JPH023727A - Hydraulic controller for automatic transmission for vehicle - Google Patents
Hydraulic controller for automatic transmission for vehicleInfo
- Publication number
- JPH023727A JPH023727A JP62298348A JP29834887A JPH023727A JP H023727 A JPH023727 A JP H023727A JP 62298348 A JP62298348 A JP 62298348A JP 29834887 A JP29834887 A JP 29834887A JP H023727 A JPH023727 A JP H023727A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- oil passage
- pressure receiving
- oil
- valve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 title claims description 29
- 238000001514 detection method Methods 0.000 claims description 18
- 230000001105 regulatory effect Effects 0.000 description 19
- 238000004891 communication Methods 0.000 description 16
- 230000000694 effects Effects 0.000 description 7
- 230000007257 malfunction Effects 0.000 description 7
- 230000005281 excited state Effects 0.000 description 5
- 238000006243 chemical reaction Methods 0.000 description 4
- 230000007935 neutral effect Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000035939 shock Effects 0.000 description 3
- 208000032368 Device malfunction Diseases 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 2
- 230000007547 defect Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 241001634822 Biston Species 0.000 description 1
- 230000002159 abnormal effect Effects 0.000 description 1
- FFGPTBGBLSHEPO-UHFFFAOYSA-N carbamazepine Chemical compound C1=CC2=CC=CC=C2N(C(=O)N)C2=CC=CC=C21 FFGPTBGBLSHEPO-UHFFFAOYSA-N 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
- 125000000391 vinyl group Chemical group [H]C([*])=C([H])[H] 0.000 description 1
- 229920002554 vinyl polymer Polymers 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Landscapes
- Gear-Shifting Mechanisms (AREA)
- Structure Of Transmissions (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は車両用自動変速機の油圧制御装置の改良に関す
る。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an improvement in a hydraulic control device for an automatic transmission for a vehicle.
第１．第２．第３及び第４の係合要素と、油圧源と上記
第１の係合要素とを連通ずる油路に介装され同第１の係
合要素への油圧の給排を車両の運転状態に応じて切換え
る第１のシフト装置と、上記油圧源と上記第２の係合要
素とを連通ずる油路に介装され同第２の係合要素への油
圧の給排を車両の運転状態に応じて切換える第２のシフ
ト装置と。1st. Second. The third and fourth engaging elements are interposed in an oil passage that communicates the hydraulic pressure source with the first engaging element, and supply and discharge hydraulic pressure to the first engaging element when the vehicle is in operation. a first shift device that switches according to the operating state of the vehicle; and a first shift device that is interposed in an oil passage that communicates the hydraulic pressure source and the second engagement element, and that supplies and discharges hydraulic pressure to the second engagement element. and a second shift device that switches accordingly.
上記油圧源と上記第３の係合要素とを連通ずる油路に介
装され同第３の係合要素への油圧の給排を車両の運転状
態に応じて切換える第３のシフト装置と、上記油圧源と
上記第４の係合要素とを連通ずる油路に介装され同第４
の係合要素への油圧の給排を車両の運転状態に応じて切
換える第４のレフト装置とをそなえ、上記第１〜第４の
係合要素のうちの２つを選択的に係合させることにより
複機の変速段が達成可能な車両用自動変速機は米国特許
第３７５４４８２号公報により公知である。a third shift device that is interposed in an oil passage that communicates the hydraulic pressure source and the third engagement element and switches supply and discharge of hydraulic pressure to the third engagement element according to the operating state of the vehicle; The fourth engaging element is interposed in an oil passage that communicates the hydraulic power source with the fourth engaging element.
and a fourth left device that switches the supply and discharge of hydraulic pressure to the engaging elements according to the driving state of the vehicle, and selectively engages two of the first to fourth engaging elements. An automatic transmission for a vehicle with which multiple gears can be achieved is known from US Pat. No. 3,754,482.
同公輻に記載のものは、各係合要素への油圧の給排が各
シフ１・装置のりレノイド弁り、Ｅ、Ｆ、Ｇの０Ｎ１０
ＦＦ動作によって切換えられるように構成されており２
同ソレノイド弁の故障、もしくは同ソレノイド弁を制御
する電子制御装置の故障により３つ以上の係合要素が同
時に係合してしまい、自動変速機のギヤトレーンのトル
ク伝達経路に矛盾が生じて入出力軸がロックしたり変速
機が破損してしまうおそれがあるため、油圧源と各シフ
ト装置とを連通ずる各油路にリレーバルブが介装されて
いる。In the case described in the same publication, hydraulic pressure is supplied and discharged to each engaging element through each shift 1, device, and lenoid valve, 0N10 of E, F, and G.
It is configured to be switched by FF operation, and 2
Due to a failure of the solenoid valve or a failure of the electronic control device that controls the solenoid valve, three or more engagement elements may engage simultaneously, creating a conflict in the torque transmission path of the automatic transmission's gear train, resulting in input/output. Since there is a risk that the shaft may lock or the transmission may be damaged, a relay valve is installed in each oil passage that communicates the hydraulic power source with each shift device.
そして、ソレノイド弁Ａ及びＣが作動して前進用クラッ
チ５４が係合している状態において、例えばソレノイド
弁Ｇが作動して油路１２６のライン圧が第４リレーバル
ブ１４０、油路２０６、油路１６０、油Ｗ８１５８を介
して４速・後進用係合要素４８へ供給され第４速の変速
段が達成されているときは、上記油路１６０の油圧が各
リレーバルブ１３４．１３６．１３８へ供給され同バル
ブに対応した係合要素５８．５６．５２へ接続された各
シフ１−：ｆＰ１０４．１０６．１０８とライン圧が導
かれる油＠１２６との連通を遮断するので、上記電子制
御装置の故障等により上記各シフト弁１０４．１０６、
ｔＯＳに取付けられたソし・ノイド弁り、Ｅ、Ｆの少な
くとも１つが誤作動しても上記係合要素が係合状態とな
ることがい。Then, in a state where solenoid valves A and C are operated and the forward clutch 54 is engaged, for example, solenoid valve G is operated and the line pressure of the oil passage 126 is applied to the fourth relay valve 140, the oil passage 206, and the oil passage 126. When the 4th speed/reverse gear is achieved by supplying oil to the 4th speed/reverse engagement element 48 via the oil path 160 and the oil W8158, the oil pressure in the oil path 160 is supplied to each relay valve 134, 136, 138. Since the communication between each shift 1-:fP104.106.108 supplied and connected to the engaging element 58.56.52 corresponding to the same valve and the oil @126 to which line pressure is introduced, the electronic control device Due to failure etc., each of the above shift valves 104, 106,
Even if at least one of the solenoid valves E and F attached to the tOS malfunctions, the engaging element will not become engaged.
従って、上記公報に記載のものは３つ以上の係合要素へ
同時に油圧が供給されることがなく、変速機が破損した
り、ロック状態となってしまうことがないという効果を
奏する。Therefore, the device described in the above-mentioned publication has the effect that hydraulic pressure is not supplied to three or more engaging elements at the same time, and the transmission is not damaged or locked.
しかし、上記構成のものは、上記目的を達成するために
油圧源と各シフＩ・装置とを連通ずる各油路毎にリレー
バルブを介装しなければならないため。However, with the above configuration, in order to achieve the above objective, a relay valve must be installed in each oil passage that communicates the hydraulic power source with each shift I/device.
油圧回路の複雑化及び部品点数が多くなることによるコ
ストの上昇、バルブスティック等の油圧回路中の不具合
発生確率の上昇等を招いてしまう不具合がある。There are problems such as an increase in cost due to the complexity of the hydraulic circuit and an increase in the number of parts, and an increase in the probability of occurrence of defects in the hydraulic circuit such as valve sticking.
本発明は上記に鑑み創案されたもので、２つを同時に係
合することにより複数の変速段を達成するための第１、
第２、及び第３の係合要素と、油圧源と上記第１の係合
要素とを連通ずる油路に介装され同第１０係合要素への
油圧の給排を車両の運転状態に応じて切換える第１のシ
フト装置と、上記油圧源と上記第２の係合要素とを連通
ずる油路に介装され同第２の係合要素への油圧の給排を
車両の運転状態に応じて切換える第２のシフト装置と、
上記油圧源と上記第３の係合要素とを連通ずる油路に介
装され同第２の係合要素への油圧の給排を車両の運転状
態に応じて切換える第３のシフト装置とを備えた車両用
自動変速機において、上記第１のシフト装置と上記第１
の係合要素とを連通ずる第１の油路に油圧が供給されて
いることを検出する第１の検出手段と、上記第２のレフ
ト装置と上記第２の係合要素とを連通ずる第２の油路に
油圧が供給されていることを検出する第２の検出手段と
、上記第３のシフト装置と上記第３の係合要素とを連通
ずる第３の油路に油圧が供給されていることを検出する
第３の検出手段と、上記第１の油路中の上記第１の検出
手段と上記第１の係合要素との間に介装され同第１の油
路に連結された上記第１の係合要素へ油圧を供給可能と
する供給位置と同第１の係合要素の油圧を排出する排出
位置とを有する切換弁と、上記各検出手段により上記第
１の油路、上記第２の油路、及び上記第３の油路の全て
に供給されている油圧が所定値以上となったことが検出
されると上記切換弁を上記排出位置に切換える切換手段
とを有することを特徴とする車両用自動変速機の油圧制
御装置を要旨とするものである。The present invention was devised in view of the above, and is a method for achieving a plurality of gears by simultaneously engaging two gears.
The second and third engagement elements are interposed in an oil passage that communicates the hydraulic pressure source with the first engagement element, and supply and discharge hydraulic pressure to the tenth engagement element in the driving state of the vehicle. a first shift device that switches according to the operating state of the vehicle; and a first shift device that is interposed in an oil passage that communicates the hydraulic pressure source and the second engagement element, and that supplies and discharges hydraulic pressure to the second engagement element. a second shift device that switches accordingly;
a third shift device that is interposed in an oil passage that communicates the hydraulic pressure source and the third engagement element and switches the supply and discharge of hydraulic pressure to the second engagement element according to the driving state of the vehicle; A vehicle automatic transmission comprising: the first shift device and the first shift device;
a first detection means for detecting that hydraulic pressure is supplied to a first oil passage that communicates with the engagement element; and a first detection means that communicates between the second left device and the second engagement element. a second detection means for detecting that hydraulic pressure is supplied to the second oil passage, and a third oil passage that communicates with the third shift device and the third engagement element. a third detection means for detecting that the first engagement element is interposed between the first detection means and the first engagement element in the first oil passage and connected to the first oil passage; a switching valve having a supply position that allows hydraulic pressure to be supplied to the first engaging element and a discharge position that discharges the hydraulic pressure of the first engaging element; a switching means for switching the switching valve to the discharge position when it is detected that the oil pressure supplied to all of the passage, the second oil passage, and the third oil passage exceeds a predetermined value; The gist of the present invention is a hydraulic control device for an automatic transmission for a vehicle, which is characterized by having the following features.
本発明の構成によれば、所定の２っのシフト装置が作動
中に他の１つのシフト装置が誤作動して第１、第２、及
び第３の油路に同時に油圧が導かれ、その油圧が所定値
以上になると、第、１の油路に配設された切換弁が第１
の係合要素が排出される排出位置に切換えられ、３つの
係合要素が同時に係合するのを防止する構成を、各油路
毎に切換弁を配設することなく必要最低限の部品点数の
増加のみで達成できるので、コストの上昇、バルブステ
ィック等の油圧回路中の不具合発生率の上昇を低く抑え
ることができ、又、油圧回路も簡素化できる。According to the configuration of the present invention, when two predetermined shift devices are in operation, another shift device malfunctions and hydraulic pressure is simultaneously guided to the first, second, and third oil passages, When the oil pressure exceeds a predetermined value, the switching valve disposed in the first oil passage switches to the first oil passage.
A configuration that prevents three engaging elements from being engaged simultaneously by switching the engaging element to the ejecting position is achieved using the minimum number of parts required without providing a switching valve for each oil passage. Since this can be achieved by only increasing the amount of water, it is possible to suppress an increase in cost and an increase in the incidence of defects in the hydraulic circuit such as valve sticking, and also to simplify the hydraulic circuit.
〔実施例〕 本発明の一実施例を第１図及び第２図に基
づいて詳細に説明する。[Example] An example of the present invention will be described in detail based on FIGS. 1 and 2.
第１図は前進４段後進１段の変速段が達成可能な自動変
速機の歯車変速装置を示す骨格図で２図示しないエンジ
ンのクラック軸に直結された駆動軸１０はトルクコンバ
ータ１２の入力用ケーシング１４を介して同トルクコン
バータ１２のポンプ１６に連結されており、同トルクコ
ンバータ１２のステータ１８はワンウェイクラッチ２０
を介して変速ケーシング２２に連結されている。また。Fig. 1 is a skeleton diagram showing a gear transmission of an automatic transmission that can achieve four forward speeds and one reverse speed. The stator 18 of the torque converter 12 is connected to the pump 16 of the torque converter 12 via the casing 14, and the stator 18 of the torque converter 12 is connected to the one-way clutch 20.
It is connected to the transmission casing 22 via. Also.
上記トルクコンバータ１２のタービン２４は入力軸２６
を介して第３係合要素としてのオーバドライブクラッチ
２８．第４係含要素としてのでンダドライブクラッチ３
０及びリバースクラッチ３２に連結されており、同オー
バドライブクラッチ２８の出力側は第１中間軸３４を介
して第１単純ＴＩ星歯車装置３６（以下、単に第１）４
１車装ｆｉ３６と称する）の第１キヤリア３８と第２単
純遊星歯車装置４０（以下、単に第２歯車装置ａ４０と
称する）の第２キヤリア４２とに連結されるとともに上
記第１中間軸３４０回転を停止させるための第１係合要
素としてのロー・リバースブレーキ４４に連結され、ア
ンダドライブクラッチ３０の出力側は上記第１）Ｊｉ車
装Ｍ３６の第１サンギヤ４６に連結され、リバースクラ
ッチ３２の出力側は第２中間軸４８を介して上記第１歯
車装置３６の第１リノグギヤ５０と第２歯車装置４０の
第２サンギヤ５２とに連結されるとともに上記第２中間
軸４８の回転を停止させるための第２係合要素としての
２−４ブレーキ５４に連結されている。The turbine 24 of the torque converter 12 has an input shaft 26
via an overdrive clutch 28. as a third engagement element. Denda drive clutch 3 as the fourth engaging element
0 and a reverse clutch 32, and the output side of the overdrive clutch 28 is connected to a first simple TI star gear unit 36 (hereinafter simply referred to as the first) 4 via a first intermediate shaft 34.
The first intermediate shaft 340 rotates while being connected to the first carrier 38 of the second simple planetary gear device 40 (hereinafter simply referred to as the second gear device a40). The output side of the underdrive clutch 30 is connected to the first sun gear 46 of the above-mentioned 1st) Ji vehicle installation M36, The output side is connected to the first linog gear 50 of the first gear device 36 and the second sun gear 52 of the second gear device 40 via the second intermediate shaft 48, and stops the rotation of the second intermediate shaft 48. It is connected to a 2-4 brake 54 as a second engagement element.
上記第１歯車装置３６は上記第１サンギヤ４６゜同サン
ギヤ４６に噛合する第１ビニ、オンギヤ５６゜同ピニオ
ンギヤ５６を回転自在に支持するとともに自身が回転可
能な上記第１キャリア３８．上記第１ピニオンギヤ５６
に噛合する上記第１リシグギヤ５０から構成され、また
、上記第２歯車装置４０は上記第２サンギヤ５２．同サ
ンギヤ５２に噛合する第２ピニオンギヤ５８．同ピニオ
ンギヤ５８を回転自在に支持するとともに自身が回転用
能な上記第２キャリア４２．上記第２ピニオンギヤ５８
に噛合する第２リングギヤ６０から構成されている。そ
して、同第２リングギヤ６０は、上記第１中間軸３４が
挿通される中空の出力軸６２を介して出力歯車６４に連
結されている。The first gear device 36 rotatably supports the first sun gear 46, the first pinion gear 56 meshing with the sun gear 46, and the first carrier 38 which is rotatable. The first pinion gear 56
The second gear device 40 is comprised of the first resig gear 50 meshing with the second sun gear 52. A second pinion gear 58 meshing with the sun gear 52. The second carrier 42 rotatably supports the pinion gear 58 and is rotatable itself. The second pinion gear 58
The second ring gear 60 meshes with the second ring gear 60. The second ring gear 60 is connected to an output gear 64 via a hollow output shaft 62 through which the first intermediate shaft 34 is inserted.
上記出力歯車６４は、上記入力軸２６に対して略平行に
配設された中間伝動軸６６の右端に設けられた被ＷＥ動
歯車６８に１イドラフ０を介して噛合されており、上記
中間伝導軸６６の左端は、差動歯車装置７２を介して駆
動車軸７４に連結された最終減速歯車７６に連結されて
いる。The output gear 64 is meshed with a WE driven gear 68 provided at the right end of the intermediate transmission shaft 66, which is disposed substantially parallel to the input shaft 26, through 1 idle rough. The left end of the shaft 66 is connected to a final reduction gear 76 which is connected to a drive axle 74 via a differential gear 72 .
なお、第１図からも明らかなように上記変速機ケーシン
グ２２はトルクコンバータ１２から出力歯車６４まで、
及び中間伝動軸６６、差動歯車装置７２等を内包するよ
うに形成されている。As is clear from FIG. 1, the transmission casing 22 extends from the torque converter 12 to the output gear 64.
It is formed to include an intermediate transmission shaft 66, a differential gear device 72, and the like.
上記各クラッチ、ブレーキはそれぞれ係合用ビストノ装
置あるいはサーボ装置等を備えており、油圧が給排され
ることにより係合、解放が行われる。Each of the clutches and brakes described above is equipped with an engaging biston device or a servo device, and is engaged and disengaged by supplying and discharging hydraulic pressure.
そして、上記油圧は図示しない油圧制御装置によって各
クラッチ、ブレーキに選択的に供給され、同各クラッチ
、ブレーキの作動の組み合わせによって前進４段後進１
段の変速段が達成されろ。The above-mentioned oil pressure is selectively supplied to each clutch and brake by a hydraulic control device (not shown), and the combination of the operation of each clutch and brake causes four forward speeds, one reverse speed, and one reverse speed.
Achieve the following gears.
第１表は各クラッチ、ブレーキの作動と変速段状況との
関係を示したものであり、同表において０″印はクラッ
チまたはブレーキの係合を示し。Table 1 shows the relationship between the operation of each clutch and brake and the gear status. In the table, the 0" mark indicates engagement of the clutch or brake.
−“印はそれらの解放を示している。-“marks indicate their release.
第 １ 表
上記構成において、′ｃ１−・リバースブレーキ４４及
びアンダドライブクラッチ３０を係合すると。Table 1 In the above configuration, 'c1--When the reverse brake 44 and the underdrive clutch 30 are engaged.
第１キヤリア３８と第２キヤリア４２とが固定されて反
力要素となり、駆動軸ｌＯからの駆動力がトルクコンバ
ータ１２．入力軸２６，７ンダドライブクラ・フチ３０
．第１サンギヤ４６．第１ビニオシギヤ５６．第１リン
グギヤ５０．第２サンギヤ５２．第２ピニオノギヤ５８
．第２リングギヤ６０を介して出力軸６２に伝達され、
さらに、出力歯車６４．中間伝導軸６６、最終減速歯車
７６を介して駆動車軸７４に伝達されて第１表からも明
らかなように第１速が達成される。The first carrier 38 and the second carrier 42 are fixed and serve as reaction force elements, and the driving force from the drive shaft lO is applied to the torque converter 12. Input shaft 26, 7 drive clutch edge 30
．． 1st sun gear 46. 1st vinyl gear 56. First ring gear 50. Second sun gear 52. 2nd piniono gear 58
．． transmitted to the output shaft 62 via the second ring gear 60,
Furthermore, the output gear 64. It is transmitted to the drive axle 74 via the intermediate transmission shaft 66 and the final reduction gear 76, and as is clear from Table 1, the first speed is achieved.
次に、アンダドライブクラッチ３０の係合状態を保持し
たまま、ブレーキ・４４を解放してブレーキ５４を係合
させると、第１リングギヤ５０及び第２サンギヤ５２の
回転が停止されて反力要素となり、駆動力が第１サンギ
ヤ４６．第１キヤリア３８、第２キャリア４２．第２リ
ングギヤ６０゜出力軸６２を介して出力歯車６４へ伝達
され、第２速が達成される。Next, when the brake 44 is released and the brake 54 is engaged while keeping the underdrive clutch 30 engaged, the rotation of the first ring gear 50 and the second sun gear 52 is stopped and becomes a reaction force element. , the driving force is transmitted to the first sun gear 46. First carrier 38, second carrier 42. The signal is transmitted to the output gear 64 via the second ring gear 60° output shaft 62, and the second speed is achieved.
次に、アンダドライブクラッチ３０の係合状態を保持し
たまま２−４ブレーキ５４を解放しオーバドライブクラ
ッチ２８を係合させると、第１サンギヤ４６と第１キヤ
リア３８とが一体的に回転するので第１歯車装置３６全
体が一体的に回転する。Next, when the 2-4 brake 54 is released and the overdrive clutch 28 is engaged while keeping the underdrive clutch 30 engaged, the first sun gear 46 and the first carrier 38 rotate integrally. The entire first gear device 36 rotates integrally.
従って、第２サンギヤ５２および第２キヤリア４２が一
体的に回転するので第２歯車装＠４０全体も一体的に回
転し、入力軸２６と出力歯車６４とが同一回転数となる
第３速が達成される。Therefore, since the second sun gear 52 and the second carrier 42 rotate integrally, the entire second gear system @ 40 also rotates integrally, and the third speed in which the input shaft 26 and the output gear 64 have the same rotation speed is achieved. achieved.
さらに、オーバドライブクラッチ２８の係合状態を保持
したままアンダドライブクラッチ３０を解放し２−４ブ
レーキ５４を係合させると、第２９ンギヤ５２が反力要
素となるので、駆動力が第１中間軸、第２サシギヤ５２
．第２ピニオンギヤ５８、第２キャリア４２．出力軸６
２を介して出力歯車６４に伝達され、出力歯車６４０回
転が人力軸２６の回転よりも速くなるオーバドライブの
第４速が達成される。Further, when the underdrive clutch 30 is released and the 2-4 brake 54 is engaged while the overdrive clutch 28 is kept engaged, the 29th gear 52 becomes a reaction force element, so that the driving force is transferred to the first intermediate Shaft, second sash gear 52
．． Second pinion gear 58, second carrier 42. Output shaft 6
2 to the output gear 64 to achieve an overdrive fourth speed in which the rotation of the output gear 640 is faster than the rotation of the human power shaft 26.
次に、オーバドライブクラッチ２８及び２−４ブレーキ
５４の係合を解放しリバー７スクラ、ソチ３２及びロー
・リバースブレーキ４４を係合させると、第２キヤリア
４２が反力要素となり、駆動力が第２中間軸、第２サン
ギヤ５２．第２ピニオンギヤ５８．第２リングギヤ６０
．出力軸６２を介して出力歯車６４に伝達され後進の変
速段が達成される。Next, when the overdrive clutch 28 and the 2-4 brake 54 are disengaged and the reverse 7 scrubber, Sochi 32 and low reverse brake 44 are engaged, the second carrier 42 becomes a reaction force element and the driving force is reduced. Second intermediate shaft, second sun gear 52. Second pinion gear 58. 2nd ring gear 60
．． The signal is transmitted to the output gear 64 via the output shaft 62, and a reverse gear stage is achieved.
次に、第１図に示す歯車変速装置において、第１表に示
す各変速段を達成するための油圧制御装置の構成及びそ
の作動について説明する。Next, in the gear transmission shown in FIG. 1, the configuration and operation of the hydraulic control device for achieving each gear stage shown in Table 1 will be explained.
第２図に示す油圧制御装置は、オイルパン８０からフィ
ルタ８２．油路８４を経てオイルポンプ８６へ吸引され
同ポンプ８６より油路８８へ吐出される油圧を、１、ル
クコンバータ１２に供給するとともに第１図に示す歯車
変速装置の各クラッチ２８．３０，３２．及びブレーキ
４４．５４を係合、解放させるために同クラッチ及びブ
レーキへ車両の運転状態に応じて選択的に供給、排出す
るもので、主に調圧弁１００．１−ルクコシバータ制御
弁２００２手動弁３００．第１のシフト装置としての第
１ソレノイド弁４００Ａ、第２のシフト装置としての第
２ソレノイド弁４００Ｂ、第４のシフト装置としての第
３ソレノイド弁４００Ｃ。The hydraulic control device shown in FIG. 2 includes an oil pan 80, a filter 82. The hydraulic pressure that is sucked into the oil pump 86 through the oil passage 84 and discharged from the pump 86 to the oil passage 88 is supplied to the LU converter 12 and also to each clutch 28, 30, 32 of the gear transmission shown in FIG. ．． In order to engage and release the clutches and brakes 44 and 54, it selectively supplies and discharges the clutches and brakes according to the driving state of the vehicle, and mainly uses the pressure regulating valve 100.1 - the lux converter control valve 2002 and the manual valve 300. ．． A first solenoid valve 400A as a first shift device, a second solenoid valve 400B as a second shift device, and a third solenoid valve 400C as a fourth shift device.
第３のシフト弁としての第４ソレノイド弁４００Ｄ、ラ
イン圧切換弁５００．第１の切換手段としての第１フｃ
、（ルセーフ弁６００．第２の切換手段としての第２
７エイルセーフ弁７００を構成要素としており、各要素
は油路によって結ばれている。A fourth solenoid valve 400D as a third shift valve, a line pressure switching valve 500. First hook c as first switching means
, (Rusafe valve 600. Second switching means
7 fail safe valve 700 as a component, and each element is connected by an oil path.
上記調圧弁１００は、油路８８の油圧（ライン圧）を変
速段に対応した所望の値に調整するもので。The pressure regulating valve 100 adjusts the oil pressure (line pressure) in the oil passage 88 to a desired value corresponding to the gear position.
受圧面１０２と受圧面１０４とを有するランド１０６、
同受圧面１０４に対向する受圧面１０８と受圧面１）０
とを有するランド１）２．同受圧ｉｉｉ １）０に対向
する受圧面１）４と受圧面１）６とを有するラッド１）
８．同受圧面１）６に対向する受圧面１２０と受圧面１
２２とを有するランド１２４．同受圧面１２２に実質的
に対向する受圧面１２６と受圧面１２８とを有するラッ
ド１３０、及び同受圧面１２８に対向する受圧面１３２
を有するう、ド１３６が形成されたスプール１３８と、
上記ランド１３６に当接しスプール１３８を第２図中右
方向へ付勢するスプリング１４０とで構成され、上記受
圧面１０８は上記受圧面１０４よりも大きい受圧面積を
、上記受圧面１）４は上記受圧面１）０よりも大きい受
圧面積を、上記受圧面１２０は上記受圧面１）６よりも
大きい受圧面積をそれぞれ有し、上記受圧面１２２及び
受圧面１２６．受圧面１２８及び受圧面１３２はそれぞ
れ同一の受圧面積を有している。a land 106 having a pressure receiving surface 102 and a pressure receiving surface 104;
Pressure receiving surface 108 opposite to pressure receiving surface 104 and pressure receiving surface 1) 0
A land having 1) 2. Pressure receiving surface iii 1) Rud 1) having a pressure receiving surface 1) 4 and a pressure receiving surface 1) 6 facing 0
8. Pressure receiving surface 120 and pressure receiving surface 1 opposite to pressure receiving surface 1) 6
22 and a land 124. A rad 130 having a pressure receiving surface 126 and a pressure receiving surface 128 substantially opposing the pressure receiving surface 122, and a pressure receiving surface 132 opposing the pressure receiving surface 128.
a spool 138 in which a do 136 is formed;
The pressure receiving surface 108 has a larger pressure receiving area than the pressure receiving surface 104, and the pressure receiving surface 1) 4 has a larger pressure receiving area than the pressure receiving surface 104. The pressure receiving surface 1) has a larger pressure receiving area than the pressure receiving surface 1) 0, the pressure receiving surface 120 has a larger pressure receiving area than the pressure receiving surface 1) 6, and the pressure receiving surface 122 and the pressure receiving surface 126. The pressure receiving surface 128 and the pressure receiving surface 132 each have the same pressure receiving area.
そして、上記受圧面１０２にはオリフィス１４２が介装
された油路１４４が、受圧面１０４゜１０８間にはオリ
フィス１４６が介装された油路１４８を介して油路８８
が、受圧面１）０゜１）４間にはオリフィス１５０が介
装された油路１５２が、受圧面１）６，１２０間にはオ
リフィス１５４が配設された油＄１５６が、ランド１３
０と１３６との間には油路１５８を介した油路８８と油
路１６０のオリフィス１６２下流側に連通された油路１
６４とがそれぞれ連通され、ラッド１３０とランド１２
４との間が油＄１６６を介して油＃ｉ８４へ連通されて
いる。An oil passage 144 with an orifice 142 interposed in the pressure receiving surface 102 is connected to the oil passage 88 via an oil passage 148 with an orifice 146 interposed between the pressure receiving surfaces 104 and 108.
However, an oil passage 152 with an orifice 150 interposed between the pressure receiving surfaces 1) 0° 1) 4 and an oil passage 156 with an orifice 154 interposed between the pressure receiving surfaces 1) 6 and 120 are connected to the land 13.
Between 0 and 136 is an oil passage 88 via an oil passage 158 and an oil passage 1 communicating with the orifice 162 downstream of the oil passage 160.
64 are in communication with each other, and the rad 130 and the land 12
4 is connected to oil #i84 via oil $166.
トルクコンバータ制御弁２００は、受圧面２ｏ２゜２０
４を有するランド２０６．及び同受圧面２０４に対向し
受圧面２０４と同一の受圧面積を有する受圧面２０８を
有するランド２１２とが形成されたスプール弁２１４と
、上記ランド２１２に当接しスプール２１４を第２図中
右方へ付勢するス７リノグ２１６とで構成され、上記調
圧弁１００にて調圧された油路８８の油圧を油路１６０
、油路１６８．オー１フイス１７０が介装された油路１
７２を介して受圧面２０２に作用させスｆ ｉ ：、ｙ
ケ２１６ ｃ７）付勢力とのバランスによす油路１６
８の油圧を所定圧に調圧して、同油路１６８を介してト
ルクコンバータ１２に供給するものである０なおｐ ト
ルクコンバータ１２から！Ｊｒ出された油は′に＃１略
１７４を介して変速機の各潤滑部へ供給される。手動弁
３００は、Ｒ，Ｎ−Ｐ、Ｄの３位置が選定可能なスプー
ル３０２を有し、同スプール３０２はラッド３０４，３
０６，３０８゜３１０と、同スプールを所望の位置、に
設定するために車室内に配設され９通常駐車時に用・い
られる２位置、後進用のＲ位置、停車用のＮ位置、第１
速〜第４速の前進の変速段の間での変速が可能となるＤ
４４位置第１速〜第３速の変速段の間での変速が可能と
なるＤ３位置、第３速以上の変速段への変速が禁止され
る２位置、及び第２速以上の変速段への変速が禁止され
るし位置が設けられた図示しない従来公知のセレクタレ
バーに機械的もしくは電気的に連結される連結部とを備
えている。The torque converter control valve 200 has a pressure receiving surface 2o2°20
Land 206 with 4. and a land 212 having a pressure receiving surface 208 facing the pressure receiving surface 204 and having the same pressure receiving area as the pressure receiving surface 204. The hydraulic pressure in the oil passage 88 regulated by the pressure regulating valve 100 is transferred to the oil passage 160.
, oil road 168. Oil line 1 with O1 filter 170 interposed
72 on the pressure receiving surface 202 f i :, y
ke216 c7) Oil passage 16 for balance with urging force
8 is regulated to a predetermined pressure and supplied to the torque converter 12 via the oil passage 168. From the torque converter 12! The oil discharged from Jr. is supplied to each lubricating section of the transmission through #1 approximately 174. The manual valve 300 has a spool 302 that can be selected from three positions: R, N-P, and D.
06,308°310, and the spool is placed in the vehicle interior to set it at the desired position. 9 2 positions used for normal parking, R position for reversing, N position for stopping, 1st position
D that allows shifting between forward gears from speed to 4th speed
44 position: D3 position, where shifting between 1st and 3rd gears is possible; 2nd position, where shifting to 3rd gear or higher is prohibited; and 2nd position, where shifting to 3rd gear or higher is prohibited. A connecting portion is mechanically or electrically connected to a conventionally known selector lever (not shown) which is provided with a position and a position where shifting of the gear is prohibited.
そして、上記セレクタレバーが操作され、Ｄ４゜Ｄ３，
２．もしくはＬのいずれか１つが選定されると、上記ス
プール３０２はＤ位置に移動され。Then, the selector lever is operated, D4°D3,
2. or L is selected, the spool 302 is moved to the D position.
油路８８と油路３１４及び各ソレノイド弁へ連通する油
路３１６とがラッド３０４とランド３０６との間の空間
を介して連通されるとともに、油路１４４と排出ポー１
−３１８に連通する排油路３２０とがランド３０８とラ
ッド３１０との間の空間、油路３２２．ラッド３０４右
側の油圧室３２３を介して連通され、後述する如く第１
ソレノイド弁４００Ａ、第２ソレノイド弁４００Ｂ。The oil passage 88 communicates with the oil passage 314 and the oil passage 316 communicating with each solenoid valve through the space between the rad 304 and the land 306, and the oil passage 144 and the discharge port 1
- 318 is the space between the land 308 and the rad 310, and the oil passage 322. The rad 304 is communicated with through the hydraulic chamber 323 on the right side, and the first
Solenoid valve 400A, second solenoid valve 400B.
第３ソレノイド弁４００Ｃ，第４ソレノイド弁４００Ｄ
のＯＮ、ＯＦＦの組合せに応じて上記セレクタレバーの
選定位置及び車両の運転状態に対応した前進の変速段を
第１図に示す歯車変速装置に適宜達成させ、セレクタレ
バーがＰもしくはＮ位置に選定されると上記スプール３
０２は図示のＮ −ｒ）位置に選定され油路８８と油＄
１４４とが油路３２４．ランド３０８とランド３１０と
の間の空間を介して、油路８８と油＄３１４とがランド
３０４とランド３０６との間の空間を介してそれぞれ連
通されるとともに、−１リフイス３２６が介装されリバ
ースクラッチ３２に接続された油路３２８と排油路３２
０とがランド３０６とランド３０８との間の空間、油路
３２２．上記油圧室３２３を介して連通され、さらに油
路３１６も排油路３２０に連通されてニュートラルの状
態を達成させ、セレクタレバーがｒｔ位置に設定される
と上記スプール３０２はＲ位置に選定され油路８８と油
路３１４及び油＄３２８ 、！：がランＦ ３０４とラ
ンド３０６との間の空間を介して連通されるとともに油
路１４４と排油＠３２０とがランド３０６とランド３０
８との間の空間、油路３２２゜上記油圧室３２３を介し
て連通し、油路３１６も排油＠３２０に連通されて、後
述する如（、歯車変速装置に後進の変速状態（変速段）
を達成させる。3rd solenoid valve 400C, 4th solenoid valve 400D
According to the combination of ON and OFF, the gear transmission shown in FIG. 1 appropriately achieves the forward gear position corresponding to the selected position of the selector lever and the operating condition of the vehicle, and the selector lever is selected to the P or N position. When the above spool 3
02 is selected at the N-r) position shown in the figure, and the oil passage 88 and oil
144 and oil passage 324. The oil passage 88 and the oil line 314 are communicated with each other through the space between the lands 308 and 310, and the -1 refit 326 is interposed. Oil passage 328 and oil drain passage 32 connected to reverse clutch 32
0 is the space between the lands 306 and 308, and the oil passage 322. The oil passage 316 is also communicated with the oil drain passage 320 to achieve a neutral state, and when the selector lever is set to the rt position, the spool 302 is selected to the R position and the oil Road 88 and oil road 314 and oil $328,! : is communicated through the space between the run F 304 and the land 306, and the oil passage 144 and the drain oil @320 are connected to the land 306 and the land 30.
8, the oil passage 322 is communicated via the hydraulic chamber 323, and the oil passage 316 is also communicated with the drain oil@320. )
achieve.
第１ソレノイド弁４００Ａは図示しない電子制御装置か
らの電気信号に応じて作動する常開型の３方向弁で、内
部にコイル４０２ａ、弁体 ４０４ａ、同弁体４０４ａ
を開方向に付勢するスプリング４０６ａが配設されてお
り、上記コイル４０２ａの非励磁状態において上記弁体
４０４ａが排油路３２０とオリフィス４０８が介装され
後述の第１フエイルセーフ弁６００に接続された油＃４
１０との連通を遮断するとともに、同曲＄ ４１０と
チエツク弁４１２を介して油ｌ１ｓ３１６もしくはＩ′
Ｉｔ回路３２８の油圧が導かれる油＄４１４とを連通さ
せ、上記コイル４０２ａの励磁状態において上記弁体４
０４ａが油Ｉｆｉ４１Ｇと油路４１４との連通を遮断す
るとともに同油路４１０と排油＠３２０とを連通させる
ように構成されている。第２ソレノイド弁４００Ｂは常
閉型の３方向弁で、内部ＩＣ：ｌ 、４ ル４０２ ｂ
、弁体４０４ｂ、同弁体 ４゜４ｂを閉方向に付勢す
るスプリング４０６ｂが配設されており、上記コイル４
０２ｂの非励磁状態において上記弁体４０４ｂが油路３
１６とオリフ、Ｃス４１５が介装され後述のフェイルセ
ルフバルブ７００に接続された油路４１６との連通を遮
断するとともに、同油路４１６と排油路３２０とを連通
させ、上記コイル４０２ｂの励磁状態において上記弁体
４０４ｂが排油路３２０と油路 ４１６との連通を遮断
するとともに同曲＄４１６と油路３１６とを連通させる
ように構成されている。The first solenoid valve 400A is a normally open three-way valve that operates in response to an electric signal from an electronic control device (not shown), and includes a coil 402a, a valve body 404a, and a valve body 404a.
A spring 406a is disposed to bias the coil 402a in the opening direction, and when the coil 402a is in a non-energized state, the valve body 404a is connected to a first fail-safe valve 600, which will be described later, with an oil drain passage 320 and an orifice 408 interposed therebetween. oil #4
10, and the oil l1s316 or l'
The oil pressure of the It circuit 328 is connected to the oil $414 to which the oil pressure is guided, and the valve body 4 is
04a is configured to cut off communication between the oil Ifi 41G and the oil passage 414, and to allow communication between the oil passage 410 and the drained oil @320. The second solenoid valve 400B is a normally closed three-way valve, with internal ICs: l, 4 l, 402 b.
, the valve body 404b, and a spring 406b that biases the valve body 404b in the closing direction.
In the de-energized state of 02b, the valve body 404b is connected to the oil passage 3.
16 and an oil passage 416 connected to a fail-self valve 700 (to be described later) through which an orifice and a CS 415 are interposed. In the energized state, the valve body 404b is configured to cut off communication between the oil drain path 320 and the oil path 416, and to allow the oil drain path 416 and the oil path 316 to communicate with each other.
第３及び第４ ソＬ＝ −１４ト弁４００Ｃ，４００Ｄ
＋！上記第１ソレノイド弁４００Ａと同様の常開型の３
方向弁で、内部に＝＋４ル４０２ｃ、４０２ｄ。3rd and 4th So L = -14 To valve 400C, 400D
+! A normally open type valve 3 similar to the first solenoid valve 400A above.
Directional valve, inside = +4 le 402c, 402d.
弁体４０４ｃ、４０４ｄ、同弁体４０４ｃ。Valve body 404c, 404d, same valve body 404c.
４０４ｄを開方向に付勢するスプリング４０６ｃ。Spring 406c biases 404d in the opening direction.
４０６ｄがそれぞれ配設されており、上記コイル４０２
ｃ、４０２ｄの非励磁状態において上記弁体４０４ｃ、
４０４ｄが排油＠３２０と４１８゜４２０が介装されア
ンダドライブクラッチ３０゜オーバドライブクラッチ２
８に接続された油路４２２．４２４との連通を遮断する
とともに同油路４２２．４２４と油路３１６とを連通さ
せ、上記コイル４０２ｃ、４０２ｄの励磁状態において
上記弁体４０４ｃ、４０４ｄが排油路３２０と油路４２
２．４２４との連通を遮断するとともに同油路４２２．
４２４と油路３１６とを連通ずるように構成されている
。406d are arranged respectively, and the above-mentioned coil 402
c, in the de-energized state of 402d, the valve body 404c,
404d is oil drain @ 320 and 418° 420 is interposed and underdrive clutch 30° overdrive clutch 2
The valve body 404c, 404d drains oil when the coils 402c, 402d are energized. road 320 and oil road 42
2.424 and the same oil passage 422.424.
424 and the oil passage 316 are configured to communicate with each other.
なお、第１〜第４ソレノイド弁４００Ａ、４００Ｂ、４
００Ｃ，４００Ｄの“ＯＮ” （励磁）。Note that the first to fourth solenoid valves 400A, 400B, 4
“ON” (excitation) of 00C and 400D.
”ＯＦＦ”（非励磁）の組合せと変速段との関係は第２
表に示すとおりである。表中の“−”はＯＮ、ＯＦＦの
どちらでもよいことを示す。The relationship between the “OFF” (de-energized) combination and the gear position is the second
As shown in the table. "-" in the table indicates that it can be either ON or OFF.
第 ２ 表
ライン圧切換弁５００は変速段に対応した値にラィノ圧
を切換えるためのもので、オリフィス５０２が介装され
た油路３１４の油圧が作用する受圧面５０４と受圧面５
０６とを有するランド５０８、及び同受圧面５０６に対
向するとともに同受圧面５０６と同一の受圧面積を有す
る受圧面５１０と油路５１２の油圧が作用する受圧面５
１４とを有するランド５１６が形成されたスプール弁５
１８と、上記受圧面５１４に当接しスプール弁５１８を
第２図中右方向へ付勢するスプリング５２０とで構成さ
れ、上記油路３１４に油圧が供給され、油路５１２に油
圧が供給されていないときは受圧面５０４に作用する圧
力がスプリング５２０の付勢力に＋１Ｍっで上記スプー
ル弁５１８を図面左方向へ変位せしめるので油路１５６
とＥｘボートとがラッド５０８と５１Ｏとの間の空間を
介して連通し、油路５１２及び油路３１４のいずれにも
油圧が供給されていない場合、もしくは油路５１２に油
圧が供給されている場合はスプリング５２０の付勢力、
もしくは同付勢力と受圧面５１４に作用する圧力とによ
ってスプール弁５１８が図面右方向へ変位するので油路
１５６と油路５１２とがランド５１６左側の油圧室を介
して連通ずる。なお、油路５１２はオリフィス５２２．
５２４が介装され、―路４２４と連通ずるとともに後述
する第１フエイルセーフ弁６００及び第２フエイルセー
フ弁７００に接続されている。The second table line pressure switching valve 500 is for switching the rhino pressure to a value corresponding to the gear position, and has a pressure receiving surface 504 and a pressure receiving surface 5 on which the hydraulic pressure of the oil passage 314 in which the orifice 502 is installed acts.
06, a pressure receiving surface 510 that faces the pressure receiving surface 506 and has the same pressure receiving area as the pressure receiving surface 506, and a pressure receiving surface 5 on which the hydraulic pressure of the oil passage 512 acts.
A spool valve 5 in which a land 516 having 14 is formed.
18 and a spring 520 that comes into contact with the pressure receiving surface 514 and urges the spool valve 518 to the right in FIG. If not, the pressure acting on the pressure receiving surface 504 increases the biasing force of the spring 520 by +1M and displaces the spool valve 518 to the left in the drawing, so the oil passage 156
and the Ex boat communicate through the space between the rads 508 and 51O, and when oil pressure is not supplied to either the oil passage 512 or the oil passage 314, or when oil pressure is supplied to the oil passage 512. In this case, the biasing force of the spring 520,
Alternatively, the spool valve 518 is displaced to the right in the drawing by the urging force and the pressure acting on the pressure receiving surface 514, so that the oil passage 156 and the oil passage 512 communicate with each other via the hydraulic chamber on the left side of the land 516. Note that the oil passage 512 is an orifice 522.
524 is interposed, communicates with the -path 424, and is connected to a first fail-safe valve 600 and a second fail-safe valve 700, which will be described later.
第１フエイルセーフ弁６００は、油１）＠３１４に接続
されオリフィス６０２が介装された油路６０４の油圧が
作用する受圧面６０６．と受圧面６０８とを有するラン
ド６１０．受圧面６０８に対向し同受圧面６０８より大
きい受圧面積を有する受圧面６１２と受圧面６１４とを
有するランド６１６゜受圧面６１４に対向し同受圧面６
１４よりも小さい受圧面積を有する受圧面６１８と受圧
面６２０とを有するランド６２２．受圧面６２０に対向
し同受圧面６２０と同一の受圧面積を有する受圧面６２
４と受圧面６２６とを有するランド６２８゜及び受圧面
６２６に対向し同受圧面よりも小さい受圧面積を有する
受圧面６３０とｉｄｌ＠５１２の油圧が作用する受圧面
６３２とを有するランド６３４が形成されたスプール６
３６を備え、゛単に油路６０４の油圧が受圧面６０６に
、油路４１０の油圧が受圧面６１４及び６１８に作用し
ているｔ！けの場合は、上記スプール６３６が第２図に
おける左端位置に保持されて上記油路４１０とローリバ
ースブレーキ４４に油圧を供給するための油路６３８と
が連通状態に保持され、同状態に加えてさらに２−４ブ
レーキ５４へ油圧を供給するための油１）８６４０に接
続されオリフィス６４２が介装された油路６４４．もし
くは油路５１２（アンダドライブクラッチ２８へ油圧を
供給するための油路４２４に連通している）の少なくと
も一方に油圧が導かれると受圧面６２６．もしくは受圧
面６３２に同油圧が作用してスプール６３６が図面右方
へ変位せしめられ油路６３８がランド６２２とランド６
２８との間の空間を介して排油路３２０と連通し上記ロ
ーリバースブレーキ４４が瞬時に解放されるように構成
されている。なお。The first fail-safe valve 600 has a pressure-receiving surface 606. which is connected to oil 1)@314 and on which the hydraulic pressure of an oil passage 604 with an orifice 602 acts. and a pressure receiving surface 608. A land 616 having a pressure receiving surface 612 and a pressure receiving surface 614 which face the pressure receiving surface 608 and have a larger pressure receiving area than the pressure receiving surface 608;
A land 622. having a pressure receiving surface 618 and a pressure receiving surface 620 having a pressure receiving area smaller than 14. A pressure receiving surface 62 that faces the pressure receiving surface 620 and has the same pressure receiving area as the pressure receiving surface 620.
4 and a land 628° having a pressure receiving surface 626, a land 634 having a pressure receiving surface 630 which faces the pressure receiving surface 626 and has a smaller pressure receiving area than the same pressure receiving surface, and a pressure receiving surface 632 on which the hydraulic pressure of IDl@512 acts. spool 6
36, the hydraulic pressure in the oil passage 604 simply acts on the pressure receiving surface 606, and the oil pressure in the oil passage 410 acts on the pressure receiving surfaces 614 and 618. In this case, the spool 636 is held at the left end position in FIG. Furthermore, an oil passage 644. is connected to oil 1) 8640 and has an orifice 642 interposed therein for supplying hydraulic pressure to the 2-4 brake 54. Alternatively, when hydraulic pressure is introduced into at least one of the oil passages 512 (which communicate with the oil passage 424 for supplying oil pressure to the underdrive clutch 28), the pressure receiving surface 626. Alternatively, the same hydraulic pressure acts on the pressure receiving surface 632 to displace the spool 636 to the right in the drawing, and the oil passage 638 connects the land 622 and the land 6.
The low reverse brake 44 is configured to communicate with the oil drain passage 320 through a space between the low reverse brake 28 and the low reverse brake 44, so that the low reverse brake 44 is instantly released. In addition.
ランド６１０とランド６１６との間の空間はＥｘ。The space between land 610 and land 616 is Ex.
ボートに連通している。Connected to the boat.
ここで、上記受圧向７１０，７１４は油路４１６へ油圧
が導かれているか否か、受圧面７２２゜７２６は油路４
２２へ油圧が導かれているか否か。Here, the pressure receiving directions 710 and 714 determine whether hydraulic pressure is guided to the oil passage 416, and the pressure receiving surfaces 722 and 726 determine whether hydraulic pressure is guided to the oil passage 416.
Whether or not hydraulic pressure is led to 22.
受圧面７２８は？ＩＩｌ略４２４へ油圧が導かれている
か否かを検出する検出手段として作用するとともに、上
記各受圧向はスプール７３２の位置を切換えるための切
換手段として作用するものである。What about the pressure receiving surface 728? It functions as a detection means for detecting whether or not hydraulic pressure is being led to IIl approximately 424, and also functions as a switching means for switching the position of the spool 732 in each of the above-mentioned pressure receiving directions.
第２フエイルセーフ４７００は、受圧ｉｌ′１７０２と
受圧面７０４とを有するランド７０６．受圧面７０４に
対向し同受圧面７０４よりも大きい受圧１）１）Ｍを有
する受圧面７０８と受圧面７１０とを有するランド７１
２．受圧向７１０に対向し同受圧面７１０よりも小さい
受圧面積を有する受圧面７１４と受圧面７１６とを有す
るランド７１８゜受圧面７１６に対向し同受圧面７１６
と同一の受圧面積を有する受圧面７２０と受圧面７２２
とを有するランド７２４．受圧面７２２に対向し同受圧
面７２２よりも小さい受圧面積を有する受圧面７２６と
受圧面７２８とを有するランド７３０が形成されたスプ
ール７３２を備え、単に油路６０４及び油路４１６に油
圧が導かれると同時に。The second failsafe 4700 includes a land 706. which has a pressure receiving surface 702 and a pressure receiving surface 704. A land 71 that faces the pressure receiving surface 704 and has a pressure receiving surface 708 and a pressure receiving surface 710 having a pressure larger than that of the pressure receiving surface 704 1) 1) M
2. A land 718 having a pressure receiving surface 714 and a pressure receiving surface 716 that face the pressure receiving direction 710 and have a smaller pressure receiving area than the pressure receiving surface 710;
A pressure receiving surface 720 and a pressure receiving surface 722 having the same pressure receiving area as
and a land 724. A spool 732 is provided with a land 730 having a pressure receiving surface 726 and a pressure receiving surface 728 which face the pressure receiving surface 722 and have a smaller pressure receiving area than the pressure receiving surface 722, and the hydraulic pressure is simply introduced into the oil passage 604 and the oil passage 416. At the same time.
ｉ１’１）ｉｌｌ′ｌ５１２．もしくはオリフィス７３
４が介装され油路４２２に連通する油路７３６の一方に
のみ油圧が導かれている場合は、各油圧が作用する受圧
向の面積差により上記スプール７３２が第２図におけろ
左端位置に保持されて上記油路４１６と２−４ブレーキ
５４へ油圧を供給するための油路６４０とがランド７１
４とランド７１２との間の空間を介して連通状態に保持
され、油路６０４及び４１６に油圧が導かれると同時に
油路５１２と油路７３６との両方へも油圧が導かれると
スゴー／Ｌ、 ７３２が図面右方へ変位せしめられｎロ
路６４０がう、ドア１８とランド７２４との間の空間を
介して１）出川のｎ＃１路３２０と連通し上記２−４ブ
Ｌ−−キ５４が瞬時にｒＭｒｌｉされるように構成され
ている。i1'1) ill'l512. Or orifice 73
4 is interposed and hydraulic pressure is guided only to one side of the oil passage 736 communicating with the oil passage 422, the spool 732 is moved to the left end position in FIG. The oil passage 416 and the oil passage 640 for supplying hydraulic pressure to the 2-4 brake 54 are connected to the land 71.
4 and the land 712, and the hydraulic pressure is guided to the oil passages 604 and 416, and at the same time, the oil pressure is also introduced to both the oil passage 512 and the oil passage 736. , 732 is displaced to the right in the drawing, and the n-ro road 640 is connected to 1) Degawa's n#1 road 320 through the space between the door 18 and the land 724, and the above-mentioned 2-4 block L-- The key 54 is configured to be rMrli instantaneously.
なお、ランド７０６右方の油圧室ばＥｘ、ボートに連通
している。Note that the hydraulic chamber on the right side of the land 706 is connected to Ex and the boat.
ここで、上記受圧面６１４，６１８は油路４１０へ油圧
が導かれているか否か、受圧面６２６゜６３０は油路４
１６へ油圧が導かれているか否か。Here, the pressure receiving surfaces 614 and 618 determine whether hydraulic pressure is guided to the oil passage 410, and the pressure receiving surfaces 626 and 630 determine whether hydraulic pressure is guided to the oil passage 410.
Whether or not hydraulic pressure is led to 16.
受圧面６３２は油＃！Ｉ４２４へ油圧が導かれているか
否かを検出する検出手段として作用するとともに、上記
各受圧面はスプール６３６の位置を切換えるための切換
手段として作用するものである。The pressure receiving surface 632 is oil #! In addition to acting as a detection means for detecting whether or not hydraulic pressure is being led to I424, each pressure receiving surface acts as a switching means for switching the position of the spool 636.
上記第１及び第２フエイルセーフ弁６００゜７００は、
ある前進の変速段が達成されているときにソレノイド弁
が誤作動しても、３つ以上の係合要素が同時に停台状態
となり変速機がロックするのを防止するとともに、第２
速、第３速もしくは第４速の変速段へ強制的に変速して
車両を走行可能とするためのものである。The first and second fail-safe valves 600°700 are
Even if the solenoid valve malfunctions while a certain forward gear is being achieved, three or more engaging elements will be in a stopped state at the same time, preventing the transmission from locking up.
This is to enable the vehicle to travel by forcibly shifting to the first, third, or fourth gear.
次に、上記油圧制御装置の作動を説明する。Next, the operation of the hydraulic control device will be explained.
車両の運転者が同車両の車室内に配設された図示しない
従来公知のセレクタレバーをＰもしくはＮ位置に設定す
ると、同セレククレバーに機械的もしくは電気的に連結
された手動弁３００のスプール３０２も上記セレクタレ
バーに連動してＰ−Ｎ位置に設定される。そして、エン
ジンが始動されるとオイルポンプ８６で発生した油圧が
油路８８へ吐出され、同油圧は油路１４８を介して調圧
弁１００の受圧１ｆｉｉ１０４及び１０８に作用すると
ともに２油路３２４１手動弁３００のランド３０８とラ
ンド３１０との間の空間、油路１４４を介して調圧弁１
００の受圧面１０２に作用する。調圧弁１００のスプー
ル１３８は、上記各受圧面に作用する圧力とスプリング
１４０の付勢力とがバラノスする位置で安定し、油路１
５８を介してランド１ｚ３０と１３６との間の空間へ導
かれた油圧の−・部が油路１６４及び油路１６６へ排出
されて上記ｎｈ略８８内の油圧が最も低い所定圧（第１
のライン圧と称する）に調圧される。また、油路８８及
び油路１６４の油圧は、油路１６０を介してトルクコン
バータ制御弁２００へ導かれトルクコンバータ１２へ油
路１６８を介して所定圧を供給する。さらに、上記油路
８８の油圧は２手動弁３００のランド３０４とランド３
０６との間の空間２油路３１４を介してライン圧切換弁
５００の右端油圧室と、油′ｌ５６０４とへ導かれる。When the driver of the vehicle sets a conventionally known selector lever (not shown) disposed in the passenger compartment of the vehicle to the P or N position, the spool 302 of the manual valve 300 mechanically or electrically connected to the selector lever is activated. is also set to the PN position in conjunction with the selector lever. When the engine is started, the oil pressure generated by the oil pump 86 is discharged to the oil passage 88, and this oil pressure acts on the pressure receiving pressure 1fii 104 and 108 of the pressure regulating valve 100 via the oil passage 148, and also acts on the 2 oil passage 3241 manual valve. The pressure regulating valve 1 is connected to the space between the land 308 and the land 310 of 300 through the oil passage 144.
It acts on the pressure receiving surface 102 of 00. The spool 138 of the pressure regulating valve 100 is stabilized at a position where the pressure acting on each pressure receiving surface and the biasing force of the spring 140 are balanced, and the oil passage 1
58 to the space between the lands 1z30 and 136 is discharged to the oil passage 164 and the oil passage 166 so that the oil pressure in the nh approximately 88 is at the lowest predetermined pressure (first
(referred to as line pressure). Further, the oil pressure in the oil passage 88 and the oil passage 164 is guided to the torque converter control valve 200 via the oil passage 160, and supplies a predetermined pressure to the torque converter 12 via the oil passage 168. Furthermore, the oil pressure of the oil passage 88 is applied to the land 304 of the two-manual valve 300 and the land 3 of the two-manual valve 300.
The oil is guided to the right end hydraulic chamber of the line pressure switching valve 500 and the oil '15604 through the space 2 oil passage 314 between the line pressure switching valve 500 and the oil line 5604.
同油圧室へ導かれた油圧は受圧面５０４に作用し、スブ
リシグ５２０の付勢力に打ち勝ってスプール５１８を第
２図左端位置へ変位せしめて油路１５６と排油路とを連
通状態にし、また、上記油路６０４へ導かれた油圧は第
１７ 、ｘイルセーフ弁６００の右端受圧室と第フェイ
ルセーフ弁７００のランド７１２とランド７０６との間
の空間へ導かれ２両フェイルセーフ弁６００，７００の
スプール６３６，７３２を第２図の左端位置へ変位せし
めて、油路４１０と油路６３８．及び油路４１６と油路
６４０とを連通状態にする。The hydraulic pressure guided to the hydraulic chamber acts on the pressure receiving surface 504, overcomes the biasing force of the spool 520, displaces the spool 518 to the left end position in FIG. The hydraulic pressure guided to the oil passage 604 is guided to the space between the right end pressure receiving chamber of the 17th x fail-safe valve 600 and the lands 712 and 706 of the fail-safe valve 700, and the two fail-safe valves 600, 700 636, 732 to the left end position in FIG. 2, the oil passages 410 and 638. And the oil passage 416 and the oil passage 640 are brought into communication.
なお、第１〜第４ソレノイド弁４００Ａ、４００Ｂ、４
００Ｃ，４００Ｄは全て０ＦＦ（非励磁）状態に保たれ
ている。ここで、運転者がセレクタしバーを操作してＤ
４位置を選択すると２手動弁３００はＤ位置に設定され
、ランド３１０により油路３２４が遮断されて油路１４
４と油路３２２とが連通し、ｌｌ圧弁１００の右端油圧
室の油圧が同油路３２２．排油路３２０を介して排出さ
れる。Note that the first to fourth solenoid valves 400A, 400B, 4
00C and 400D are all kept in the 0FF (de-energized) state. Here, the driver selects and operates the bar to
When the 4th position is selected, the 2nd manual valve 300 is set to the D position, the oil passage 324 is blocked by the land 310, and the oil passage 14 is
4 and the oil passage 322 communicate with each other, and the oil pressure in the right end hydraulic chamber of the 11 pressure valve 100 is communicated with the oil passage 322 . The oil is discharged via the oil drain path 320.
油路８８はさらに手動弁３００のランド３０４とラッド
３０６との間の空間を介してＩＶｂＩＩ！ｌ３１６とも
連通し、同曲＃３１６の６口圧は油ｖ８１５２を介して
調圧弁１００のランド１）２とランド１）８との間の空
間へ導かれる。そして、スプール１３８は受圧向１）０
，１）４．及び受圧面１０４．１０８へ作用する力とス
プリング１４０の付勢力とがバランスする位置で安定し
、油路１５８の油圧の一部を油！Ｒ４１６４及び油路１
６６から排出せしめ、上記油路８８の油圧を比較的高い
（例えば１０ｋｇ／ｃｊ）所定圧（第２のライン圧と称
する）に調圧する。上記油路３１６の油圧は。The oil passage 88 is further connected to IVbII! through the space between the land 304 and the rad 306 of the manual valve 300. It also communicates with l316, and the 6-port pressure of the same song #316 is guided to the space between land 1)2 and land 1)8 of the pressure regulating valve 100 via oil v8152. And, the spool 138 is in the pressure receiving direction 1) 0
,1)4. It is stabilized at a position where the force acting on the pressure receiving surfaces 104 and 108 and the biasing force of the spring 140 are balanced, and part of the hydraulic pressure in the oil passage 158 is transferred to oil! R4164 and oil line 1
66, and the oil pressure in the oil passage 88 is regulated to a relatively high (for example, 10 kg/cj) predetermined pressure (referred to as a second line pressure). The oil pressure of the oil passage 316 is as follows.
第２〜第４ソレノイド弁４ｏｏＢ、４ｏｏｃ。second to fourth solenoid valves 4ooB, 4ooc;
４００Ｄへ導かれるとともに、チエツク弁４１２゜ｎＪ
ｌ略４１４を介して第１ソレノイド弁４００Ａへも導か
れろ。400D and check valve 412゜nJ.
It is also led to the first solenoid valve 400A via 414.
なお、油路３１４は、上記Ｎ−Ｐ位置の場合と同様に油
路８８と連通状態に保持される。Note that the oil passage 314 is maintained in communication with the oil passage 88 as in the above N-P position.
また、セレクタレバーがＤ４位置に設定されると。Also, when the selector lever is set to the D4 position.
第１表に示すようにロー・リバースブレーキ４４とアン
ダドライブクラッチ３０とを係合させて第１速の変速段
を達成するために２図示しない電子制御装置から第２表
に示すように第１〜第３ソレノイド弁４００Ａ、４００
Ｂ、及び４００Ｃを非励磁状態に保持し、第４ソレノイ
ド弁４００Ｄを非励磁状態から励磁状態にし、第１及び
第３リレノイド弁４００Ａ、４００Ｃのみを開状態にし
て油路４１４と油路４１０．油路３１６と油路４２２を
それぞれ連通させろための信号が出力される。上記油路
４１０へ導かれた油圧は、第１フエイルセーフ弁６００
のラッド６１６とランド６２２との間の空間、１ｌｔｌ
略６３８を介してロー・リバースブレーキ４４へ導かれ
、また、ｔＩｆｆ路４２２へ導かれた油圧はアンダドラ
イブクラッチ３０と油路７３６を介して第２フエイルセ
ーフ弁７００のランド７２４とランド７３０との間の空
間とへ導かれるが２両線合要素４４，３０を比較的高圧
の第２のライン圧で急激に係合させると係合時のシ冒ツ
クが発生する恐れがあるため、ロー・リバースブレーキ
４４が係きする直前に第１ソレノイド弁４００Ａを、ア
ンダドライブクラッチ３０が係合する直前に第３ソレノ
イド弁４００Ｃをそれぞれ所定のデユーティ率でまず励
磁してから徐々にデユーティ率を減少させて最終的に非
励磁状態とする。即ち、油路６３８及び油路４２２の油
圧が徐々に立ち上がるようにすれば上記ンヲ・ツクを低
減することができる。As shown in Table 1, the low reverse brake 44 and underdrive clutch 30 are engaged to achieve the first gear. ~Third solenoid valve 400A, 400
B and 400C are held in a de-energized state, the fourth solenoid valve 400D is changed from a de-energized state to an energized state, and only the first and third solenoid valves 400A and 400C are opened to open the oil passage 414 and the oil passage 410. A signal is output to allow the oil passage 316 and the oil passage 422 to communicate with each other. The hydraulic pressure guided to the oil passage 410 is transmitted to the first fail-safe valve 600.
The space between the rad 616 and the land 622, 1ltl
638 to the low reverse brake 44, and the hydraulic pressure led to the tIff path 422 is transferred between the lands 724 and 730 of the second fail-safe valve 700 via the underdrive clutch 30 and the oil path 736. However, if the two line connecting elements 44, 30 are suddenly engaged with a relatively high second line pressure, there is a risk that a shock may occur during engagement. Immediately before the brake 44 is engaged, the first solenoid valve 400A is excited, and immediately before the underdrive clutch 30 is engaged, the third solenoid valve 400C is first excited at a predetermined duty rate, and then the duty rate is gradually decreased. Finally, it is brought into a de-energized state. That is, if the oil pressure in the oil passage 638 and the oil passage 422 is gradually increased, the above-mentioned noise can be reduced.
次に、車両が走行を開始し、スロ・ツトル弁開度信号や
車速４１号等に基づき図示しない電子制御装置に上り第
２速の変速段へのシフドア・ンプが指示されろと、第１
表に示すように２−４ブレーキ５４トアングドライブク
ラ・ソチ３０とを係合すせルヘく第１．第２．及び第４
ソレノイド弁４００Ａ。Next, the vehicle starts running, and the electronic control device (not shown) receives an instruction to shift the door amplifier to the second gear based on the throttle valve opening signal, vehicle speed No. 41, etc.
As shown in the table, engage the 2-4 brake 54 and the Toang Drive Kura Sochi 30 first. Second. and fourth
Solenoid valve 400A.
４００Ｂ、４０θＤを励磁状態にし、第３ソレノイド弁
４００Ｃを非励磁状態とするための信号が上記電子制御
装置から出力される。上記第１ツレ、／イド弁４００Ａ
は非励磁状態から励磁状態へ切換オ）るため油路４１０
と排油路３２０とが連通して同曲＃！４１０の油圧が排
出されロー・リバースブレーキ４４が解放される。A signal for energizing solenoid valves 400B and 40θD and de-energizing the third solenoid valve 400C is output from the electronic control device. Above 1st thread, /id valve 400A
The oil passage 410 is used to switch from a de-energized state to an energized state.
and the oil drain path 320 are connected to the same song #! 410 oil pressure is discharged and the low reverse brake 44 is released.
第２ソしノイド弁４００Ｂは非励磁状態から励磁状態へ
切換わるため油路３１６と油路４１６とが連通し、同油
路４１６へ導かれた油圧は第２フエイルセーフ弁７００
のランド７１２とランド７１８との間の空間、油路６４
０を介して２−４ブレーキ５４へ導かれ同ブレーキ５４
を係合させるとともに、上記油圧６４０の油圧は、油路
６４４を介して第２フエイルセーフ弁６００のランド６
２８とランド６３４との間の空間へも導かれる。しかし
、ランド６１６，６２２間に作用していた油圧が低減し
ているため、同空間へ導かれ受圧面６２６，６３０に作
用する油圧の図中右方向への合力は、ランド６１０の受
圧面６０６に作用する第２ライン圧による図中左方向へ
の付勢力に打ち鵡つことができず、スプール６３Ｇは第
２図左側の位置に保持されろ。なお、上記第２ソレノイ
ド弁４００Ｂの場合も唐突に励磁状態にすると、２−４
ブレーキ５４が急激に係合してショックが発生する可能
性があるため、同ソレノイド弁４００Ｂを徐々に励磁し
て油＄４１６の油圧を徐々に立ち上がらせ、最終的に第
２のライン圧にすることで上記ショックを低減できる。Since the second solenoid valve 400B switches from the de-energized state to the energized state, the oil passage 316 and the oil passage 416 communicate with each other, and the oil pressure guided to the oil passage 416 is transferred to the second fail-safe valve 700.
The space between land 712 and land 718, oil passage 64
0 to the 2-4 brake 54.
At the same time, the oil pressure of the oil pressure 640 is applied to the land 6 of the second fail-safe valve 600 via the oil passage 644.
28 and the land 634. However, since the hydraulic pressure that was acting between the lands 616 and 622 has decreased, the resultant force of the hydraulic pressure led to the same space and acting on the pressure receiving surfaces 626 and 630 in the right direction in the figure is The spool 63G cannot resist the biasing force to the left in the figure due to the second line pressure acting on the spool 63G, and is held at the left position in the figure. In addition, in the case of the second solenoid valve 400B, if it is suddenly brought into an excited state, 2-4
Since the brake 54 may suddenly engage and cause a shock, the solenoid valve 400B is gradually energized to gradually increase the oil pressure of the oil $416 and finally reach the second line pressure. This can reduce the above shock.
第３ソレノイド弁４００Ｃは非励磁状態に保持されるの
で、第１途の変速段の場合と同様に油路３１６は油路４
２２に連通しアングドライブクラッチ３０が係合状態に
、保持される。Since the third solenoid valve 400C is held in a de-energized state, the oil passage 316 is connected to the oil passage 4 as in the case of the first gear.
22, and the Angdrive clutch 30 is held in an engaged state.
第４ソレノイド弁４００Ｄは励磁状態に保持され油１＃
５４２４が排出用のｉＩＩ回路３２０と連通しているの
で、オーバドライブクラッチ２８は解放状態に保たれる
。The fourth solenoid valve 400D is kept in an excited state and the oil #1
5424 is in communication with the evacuation III circuit 320, the overdrive clutch 28 is maintained in a disengaged state.
次に、車速がさらに増加し、ｆｌｉ子制御装置により第
２速から第３速の変速段への１ップシフトが指示されろ
と、第１表に示すようにアノゲドライブクラッチ３０と
オーバドライブクラ・ソチ２８とを係合させるべ（第１
ソレノイド弁４００Ａを励磁状態とし、第２〜第４ソレ
ノイド弁４００Ｂ。Next, when the vehicle speed increases further and the fli child control device instructs a 1-p shift from the second gear to the third gear, the anoge drive clutch 30 and the overdrive clutch are connected as shown in Table 1. - Engage with Sochi 28 (first
The solenoid valve 400A is in an excited state, and the second to fourth solenoid valves 400B.
４００Ｃ，４０００を非励磁状態とするための信号が上
記電子制御装置から出力される。A signal for de-energizing 400C and 4000 is output from the electronic control device.
第１ソレノイド弁４００Ａは励磁状態に保持されるので
、第２速の変速段の場合と同様に油路４１０は排油路３
２０と連通している。Since the first solenoid valve 400A is held in an excited state, the oil passage 410 is connected to the drain oil passage 3 as in the case of the second gear.
It communicates with 20.
第２ソレノイド弁４００Ｂは励磁状態から非励磁状態へ
切換わるなめ油路４１６は油路３２０と連通し２−４ブ
レーキ５４が解放される。The second solenoid valve 400B switches from the energized state to the de-energized state, and the diagonal oil passage 416 communicates with the oil passage 320, so that the 2-4 brake 54 is released.
第３ソレノイド弁４００Ｃは非励磁状態に保持されるの
で、油路４２２と油路３１６とは連通状態に保持され、
アンダドライブクラッチが係合状態に保たれろ。Since the third solenoid valve 400C is kept in a non-energized state, the oil passage 422 and the oil passage 316 are kept in communication,
Keep the underdrive clutch engaged.
第４ソレノイド弁４００Ｄは励磁状態から非励磁状態に
切換わるので、油＠３１６と油路４２４とが連通し、同
油路４２４へ導かれた油圧がオーバドライブクラッチ２
８へ導かれ同クラッチ２８を係合させる。上記油路４２
４の油圧は、さらに油路５１２を介してライン圧切換弁
５００の左端油圧室、第１フエイルセーフ弁６００の左
端油圧室。Since the fourth solenoid valve 400D switches from the energized state to the de-energized state, the oil @ 316 and the oil passage 424 communicate with each other, and the oil pressure led to the oil passage 424 is transferred to the overdrive clutch 2.
8 and engages the clutch 28. The above oil passage 42
The oil pressure No. 4 is further transmitted to the left end hydraulic chamber of the line pressure switching valve 500 and the left end hydraulic chamber of the first failsafe valve 600 via an oil passage 512 .
及び第２７エイルセー７弁７０Ｑの左端油圧室へも導か
れる。上記ライン圧切換弁５００の左端油圧室へ導かれ
た油圧は受圧面５１４に作用し、スプリング５２０の付
勢力と協働してランド５０８の受圧面５０４に作用する
油圧力に打ち勝ってスプール５１８を図面右方へ変位せ
しめ、上記油路５１２と油路１５６とを連通ずる。油路
５１２から油路１５６へ導かれた油圧は、調圧弁１００
のランド１）８とランド１２４との間の空間へ導かれ、
受圧面１）６，１２０に作用するので、同調圧弁ｉｏｏ
のスプール１３８は受圧面１）６゜１ｚＯ２受圧面１）
０，１）４．及び受圧面１０４．１０８に作用する力と
スプリング１４０の付勢力とがバランスする位置で安定
し、油路１５８の油圧の一部を油路１６４及び浦路１６
６から排出せしめ、上記油路８８の油圧を第２のライン
圧よりも低く、第１のライン圧より高い所定圧（第３の
ライン圧と称する）に調圧する。And it is also guided to the left end hydraulic chamber of the 27th AIL S7 valve 70Q. The hydraulic pressure guided to the left end hydraulic chamber of the line pressure switching valve 500 acts on the pressure receiving surface 514, and cooperates with the biasing force of the spring 520 to overcome the hydraulic pressure acting on the pressure receiving surface 504 of the land 508 and move the spool 518. It is displaced to the right in the drawing to communicate the oil passage 512 and the oil passage 156. The oil pressure led from the oil passage 512 to the oil passage 156 is transferred to the pressure regulating valve 100.
is guided to the space between land 1)8 and land 124,
Since it acts on the pressure receiving surface 1) 6, 120, the synchronized pressure valve ioo
The spool 138 has a pressure receiving surface 1)6゜1zO2 pressure receiving surface 1)
0,1)4. It stabilizes at a position where the force acting on the pressure receiving surfaces 104 and 108 and the biasing force of the spring 140 are balanced, and a part of the hydraulic pressure in the oil passage 158 is transferred to the oil passage 164 and the ura passage 16.
6, and the oil pressure in the oil passage 88 is regulated to a predetermined pressure (referred to as a third line pressure) lower than the second line pressure and higher than the first line pressure.
上記第１フエイルセーフ弁６００の左端油圧室へ導かれ
た油圧は、ランド６３４の受圧面６３２に作用するが、
油路６０４を介して上記ｊＰ６００の右端ｉ１＋圧室へ
導かれ受圧面６０６に作用する油圧力には面積差の関係
で打ち勝つことができないため、スプール６３６は第２
図左側の位置に保持される。The hydraulic pressure guided to the left end hydraulic chamber of the first fail-safe valve 600 acts on the pressure receiving surface 632 of the land 634,
Since the hydraulic pressure guided to the right end i1+ pressure chamber of the jP600 through the oil passage 604 and acting on the pressure receiving surface 606 cannot be overcome due to the area difference, the spool 636 is
It is held in the position on the left side of the figure.
第２フエイルセーフ弁７００の左端油圧室へ導かれた油
圧はランド７３０の受圧面７２８に作用し。The hydraulic pressure guided to the left end hydraulic chamber of the second failsafe valve 700 acts on the pressure receiving surface 728 of the land 730.
油ｇ８７３６を介してランド７２４とランド７３０との
間の空間に導かれ受圧面７２２，７２６へ作用する油圧
力と合わされてスプール７３２を右方向へ付勢するが、
油路６０４を介してランド７０６とランド７１２との間
の空間に導かれ受圧面７０４，７０８に作用する油圧力
による左方向への付勢力のほうが大きいため、スプール
７３２は第２図左側の位置に保持される。さらに車速が
増加し１図示しない電子制御装置によって第３速の変速
段から第４速の変速段への変速が指示されると、第１表
に示すように２−４ブレーキ５４とオーバドライブクラ
・フチ２８とを係合させるべく第１〜第３ソレノイド弁
４００Ａ、４００８゜４００Ｃを励磁し、第４・ルノイ
ド弁４００Ｄを非励磁とするための信号が上記電子制御
装置から出力されろ。第１ソレノイド弁４００Ａは励磁
状態に保持されるので、第３速の変速段の場合と同様に
油路４１０は油路３２０と連通している。Combined with the hydraulic pressure introduced into the space between the land 724 and the land 730 via the oil g8736 and acting on the pressure receiving surfaces 722, 726, the spool 732 is urged to the right.
Since the biasing force to the left due to the hydraulic pressure guided into the space between the land 706 and the land 712 through the oil passage 604 and acting on the pressure receiving surfaces 704 and 708 is larger, the spool 732 is moved to the left position in FIG. is maintained. When the vehicle speed further increases and an electronic control unit (not shown) instructs a shift from the third gear to the fourth gear, the 2-4 brake 54 and the overdrive clutch are activated as shown in Table 1. - A signal for energizing the first to third solenoid valves 400A, 4008° 400C to engage the edge 28 and de-energizing the fourth solenoid valve 400D is output from the electronic control device. Since the first solenoid valve 400A is kept in an excited state, the oil passage 410 communicates with the oil passage 320, as in the case of the third gear.
第２ソレノイド弁４００Ｂは非励磁状態から励磁状態に
切換わるので油＄３１６と油路４１６とが連通し、同油
路４１６の油圧は第２フエイルセー７ブｌ’７００のう
、ドア１２とランド７１Ｂとの間の空間、及びｎｂ略６
４０を介して２−４ブレーキ５４−・−導かれ同ブレー
キ５４を係合状態にすると同時に油路６４４を介して第
１７エイルセーフ弁６００のランド６２８ランド６３４
との間の空間へ導かれて受圧面６２６，６３０に作用す
る。Since the second solenoid valve 400B is switched from the de-energized state to the energized state, the oil $316 and the oil passage 416 communicate with each other, and the oil pressure of the oil passage 416 is applied to the second fail-safe 7 valve l'700, the door 12, and the land. 71B, and nb approximately 6
40 to the land 628 of the 17th fail safe valve 600 through the oil passage 644 to bring the brake 54 into the engaged state.
The pressure is guided into the space between the two and acts on the pressure receiving surfaces 626 and 630.
第３・ル、ノイド弁４００Ｃは非励磁状態から励磁状態
に切換オ）ろので、ＦＩｉＩ略４２２は油路３１６との
連通が断たれて排油路３２０と連通し、油路７３６の油
圧が排出されると同時にアングドライブクラッチ３０が
解放されろ。Third, since the noid valve 400C is switched from the de-energized state to the energized state, the FIiI approximately 422 is disconnected from the oil passage 316 and communicated with the oil drain passage 320, and the oil pressure in the oil passage 736 is reduced. At the same time as it is discharged, the Angdrive clutch 30 should be released.
第４ソしノイド弁４００Ｄは非励磁状態に保持されｉｌ
ｌ＠４２４が油路３１６と連通状態に保持されるので、
オーバドライブクラッチ２８が係合状態に保たれ、ライ
ン圧切換弁５００の左端油圧室（油路８８の油圧が第３
のライン圧に保たれろ）。The fourth solenoid valve 400D is held in a de-energized state.
Since l@424 is maintained in communication with the oil passage 316,
The overdrive clutch 28 is maintained in the engaged state, and the oil pressure in the left end hydraulic chamber (the oil passage 88) of the line pressure switching valve 500 is
line pressure).
第１フエイルセーフ弁６００の左端油圧室、及び第２フ
エイルセーフ弁７００の左端油圧室へも油圧が引き続き
導かれる。Hydraulic pressure is continuously guided to the left-end hydraulic chamber of the first fail-safe valve 600 and the left-end hydraulic chamber of the second fail-safe valve 700.
なお、第４速の変速段が達成された状態では、第１７エ
イルセーフ弁６００の左端油圧室と、ラッド６２８とラ
ンド６３４との間の空間とへ油圧が導かれろため、同油
圧が作用する各受圧面６３２゜６２６．６３０と、油＄
６０４を介して上記弁６００の右端油圧室へ導かれた油
圧が作用する受圧面６０６の受圧面積の関係で、上記受
圧面６３２．６２６，６３０に作用する油圧力が上記受
圧面６０６に作用する油圧力に打ち勝ちで、スプール６
３６を第２図右方へ変位せしめ、油路６３８が排油路３
２０に連通するように構成されている。In addition, when the fourth gear is achieved, the hydraulic pressure is led to the left end hydraulic chamber of the 17th failsafe valve 600 and the space between the rad 628 and the land 634, so each of the hydraulic pressures on which the same hydraulic pressure acts Pressure receiving surface 632°626.630 and oil $
604 to the right end hydraulic chamber of the valve 600 acts on the pressure receiving surface 606, the hydraulic pressure acting on the pressure receiving surfaces 632, 626, 630 acts on the pressure receiving surface 606. Overcoming the hydraulic pressure, spool 6
36 to the right in Figure 2, and the oil passage 638 becomes the oil drain passage 3.
20.
以上、第１速の変速段から第４速の変速段までのアップ
シフトの作動について述べたが、第４速の変速段から第
１速の変速段までのダウンン７）・の作動は単に上記ア
ップシフトと全く逆の手順で行われるだけであるため、
説明を省略する。The upshift operation from the 1st gear to the 4th gear has been described above, but the downshift operation from the 4th gear to the 1st gear is simply described above. Because it is performed in the exact opposite procedure to upshifting,
The explanation will be omitted.
また、セレクタレバーが０３，２．もしくはＬ位置に設
定された場合は、ｉ４子制御装置からの指令によって同
位置に対応した変速範囲が決定されるだけであり２手動
弁３００はＤ位置に保たれ油圧回路的には何ら変化がな
いため、説明を省略する。Also, the selector lever is 03, 2. Or, if it is set to the L position, the shift range corresponding to the same position is simply determined by the command from the i4 child control device, and the second manual valve 300 is kept at the D position, and there is no change in the hydraulic circuit. Since there is no such thing, the explanation will be omitted.
次に、車両の運転者がセレクタレバーをＲ位置に設定す
ると２手動弁３００のスプール３０２もＲ位置・＼移動
され、／ＩＩ略１４４がランド３０６とう７ド３０８と
の間の空間、油路３２２．及び手動弁３００の右端油圧
室３２３を介して排油路：４２０に連通する。また、油
路３１６も上記・右端受圧室３２３を介して排油路３２
０に連通する。Next, when the driver of the vehicle sets the selector lever to the R position, the spool 302 of the 2-manual valve 300 is also moved to the R position, and /II approximately 144 is the space between the land 306 and the land 308, and the oil passage. 322. It also communicates with the oil drain passage 420 via the right-end hydraulic chamber 323 of the manual valve 300. In addition, the oil passage 316 also connects to the oil drainage passage 32 via the right end pressure receiving chamber 323.
Connects to 0.
従って、調圧弁１００へは、油路１４８を介して同調Ｌ
Ｅ弁１００のランド１０６とランド１）２との間の空間
へ導かれ受圧面１０４，１０８に作用する油圧のみが導
かれるので、スプール１３８は同受圧面に作用する油圧
力とスプリング１４０の付勢力とがバランスする位置で
安定し、油路８８の油圧は最も高い（例えば１６ｋｇ／
ｃｄ）所定圧（第４のライン圧と称する）に調圧される
。また。Therefore, the tuned L is connected to the pressure regulating valve 100 via the oil passage 148.
Since only the hydraulic pressure acting on the pressure-receiving surfaces 104 and 108 is guided into the space between the land 106 and land 1) 2 of the E-valve 100, the spool 138 absorbs the hydraulic pressure acting on the pressure-receiving surfaces and the attachment of the spring 140. It is stable at the position where the force is balanced, and the oil pressure in the oil passage 88 is the highest (for example, 16 kg/
cd) The pressure is regulated to a predetermined pressure (referred to as the fourth line pressure). Also.
油ｔ８８８は２手動弁３００のランド３０４とラッド３
０６との間の空間を介して油路３１４と油路３２８とに
連通し、同油路３１４へ導かれた油圧は前進の変速段が
達成されるときと同様にライン圧切換弁５００と、油路
６０４を介して第１及び第２７エールセー７４６００．
７００とへ導かれ、上記油＄３２８へ導かれた油圧は、
リバースクラッチ３２へ導かれ同クラッチ３２を係合状
態にするとともにチエツク弁４１２へも導かれる。セレ
ククレバーがＲ位置に設定されると第２表に示すように
第１ソレノイド弁４００Ａは非励磁状態になるので、上
記チエツク弁４１２へ導かれた油圧は油路４１４．油路
４１０．第１７エイルセー７弁６００のランド６１６と
ランド６２２との間の空間、及び油路６３８を介してロ
ー・リバースブレーキ４４へ導かれ、同ブレーキ４４が
係合状態となり後進の変速段が達成される。Oil t888 is the land 304 and rad 3 of the 2 manual valve 300.
06, and the oil pressure guided to the oil passage 314 is connected to the line pressure switching valve 500, as in the case when the forward gear stage is achieved. 1st and 27th Air Service 74600.
The hydraulic pressure led to 700 and the above oil $328 is:
The air is guided to the reverse clutch 32 to engage the clutch 32, and is also guided to the check valve 412. When the select lever is set to the R position, the first solenoid valve 400A is de-energized as shown in Table 2, so the hydraulic pressure led to the check valve 412 is transferred to the oil path 414. Oil road 410. It is guided to the low reverse brake 44 through the space between the land 616 and the land 622 of the 17th Aylsey 7 valve 600 and the oil passage 638, and the brake 44 is engaged to achieve the reverse gear. .
ここで、第２図に示した油圧制御装置では、ニュトラル
のときは最も低い第１のライン圧に、第１速及び第２速
の変速段が達成されているときは比較的高い第２のライ
ン圧に、第３速及び第４速の変速段が達成されていると
きは比較的低い第３のライン圧に、ｔｌｋ進の変速段が
達成されているときは最も高い第４のライン圧に油路８
８の油圧が切換ねるように構成されているが、これは、
エンジンのトルクが変速機の出力軸に伝達されることが
ないニュートラル時にエンジンがポンプ８６を駆動する
ことによるパワーロスを最も小さクシ、比較的大きいト
ルクが伝達される第１速及び第２速の変速段ではライン
圧を比較的高くし係合要素の係合力を比較的大きくして
滑りを防止し、第３速及び第４途の変速段では、伝達ト
ルクが比較的小さいので、ライン圧を比較的低く設定し
てポンプ８６を駆動するためのパワーロスを低減し、伝
達トルクの最も大きい後進の変速段ではライン圧を最も
高くして係合要素の滑りを防止するためである。Here, in the hydraulic control device shown in Fig. 2, the first line pressure is the lowest when the neutral is set, and the second line pressure is relatively high when the first and second gears are achieved. line pressure, a relatively low third line pressure when third and fourth gears are achieved, and a fourth line pressure, which is the highest when a tlk advance gear is achieved. oil road 8
The hydraulic pressure of No. 8 is configured to switch.
Minimizes the power loss caused by the engine driving the pump 86 in neutral mode, when engine torque is not transmitted to the output shaft of the transmission, and shifts to first and second gears, where relatively large torque is transmitted. In the gear stage, the line pressure is relatively high and the engagement force of the engagement element is relatively large to prevent slippage, and in the third and fourth gear stages, the transmitted torque is relatively small, so the line pressure is compared. This is to reduce the power loss for driving the pump 86 by setting the line pressure to a low level, and to set the line pressure to the highest level in the reverse gear stage where the transmitted torque is the largest to prevent the engagement element from slipping.
また、第１〜第４ソレノイド弁４００Ａ、４００Ｂ、４
００Ｃ，４０００をデユーティ制御して各ソレノイド弁
に対応した係合要素へ供給する油圧。In addition, the first to fourth solenoid valves 400A, 400B, 4
Hydraulic pressure is supplied to the engagement element corresponding to each solenoid valve through duty control of 00C and 4000.
及び排出ずろ油圧を制御することにより滑らかな変速を
達成することができるものである。Smooth gear shifting can be achieved by controlling the displacement and exhaust oil pressure.
次に、電子制御装置やソレノイド弁に故障が発生し同ソ
レノイド弁が誤作動した場合の第１及び第２フェイルセ
ーフ弁６００，７００の作動を説明する。Next, the operation of the first and second fail-safe valves 600 and 700 will be described when a failure occurs in the electronic control device or the solenoid valve and the solenoid valve malfunctions.
第１〜第３ソレノイド弁４００Ａ、４００Ｂ。First to third solenoid valves 400A, 400B.
４００Ｃが励磁されず、第４ソレノイド弁４００Ｄが励
磁されて第１速の変速段が達成されるべき状態において
、第２ソレノイド弁４００Ｂが誤作動して励磁されてし
まうと油圧３１６と油路４１６とが連通状態となり、同
油路４１６へ導かれた油圧は、第２フエイルセーフ弁７
００のランド７１２とランド７１８との間の空間を介し
て２−４ブレーキ５４へ導かれ同ブレーキ５４を係合さ
せることとなるが、同時に油路６４０．油路６４４を介
して第１フエイルセーフ弁６００のランド６２８とラン
ド６３４との間の空間へも導かれるので、受圧面６１４
，６１８間に作用している油圧による右方向への付勢力
に加えて受圧面６１４．６１８に作用する油圧による右
方向への付勢力がスプール６３６に作用して受圧面６゜
６に作用する油圧による左方向への付勢力に打ち勝って
、スプール６３６の位置が第２図右方へ切換えられる。400C is not energized and the fourth solenoid valve 400D is energized to achieve the first gear, if the second solenoid valve 400B malfunctions and is energized, the oil pressure 316 and oil path 416 are in communication, and the hydraulic pressure guided to the oil passage 416 is transferred to the second fail-safe valve 7.
00 through the space between land 712 and land 718 to engage the 2-4 brake 54, but at the same time oil passage 640. Since the oil is also guided to the space between the lands 628 and 634 of the first fail-safe valve 600 through the oil passage 644, the pressure receiving surface 614
, 618, the rightward biasing force due to the hydraulic pressure acting on the pressure receiving surfaces 614, 618 acts on the spool 636 and acts on the pressure receiving surface 6°6. The position of the spool 636 is switched to the right in FIG. 2 by overcoming the leftward biasing force due to the hydraulic pressure.
従って、油路６３８が排油路３２０と連通状態となるの
で、ロー・リバースブレーキ４４が解放され、２−４ブ
レーキ５４とアンダドライブクラッチ３０のみが係合状
態となり、第２速の変速段が達成される。Therefore, since the oil passage 638 is in communication with the oil drain passage 320, the low reverse brake 44 is released, only the 2-4 brake 54 and the underdrive clutch 30 are engaged, and the second gear is changed. achieved.
また、第１速の変速段が達成されるべき状態で第４ソし
ノイド弁４０００ｈ（１作動して消磁されると、油路３
１６と油路４２４とが連通され油圧がオーバドライブク
ラッチ２８へ導かれて同クラッチ２８を係合させろと同
時に、油＠ＳｔＺを介して第１フエイルセーフ弁６００
及び第２フエイルセーフ弁７００の左端油圧室へ導かれ
、第１フエイルセーフ弁６００の受圧面６３２及び受圧
面６１４．６１８に作用する油圧の付勢力により上記と
同様にスプール６３６が図面右μ向へ切換えられる。な
お、この時第２７エイルセーフ弁７００のスプール７３
２は図中右側の排出位置へ切換わることはないが、第２
ソレノイド弁４００Ｂが消磁されていて、油路４１６に
油圧が供給されていないので、２−４ブレーキ５４が係
合することはない。従って、ロー°リバースブレーキ４
４へ連通する油路６３８が排油＠３２０と連通されるの
で、ロー・リバースブレーキ４４が解放され、アンダド
ライブクラッチ３０及びオーバドライブクラッチ２８の
みが係合状態となり、第３速の変速段が達成される。In addition, when the fourth solenoid valve 4000h (1 actuated and demagnetized in the state where the first gear is to be achieved), the oil passage 3
16 and the oil passage 424 are communicated, and the hydraulic pressure is guided to the overdrive clutch 28 to engage the clutch 28. At the same time, the first fail-safe valve 600 is connected via the oil @StZ.
Similarly to the above, the spool 636 is switched to the right μ direction in the drawing by the urging force of the hydraulic pressure guided to the left end hydraulic chamber of the second fail-safe valve 700 and acting on the pressure-receiving surface 632 and the pressure-receiving surface 614, 618 of the first fail-safe valve 600. It will be done. In addition, at this time, the spool 73 of the 27th fail safe valve 700
2 does not switch to the discharge position on the right side in the figure, but the second
Since the solenoid valve 400B is demagnetized and no oil pressure is supplied to the oil passage 416, the 2-4 brake 54 is never engaged. Therefore, the low degree reverse brake 4
Since the oil passage 638 communicating with 4 is communicated with the drain oil @320, the low reverse brake 44 is released, only the underdrive clutch 30 and overdrive clutch 28 are engaged, and the third gear is set. achieved.
さらに、第１途の変速段が達成されるべき状態で第２ソ
レノイド弁４００Ｂが励磁され第４ソレノイド弁４００
０が励磁されないと、同第４ソＬ・ノイド弁４００Ｄの
みが誤作動した状態に加え第２ソレノイド弁４００Ｂが
誤作動となって、油路３１６とｌ［ｔｌ略４１６とが連
通されるので、各ソレノイド弁と各係合要素２８，３０
，４４，５４とを連通ずる全ての油＄４１０，４１６，
４２２゜４２４に供給されることとなる。すると、第２
７エイルセーフ弁７００の受圧面７２８．受圧面７２２
．７２６間及び受圧面７１０，７１４間の全てに油圧が
作用してスプール７３２を右方向へ付勢するので、同ス
プール７３２は図中右側位置へ切換えられて油路６４０
の油圧が排油！＠３２０を介して排出されて２−４ブレ
ーキ５４は解放状態が保持される。また、第１フエイル
セーフ弁６００には、その受圧面６３２及び受圧面６１
４゜６１８間に油圧が作用するので、それによる図中右
方向への付勢力が受圧面６０６に作用する油圧による図
中左方向への付勢力より大きくなり、スプール６３６が
右側位置へ切換えられて油路６３８が排油路３２０と連
通されロー・リバースフし・−キ４４が解放状態に保持
される。従って。Further, the second solenoid valve 400B is energized and the fourth solenoid valve 400B is energized in a state where the first gear stage is to be achieved.
If 0 is not excited, not only the fourth solenoid valve 400D but also the second solenoid valve 400B will malfunction, and the oil passage 316 and l [tl approximately 416 will be in communication with each other. , each solenoid valve and each engagement element 28, 30
, 44, 54 $410,416,
422°424. Then, the second
7. Pressure receiving surface 728 of fail safe valve 700. Pressure receiving surface 722
．． 726 and between the pressure receiving surfaces 710 and 714 to urge the spool 732 to the right, the spool 732 is switched to the right position in the figure and the oil passage 640
Hydraulic pressure is drained! It is discharged via @320 and the 2-4 brake 54 is maintained in a released state. The first fail-safe valve 600 also has a pressure receiving surface 632 and a pressure receiving surface 61.
Since hydraulic pressure acts between 4° and 618, the biasing force to the right in the figure is greater than the biasing force to the left in the figure due to the hydraulic pressure acting on the pressure receiving surface 606, and the spool 636 is switched to the right position. The oil passage 638 is communicated with the oil drain passage 320, and the low reverse shift key 44 is held in the open state. Therefore.
アシダドライブクラッチ３０及びオーバドライブクラッ
チ２８のみが係合状態となり第３速の変速段が達成され
る。Only the acida drive clutch 30 and the overdrive clutch 28 are engaged, and the third gear is achieved.
次に、第１．第２及び第４ソレノイド弁４００Ａ。Next, the first. Second and fourth solenoid valves 400A.
４００８．４００Ｄが励磁され、第３ソレノイド弁４０
０Ｃが励磁されていない第２３の変速段が達成されるべ
き状態において第１ソレノイド弁４００Ａが励磁されな
（なると、油ｌ１ｉ６４４を介して第１フエイルセーフ
弁の受圧面６２６゜６３０間に油圧が導かれる上に油路
３１６と油路４１０とが連通されて同油路４１０の油圧
がランド６１６とランド６２２との間の空間へ導かれる
ので、それらの油圧による図中右方向への付勢力が受圧
面６０６に作用する油圧による図中左方向への付勢力よ
り大きくなりスプール６３６の位置が図面右方向へ切換
えられる。従って、油路４１０と油ｌｌ５６３８との連
通が断たれ、ｎ油路６３８は油＄３２０と連通ずるので
２−４ブレーキ５４及びアンダドライブクラッチ３０の
みが係き状態に保持され、第２速の変速段が維持されろ
。4008.400D is energized and the third solenoid valve 40
When the first solenoid valve 400A is not energized in a state in which the 23rd gear position in which 0C is not energized is to be achieved, hydraulic pressure is introduced between the pressure receiving surfaces 626 and 630 of the first fail-safe valve via the oil l1i 644. In addition, the oil passage 316 and the oil passage 410 are communicated with each other, and the oil pressure in the oil passage 410 is guided to the space between the land 616 and the land 622, so that the urging force to the right in the figure due to these oil pressures is reduced. The biasing force to the left in the figure due to the hydraulic pressure acting on the pressure receiving surface 606 becomes larger and the position of the spool 636 is switched to the right in the figure.Therefore, the communication between the oil passage 410 and the oil 15638 is cut off, and the n oil passage 638 Since this communicates with oil $320, only the 2-4 brake 54 and underdrive clutch 30 are kept engaged, and the second gear is maintained.
また、第２速の変速段が達成されるべき状態で第４ソレ
ノイド弁４００Ｄが誤作動して消磁されると油路３１６
と油路４２４とが連通し、同油路４２４の油圧はオーバ
ドライブクラッチ２Ｂへ導かれて同クラッチを係合させ
るとともに、油路５１２を介して第１及び第２フエイル
セーフ弁６００．７００の左端油圧室へ導かれる。する
と。Additionally, if the fourth solenoid valve 400D malfunctions and is demagnetized when the second gear is to be achieved, the oil passage 316
and an oil passage 424 communicate with each other, and the oil pressure in the oil passage 424 is guided to the overdrive clutch 2B to engage the clutch, and the left end of the first and second fail-safe valves 600, 700 is connected via the oil passage 512. You will be led to the hydraulic room. Then.
第２フエイルセーフ弁７００の受圧面７２８．受圧面７
２２，７２６間及び受圧面７１０，７１４間に油圧が作
用するので、その付勢力によりスプール７３２が図中右
側位置に切換えられて油路６４０が排油路３２０と連通
し、２−４ブレーキ５４が解放される。一方、第１フエ
イルセーフ弁６００の受圧面６３２にも油路５１２を介
して油圧が導かれるが、上記第２フエイルセーフ弁７０
０の切換えにより受圧面６２６，６３０間には油圧が導
かれず、また第１ソレノイド弁４００Ａが励磁されてい
て受圧面６１４，６１８間にも油圧が導かれていないの
で、スプール６３６は図中左（Ｉｌｌ 位置に保持され
るが、ロー・リバースフレーキ４４への油圧供給はなさ
れず同ブレーキは解放状態を保持する。従って、アンダ
ドライブクラッチ３０とオーバドライブクラッチ２８と
が係合状態となり第３途の変速段が達成される。Pressure receiving surface 728 of second failsafe valve 700. Pressure receiving surface 7
Since hydraulic pressure acts between 22 and 726 and between pressure receiving surfaces 710 and 714, the spool 732 is switched to the right position in the figure due to the urging force, and the oil passage 640 is communicated with the oil drain passage 320, and the 2-4 brake 54 is released. On the other hand, hydraulic pressure is also guided to the pressure receiving surface 632 of the first fail-safe valve 600 via the oil passage 512, but the second fail-safe valve 70
0, no hydraulic pressure is introduced between the pressure receiving surfaces 626 and 630, and since the first solenoid valve 400A is energized, no hydraulic pressure is introduced between the pressure receiving surfaces 614 and 618. (Although the brake is held in the Ill position, no hydraulic pressure is supplied to the low reverse brake 44, and the brake remains released. Therefore, the underdrive clutch 30 and overdrive clutch 28 are engaged, and the third shift gears are achieved.
さらに、第２速の変速段が達成されるべき状態で第１及
び第４ソレノイド弁４００Ａ、４０ＱＤが共に励磁され
なかった場合は、第１フエイルセーフ弁６００のスプー
ル６３６と第２７エイルセー７弁７００のスプール７３
２との位置が共に図面右方向へ切換わるので、ロー・リ
バースブレーキ４４へ連通する油路６３８と２−４ブレ
ーキ５４へ連通する油路６４０とが油路３２０に連通さ
れて、上記ブレーキ４４．５４が解放状態、アンプドラ
イブクラッチ３０．オーバドライブクラツチ２８が係合
状態となり第３途の変速段が達成される。Further, if both the first and fourth solenoid valves 400A and 40QD are not energized in a state where the second gear is to be achieved, the spool 636 of the first fail-safe valve 600 and the 27th fail-safe valve 700 are activated. Spool 73
2 and 2 switch to the right in the drawing, the oil passage 638 communicating with the low reverse brake 44 and the oil passage 640 communicating with the 2-4 brake 54 are communicated with the oil passage 320, and the brake 44 .54 is in the released state, amplifier drive clutch 30. The overdrive clutch 28 is engaged and the third gear is achieved.
次に、第１ソレノイド弁４００Ａが励磁され、第２〜第
４ソレノイド弁４００Ｂ、４００Ｇ。Next, the first solenoid valve 400A is energized, and the second to fourth solenoid valves 400B and 400G are energized.
４００Ｄが励磁されない第３速の変速段が達成されるべ
き状態において、第１ソレノイド弁４００Ａが励磁され
なくなると、油路３１６と油路４１０とが連通し、同油
路４１０の油圧が第１フエイルセーフ弁６０Ｇのランド
６１６とランド６２２との間の空間へ導かれる。このと
き、油路５１２を介して受圧面６３２にも油圧が導かれ
ているので、受圧面６０６との受圧面積の関係でスプー
ル６３６の位置が図面右方向へ切換ねり、油＄６３８が
排油路３２０と連通し、油圧がブレーキ４４へ供給され
ず、ロー・リバースブレーキ４４．２−４ブレーキ５４
が解放状態、アンダドライブクラッチ３０およびオーバ
ドライブクラッチ２８が係合状態に保持され、第３速の
変速段が維持される。When the first solenoid valve 400A is no longer energized in a state in which the third gear position in which 400D is not energized is to be achieved, the oil passage 316 and the oil passage 410 communicate with each other, and the oil pressure in the oil passage 410 becomes the first solenoid valve 400A. It is guided to the space between land 616 and land 622 of fail-safe valve 60G. At this time, since the hydraulic pressure is also guided to the pressure receiving surface 632 via the oil passage 512, the position of the spool 636 switches to the right in the drawing due to the pressure receiving area with the pressure receiving surface 606, and the oil $638 is drained. 320, no hydraulic pressure is supplied to the brake 44, and the low reverse brake 44.2-4 brake 54
is held in a released state, underdrive clutch 30 and overdrive clutch 28 are held in an engaged state, and the third gear is maintained.
また、第３速の変速段が達成されるべき状態で第２ソレ
ノイド弁４００Ｂが励磁されると、油路３１６と油＄４
１６とが連通し、油圧が第２フエイルセーフ弁７００の
ランド７１２とランド７１８との間の空間へ導かれる。Further, when the second solenoid valve 400B is energized in a state where the third gear is to be achieved, the oil passage 316 and the oil $4
16 are in communication with each other, and hydraulic pressure is guided to the space between lands 712 and 718 of the second fail-safe valve 700.
このときには、受圧面７２８及び受圧面７２２，７２６
同にも油圧が供給されているので、上記と同様にスプー
ル７３２の位置が図面右方向へ切換わり、２−４ブレー
キ５４に連通する油路６４０が排油路３２０に連通され
、同ブレーキ５４へは油圧が供給されず、上記と同様に
第３速の変速段が維持される。At this time, the pressure receiving surface 728 and the pressure receiving surfaces 722, 726
Since hydraulic pressure is also supplied to the same, the position of the spool 732 is switched to the right in the drawing in the same way as above, and the oil passage 640 communicating with the 2-4 brake 54 is communicated with the oil drain passage 320, and the spool 732 is switched to the right side in the drawing. Hydraulic pressure is not supplied to the gearbox, and the third gear is maintained in the same manner as above.
さらに、第３速の変速段が達成されるべき状態で第１ツ
レ−ノイド弁４００Ａが消磁状態、第２ソし・ノイド弁
４００Ｂが励磁状態となった場合は第１フエイルセーフ
弁６００のスプール６３６と第２フエイルセーフ弁７０
０のスプール７３２との位置が共に図面右方向へ切換わ
り、油路６３８と油路６４０とが排出用の油路３２０に
連通しブレーキ４４．４５へは油圧が供給されず、第３
途の変速段が維持される。Further, when the first solenoid valve 400A is demagnetized and the second solenoid valve 400B is energized in a state where the third gear is to be achieved, the spool 636 of the first fail-safe valve 600 and second fail-safe valve 70
The position of the third spool 732 and the third spool 732 are both switched to the right in the drawing, and the oil passage 638 and the oil passage 640 are connected to the discharge oil passage 320, and no hydraulic pressure is supplied to the brake 44.45.
The current gear is maintained.
次にｐ第１〜第３ソレノイド弁４ＧＯＡ、４００Ｂ、４
００Ｃが励磁され、第４ソレノイド弁４００Ｄが励磁さ
れない第４速の変速段が達成されるべき状態で第１のソ
レノイド弁４０Ｇが励磁されなくなると、油路３１６と
油路４１０とが連通状態となるが、第４速の変速段では
第１７エイルセーフ弁６００のスプール６３６の位Ｉｔ
が受圧面６３２及び受圧面６２６，６３０間に作用する
油圧力によ咋あらかじめ図面右方へ切換わっでいるため
、上記油路４１０の油圧がロー・リバースブレーキ４４
へ供給されることはな（，２−４ブレーキ５４及びオー
バド、ライブクラッチ２８のみが係合状態に保持される
ので、第４速の変速段が維持される。Next, p 1st to 3rd solenoid valves 4GOA, 400B, 4
00C is energized and the fourth solenoid valve 400D is not energized. When the first solenoid valve 40G is no longer energized in a state where the fourth gear stage is to be achieved, the oil passage 316 and the oil passage 410 are brought into communication. However, in the fourth gear, the spool 636 of the 17th fail safe valve 600 is
is already switched to the right in the drawing by the hydraulic pressure acting between the pressure receiving surface 632 and the pressure receiving surfaces 626 and 630, so that the hydraulic pressure in the oil passage 410 is applied to the low reverse brake 44.
Since only the 2-4 brake 54 and the overdrive/live clutch 28 are kept engaged, the fourth gear is maintained.
また、第４速の変速段が達成されるべき状態で第３ソレ
ノイド弁４００Ｃが消磁状態となると、油路３１６と油
＄４２２とが連通され、油圧がアンダドライブクラッチ
３０へ導かれ同クラッチ３０を係合状態にするとともに
、油路７３６を介して第２フニイルセーフ弁７００のラ
ンド７２４とランド７３０との間の空間へ導かれる。従
って、第２７エイルセーフ弁７００の受圧面７２２゜７
２６間、受圧面７２８．受圧面７１０，７１４間のすべ
てに油圧が作用するので、スプール７３２の位置が図面
右方向へ切換わり、ｉ！ｔｌ路６４０が排油路３２０に
連通されて２−４ブレーキ５４が解放され、１ンダドラ
イブクラツチ３０及びオーバドライブクラッチ２８のみ
が係合状態となり第３速の変速段が達成される。Further, when the third solenoid valve 400C is in a demagnetized state in a state where the fourth gear is to be achieved, the oil passage 316 and the oil $ 422 are communicated, and the oil pressure is guided to the underdrive clutch 30. are brought into engagement, and the oil is guided to the space between the land 724 and the land 730 of the second universal safety valve 700 via the oil passage 736. Therefore, the pressure receiving surface 722°7 of the 27th fail safe valve 700
26, pressure receiving surface 728. Since the hydraulic pressure acts on everything between the pressure receiving surfaces 710 and 714, the position of the spool 732 switches to the right in the drawing, and the i! The tl passage 640 is communicated with the oil drain passage 320, the 2-4 brake 54 is released, and only the first drive clutch 30 and overdrive clutch 28 are engaged, and the third gear is achieved.
さらに、第４途の変速段が達成されるべき状態で。Furthermore, the fourth gear is to be achieved.
第１及び第３ソレノイド弁４ＧＯＡ、４００Ｃが消磁状
態となると、油路４１０及び油路４２２が油路３１６と
連通するが、第１フエイルセーフ弁６００のスプール６
３６の位置はすでに図面右方向へ切換わっており、また
第２フエイルセーフ弁７００のスプール弁７３２も、ア
ンダドライブクラッチ３Ｇへ連通する油５４２２へ油圧
が供給されると同時に図面右方向へ切換わるので、２−
４ブレーキ５４が解放され、アンダドライブクラッチ３
０及びオーバドライブクラッチ２８のみが係合状態とな
り、第３速の変速段が達成される。When the first and third solenoid valves 4GOA and 400C are demagnetized, the oil passage 410 and the oil passage 422 communicate with the oil passage 316, but the spool 6 of the first fail-safe valve 600
36 has already been switched to the right in the drawing, and the spool valve 732 of the second fail-safe valve 700 is also switched to the right in the drawing at the same time as hydraulic pressure is supplied to the oil 5422 communicating with the underdrive clutch 3G. , 2-
4 brake 54 is released and the underdrive clutch 3
Only the zero and overdrive clutches 28 are engaged, and the third gear is achieved.
上記実施例のものは、第１フエイルセーフ弁６００と第
２７エイルセー７弁７００とを備えており、電子制御装
置やソレノイド弁の故障により３つ以上の係合要素が同
時に係合しそうになると２つの係合要素を残して他の係
合要素が解放されるように構成されているので、３つ以
上の係合要素が同時に係合し変速機構がロックし、走行
中の車両の車輪が突如固定されてしまった外、全く走行
不能となることが防止できるという効果を奏する。The above embodiment includes a first fail-safe valve 600 and a twenty-seventh fail-safe valve 700, and when three or more engaging elements are about to engage simultaneously due to a failure of the electronic control device or solenoid valve, the two fail-safe valves 600 and 27th fail-safe valve 700 are installed. Since the structure is such that one engaging element remains and the other engaging elements are released, three or more engaging elements engage at the same time, locking the transmission mechanism and suddenly locking the wheels of a running vehicle. This has the effect of preventing the vehicle from being completely unable to run, as well as from being completely unable to run.
また、上記実施例の構成では、各係合要素に対応してソ
レノイド弁を設けたので、各ソレノイド弁をデニーティ
制御することにより係合要素へ供給する油圧、及び排出
する油圧を精度良く制御することが可能となり、変速シ
曹ツクの低減を図ることができる。In addition, in the configuration of the above embodiment, a solenoid valve is provided corresponding to each engagement element, and by controlling each solenoid valve with a density, the hydraulic pressure supplied to the engagement element and the hydraulic pressure discharged can be controlled with high accuracy. This makes it possible to reduce gear shift costs.
また２本実施例のものは、第１〜第４ソレノイド弁とし
て第２図に示すようにボール弁型の三方ソレノイド弁を
用いており、さらに、油圧制御装置のスプール弁の総数
が従来の自動変速機よりも少ないので、上記ソレノイド
弁やスプール弁がスティックする確率を最小にすること
ができる。In addition, the two embodiments use ball valve type three-way solenoid valves as the first to fourth solenoid valves as shown in FIG. Since it is smaller than the transmission, the probability that the solenoid valve or spool valve will stick can be minimized.
さらに２本実施例のものは２手動弁３００がＮ・Ｐ位置
に設定されているときも調圧弁１００により第１のライ
ン圧に調圧されているので、ニュトラルの状態でエンジ
ンの回転速度が上昇しても油路８８の油圧が必要以上に
高くならず異音の発生を防止できるという効果を夷する
。Furthermore, in this embodiment, even when the two manual valves 300 are set to the N and P positions, the pressure is regulated to the first line pressure by the pressure regulating valve 100, so the engine rotation speed is maintained in the neutral state. Even if the oil pressure rises, the oil pressure in the oil passage 88 does not become higher than necessary, and the effect of preventing abnormal noise from occurring is achieved.
さらに２本実施例のものは、ライン圧切換弁５００を備
え、第１速及び第２速の変速段が達成されているときは
比較的高い第２のライン圧に調圧され、また第３速及び
第４速の変速段が達成されているときは比較的低い第３
のライン圧に調圧されるので、係合要素の係合力を伝達
トルクの大きさに対応させることができ、ポンプ８６を
＊＊するためのエンジン出力の損失も最小限に抑えるこ
とができるという効果を奏する。Furthermore, the second embodiment is equipped with a line pressure switching valve 500, and when the first and second gears are achieved, the pressure is regulated to a relatively high second line pressure, and the third line pressure is regulated to a relatively high second line pressure. 3rd gear is relatively low when the 4th and 4th gears are achieved.
Since the line pressure is regulated to the line pressure of be effective.
なお、上記実施例のものは、第１７エイルセーフ弁６０
０が第１ソレノイド弁４００Ａとロー・リバースブレー
キ４４とを連通ずる油路に、また。In addition, in the above embodiment, the 17th fail safe valve 60
0 is also in the oil passage that communicates the first solenoid valve 400A and the low reverse brake 44.
第２フエイルセーフ弁７００が第２ソレノイド弁４００
Ｂと２−４ブレーキ５４とを連通ずる油路にそれぞれ介
装したが、上記第１７エイルセーフ弁６００及び第２フ
エイルセーフ弁７００の介装位置は上記に限定されるも
のではなく、３つ以上の係合要素の同時係合が防止され
る位置であれば。The second fail-safe valve 700 is the second solenoid valve 400
Although the 17th fail safe valve 600 and the 2nd fail safe valve 700 are installed in the oil passages that communicate with the 2-4 brake 54, the positions where the 17th fail safe valve 600 and the second fail safe valve 700 are installed are not limited to the above. If the position prevents simultaneous engagement of the engagement elements.
上記第１フエイルセーフ弁６００を、第１ソレノイド弁
４００Ａとロー・リバースブレーキ４４とを連通ずる油
路、第２ツレノイド弁４００Ｂと２−４ブレーキ５４と
を連通ずる油路、もしくは第４ソレノイド弁４００Ｄと
オーバドライブクラッチ２８とを連通ずる油路のいずれ
か１つの油路に介装し、第２７エイルセー７弁７００９
上記第２ソレノイド弁４００Ｂと２−４ブレーキ５４と
を連通する油路ｐ第３ソレノイド弁４００Ｃとアンダド
ライブクラッチ３０とを連通ずる油路、もしくは第４ソ
レノイド弁４００Ｄとオーバドライブクラッチ２８とを
連通ずる油路のいずれか１つの油路で上記第１フエイル
セーフ弁６００が介装されていない油路に介装しても本
実施例と略同様の効果を奏する。The first fail-safe valve 600 is connected to an oil passage that communicates the first solenoid valve 400A and the low reverse brake 44, an oil passage that communicates the second solenoid valve 400B and the 2-4 brake 54, or the fourth solenoid valve 400D. and the overdrive clutch 28 are interposed in one of the oil passages communicating with the overdrive clutch 28.
An oil passage that communicates the second solenoid valve 400B and the 2-4 brake 54, an oil passage that communicates the third solenoid valve 400C and the underdrive clutch 30, or an oil passage that communicates the fourth solenoid valve 400D and the overdrive clutch 28. Even if the first fail-safe valve 600 is interposed in any one of the oil passages that are not interposed, substantially the same effect as in this embodiment can be obtained.
また、上記実施例では第１及び第２の切換弁としての第
１及び第２フエイルセーフ弁がスプール弁であるために
、ソレノイド弁と係合要素とを連通する各油路に油圧が
立上がっているか否かを検出する検出手段及びスプール
弁を切換える切換手段として上記スプール弁の受圧面を
用いたが、上記。Furthermore, in the above embodiment, since the first and second fail-safe valves serving as the first and second switching valves are spool valves, hydraulic pressure rises in each oil passage communicating between the solenoid valve and the engagement element. The pressure receiving surface of the spool valve is used as the detection means for detecting whether or not the spool valve is present, and the switching means for switching the spool valve.
各油路に検出手段としての圧力センサを介装し。A pressure sensor is installed in each oil passage as a detection means.
同センサの出力・に応じて例えば電磁切換弁等からなる
フェイルセーフ弁の０Ｎ１０ＦＦを切換えるように構成
しても本実施例と略同様の効果を奏する。Even if the configuration is such that the 0N10FF of a fail-safe valve made of an electromagnetic switching valve or the like is switched depending on the output of the sensor, substantially the same effect as this embodiment can be obtained.
本発明の構成によれば、所定の２つのシフト装置が作動
中に他の１つのシフト装置が誤作動して第１、第２、及
び第３の油路に同時に油圧が導かれ、その油圧が所定値
以上になると、第１の油路に配設された切換弁が第１の
係合要素の油圧が排出される排出位置に切換えられ、３
つの係合要素が同時に係合するのを防止する構成を、各
油路毎に切換弁を配設することなく必要最低限の部品点
数の増加のみで達成できるので、コストの上昇、バルブ
スティック等の油圧回路中の不具合の発生確立を低く抑
えることができ、また、油圧回路も簡素化できるという
効果を奏する。According to the configuration of the present invention, when two predetermined shift devices are in operation, another shift device malfunctions and hydraulic pressure is simultaneously guided to the first, second, and third oil passages, and the hydraulic pressure is When becomes a predetermined value or more, the switching valve disposed in the first oil passage is switched to the discharge position where the hydraulic pressure of the first engagement element is discharged, and 3
A configuration that prevents two engaging elements from engaging at the same time can be achieved by increasing the minimum number of parts without installing a switching valve for each oil passage, which eliminates the problem of increased costs and valve sticking. This has the effect that the probability of occurrence of a malfunction in the hydraulic circuit can be suppressed to a low level, and the hydraulic circuit can also be simplified.
【図面の簡単な説明】
第１図は本発明の一実施例が適用される車両用自動変速
機のパワートレーン図、第２図は本発明の一実施例の構
成を示す油圧回路図である。
２８ ・オーバドライブクラッチ（第３係合要素）。
３０ アンダドライブクラッチ（第４係含要素）。
４４ ロー・リバースブレーキ（第１係合要素）。
５４・・２−４ブレーキ（第２係合要素）。
８６・・ポンプ。
４００Ａ・第１ソレノイド弁（第１のシフト装置）４０
０Ｂ・・・第２ソレノイド弁（第２のシフト装置）４０
０Ｃ・第３ソレノイド弁（第４のシフト装置）４０００
・第４ソレノイド弁（第３の装フｌ−１置）６１４．６
１８ ・受圧面（第１の検出手段）。
６２６．６３０，７１０，７１４・・受圧面（第２の検
出手段）。
６３２．７２８・・受圧面（第３の検出手段）。
７２２．７２６ ・受圧面（第４の検出手段）。
６００ 第１フエイルセーフ弁６００（第１の切換弁）
。
６３６ スプール（第１の切換手段）。
７００ 第２フエイルセーフ弁（第２の切換１ 。
７３２−スプール（第２の切換手段）[Brief Description of the Drawings] Fig. 1 is a power train diagram of a vehicle automatic transmission to which an embodiment of the present invention is applied, and Fig. 2 is a hydraulic circuit diagram showing the configuration of an embodiment of the present invention. . 28 - Overdrive clutch (third engagement element). 30 Underdrive clutch (fourth engaging element). 44 Low reverse brake (first engagement element). 54...2-4 brake (second engagement element). 86...Pump. 400A・First solenoid valve (first shift device) 40
0B...Second solenoid valve (second shift device) 40
0C/3rd solenoid valve (4th shift device) 4000
・Fourth solenoid valve (third device 1-1 position) 614.6
18 - Pressure receiving surface (first detection means). 626.630,710,714...Pressure receiving surface (second detection means). 632.728...Pressure receiving surface (third detection means). 722.726 - Pressure receiving surface (fourth detection means). 600 First failsafe valve 600 (first switching valve)
. 636 Spool (first switching means). 700 Second fail-safe valve (second switching means 1. 732-Spool (second switching means)
Claims (2)
達成するための第１、第２、及び第３の係合要素と、油
圧源と上記第１の係合要素とを連通する油路に介装され
同第１の係合要素への油圧の給排を車両の運転状態に応
じて切換える第１のシフト装置と、上記油圧源と上記第
２の係合要素とを連通する油路に介装され同第２の係合
要素への油圧の給排を車両の運転状態に応じて切換える
第２のシフト装置と、上記油圧源と上記第３の係合要素
とを連通する油路に介装され同第２の係合要素への油圧
の給排を車両の運転状態に応じて切換える第３のシフト
装置とを備えた車両用自動変速機において、上記第１の
レフト装置と上記第１の係合要素とを連通する第１の油
路に油圧が供給されていることを検出する第１の検出手
段と、上記第２のシフト装置と上記第２の係合要素とを
連通する第２の油路に油圧が供給されていることを検出
する第２の検出手段と、上記第３のシフト装置と上記第
３の係合要素とを連通する第３の油路に油圧が供給され
ていることを検出する第３の検出手段と、上記第１の油
路中の上記第１の検出手段と上記第１の係合要素との間
に介装され同第１の油路に連結された上記第１の係合要
素へ油圧を供給可能とする供給位置と同第１の係合要素
の油圧を排出する排出位置とを有する切換弁と、上記各
検出手段により上記第１の油路、上記第２の油路、及び
上記第３の油路の全てに供給されている油圧が所定値以
上となったことが検出されると上記切換弁を上記排出位
置に切換える切換手段とを有することを特徴とする車両
用自動変速機の油圧制御装置(1) First, second, and third engagement elements for achieving a plurality of gears by simultaneously engaging two of them, and a hydraulic power source communicated with the first engagement element. A first shift device that is interposed in the oil passage and switches the supply and discharge of hydraulic pressure to the first engagement element according to the operating state of the vehicle, and communicates the hydraulic pressure source with the second engagement element. A second shift device, which is interposed in the oil passage and switches supply and discharge of hydraulic pressure to the second engagement element according to the driving state of the vehicle, communicates the hydraulic pressure source with the third engagement element. In the automatic transmission for a vehicle, the first left device includes a third shift device that is interposed in the oil passage and switches supply and discharge of hydraulic pressure to and from the second engagement element according to the driving state of the vehicle. a first detection means for detecting that hydraulic pressure is supplied to a first oil path communicating with the first oil passage and the first engagement element; and the second shift device and the second engagement element. a second detection means for detecting that hydraulic pressure is supplied to a second oil passage communicating with the second oil passage; and a third oil passage communicating with the third shift device and the third engagement element. a third detection means for detecting that hydraulic pressure is supplied; and a third detection means interposed in the first oil path between the first detection means and the first engagement element, a switching valve having a supply position that allows hydraulic pressure to be supplied to the first engaging element connected to the oil passage and a discharge position that discharges the hydraulic pressure of the first engaging element; When it is detected that the oil pressure supplied to all of the first oil path, the second oil path, and the third oil path has exceeded a predetermined value, the switching valve is switched to the discharge position. A hydraulic control device for an automatic transmission for a vehicle, characterized by having a switching means.
あり、同ランドには所定の油圧が作用し上記スプール弁
を上記供給位置の方向へ付勢する第１の受圧部と、上記
第１のシフト装置からの油圧が作用し上記スプール弁を
上記排出位置の方向へ付勢する第２の受圧部と、上記第
２のシフト装置からの油圧が作用し上記スプール弁を上
記排出位置の方向へ付勢する第３の受圧部と、上記第３
のシフト装置からの油圧が作用し上記スプール弁を上記
排出位置の方向へ付勢する第４の受圧部とが形成されて
いることを特徴とする特許請求の範囲第１項に記載の車
両用自動変速機の油圧制御装置（３）上記第１の受圧部
の有効な受圧面積は、上記第２の受圧部の有効な受圧面
積と上記第３の受圧部の有効な受圧面積との和、上記第
２の受圧部の有効な受圧面積と上記第４の受圧部の有効
な受圧面積との和、及び、上記第３の受圧部の有効な受
圧面積と上記第４の受圧部の有効な受圧面積との和より
も大きく、上記第１、第２、及び第３の各受圧部の有効
な受圧面積の和よりも小さく形成されていることを特徴
とする特許請求の範囲第２項に記載の車両用自動変速機
の油圧制御装置(2) The switching valve is a spool valve having a plurality of lands, and a first pressure-receiving portion that applies a predetermined hydraulic pressure to the lands to urge the spool valve toward the supply position; a second pressure receiving part on which hydraulic pressure from the shift device acts to bias the spool valve in the direction of the discharge position; and a second pressure receiving part on which hydraulic pressure from the second shift device acts to bias the spool valve in the direction of the discharge position a third pressure-receiving portion that urges the third pressure-receiving portion;
2. A vehicle according to claim 1, further comprising: a fourth pressure receiving portion on which hydraulic pressure from a shift device acts to urge the spool valve in the direction of the discharge position. Hydraulic control device for automatic transmission (3) The effective pressure receiving area of the first pressure receiving part is the sum of the effective pressure receiving area of the second pressure receiving part and the effective pressure receiving area of the third pressure receiving part, The sum of the effective pressure receiving area of the second pressure receiving part and the effective pressure receiving area of the fourth pressure receiving part, and the sum of the effective pressure receiving area of the third pressure receiving part and the effective pressure receiving area of the fourth pressure receiving part. Claim 2, wherein the pressure receiving area is larger than the sum of the effective pressure receiving areas of the first, second, and third pressure receiving parts, and smaller than the sum of the effective pressure receiving areas of the first, second, and third pressure receiving parts. Hydraulic control device for automatic transmission for vehicles described above
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62298348A JP2917272B2 (en) | 1987-11-26 | 1987-11-26 | Hydraulic control device for automatic transmission for vehicles |
| KR1019880001907A KR920006024B1 (en) | 1987-02-25 | 1988-02-24 | Hydraulic control system for vehicle automatic transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62298348A JP2917272B2 (en) | 1987-11-26 | 1987-11-26 | Hydraulic control device for automatic transmission for vehicles |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62042037A Division JP2689421B2 (en) | 1987-02-25 | 1987-02-25 | Hydraulic control device for automatic transmission for vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH023727A true JPH023727A (en) | 1990-01-09 |
| JP2917272B2 JP2917272B2 (en) | 1999-07-12 |
Family
ID=17858514
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62298348A Expired - Lifetime JP2917272B2 (en) | 1987-02-25 | 1987-11-26 | Hydraulic control device for automatic transmission for vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2917272B2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0694713A2 (en) | 1994-07-29 | 1996-01-31 | Honda Giken Kogyo Kabushiki Kaisha | Control apparatus for hydraulically operated transmission |
| FR2754869A1 (en) * | 1996-10-23 | 1998-04-24 | Aisin Seiki | HYDRAULIC CONTROL APPARATUS FOR AUTOMATIC TRANSMISSION |
| JPH11230320A (en) * | 1998-02-06 | 1999-08-27 | Daihatsu Motor Co Ltd | Oil pressure controller for automatic transmission |
| US6752734B2 (en) | 2001-07-02 | 2004-06-22 | Aisin Aw Co., Ltd | Switch valve |
| JP2009299900A (en) * | 1998-12-18 | 2009-12-24 | Zahnradfab Friedrichshafen Ag | Electronic-hydraulic control device for automobile drive system with automatic transmission |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55149454A (en) * | 1979-05-10 | 1980-11-20 | Aisin Warner Ltd | Automatic transmission controller |
-
1987
- 1987-11-26 JP JP62298348A patent/JP2917272B2/en not_active Expired - Lifetime
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55149454A (en) * | 1979-05-10 | 1980-11-20 | Aisin Warner Ltd | Automatic transmission controller |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0694713A2 (en) | 1994-07-29 | 1996-01-31 | Honda Giken Kogyo Kabushiki Kaisha | Control apparatus for hydraulically operated transmission |
| EP0694713A3 (en) * | 1994-07-29 | 1996-06-12 | Honda Motor Co Ltd | Control apparatus for hydraulically operated transmission |
| US5538479A (en) * | 1994-07-29 | 1996-07-23 | Honda Giken Kogyo Kabushiki Kaisha | Control apparatus for hydraulically operated transmission |
| FR2754869A1 (en) * | 1996-10-23 | 1998-04-24 | Aisin Seiki | HYDRAULIC CONTROL APPARATUS FOR AUTOMATIC TRANSMISSION |
| JPH11230320A (en) * | 1998-02-06 | 1999-08-27 | Daihatsu Motor Co Ltd | Oil pressure controller for automatic transmission |
| JP2009299900A (en) * | 1998-12-18 | 2009-12-24 | Zahnradfab Friedrichshafen Ag | Electronic-hydraulic control device for automobile drive system with automatic transmission |
| US6752734B2 (en) | 2001-07-02 | 2004-06-22 | Aisin Aw Co., Ltd | Switch valve |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2917272B2 (en) | 1999-07-12 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EXPY | Cancellation because of completion of term |