakes and controls the hydraulic pressure supplied to the B1 brake; When the manual valve is shifted to the D range and the hydraulic pressure supplied to the B2 brake is below the set value during the 1-2 upshift,
Hydraulic pressure is supplied to the B1 brake, and when the hydraulic pressure supplied to the B2 brake is above the set value, hydraulic pressure is not supplied to the B1 brake, allowing for smooth 1-2 upshifts and preventing the crank noise of the one-way clutch. can. Furthermore, after performing a 1-2 upshift,
Since the B1 brake is released, there is no problem regarding the exhaust pressure of the B1 brake during the 2-3 upshift. [Example] Next, the present invention will be explained based on an example shown in the drawings. FIG. 1 shows an automatic transmission with three forward speeds and one reverse speed. This automatic transmission is a known one consisting of a hydraulic torque converter 200 and a planetary gear transmission 201, and the torque converter 200 is attached to a fixed shaft 8 via a pump impeller 2, a turbine runner 3, and a one-way clutch 7. The stator 4 has a stator 4. Power is transmitted from the drive shaft 1 of the engine E to the output shaft 6 via the torque converter 200, the input shaft 5 of the planetary gear transmission 201, which is the same as the output shaft of the torque converter, and the planetary gear transmission 201. 9 is the oil pump, 27 is the output shaft 6
The governor valve is connected to the The planetary gear transmission 201 is controlled by an automatic transmission control device to be described later.
Clutches C ₁ , C ₂ , brakes B ₁ , B ₂ , B ₃ and one-way clutches F 1 , _{F 2 for} selectively connecting, fixing or releasing predetermined components of the input shaft 5, transmission case 10, etc. each frictional engagement element,
It is connected to the input shaft 5 via a clutch C ₂ and directly to the transmission case 10 via the brake B ₁ , and is connected to the transmission case 10 via a one-way clutch F ₁ and a brake B ₂ . Sun gear shaft 2 connected to case 10
2. A front sun gear 15 and a rear sun gear 16 provided on the sun gear shaft 22, a front ring gear 19 and a rear carrier 26 connected to the output shaft 6, and an intermediate shaft 21 connected to the input shaft ₅ via a clutch C1. A front stage carrier 25 is engaged with the transmission case 10 via a rear stage ring gear 20, a brake _B3 and a one-way clutch _F2 , which are rotatably supported by the carrier 25, and are rotatably supported by the sun gear 15. A front planetary pinion 17 is meshed with a ring gear 19, and is rotatably supported by a carrier 26, and a sun gear 1.
6 and a two-stage planetary gear 202 whose constituent element is a rear planetary pinion 18 meshed between the ring gear 20 and the ring gear 20. This planetary gear transmission 201 performs automatic gear shifting of three forward stages and one reverse gear as shown in Table 1 by the action of frictional engagement elements, or manual gear shifting via a manual valve.

【table】

[Table] FIG. 2 shows a control device that controls the automatic transmission of FIG. 1 by selectively operating the frictional engagement elements using hydraulic pressure. This control device includes a regulator valve 100 that regulates the pressure of the hydraulic oil pumped up by the oil pump 9 from the oil strainer 28 and outputs it as line pressure;
Second regulator valve 101, manual valve 102, 1-2 manually operated by the shift lever on the driver's seat
Shift valve 103, 2-3 shift valve 104, throttle valve 105, kickdown valve 106, cutback valve 107, governor valve 27, intermediate day coast eight shift valve 108, intermediate day eight coast modulator valve 109, low coast shift Valve 110, low coast modulator valve 111, governor modulator valve 112, accumulator 113 for clutch C ₁ , accumulator 114 for clutch C ₂ , accumulator 115 for brake B ₂ , check valve 116, pressure relief valve 117, Cooler bypass valve 118, switching valve 120, hydraulic cylinder 121 of clutch _C1 ,
Hydraulic cylinder 122 of clutch C ₂ , brake B ₁
hydraulic cylinder 123 of brake _B2 , hydraulic cylinder 124 of brake B3, hydraulic cylinder 125 of brake _B3 ,
Support valve 3 of brake B ₂ which is the gist of the present invention
00, and an oil passage connecting the hydraulic cylinders of these valves. The line pressure output from the regulator valve 100 via the oil line 31 is controlled by a manual valve (manual speed selection valve).
102, detent regulator valve, throttle valve 105, accumulator 113, 114, 11
5. The oil pressure (throttle valve) regulated by the throttle valve 105 is guided to the second regulator valve 101 via the oil passage 36, further to the regulator valve 100 via the oil passage 37, and then guided to the second regulator valve 100 via the oil passage 38.
-3 is guided to the shift valve 104 and passes through the oil path 39 to the 1
−2 is guided to the shift valve 103. The detent regulator pressure led to the kickdown valve 106 by the oil passage 31' is transferred to the oil passage 68, 67.
It is supplied to the 2-3 shift valve 104 through the oil passage 69, and the switching valve 120 is supplied to the 1-2 shift valve 104 through the oil passage 70 and the oil passage 72.
It communicates with the shift valve 103. The manual valve 102 is used to select various traveling or driving conditions, and transmits the hydraulic pressure (line pressure) regulated by the regulator valve 100 to the multi-disc clutch C ₁ through oil passages 40, 41, and 61. The hydraulic cylinder 121 is connected to the oil passages 40, 41, 62, and then to the accumulator 113.
5 to the governor valve 2, oil passages 40, 42, and 56 to the 1-2 shift valve 103, oil passage 43 to the 2-3 shift valve 104, and oil passage 44 to the regulator valve 100. , oil passages 44, 45,
47 to the 2-3 shift valve 104, the oil passage 44,
45, 49 to the 1-2 shift valve 103, and the oil is supplied to the low cost modulator valve 1 via the oil path 50.
11. Pressure relief valve 1 provided in oil passage 31
A valve 17 regulates the highest hydraulic pressure generated by the oil pump 9, and a cooler bypass valve 118 provided in the oil passage 35 regulates the hydraulic pressure supplied to the cooler to a low pressure. The hydraulic oil whose pressure is regulated by the governor valve 27 to a hydraulic pressure (governor pressure) corresponding to the rotational speed of the output shaft 6 flows into the oil path 5.
2 to the governor modulator valve 112, the oil passage 5
1 to the 1-2 shift valve 103, oil passages 51, 5
4 and is supplied to the 2-3 shift valve 104. The line pressure supplied from the oil passage 56 to the 1-2 shift valve 103 passes through oil passages 57 and 58 to the brake B ₂
The hydraulic cylinder 124 is supplied to the accumulator 115 via oil passages 57 and 59, and further to the oil passage 5.
7, 58, and 310 to the _B2 support valve 300, and then to the oil passage 320 and the 1-2 shift valve 1.
03, is led to the hydraulic cylinder 123 of the brake B ₁ through the oil path 78, and is also led to the oil pressure cylinder 123 of the brake B 1 through the oil path 60.
They are respectively supplied to the shift valves 104. The line pressure supplied to the 1-2 shift valve 103 from the oil passage 49 is supplied to the hydraulic cylinder 125 of the brake B ₃ via the oil passage 64. The line pressure supplied from the oil passage 47 to the 2-3 shift valve 104 is transferred to the accumulator 11 through the oil passage 65.
4 and the hydraulic cylinder 122 of clutch _C2 . The governor pressure supplied to the governor modulator valve 122 from the oil passage 52 is regulated and then transferred to the oil passages 73 and 74.
and is led to the cutback valve 107. Low coast modulator valve 11 from oil path 50
1 is regulated by the low coast modulator valve 111, and then guided to the low coast shift valve 110 via the oil passage 75. The line pressure supplied to the intermediate shift valve 108 from the oil line 43 is supplied to the intermediate modulator valve 109 via the oil line 76, and after being regulated by the modulator valve 109, the line pressure is transferred to the intermediate shift valve 108 through the oil line 77. It is then led to the _B2 support valve 300, and further to the 1-2 shift valve 10 via an oil passage 320.
3, and then passes through oil passage 78 to brake B ₁
is supplied to the hydraulic cylinder 123 of. In the manual valve 102, the valve body 79 slides by shifting a lever or the like from the driver's seat, and the line pressure in the oil passage 31 is distributed to each oil passage according to the lever speed selection position as shown in Table 2. do.

[Table] In Table 2, the ◯ mark indicates that line pressure is guided to that oil passage at each speed selection position, and the - mark indicates that line pressure is not guided to that oil passage. The contents of each code P, R, N, D, 2, and L of the speed selection position are as follows. P: When parking in a parking lot, a parking lock pawl (not shown) meshes with the outer periphery of the front ring gear 19 and fixes the output shaft 6 in a pawl type manner. R: Reverse N: Neutral. Hydraulic pressure is not transmitted anywhere from the manual valve, and engine power is not transmitted to the output shaft 6. D: Forward. In this embodiment, a three-speed transmission is used, and the first
Automatically shifts between 1st, 2nd, and 3rd speeds. 2: Automatically shifts between 1st speed and 2nd speed. L: First speed fixed position. Shift position (selected position) of the manual valve mentioned above
The configuration of each valve for smoothly operating the frictional engagement elements shown in Table 1 is as follows. The regulator valve 100 automatically adjusts the hydraulic pressure sent to each element to a hydraulic pressure (line pressure) suitable for the vehicle speed and engine output (throttle valve opening) at that time. The second regulator valve 101 regulates the hydraulic pressure, lubricating hydraulic pressure, and cooler pressure of the torque converter 200 to a pressure that matches the vehicle speed and throttle valve opening at that time. The governor pressure 27 provides oil pressure (governor pressure) corresponding to the rotation speed of the output shaft 6. The throttle valve 105 functions to obtain a throttle pressure corresponding to the amount of depression of the accelerator pedal, that is, the output of the engine. The throttle pressure corresponding to this throttle valve opening is determined by the regulator valve 100 and the second throttle valve.
It acts on the regulator valve 101 to regulate the line pressure, and acts on the 1-2 shift valve 103 and the 2-3 shift valve 104 to act as a force against the governor pressure. The 1-2 shift valve 103 automatically controls switching between the first speed and the second speed according to governor pressure and throttle pressure. The governor pressure supplied from the oil passage 51 is high and the oil passage 3
If the throttle pressure supplied from 9 is low,
The valve body 80 is pushed up by the governor pressure, and the oil passage 5
6 and 57 communicate with each other, and the working hydraulic pressure, which increases in a certain pattern and becomes line pressure, is supplied to the hydraulic cylinder 124 of the brake B ₂ via the oil passages 57 and 58.
Brake _B2 is engaged and the second gear is set as shown in Table 1. If governor pressure is low and throttle pressure is high,
The valve body 80 is pushed down by the throttle pressure, and the oil passages 56 and 57 are shut off, resulting in the first speed. In the kick-down valve 106, when the accelerator pedal is fully opened, the valve body 81 moves upward greatly, and the oil passages 31' and 68 communicate with each other to transfer hydraulic pressure to the oil passage 6.
7 to act on the 2-3 shift valve 104, and act on the 1-2 shift valve 103 via oil passage 69, switching valve 120, and oil passage 70. The low coast modulator valve 111 regulates the hydraulic pressure to a low pressure when the line pressure acts on the low coast modulator valve 111 through the oil passage 50 in the L range, and this regulated hydraulic pressure is applied to the oil passage. 75 to act on the low coast shift valve 110, and the low coast shift valve 110 moves downward,
The oil passages 75 and 64 communicate with each other, and this low oil pressure acts on the hydraulic cylinder 125 of the brake _B3 to maintain the first speed. When the low coast shift valve 110 is in the R range, when line pressure acts on the shift valve 110 through the oil passage 49, the low coast modulator valve 1
The valve body 82 moves upward against the low oil pressure from the brake B 3, connects the oil passage 49 and the oil passage 64, and guides the line pressure to the hydraulic cylinder 125 of the brake B ₃ .
Fixed at reverse speed. The governor modulator valve 112 regulates the governor pressure from the oil passage 52 to a constant level, and applies it to the cutback valve 107 via the oil passages 73 and 74. The cutback valve 107 is operated by the oil pressure from the oil passage 74 and the throttle pressure, and the throttle valve 10
Adjust the cutback oil pressure applied to 5. By applying this cutback oil pressure to the throttle valve 105, the throttle pressure is lowered and unnecessary power loss due to the oil pump 9 is prevented. The oil passages 118, 114 and 115 communicate with the oil passages 62, 66 and the oil passage 58.
9, respectively, to relieve the shock when the clutches C ₁ and C ₂ and the brake B ₂ are applied. Accumulator pistons 83', 84' and 8
There is a difference in area between the action side of 5' and the back pressure side, and the action side is larger. In addition, line pressure is always acting on the back pressure side through the oil passage 31, and the piston 8
3', 84' and 85' are pushed down. When line pressure is applied through the oil passages 62, 66 or 59 to the working side, the pistons 83', 8
4' or 85' is pushed upward slowly to relieve the shock during engagement. The 2-3 shift valve 104 switches between the second speed and the third speed, and is controlled by the governor pressure supplied from the oil passage 54, the throttle pressure supplied from the oil passage 38 and opposed to the governor pressure, and the spring 83. Valve body 84 is controlled. When the governor pressure is high, the valve body 84 moves upward against the throttle pressure and the spring 83, and the oil passages 60 and 65 are brought into communication, and the line pressure is transmitted through the oil passage 66 to the hydraulic cylinder of the clutch _C2 . 122 and becomes third speed. At this time, at the intermediate day-eight shift valve 108, communication between the oil passage 76 and the oil passage 43 is cut off, and the oil passage 76 is made to communicate with the oil drain port 99a, and the hydraulic cylinder 123 of the brake B ₁ is connected to the oil passage 76 and the oil passage 43. It functions to release the line pressure that was acting on the line. When the governor pressure is low, the valve body 84 is pushed back downward by the throttle pressure and the spring 83, the hydraulic circuit to the hydraulic cylinder 123 of the brake _B1 is cut off, and the second speed is established. However, in the case of a kickdown, the oil pressure is
7 acts to press the valve body 84 downward, the vehicle is downshifted to the second speed at a higher vehicle speed than in the above case. The B ₂ support valve 300 receives a spring load F from a spring 301 installed behind it from one side (left side in the drawing), and from the other side receives hydraulic pressure (accumulator 11
5, the pressure increases in a certain pattern to become line pressure. 77. (a) When the manual valve 102 is shifted to the D range. Immediately after starting the vehicle or while driving at low speed, when the vehicle is running in 1st gear, the 1-2 shift valve 10
The spool 80 of No. 3 is located at the lower side in the figure because the upward governor pressure applied from the lower side in the figure is smaller than the throttle pressure applied from the upper side in the figure and the spring load of the spring 80a, and the oil passage 58 is not in communication with the oil passage 56 and the oil passage 57. , 310, and therefore the brake _B2 is in the released state.
The spool 302 of the _B2 support valve is located on the right side of the drawing as shown in FIG. 3A due to the action of a spring 301, and the oil passage 310 and the oil passage 320 are in communication with each other. In addition, the oil passage 78 is connected to the drain port 80c of the 1-2 shift valve and is depressurized.
B ₁ has also been released. As the vehicle speed increases and the governor pressure increases accordingly, the spool 80 is moved upward in the figure.
The oil passage 56 communicates with the oil passage 57 and the oil passage 60, and the oil passage 320 communicates with the oil passage 78. As a result, oil pressure (line pressure) is supplied from the oil passage 56 to the oil passage 57, guided from the oil passage 59 to the accumulator 115 via the check valve 85, and supplied from the oil passage 58 to the hydraulic cylinder 124, and then further 310 to B ₂ support valve 30
It leads to 0. The hydraulic pressure P downstream of the check valve 85 is increased by the action of the accumulator 115 along the characteristic curve shown in the graph of FIG. The _B2 support valve 300, whose oil chamber 303 is supplied with the hydraulic pressure P that increases in the pattern described above, initially has a spring load F of the spring 301 that is
Since the hydraulic pressure applied to
The hydraulic pressure P is guided from the oil passage 320 to the oil passage 78 via the 1-2 shift valve 103, and is supplied to the hydraulic cylinder 123 of the brake _B1 . i.e. brake B ₁
Similarly to B ₂ , pressure along the characteristic curve shown in the graph of FIG. 4 is simultaneously supplied. Therefore, the brakes B ₁ and B ₂ are engaged simultaneously at point S and completed at point E, resulting in smooth engagement with slippage. brake
After the engagement of B ₁ and B ₂ is completed, the hydraulic pressure P increases over time and is set so that the spring load F and the hydraulic pressure Pc x Q become equal at point E' where P = Pc as shown in Fig. 4. , and when P>Pc,
The spool 302 of the _B2 support valve 300 is the third
It is moved to the left in the figure as shown in Figure B. As a result, the oil passage 320 and the oil passage 310 are cut off, and the oil passage 320 and the oil passage 77 are connected, and the oil passage 320 and the oil passage 77 are connected.
20 is exhausted from the drain port 99a via the oil passages 77, 76 and the intermediate shift valve 108, and thereby the oil passage 78 and the hydraulic cylinder 123 are also depressurized, so that the brake is not activated.
_B1 is quickly released from the temporary engagement during the 1-2 upshift in a short period of time. this brake
The oil pressure P=Pc at which the release of B ₁ is started is naturally set to be at point E', which is somewhat (about 100 msec) after point E, at which engagement of brakes B ₁ and B ₂ is completed. Brake like this
The second speed in which only _B2 is engaged is achieved, and the 1-2 upshift is completed. The torque handled by the brake during this 1-2 upshift changes as shown in the characteristic curve of FIG. 4, and increases within the shift section from point S to point E. In the present invention, this increase in torque is handled by two brakes, B ₂ and B ₁ , so the load on each brake can be set small, or the transmission, which requires a large load, can be relatively Brakes with small loads can be used. (b) When the manual valve 102 is shifted to the 2nd range. In this case, as mentioned above, line pressure is generated in the oil passage 43 in addition to the oil passage 40, and the spool 99 of the intermediary shift valve 108 compresses the spring 83 disposed behind the line pressure, as shown in the figure. The oil passage 43 and the oil passage 7 are held downward.
6 will contact you. Therefore, intermediate coast modulator valve pressure is generated in the oil passage 77, and while the spool 80 of the 1-2 shift valve 103 is set toward 2nd gear (upper side in the figure), B ₂ Spool 30 of support valve 300
Despite the operation of 2, oil passage 320 and oil passage 78
Since the hydraulic cylinder 123 is supplied with either line pressure or intermediate coast modulator valve pressure, the brake B ₁ is maintained in the engaged state. This enables 2ND (second speed) engine braking operation. FIG. 5 shows a control device according to a second embodiment of the invention. The _B2 support valve 400 has a spring load F of a spring 401 placed behind it from one side (left side in the figure),
The pressure receiving area Q of the oil chamber 404 receives the line pressure P _L supplied from the oil passage 410, and the hydraulic pressure P supplied from the other side from the oil passage 310 to the oil chamber 403 at the right end in the figure is applied to the pressure receiving area Q. Spool 402
has. Spool 80 of 1-2 shift valve 103
moves upward in the figure, the hydraulic pressure P of the spool 402 is small and these loads are F + P _L ×Q ₁ > P ×
While the relationship of
21, 1-2 is supplied to the hydraulic cylinder 123 of the brake B ₁ via the shift valve 103 and the oil passage 78, and engages the brake B ₁ . When the oil pressure P increases and exceeds Pc as shown in Fig. 4, F+P _L ×
Since Q ₁ <P×Q, the spool 402 is moved to the left in the drawing, the oil passage 310 and the oil passage 420 are cut off, and the oil passage 77 and the oil passage 420 are brought into communication. Similarly to the first embodiment, when the manual valve 102 is in the D range, the oil passage 77 communicates with the drain port 99a, so the brake _B1 is released, and when the manual valve 102 is in the D range, the oil passage 77 has intermediate day coast modulator pressure. Therefore, the brake _B1 remains engaged. This enables 2ND (second) engine braking. In this example B ₂ support valve spool 40
Using line pressure as the load applied to the spool 40 from the same direction as the spring load of the spring 401,
2, it is possible to make the spring smaller, and the output hydraulic pressure of the B ₂ support valve 400 is supplied to the hydraulic cylinder of the brake B ₁ via the 2-3 shift valve. In the illustrated embodiment, when the _B2 support valve 300 is valve stuck in the position shown in FIG.
Even after an upshift, hydraulic pressure continues to be supplied to brake B ₁ , causing clutch C ₂ and brake B ₁ to lock (engage) at the same time, which is dangerous and prevents gear shifting, causing clutch slippage and frictional heat. However, in the present embodiment shown in FIG. 5, all such problems are solved. Furthermore, the oil pressure P supplied to the brake _B2 controlled by the accumulator 115 increases in level from the characteristic curve shown in FIG.
It changes like this. In the embodiment shown in FIG.
When the operating pressure of the _B2 support valve 300 is set to Pc ₁ , if the throttle opening increases and the oil pressure P changes to the characteristic curve ', the _B2 support will be activated at the early stage (period) of the shift shown at point E'' in the figure. However, in this embodiment, the line pressure that changes according to the throttle pressure is supplied to the _B2 support valve 400 to offset the increase in the level of the oil pressure P caused by the increase in the throttle opening. 6 shows a third embodiment of the present invention. In this embodiment, the output hydraulic pressure of _{the B 2 support} valve 400 is controlled by the oil passage 42.
0 to 2-3 shift valve 104, oil passage 422, intermediate eight coast modulator valve 10
9. It is configured to be supplied to the 1-2 shift valve 103 via an oil passage 423, and further guided to the hydraulic cylinder 123 of the brake B ₁ via an oil passage 78, and from the oil passage 43 to the intermediate day shift valve 103. The hydraulic pressure supplied to the _B2 support valve 400 via the intermediate shift valve 108
The oil passage 77' connecting the _B2 support valve 400 and the intermediate eight coat modulator valve 10
Since there is direct communication without going through 9, it is line pressure. By supplying the hydraulic pressure P in the oil passage 310 to the hydraulic cylinder 123 of the brake B ₁ via the intermediate coast modulator valve 109 as in this embodiment, each of the conditions shown in FIG. 2 and FIG. In this embodiment, the same hydraulic pressure is supplied to brake B ₁ and brake B ₂ , but by doing as shown in FIG. 6, the hydraulic pressure supplied to brake B ₁ is lower than the hydraulic pressure supplied to brake B ₂ . By adjusting the output oil pressure of the modulator valve 109, the brake can be adjusted during the 1-2 upshift.
It becomes possible to finely adjust the total torque capacity of B ₁ and brake B ₂ . Therefore, it is possible to set appropriate torque capacity change characteristics corresponding to various speed changes. FIG. 7 shows a fourth embodiment of the invention. In this embodiment, there is no intermediate shift valve, and the line pressure of the oil passage 43 is directly supplied to the intermediate coast modulator valve 109, and the output oil pressure of the _B2 support valve 400 is the same as in the second embodiment. Similarly, it is supplied to the hydraulic cylinder 123 of the brake B ₁ via the 2-3 shift valve 104 and the 1-2 shift valve 103. In this case, manual valve 1
When 02 is set to the D range, it has the same effect as before, and when the manual valve 102 is shifted from the 2 range to another range, 123 up and down shifts are possible as in the D range. At the same time, 2ND engine brake driving is also possible. Therefore, it becomes easier to drive on mountain roads and the like, and sporty driving can be enjoyed. As described above, the control device for a vehicle automatic transmission of the present invention applies the brake at a certain point during the 1-2 upshift when the manual valve is shifted to the D range.
Since B ₁ is engaged, the pattern of hydraulic pressure supplied to brake B ₁ and brake B ₂ can be set to be the same when the manual valve is shifted to the D range and when the manual valve is shifted to the 2 range. 2 upshifts can be performed smoothly. Furthermore, it becomes possible to downsize the brake or apply a small brake to an automatic transmission with a large load. In the above embodiments, the element of the planetary gear transmission that is fixed in the second gear by brake B ₂ or B ₁ is the sun gear shaft, but if the configuration of the planetary gear transmission changes, it may be another element. For automatic transmissions in which the manual valve is set to 2nd range, 3rd range, and D range including overdrive, this is applied to a control device that requires engagement of brake _B1 in 3rd range and D range.

[Brief explanation of drawings]

Fig. 1 is a skeleton diagram of an automatic transmission for a vehicle with three forward speeds and one reverse speed, Fig. 2 is a hydraulic circuit diagram of a control device showing an embodiment of the present invention, and Fig. 3 A and B are _B2 support valves. Fig. 4 is a graph for explaining the operation of the _B2 support valve, Fig. 5 is a hydraulic circuit diagram of the second embodiment, Fig. 6 is a hydraulic circuit diagram of the third embodiment, and Fig. 7 is a graph for explaining the operation of the B2 support valve. It is a hydraulic circuit diagram of a 4th example. In the figure, C ₁ , C ₂ ... clutch, B ₁ , B ₂ , B ₃ ...
Brake, F ₁ , F ₂ ... one-way clutch, 200
...Hydraulic torque converter, 201 ... Planetary gear transmission, 202 ... Two-stage planetary gear, 9 ... Oil pump, 100 ... Regulator valve, 101
...Second regulator valve, 102...Manual valve, 103...1-2 shift valve, 104...2-
3 shift valve, 105...throttle valve, 106...
...Kickdown valve, 27...Governor valve, 108...
...Intermediate day eight shift valve, 109...
Intermediate eight coast modulator valve, 113, 114, 115... Accumulator, 85, 116... Check valve, 300, 40
0...B ₂ support valve.

Claims (1)

[Claims] 1. Connection between a hydraulic torque converter, a component for shifting gears, an input shaft, a transmission case, or each component by means of a plurality of clutches, brakes, and one-way clutches that are frictional engagement elements. , a control device for an automatic transmission for a vehicle which is formed by combining a planetary gear transmission which can be selectively fixed or released;
To achieve a 1-2 upshift from 1st to 2nd gear when shifting into range, the B2 brake, which locks certain components of the planetary gear transmission through a one-way clutch, is engaged, and the manual valve 1-2 when shifted to 2 ranges
In order to achieve an upshift, in a control device that engages the B2 brake and a B1 brake that directly fixes the predetermined component, the B1
and a B2 support valve that is disposed between the B1 brake and the B2 brake and controls the hydraulic pressure supplied to the B1 brake, and the support valve is configured to perform a 1-2 upshift when the manual valve is shifted to the D range. When the hydraulic pressure supplied to the B2 brake is below a set value, the hydraulic pressure is supplied to the B1 brake, and when the hydraulic pressure supplied to the B2 brake is above the set value, no hydraulic pressure is supplied to the B1 brake. Automatic transmission control device. 2 When the manual valve is shifted to the D range, the engagement of the B1 brake at the time of 1-2 upshift is performed by receiving the spring load of the spring installed backwards from one side, and receiving the working pressure of the B2 brake from the other side by a predetermined pressure. Depending on the area, while the working oil pressure of the B2 brake is smaller than the set value, the working oil pressure of the B2 brake is supplied to the hydraulic cylinder of the B1 brake to engage the B1 brake, and the working oil pressure of the B2 brake is set. 2. The control device for an automatic transmission for a vehicle according to claim 1, wherein the B2 support valve stops supplying the working hydraulic pressure of the B2 brake to the hydraulic cylinder of the B1 brake when the value exceeds the hydraulic pressure of the B1 brake. . 3 When the manual valve is shifted to the D range, the engagement of the B1 brake during the 1-2 upshift is due to the spring load of the spring installed backwards from one side and the hydraulic pressure due to the line pressure or throttle pressure applied to the predetermined pressure receiving area. and the other party receives the above
The hydraulic pressure of the B2 brake is received by a predetermined pressure-receiving area.
While the working pressure of the B2 brake is lower than the set value, the hydraulic pressure is supplied to the hydraulic cylinder of the B2 brake and the above-mentioned
A patent claim characterized in that when the B1 brake is engaged and the working oil pressure of the B2 brake is equal to or higher than a set value, the supply of the working oil pressure of the B2 brake to the hydraulic cylinder of the B1 brake is stopped by the B2 support valve. A control device for an automatic transmission for a vehicle according to item 1. 4 The B2 support valve controls the hydraulic pressure in the oil passage where hydraulic pressure is generated when the manual valve is shifted to the 2nd range when the supply of the working hydraulic pressure of the B2 brake to the hydraulic cylinder of the B1 brake is stopped.
The control device for an automatic transmission for a vehicle according to claim 2 or 3, characterized in that the control device supplies the hydraulic pressure to a B1 brake hydraulic cylinder. 5 Said B1 done via said B2 support valve
The supply of the working pressure of the B2 brake to the brake hydraulic cylinder, or the supply of hydraulic pressure to the oil path where oil pressure is generated when the manual valve is shifted to the 2nd range, is done by connecting the oil path when set to the 2nd speed side. death,
1-2 to shut off the oil passage when set to 1st speed side
A control device for a vehicle automatic transmission according to any one of claims 2 to 4, characterized in that the control device is controlled via a shift valve. 6 The supply to the B1 brake is a 2-3 shift valve,
6. The control device for an automatic transmission for a vehicle according to claim 5, wherein the control device is operated via a 1-2 shift valve.