Hydraulic control device

Abstract

The present application provides an oil pressure control device that uses a single signal pressure output valve, allows or cuts off the supply of a prescribed oil pressure by a first switching valve when selecting a forward range, and cuts off or allows the supply of oil pressure to a prescribed engagement member by a second switching valve according to a shift range. The first switching valve allows the supply of a prescribed oil pressure when being supplied with signal pressure from the signal pressure output valve and not being supplied with a reverse range pressure, cuts off the supply of a prescribed oil pressure when not being supplied with signal pressure and a reverse range pressure and when being supplied with signal pressure and a reverse range pressure, the second switching valve cuts off the supply of engagement oil pressure to a prescribed engagement member when not being supplied with signal pressure and being supplied with a forward range pressure and when being supplied with signal pressure and a forward range pressure, and allows the supply of engagement oil pressure to a prescribed engagement member when being supplied with signal pressure and not being supplied with a forward range pressure.

Description

Technical Field

[0001] The present invention relates to a hydraulic control device for supplying hydraulic pressure to multiple hydraulic coupling components of a power transmission device mounted in a vehicle. Background Technology

[0002] Conventionally, a hydraulic control device is known that includes: a reverse engagement circuit for supplying engagement pressure to a hydraulic servo of a second brake that engages when shifting from a non-driving gear to a reverse gear and disengages when shifting from a reverse gear to a non-driving gear; a forward engagement circuit for supplying engagement pressure to a hydraulic servo of a first clutch that engages when shifting from a non-driving gear to a driving gear and disengages when shifting from a driving gear to a non-driving gear; a signal solenoid valve capable of outputting a signal pressure; a first switching valve provided in the reverse engagement circuit; and a second switching valve provided in the forward engagement circuit (for example, see Patent Document 1). In this hydraulic control device, the first switching valve switches between an engagement position connected to the reverse engagement circuit and a discharge position where the hydraulic servo of the second brake discharges faster than when discharging using the reverse engagement circuit, based on the output state of the signal pressure from the signal solenoid valve. Furthermore, the second switching valve switches between an engaged position connecting the forward engagement oil circuit and a discharge position that discharges the hydraulic servo of the first clutch faster than using the forward engagement oil circuit, based on the output state of the signal pressure from the signal solenoid valve. The output state of the signal pressure from the signal solenoid valve is changed when shifting from reverse to a non-driving gear and when shifting from a forward gear to a non-driving gear. Therefore, when shifting from reverse or forward to a non-driving gear, the hydraulic servo of the second brake or the first clutch can be quickly discharged.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2008-157426 Summary of the Invention

[0006] The problem the invention aims to solve

[0007] As described above, by using a single signal pressure output valve (signal solenoid valve) to actuate the first and second switching valves, the cost of the hydraulic pressure control device can be reduced, and the increase in size can be suppressed. However, even with the structure of the conventional hydraulic pressure control device described above, when switching the output state of the signal pressure of the signal pressure output valve to allow or cut off the supply of the specified hydraulic pressure through the first switching valve when selecting the forward gear, it is difficult to switch the output state of the signal pressure of the signal pressure output valve, and to cut off the supply of hydraulic pressure to the specified engagement member when selecting the forward gear and allow the supply of hydraulic pressure to the specified engagement member after selecting the reverse gear through the second switching valve.

[0008] Therefore, the main objective of this invention is to use a single signal pressure output valve to allow or cut off the supply of a specified oil pressure when selecting a forward gear via a first switching valve, and to cut off or allow the supply of oil pressure to a specified engagement member via a second switching valve according to the gear position.

[0009] Problem-solving methods

[0010] The hydraulic control device of the present invention supplies engagement hydraulic pressure to a plurality of hydraulic engagement components mounted on a power transmission device of a vehicle. When a forward gear is selected, the hydraulic control device outputs a forward gear pressure as an initial pressure of the engagement hydraulic pressure supplied to the hydraulic engagement components that engage to move the vehicle forward, and when a reverse gear is selected, it outputs a reverse gear pressure as an initial pressure of the engagement hydraulic pressure supplied to the hydraulic engagement components that engage to move the vehicle backward. The hydraulic control device includes: a signal pressure output valve that outputs a signal pressure; and a first switching valve that, when supplied with the signal pressure from the signal pressure output valve and not supplied with the reverse gear pressure, allows the supply of a predetermined hydraulic pressure required only for forward movement of the vehicle. Furthermore, when the signal pressure and the reverse gear pressure are not supplied from the signal pressure output valve, and when the signal pressure and the reverse gear pressure are supplied from the signal pressure output valve, the supply of the specified hydraulic pressure is cut off; and the second switching valve, when the signal pressure is not supplied from the signal pressure output valve and the forward gear pressure is supplied, and when the signal pressure and the forward gear pressure are supplied from the signal pressure output valve, the supply of the engagement hydraulic pressure to the specified engagement member, which is engaged to make the vehicle reverse, is cut off, and when the signal pressure is supplied from the signal pressure output valve and the forward gear pressure is not supplied, the supply of the engagement hydraulic pressure to the specified engagement member is permitted.

[0011] In the hydraulic control device of the present invention, when a signal pressure is supplied from the signal pressure output valve but a reverse gear pressure is not supplied, the first switching valve allows the supply of a specified hydraulic pressure required only for forward movement of the vehicle. Furthermore, when neither a signal pressure nor a reverse gear pressure is supplied from the signal pressure output valve, and when both a signal pressure and a reverse gear pressure are supplied from the signal pressure output valve, the first switching valve cuts off the supply of the specified hydraulic pressure. Therefore, when a forward gear that does not output reverse gear pressure is selected, by switching the output state of the signal pressure from the signal pressure output valve, the supply of the specified hydraulic pressure can be allowed or cut off by the first switching valve. Conversely, when a reverse gear that outputs reverse gear pressure is selected, by supplying the signal pressure from the signal pressure output valve to the first switching valve, the supply of the specified hydraulic pressure required only for forward movement of the vehicle can be cut off by the first switching valve. Furthermore, when a forward gear pressure is supplied but no signal pressure is supplied from the signal pressure output valve, and when both a signal pressure from the signal pressure output valve and a forward gear pressure are supplied, the second switching valve cuts off the supply of engagement oil pressure to a designated engagement member, which is one of the hydraulic engagement members used to engage the vehicle in reverse. Conversely, when a signal pressure from the signal pressure output valve is supplied but no forward gear pressure is supplied, the second switching valve allows the supply of engagement oil pressure to the designated engagement member. Therefore, when a forward gear that outputs forward gear pressure is selected, the supply of engagement oil pressure to the designated engagement member used to engage the vehicle in reverse can be cut off regardless of the output state of the signal pressure from the signal pressure output valve. Moreover, when a reverse gear that does not output forward gear pressure is selected, by supplying the signal pressure from the signal pressure output valve to the second switching valve, engagement oil pressure can be supplied to the designated engagement member via the second switching valve. As a result, the hydraulic control device according to the invention uses a single signal pressure output valve, which can allow or cut off the supply of a specified hydraulic pressure when selecting a forward gear via a first switching valve, and can cut off or allow the supply of hydraulic pressure to a specified engagement member via a second switching valve according to the shift gear. Attached Figure Description

[0012] Figure 1 This is a schematic structural diagram of the power transmission device including the hydraulic control device of the present invention.

[0013] Figure 2 It means Figure 1 An action table showing the relationship between the operating states of the various gears, clutches, and brakes in the power transmission device, which includes the transmission.

[0014] Figure 3 This is a system diagram illustrating the hydraulic control device of the present invention.

[0015] Figure 4 This is a system diagram showing the main parts of the hydraulic control device of the present invention.

[0016] Explanation of reference numerals in the attached figures:

[0017] 10 Power transmission device, 11 Gearbox, 12 Starting device, 13 Front cover, 140 One-way clutch, 14p Pump wheel, 14s Steering wheel, 14t Turbine, 15 Lock-up clutch, 150 Lock-up piston, 151 Clutch hub, 152 First friction engagement plate, 153 Second friction engagement plate, 154 Flange member, 155 Engagement oil chamber, 155i Working oil inlet, 16 Shock absorption mechanism, 161 Input member, 17 Oil pump, 18 Chain, 19 Fluid chamber 19i Working oil inlet, 19o Working oil outlet, 20 Automatic transmission, 20i Input shaft, 20o Output shaft, 21 First planetary gear, 22 Second planetary gear, 23 Sun gear, 24a First sun gear, 24b Second sun gear, 25, 26 Ring gear, 27, 28 Planetary carrier, 50 Hydraulic control device, 500 Valve body, 51 Primary regulator valve, 52 Secondary regulator valve, 53 Regulating valve, 54 Manual valve, 56, 58 Check valve, 5 7. Oil cooler; 60. First switching valve; 60a. First valve stem; 60b. First spring; 600. Signal pressure input port; 601. First input port; 602. Second input port; 603. Third input port; 604. Holding pressure input port; 605. First output port; 606. Second output port; 607. Oil discharge inlet; 608. First discharge port; 609. Second discharge port; 70. Second switching valve; 70a. Second valve stem; 70b. Second spring; 700. Signal pressure input port 701 Input Port, 704 Holding Pressure Input Port, 705 Output Port, 709 Discharge Port, 100 Transmission Electronic Control Unit (TMECU), B1, B2 Brakes, C1, C2, C3, C4 Clutches, Ga, Gb Pinion Gears, Gl Long Pinion Gear, Gs Short Pinion Gear, L1, L2, L3, L4, L5 Oil Circuits, S1 Opening / Closing Solenoid Valve, SL1, SL2, SL3, SL4, SL5, SL6, SLU Linear Solenoid Valve. Detailed Implementation

[0018] While referring to the appendix Figure 1 The following describes the methods used to implement the present invention.

[0019] Figure 1 This is a schematic structural diagram of the power transmission device 10 of the present invention. Figure 1The power transmission device 10 shown is connected to the crankshaft of an engine (internal combustion engine, not shown) and / or the rotor of an electric motor, which is mounted longitudinally at the front of a rear-wheel drive vehicle and serves as the drive source, and is capable of transmitting power (torque) from the engine, etc., to the left and right rear wheels (drive wheels, not shown). As shown, the power transmission device 10 includes a gearbox (stationary member) 11, a starting device (fluid transmission device) 12, an oil pump 17, an automatic transmission 20 that changes the speed of power transmitted from the engine, etc., to the input shaft (input member) 20i and transmits it to the output shaft (output member) 20o, an oil pressure control device 50, a transmission electronic control device (hereinafter referred to as "TMECU") 100 that controls the oil pressure control device 50, etc.

[0020] The starting device 12 includes a hydraulic torque converter (fluid transmission device) having components such as: a front cover 13 as an input member connected to the crankshaft of an engine and / or the rotor of an electric motor via a drive plate (not shown); a pump impeller 14p on the input side including a pump housing tightly fixed to the front cover 13; a turbine 14t on the output side connected to the input shaft 20i of the automatic transmission 20; a guide wheel 14s disposed inside the pump impeller 14p and the turbine 14t to rectify the flow of working oil (ATF) from the turbine 14t to the pump impeller 14p; and a one-way clutch 14o that restricts the rotation direction of the guide wheel 14s to one direction. Alternatively, in the starting device 12, the guide wheel 14s and the one-way clutch 14o may be omitted, and the pump impeller 14p and the turbine 14t may function only as hydraulic couplers. Furthermore, the starting device 12 may also omit the fluid transmission device (hydraulic torque converter).

[0021] Furthermore, the starting device 12 includes: a lock-up clutch 15 that mechanically connects the front cover 13 and the input shaft 20i of the automatic transmission 20, and is capable of disengaging the connection between them; and a damping mechanism 16 that dampens vibrations between the front cover 13 and the input shaft 20i of the automatic transmission 20. In this embodiment, the lock-up clutch 15 is a hydraulic multi-plate clutch, including a lock-up piston 150, an annular clutch hub 151, a plurality of first friction plates (friction plates) 152, a plurality of second friction plates 153 (separation plates), an annular flange member (oil chamber dividing member) 154, and a plurality of return springs (not shown) (see reference). Figure 4 ).

[0022] The locking piston 150 is supported by the center member of the front cover 13 to allow free axial movement, and the clutch hub 151 is fixed to the inner surface of the side wall portion of the front cover 13. Each first friction engagement piece 152 has friction elements on both sides and engages with the inner periphery of the drum portion formed in the input member 161 of the damping mechanism 16. Each second friction engagement piece 153 engages with the outer periphery of the clutch hub 151. The flange member 154 is fixed to the center member of the front cover 13 in a manner closer to the turbine 14t side than the locking piston 150, and together with the locking piston 150, forms the engagement oil chamber 155. A plurality of return springs are disposed between the front cover 13 and the locking piston 150.

[0023] Hydraulic pressure is supplied from the hydraulic control device 50 to the engagement chamber 155 of the locking piston 150, and the hydraulic pressure supplied to the engagement chamber 155 is increased, thereby causing the locking piston 150 to move axially, so that the first and second friction engagement plates 152, 153 press against the front cover 13, thereby enabling the locking clutch 15 to engage (fully engaged or slipped engaged). However, the locking clutch 15 may also be a hydraulic single-plate clutch. In addition, the locking clutch 15 may also include: an annular plate having friction elements on both sides and rotating together with the input member 161 (drum); a piston supported by the front cover 13 in a manner opposite to the friction elements on one side of the annular plate so as to be able to move freely axially, and dividing the engagement chamber together with the input member; and a plate member fixed to the front cover 13 in a manner opposite to the friction elements on the other side of the annular plate, and dividing the separation chamber together with the piston. In this case, the friction element can be attached to one side of the annular plate and one of the surfaces of the piston opposite to the annular plate, as well as one of the surfaces of the other side of the annular plate and one of the surfaces of the plate member opposite to the annular plate.

[0024] Oil pump 17 is a gear pump, comprising: a rotor connected to the pump wheel 14p of starting device 12 via a winding member such as chain 18 or belt; an external gear (drive gear) having a plurality of external teeth and rotating integrally with the rotor; and an internal gear (driven gear) having a plurality of internal teeth that mesh with the external teeth of the external gear, one more than the total number of external teeth, and eccentrically configured relative to the external gear. Oil pump 17 is driven by power from an engine transmitted via chain 18, etc., and draws working oil stored in a working oil reservoir (not shown) and pressurizes it to oil pressure control device 50. However, oil pump 17 could also be a vane pump.

[0025] The automatic transmission 20 is configured as an 8-speed transmission, such as... Figure 1As shown, in addition to the input shaft 20i, the output shaft 20o connected to the left and right rear wheels via a differential gear (not shown) and a drive shaft, the automatic transmission 20 (input shaft 20i, output shaft 20o) also includes first and second planetary gears 21 and 22 arranged axially. The first planetary gear 21 is a single-pinion planetary gear. The second planetary gear 22 is a Ravina-type planetary gear (compound planetary gear) formed by combining a double-pinion planetary gear and a single-pinion planetary gear. Furthermore, the automatic transmission 20 includes a clutch C1 (first clutch) as a first engagement member, a clutch C2 (second clutch) as a second engagement member, a clutch C3 (third clutch) as a third engagement member, a clutch C4 (fourth clutch) as a fourth engagement member, a brake B1 (first brake) as a fifth engagement member, and a brake B2 (second brake) as a sixth engagement member for changing the power transmission path from the input shaft 20i to the output shaft 20o.

[0026] The first planetary gear 21 of the automatic transmission 20 includes: a sun gear 23 as an external gear; a ring gear 25 as an internal gear, disposed on a circle concentric with the sun gear 23; and a planet carrier 27 that holds the two pinions Ga and Gb in a manner that allows the gear set of the two pinions Ga and Gb to rotate freely on their own axis and revolve freely around the center of the gear, wherein the two pinions Ga and Gb mesh with each other, and one pinion meshes with the sun gear 23 and the other pinion meshes with the ring gear 25. As shown in the figure, the sun gear 23 of the first planetary gear 21 is fixed to the transmission 11 without rotation, and the planet carrier 27 of the first planetary gear 21 is always connected to the input shaft 20i. Thus, the first planetary gear 21 functions as a so-called reduction gear, reducing the power transmitted to the input component, i.e., the planet carrier 27, and outputting it from the output component, i.e., the ring gear 25.

[0027] The second planetary gear 22 of the automatic transmission 20 includes: a first sun gear 24a and a second sun gear 24b as external gears; a ring gear 26 as an internal gear, disposed on a circle concentric with the first and second sun gears 24a and 24b; a plurality of pinions Gs meshing with the first sun gear 24a; a plurality of long pinions Gl meshing with the second sun gear 24b and the plurality of pinions Gs, and meshing with the ring gear 26; and a planet carrier 28 holding the plurality of pinions Gs and the plurality of long pinions Gl so that they can rotate freely on their own axis and revolve freely around the sun. The ring gear 26 of the second planetary gear 22 is always connected to the output shaft 20o.

[0028] The automatic transmission 20 has a hydraulic clutch C1 (friction engagement member) that connects and disconnects the ring gear 25 of the first planetary gear 21 and the first sun gear 24a of the second planetary gear 22. The clutch C2 is a multi-plate friction hydraulic clutch that connects and disconnects the input shaft 20i and the planet carrier 28 of the second planetary gear 22. The clutch C3 is a multi-plate friction hydraulic clutch that connects and disconnects the ring gear 25 of the first planetary gear 21 and the second sun gear 24b of the second planetary gear 22. The clutch C4 is a multi-plate friction hydraulic clutch that connects and disconnects the planet carrier 27 of the first planetary gear 21 and the second sun gear 24b of the second planetary gear 22.

[0029] The automatic transmission 20's brake B1 is a hydraulic brake, which can fix (connect) the second sun gear 24b of the second planetary gear 22 to the transmission 11, which is a stationary component, in a non-rotatable manner, and can also separate the second sun gear 24b to allow it to rotate freely relative to the transmission 11. The brake B2 is a hydraulic brake, which can fix (connect) the planet carrier 28 of the second planetary gear 22 to the transmission 11 in a non-rotatable manner, and can also separate the planet carrier 28 to allow it to rotate freely relative to the transmission 11.

[0030] In this embodiment, clutches C1-C4 are multi-plate hydraulic clutches, comprising a hydraulic servo consisting of a piston, multiple friction plates (friction plates and release plates), engagement chambers supplied with working oil, and a centrifugal hydraulic release chamber. Similarly, brakes B1 and B2 are multi-plate friction hydraulic brakes, comprising a hydraulic servo consisting of a piston, multiple friction plates (friction plates and release plates), and engagement chambers supplied with working oil. Clutches C1-C4 and brakes B1 and B2 are operated by supplying and discharging working oil using the hydraulic control device 50.

[0031] In this embodiment, the brake B2 includes: a brake hub that is always connected to the planet carrier 28 of the second planetary gear 22; a plurality of first friction plates (friction plates) that engage with the brake hub; a plurality of second friction plates (separation plates) that engage with the inner periphery of the gearbox 11; a first recess formed in a portion of the gearbox 11; a second recess formed in a portion of the gearbox 11 to surround the first recess; and a first piston disposed within the first recess, which, together with the aforementioned portion of the gearbox 11, forms a first engagement oil chamber ECi (see reference). Figure 3 The second piston, disposed within the second recess, together with a portion of the gearbox 11, forms the second engagement oil chamber ECo (see reference). Figure 3The diagram is omitted except for the first and second engagement oil chambers Eci and Eco. Furthermore, in brake B2, when the torque distribution ratio is small, for example, engagement oil pressure (working oil) is supplied to the inner first engagement oil chamber Eci; when the torque distribution ratio is large, engagement oil pressure is supplied to both the first and second engagement oil chambers Eci and Eco.

[0032] The TMECU100 includes a microcomputer with a CPU, ROM, RAM, etc. (not shown), and various drive circuits. The TMECU100 receives signals from various sensors, including a gear position sensor (detecting the operating position of the gear shift lever used to select the desired gear from multiple gears), a throttle pedal position sensor (detecting the amount of throttle pedal depressed, throttle opening), a vehicle speed sensor, and signals from the electronic control unit that controls the engine. Based on these signals, the TMECU100 controls the power transmission device 10, i.e., the hydraulic control device 50.

[0033] Figure 2 An action table is shown, which shows the relationship between each gear of the automatic transmission 20 and the operating states of clutches C1-C4, brakes B1 and B2. Figure 2 The circles in the diagram indicate clutch or brake engagement. The automatic transmission 20 engages clutches C1-C4 and brakes B1 and B2 by switching them into their respective positions. Figure 2 The configuration shown provides forward and reverse gears from the first to the eighth gear. Furthermore, at least one of the clutches C1-C4, brakes B1 and B2 can also be engaging components such as a claw clutch.

[0034] Figure 3 This is a system diagram showing the hydraulic control device 50 of the present invention included in the power transmission device 10. Figure 4 This is a system diagram showing the main parts of the hydraulic control device 50. (Example) Figure 3 , 4 As shown, the hydraulic control device 50 is connected to the aforementioned oil pump 17, which is driven by power from the engine. Figure 3 As shown, the hydraulic control device 50 includes a valve body 500 with multiple oil passages, a primary regulator valve (main pressure generating valve) 51, a secondary regulator valve 52, a regulating valve 53, a manual valve (gear shifting unit) 54, a linear solenoid valve (lock-up engagement pressure generating valve) SLU, and linear solenoid valves SL1, SL2, SL3, SL4, SL5, and SL6 (in... Figure 3 Only linear solenoid valves SL3 and SL6, on / off solenoid valve (signal pressure output valve) S1, first switching valve 60, second switching valve 70, etc. are shown.

[0035] The primary regulator valve 51 is connected to the nozzle of the oil pump 17 via an oil passage. The primary regulator valve 51 regulates the working oil from the oil pump 17 according to a signal pressure supplied by a signal pressure generating valve (not shown), and generates a main pressure PL, which serves as the initial pressure supplied to the lock-up clutch 15 of the starting device 12, the clutches C1-C4 of the automatic transmission 20, and the brakes B1 and B2. For example, a linear solenoid valve that regulates the main pressure PL based on the vehicle's throttle opening or the throttle valve opening to generate the signal pressure is used as the signal pressure generating valve for the primary regulator valve 51.

[0036] Secondary regulator valve 52 regulates the pressure of the working oil (discharge oil) discharged from primary regulator valve 51 as the main pressure PL (initial pressure) is generated, based on the signal pressure from the aforementioned signal pressure generating valve, to generate a secondary pressure (circulation pressure) Psec that is lower than the main pressure PL. Meanwhile, regulating valve 53 reduces the pressure (regulates) of the working oil (main pressure PL) from primary regulator valve 51 to generate a substantially constant regulating pressure (circulation pressure) Pmod.

[0037] The manual valve 54 includes (all figures omitted): a valve stem, which moves axially in conjunction with a shift lever (not shown) or driven by an actuator; an input port supplied with main pressure PL from the primary regulator valve 51; first and second output ports; and a discharge port. When the drive (D) or sport (S) position is selected as the forward gear, the manual valve 54 connects the input port and the first output port, outputting the main pressure PL from the primary regulator valve 51 as the forward gear pressure Pd from the first output port. When the reverse (R) position is selected as the reverse gear, the manual valve 54 connects the input port and the second output port, outputting the main pressure PL from the primary regulator valve 51 as the reverse gear pressure Pr from the second output port. Furthermore, when the park (P) or neutral (N) position is selected as the gear, the manual valve 54 connects the first or second output port, previously connected to the input port, to the discharge port.

[0038] The linear solenoid valve SLU is a normally open type solenoid valve. For example, it generates a lock-up engagement pressure Pslu by adjusting the main pressure PL according to the current value applied to the solenoid unit, so that the lock-up clutch 15 is fully engaged or slipped engaged. The linear solenoid valves SL1-SL6 are all normally open solenoid valves. They generate engagement oil pressures to the corresponding clutches C1-C4 and brakes B1 or B2 by adjusting the forward gear pressure Pd or reverse gear pressure Pr from the manual valve 54 or the main pressure PL from the primary regulator valve 51 according to the current value applied to the solenoid unit.

[0039] In this embodiment, the linear solenoid valve SL3, corresponding to the clutch C3 of the automatic transmission 20 that engages when forming forward third gear, forward seventh gear, and reverse gear, regulates the forward gear position pressure Pd (when driving forward) or the reverse gear position pressure Pr (when driving backward) from the manual valve 54 to generate the engagement oil pressure Psl3 supplied to the clutch C3. Additionally, the linear solenoid valve SL6, corresponding to the brake B2 of the automatic transmission 20 that engages when forming forward first gear and reverse gear, regulates the main pressure PL to generate the engagement oil pressure Psl6 supplied to the first engagement oil chamber Eci of the brake B2. All of the aforementioned linear solenoid valves SL1-SL6 are energized and controlled by the TMECU 100.

[0040] The on / off solenoid valve S1 is a normally open solenoid valve, including a solenoid unit, an input port supplied with main pressure PL or reducing the main pressure PL to a substantially constant oil pressure, and an output port. The on / off solenoid valve S1 outputs a signal pressure Ps1 by causing the working oil supplied to the input port when no current is applied to the solenoid unit to flow out of the output port. The on / off solenoid valve S1 is also energized and controlled by the TMECU100. However, the on / off solenoid valve S1 can also be a normally closed solenoid valve.

[0041] The first switching valve 60 is a spool valve that allows or cuts off the supply of lock-up engagement pressure Pslu (specified oil pressure) from the linear solenoid valve SLU to the engagement oil chamber 155 of the lock-up clutch 15, based on the output state of the signal pressure Ps1 from the opening and closing solenoid valve S1. Figure 4 As shown, the first switching valve 60 includes: a first valve stem 60a having multiple shoulders and disposed in a valve bore formed in the valve body 500 in a manner that allows it to slide (move) freely in the axial direction; a first spring 60b that applies force to the first valve stem 60a upward in the figure; a signal pressure input port 600; a first input port 601; a second input port 602; a third input port 603; a holding pressure input port 604; a first output port 605; a second output port 606; an oil discharge inlet 607; a first discharge port 608; and a second discharge port 609.

[0042] The signal pressure input port 600 is connected to the output port of the on / off solenoid valve S1 via an oil passage formed in the valve body 500. The signal pressure input port 600 is formed in the valve body 500 such that the signal pressure Ps1 from the on / off solenoid valve S1 acts on one end face (the upper end face in the figure) of the first valve stem 60a in the axial direction. The first input port 601 is connected to the output port of the linear solenoid valve SLU via an oil passage formed in the valve body 500. The secondary pressure Psec from the secondary regulator valve 52 is supplied to the second input port 602 via an oil passage formed in the valve body 500. The regulating pressure (circulating pressure) Pmod from the regulating valve 53 is supplied to the third input port 603 via an oil passage formed in the valve body 500. The holding pressure input port 604 is located in the spring chamber where the first spring 60b is disposed, and is connected to the second output port of the manual valve 54 via an oil passage formed in the valve body 500. Therefore, when the reverse gear position is selected as the gear and the reverse gear pressure Pr from the manual valve 54 is supplied to the holding pressure input port 604, the reverse gear pressure Pr acts on the other end face (lower end face in the figure) of the first valve stem 60a in the axial direction.

[0043] The first output port 605 is connected to the working oil inlet 155i of the engagement oil chamber 155 of the lock-up clutch 15 via the oil passage L1 formed in the valve body 500. The second output port 606 is connected to the working oil inlet 19i of the fluid chamber 19 formed by the front cover 13 and the pump wheel 14p of the starting device 12 via the oil passage L2 formed in the valve body 500. The drain inlet 607 is connected to the working oil outlet 19o of the fluid chamber 19 of the starting device 12 via the oil passage L3 formed in the valve body 500. The first discharge port 608 is connected to the working oil inlet of the oil cooler 57 via the oil passage L4 formed in the valve body 500 and the check valve 56. The second discharge port 609 is connected to the working oil storage section via the oil passage L5 formed in the valve body 500 and the check valve 58.

[0044] In the installed state of the first switching valve 60, the first valve stem 60a is held in place by the force of the first spring 60b. Figure 4 The left half of the valve is in the closed position (engagement prohibited position). When the first valve stem 60a is held in the closed position, the connection between the first input port 601 and the first output port 605 is cut off, the second input port 602 and the second output port 606 are connected, the third input port 603 is closed, and the drain inlet 607 is connected to the first discharge port 608.

[0045] Furthermore, when no signal pressure Ps1 is supplied from the solenoid valve S1 to the signal pressure input port 600 and no reverse gear pressure Pr is supplied from the manual valve 54 to the holding pressure input port 604, the first valve stem 60a is held in the closed position by the force of the first spring 60b. That is, when current is applied to the electromagnetic part of the solenoid valve S1 and the forward driving position (forward gear) is selected, the first valve stem 60a is held in the closed position. Moreover, when the signal pressure Ps1 is supplied from the solenoid valve S1 to the signal pressure input port 600 and the reverse gear pressure Pr is supplied from the manual valve 54 to the holding pressure input port 604, the sum of the force of the first valve stem 60a by the first spring 60b and the thrust of the first valve stem 60a by the reverse gear pressure Pr overcomes the thrust of the first valve stem 60a by the signal pressure Ps1 and is held in the closed position. That is, when no current is applied to the electromagnetic part of the opening and closing solenoid valve S1 and the reverse driving position (reverse gear) is selected as the gear, the first valve column 60a is actually held in the closed position by the force of the first spring 60b.

[0046] In contrast, when a signal pressure Ps1 is supplied from the opening / closing solenoid valve S1 to the signal pressure input port 600, and a reversing position pressure Pr is not supplied from the manual valve 54 to the holding pressure input port 604, the first valve stem 60a is held in place by the thrust exerted by the signal pressure Ps1, which overcomes the force of the first spring 60b. Figure 4 The right half of the open position (engagement permission position) is shown. That is, when no current is applied to the electromagnetic part of the solenoid valve S1 and the forward driving position is selected, the first valve stem 60a is held in the open position against the force of the first spring 60b. When the first valve stem 60a is held in the open position, the first input port 601 is connected to the first output port 605, the second input port 602 is closed, the third input port 603 is connected to the second output port 606, and the oil drain inlet 607 is connected to the second drain port 609.

[0047] The second switching valve 70 is a spool valve that, based on the output state of the signal pressure Ps1 from the opening and closing solenoid valve S1, allows or cuts off the supply of reverse gear pressure Pr (engagement oil pressure) from the manual valve 54 to the second engagement oil chamber Eco of the brake (designated engagement member) B2. Figure 4 As shown, the second switching valve 70 includes: a second valve stem 70a having multiple shoulders and configured in a valve bore formed in the valve body 500 in a manner that allows it to slide (move) freely in the axial direction; a second spring 70b that applies force to the second valve stem 70a upward in the figure; a signal pressure input port 700; an input port 701; a holding pressure input port 704; an output port 705; and a discharge port 709.

[0048] The signal pressure input port 700 is connected to the output port of the on / off solenoid valve S1 via an oil passage formed in the valve body 500. The signal pressure input port 700 is formed in the valve body 500 such that the signal pressure Ps1 from the on / off solenoid valve S1 acts on one end face (the upper end face in the figure) of the second valve stem 70a in the axial direction. The input port 701 is connected to the second output port of the manual valve 54 via an oil passage formed in the valve body 500. Thus, when the reverse gear position is selected, the reverse gear pressure Pr from the manual valve 54 is supplied to the input port 701. The holding pressure input port 704 is located in the spring chamber where the second spring 70b is disposed, and is connected to the first output port of the manual valve 54 via an oil passage formed in the valve body 500. Therefore, when the forward driving position (forward gear) is selected as the gear and the forward gear pressure Pd from the manual valve 54 is supplied to the holding pressure input port 704, the forward gear pressure Pd acts on the other end face (lower end face in the figure) of the second valve stem 70a in the axial direction. The output port 705 is connected to the working oil inlet of the second engagement oil chamber Eco of the brake B2 via an oil passage formed in the valve body 500. The discharge port 709 is connected to the working oil reservoir via an oil passage formed in the valve body 500.

[0049] With the second switching valve 70 installed, the second valve stem 70a is held in place by the force of the second spring 70b. Figure 4 The left half of the valve stem 70a is in the closed position (engagement prohibited position). When the second valve stem 70a is held in the closed position, the inlet port 701 is closed, and the outlet port 705 is connected to the outlet port 709. Furthermore, when no signal pressure Ps1 is supplied from the opening / closing solenoid valve S1 to the signal pressure input port 700, and a forward gear pressure Pd is supplied from the manual valve 54 to the holding pressure input port 704, the second valve stem 70a is held in the closed position by the force of the second spring 70b and the thrust exerted on the second valve stem 70a by the forward gear pressure Pd. That is, when current is applied to the electromagnetic part of the opening / closing solenoid valve S1 and the forward driving position (forward gear) is selected, the second valve stem 70a is held in the closed position.

[0050] Furthermore, when a signal pressure Ps1 is supplied from the opening / closing solenoid valve S1 to the signal pressure input port 700 and a forward gear pressure Pd is supplied from the manual valve 54 to the holding pressure input port 704, the second valve stem 70a is held in the closed position by the sum of the force exerted by the second spring 70b and the thrust exerted by the forward gear pressure Pd, which overcomes the thrust exerted by the signal pressure Ps1. That is, even when no current is applied to the electromagnetic part of the opening / closing solenoid valve S1 and the forward driving position (forward gear) is selected, the second valve stem 70a is essentially held in the closed position by the force exerted by the second spring 70b.

[0051] In contrast, when a signal pressure Ps1 is supplied from the solenoid valve S1 to the signal pressure input port 700, and no forward gear pressure Pd is supplied from the manual valve 54 to the holding pressure input port 704, the second valve stem 70a is held in place by using the thrust of the signal pressure Ps1 to overcome the force of the second spring 70b. Figure 4 The right half of the open position (engagement permission position) is shown. That is, when no current is applied to the solenoid part of the opening and closing solenoid valve S1 and the reverse position (backward position) is selected, the second valve stem 70a is held in the open position against the force of the second spring 70b. When the second valve stem 70a is held in the open position, the inlet port 701 is connected to the outlet port 705, and the outlet port 709 is closed.

[0052] Next, the operation of the aforementioned hydraulic control device 50 will be explained.

[0053] When the ignition switch of the vehicle equipped with the power transmission device 10 is turned on, the TMECU 100 controls the drive circuit (not shown) by applying current to the electromagnetic part of the opening and closing solenoid valve S1. Furthermore, when the ignition switch is turned on and the vehicle's engine is started, the power from the engine drives the oil pump 17, and the working oil from the oil pump 17 is regulated by the primary regulator valve 51 of the oil pressure control device 50 to generate a main pressure PL. Additionally, a secondary pressure (circulation pressure) Psec, which is lower than the main pressure PL, is generated by the secondary regulator valve 52. Then, when the driver selects a forward driving position, such as a drive gear, the main pressure PL supplied to the input port of the manual valve 54 is supplied as the forward gear pressure Pd from the first output port to the input port of the corresponding linear solenoid valve SL1, etc.

[0054] After the ignition switch is turned on, when a forward driving position such as the drive gear is selected, the signal pressure Ps1 from the solenoid valve S1 is not supplied to the signal pressure input port 600 of the first switching valve 60, and the reverse gear pressure Pr from the manual valve 54 is not supplied to the holding pressure input port 604 of the first switching valve 60. Therefore, the first valve stem 60a of the first switching valve 60 is held in the closed position by the force of the first spring 60b. That is, when current is applied to the electromagnetic part of the solenoid valve S1 and a forward driving position (forward gear) is selected, the first valve stem 60a is held in the closed position, cutting off the connection between the first input port 601 and the first output port 605. Therefore, even if the linear solenoid valve SLU malfunctions at this time, the lock-up engagement pressure Pslu will not be supplied to the engagement oil chamber 155 of the lock-up clutch 15, preventing the engagement (locking) of the lock-up clutch 15.

[0055] When the first valve stem 60a of the first switching valve 60 is kept in the closed position after the engine is started, the secondary pressure Psec from the secondary regulator valve 52 is supplied to the fluid chamber 19 of the starting device 12 via the second inlet 602 and the second outlet 606 of the first switching valve 60, oil passage L2, and working oil inlet 19i. Furthermore, the working oil flowing through the fluid chamber 19 flows into the oil cooler 57 via the working oil outlet 19o, oil passage L3, the drain inlet 607 and the first outlet 608 of the first switching valve 60, oil passage L4, and check valve 56. Thus, after selecting the forward driving position as the gear, when the driver depresses the accelerator pedal, power is transmitted from the engine to the drive wheels via the torque converter including the pump wheel 14p and the turbine 14t, and the automatic transmission 20, causing the vehicle to start.

[0056] Furthermore, after the ignition switch is turned on, when a forward driving position such as drive gear is selected, the signal pressure Ps1 from the solenoid valve S1 is not supplied to the signal pressure input port 700 of the second switching valve 70, and the forward gear pressure Pd from the manual valve 54 is supplied to the holding pressure input port 704 of the second switching valve 70. Therefore, the second valve stem 70a is held in a closed position, cutting off the connection between the input port 701 and the output port 705 and connecting the output port 705 and the discharge port 709, by the force of the second spring 70b and the thrust exerted on the second valve stem 70a by the forward gear pressure Pd. Therefore, at this time, no working oil is supplied to the second engagement chamber Eco of the brake B2.

[0057] After the vehicle starts moving, when the predetermined locking condition is met, the TMECU100 de-energizes the electromagnetic part of the on / off solenoid valve S1 and controls the linear solenoid valve SLU according to a pre-made mapping diagram to generate a locking engagement pressure Pslu. As a result, the signal pressure Ps1 from the on / off solenoid valve S1 is supplied to the signal pressure input port 600 of the first switching valve 60. The first valve stem 60a of the first switching valve 60 is held in the open position by the thrust exerted by the signal pressure Ps1, which overcomes the force of the first spring 60b.

[0058] When the first valve stem 60a is held in the open position, the first inlet 601 is connected to the first outlet 605, thereby allowing the supply of a lock-up engagement pressure Pslu from the linear solenoid valve SLU to the engagement oil chamber 155 of the lock-up clutch 15, i.e., the engagement (locking) of the lock-up clutch 15. Furthermore, when the first valve stem 60a is held in the open position, the regulating pressure (circulating pressure) Pmod from the regulating valve 53 is supplied to the fluid chamber 19 of the starting device 12 via the third inlet 603 and the second outlet 606 of the first switching valve 60, oil passage L2, and working oil inlet 19i. Therefore, by setting the lock-up engagement pressure Pslu higher than the regulating pressure Pmod, the lock-up clutch 15 can be engaged. Additionally, during the engagement of the lock-up clutch 15, the working oil flowing through the fluid chamber 19 flows into oil passage L5 via the working oil outlet 19o, oil passage L3, the drain inlet 607 of the first switching valve 60, and the second drain port 609.

[0059] Furthermore, when the energization of the solenoid section of the opening / closing solenoid valve S1 is released according to the establishment of the locking condition, the signal pressure Ps1 from the opening / closing solenoid valve S1 is also supplied to the signal pressure input port 700 of the second switching valve 70. However, at this time, the forward gear pressure Pd from the manual valve 54 is supplied to the holding pressure input port 704 of the second switching valve 70. Therefore, the sum of the force exerted on the second valve stem 70a by the action of the second spring 70b and the thrust exerted on the second valve stem 70a by the action of the forward gear pressure Pd overcomes the thrust exerted on the second valve stem 70a by the action of the signal pressure Ps1, and is kept in the closed position. That is, during the period when the forward driving position (forward gear) is selected and the lock-up clutch 15 is engaged according to the establishment of the locking condition, the second valve stem 70a is substantially kept in the closed position by the action of the second spring 70b.

[0060] On the other hand, while the ignition switch is on, when the driver selects reverse gear, the TMECU100 controls a drive circuit (not shown) to prevent current from being applied to the solenoid of the on / off solenoid valve S1. Therefore, based on the driver's selection of reverse gear, a signal pressure Ps1 from the on / off solenoid valve S1 is supplied to the signal pressure input port 600 of the first switching valve 60. Additionally, when reverse gear is selected, a reverse gear pressure Pr from the manual valve 54 is supplied to the holding pressure input port 604 of the first switching valve 60. Thus, the first valve stem 60a of the first switching valve 60 is held in a closed position, cutting off communication between the first input port 601 and the first output port 605, by the sum of the force exerted by the first spring 60b and the thrust exerted by the reverse gear pressure Pr, overcoming the thrust exerted by the signal pressure Ps1. Therefore, engagement (locking) of the lock-up clutch 15 is prohibited during reverse driving.

[0061] Furthermore, when the driver selects the reverse gear position without applying current to the electromagnetic part of the solenoid valve S1, a signal pressure Ps1 from the solenoid valve S1 is supplied to the signal pressure input port 700 of the second switching valve 70. Additionally, when the reverse gear position is selected, the supply of forward gear pressure Pd from the manual valve 54 to the holding pressure input port 704 of the second switching valve 70 is cut off, and a reverse gear pressure Pr from the second output port of the manual valve 54 is supplied to the input port 701 of the second switching valve 70.

[0062] Therefore, the second valve stem 70a of the second switching valve 70, through the thrust imparted by the signal pressure Ps1, overcomes the force of the second spring 70b and is held in the open position, connecting the inlet 701 and the outlet 705 while closing the outlet 709. As a result, the reverse gear pressure Pr from the manual valve 54 can be supplied to the second engagement chamber Eco of the brake B2. At this time, the engagement oil pressure Psl6, regulated by the linear solenoid valve SL6, is supplied to the first engagement chamber Eco of the brake B2, and then the reverse gear pressure Pr is supplied to the second engagement chamber Eco via the second switching valve 70, thereby ensuring the torque sharing of the brake B2.

[0063] As described above, when the signal pressure Ps1 from the on / off solenoid valve S1 is supplied to the signal pressure input port 600 according to the establishment of the locking condition, and the reverse gear pressure Pr is not supplied to the holding pressure input port 604, the first switching valve 60 of the hydraulic pressure control device 50 allows the supply of the locking engagement pressure Pslu, which is only required when the vehicle is moving forward. Furthermore, when the locking condition is not established and the signal pressure Ps1 and the reverse gear pressure Pr from the on / off solenoid valve S1 are not supplied, and when the signal pressure Ps1 and the reverse gear pressure Pr from the on / off solenoid valve S1 are supplied, the first switching valve 60 cuts off the supply of the locking engagement pressure Pslu.

[0064] Furthermore, when the signal pressure Ps1 from the solenoid valve S1 is not supplied to the signal pressure input port 700 and the forward gear pressure Pd is supplied to the holding pressure input port 704, and when both the signal pressure Ps1 from the solenoid valve S1 and the forward gear pressure Pd are supplied, the second switching valve 70 of the hydraulic pressure control device 50 cuts off the supply of reverse gear pressure (engagement hydraulic pressure) Pr to the brake B2, which is engaged to reverse the vehicle. Conversely, when the signal pressure Ps1 from the solenoid valve S1 is supplied to the signal pressure input port 700 and the forward gear pressure Pd is not supplied to the holding pressure input port 704, the second switching valve 70 allows the supply of reverse gear pressure Pr to the brake B2.

[0065] Therefore, when selecting a forward driving position where the reverse gear pressure Pr is not supplied from the manual valve 54 to the holding pressure input port 604, the supply of the locking engagement pressure Pslu can be selectively enabled or disabled via the first switching valve 60 by switching the output state of the signal pressure Ps1 from the solenoid valve S1 (the normal state of the solenoid). Furthermore, when selecting a reverse gear position where the reverse gear pressure Pr is supplied from the manual valve 54 to the holding pressure input port 604, the supply of the locking engagement pressure Pslu, which is required only when the vehicle is moving forward, can be disabled via the first switching valve 60 by supplying the signal pressure Ps1 from the solenoid valve S1 to the signal pressure input port 600. Moreover, when selecting a forward driving position where the forward gear pressure Pd is output from the manual valve 54, the supply of the reverse gear pressure Pr to the brake B, which engages to reverse the vehicle, can be disabled regardless of the output state of the signal pressure Ps1 from the solenoid valve S1. Furthermore, when selecting the reverse position where the forward gear pressure Pd is not supplied from the manual valve 54 to the holding pressure input port 704, the reverse gear pressure Pr, which is the engagement hydraulic pressure, can be supplied to the brake B2 via the second switching valve 70 by supplying the signal pressure Ps1 from the on / off solenoid valve S1 to the signal pressure input port 700. As a result, according to the hydraulic pressure control device 50, the supply of the locking engagement pressure Pslu can be enabled or disabled by the first switching valve 60 when selecting the forward driving position using a single on / off solenoid valve S1, and the supply of the reverse gear pressure Pr to the brake B2 can be disabled or enabled by the second switching valve 70 depending on the shift gear.

[0066] Furthermore, in the above embodiment, the first switching valve 60 includes a first valve stem 60a movable in the axial direction and a first spring 60b that applies force to the first valve stem 60a. When a signal pressure Ps1 is supplied to the signal pressure input port 600 and a reversing position pressure Pr is not supplied to the holding pressure input port 604, the first valve stem 60a is held in the open position, allowing the supply of the locking engagement pressure Pslu, against the force of the first spring 60b. Additionally, when neither the signal pressure Ps1 nor the reversing position pressure Pr is supplied, and when both the signal pressure Ps1 and the reversing position pressure Pr are supplied, the first valve stem 60a of the first switching valve 60 is held in the closed position, cutting off the supply of the locking engagement pressure Pslu, by the force of the first spring 60b. Furthermore, the second switching valve 70 includes a second valve stem 70a movable in the axial direction and a second spring 70b that applies force to the second valve stem 70a. When a signal pressure Ps1 is not supplied to the signal pressure input port 700 and a forward gear pressure Pd is supplied to the holding pressure input port 704, and when both signal pressure Ps1 and forward gear pressure Pd are supplied, the second valve stem 70a is held in a closed position by the force of the second spring 70b, cutting off the supply of reverse gear pressure Pr to the brake B2. Additionally, when a signal pressure Ps1 is supplied to the signal pressure input port 700 and a forward gear pressure Pd is not supplied to the holding pressure input port 704, the second valve stem 70a of the second switching valve 70 is held in an open position, overcoming the force of the second spring 70b, allowing the supply of reverse gear pressure Pr to the brake B2.

[0067] Therefore, when the forward driving position is selected and the lock-up clutch 15, which outputs signal pressure Ps1 from the solenoid valve S1, is engaged, the thrust acting on the second valve stem 70a by the forward gear pressure Pd counteracts at least a portion of the thrust acting on the second valve stem 70a by the signal pressure Ps1. This allows the second valve stem 70a to be held (locked) in the closed position, cutting off the supply of reverse gear pressure Pr to the brake B2, by the force of the second spring 70b. Furthermore, when the reverse gear position is selected, the thrust acting on the first valve stem 60a by the reverse gear pressure Pr counteracts at least a portion of the thrust acting on the first valve stem 60a by the signal pressure Ps1. This allows the first valve stem 60a to be held (locked) in the closed position, cutting off the supply of lock-up engagement pressure Pslu, by the force of the first spring 60b.

[0068] Furthermore, the aforementioned first switching valve 60 is a component that allows or prohibits the engagement of the lock-up clutch 15 by switching the output state of the signal pressure Ps1 of the solenoid valve S1 when selecting the forward driving position, but it is not limited to this. That is, the first switching valve 60 may also be a component that, when selecting the forward driving position, allows or cuts off the supply of a relatively low-pressure (small-flow) lubrication pressure, for example, required only when the vehicle is moving forward, based on the output state of the signal pressure Ps1 of the solenoid valve S1. For example, the first switching valve 60 may also be a component that, when the signal pressure Ps1 from the solenoid valve S1 is supplied and the reverse gear pressure Pr is not supplied, allows the supply of low-pressure (small-flow) lubrication pressure and cuts off the supply of high-pressure (large-flow) circulating pressure; when the signal pressure Ps1 and the reverse gear pressure Pr are not supplied, and when the signal pressure Ps1 and the reverse gear pressure Pr are supplied, cuts off the supply of low-pressure lubrication pressure and allows the supply of high-pressure circulating pressure.

[0069] Additionally, the brake B2 corresponding to the second switching valve 70 includes a first engagement chamber Eci and a second engagement chamber Eco, which are supplied with engagement oil pressure Psl6 from the linear solenoid valve SL6, but is not limited thereto. That is, the brake B2 may also include a single engagement chamber. In this case, the second switching valve 70 may also be configured to supply the engagement oil pressure Ps6 from the linear solenoid valve SL6 to the single engagement chamber of the brake B2 when a signal pressure Ps1 from the on / off solenoid valve S1 is supplied and a forward gear pressure Pd is not supplied.

[0070] Furthermore, the hydraulic control device 50 includes a manual valve 54 as a gear shifting unit. This manual valve 54 supplies the main pressure PL as the forward gear pressure Pd when selecting the forward driving position, and supplies the main pressure PL as the reverse gear pressure Pr when selecting the reverse position, but is not limited to this. That is, the gear shifting unit of the hydraulic control device 50 may also include at least one solenoid valve and a switching valve, respectively.

[0071] As described above, the hydraulic control device (50) of the present invention supplies engagement hydraulic pressure to a plurality of hydraulic engagement components (C1, C2, C3, C4, B1, B2) mounted on the power transmission device (10) of the vehicle. When a forward gear is selected, the hydraulic control device (50) outputs a forward gear pressure (Pd) as the initial pressure of the engagement hydraulic pressure supplied to the hydraulic engagement components (C1, C2, C3, C4, B1, B2) that engage to move the vehicle forward. When a reverse gear is selected, the hydraulic control device (50) outputs a forward gear pressure (Pd) as the initial pressure of the engagement hydraulic pressure supplied to the hydraulic engagement components (C1, C2, C3, C4, B1, B2) that engage to move the vehicle forward. The reverse gear pressure (Pr) is the initial pressure of the engagement hydraulic pressure supplied to the hydraulic engagement member (C3) for engaging the vehicle to reverse, wherein the hydraulic pressure control device (50) includes: a signal pressure output valve (S1) that outputs a signal pressure (Ps1); and a first switching valve (60) that, when supplied with the signal pressure (Ps1) from the signal pressure output valve (S1) and not supplied with the reverse gear pressure (Pr), allows a specified hydraulic pressure (Ps1) required only for the forward movement of the vehicle. The supply of u), and when not supplied with the signal pressure (Ps1) and the reverse gear pressure (Pr) from the signal pressure output valve (S1) and when supplied with the signal pressure (Ps1) and the reverse gear pressure (Pr) from the signal pressure output valve (S1), and when supplied with the signal pressure (Ps1) and the reverse gear pressure (Pr) from the signal pressure output valve (S1), cutting off the supply of the specified oil pressure (Pslu); and the second switching valve (70), when not supplied with the signal pressure (Ps1) from the signal pressure output valve (S1) and supplied with the forward gear pressure (Pd) and When the signal pressure (Ps1) and the forward gear pressure (Pd) are supplied from the signal pressure output valve (S1), the supply of the engagement oil pressure (Pr) to the designated engagement member (B2), which is engaged to make the vehicle reverse, is cut off, and when the signal pressure (Ps1) is supplied from the signal pressure output valve (S1) and the forward gear pressure (Pd) is not supplied, the engagement oil pressure (Pr) is allowed to be supplied to the designated engagement member (B2).

[0072] In the hydraulic control device of the present invention, when a signal pressure is supplied from the signal pressure output valve but a reverse gear pressure is not supplied, the first switching valve allows the supply of a specified hydraulic pressure required only for forward movement of the vehicle. Furthermore, when neither a signal pressure nor a reverse gear pressure is supplied from the signal pressure output valve, and when both a signal pressure and a reverse gear pressure are supplied from the signal pressure output valve, the first switching valve cuts off the supply of the specified hydraulic pressure. Therefore, when a forward gear that does not output reverse gear pressure is selected, by switching the output state of the signal pressure from the signal pressure output valve, the supply of the specified hydraulic pressure can be allowed or cut off by the first switching valve. Conversely, when a reverse gear that outputs reverse gear pressure is selected, by supplying the signal pressure from the signal pressure output valve to the first switching valve, the supply of the specified hydraulic pressure required only for forward movement of the vehicle can be cut off by the first switching valve. Furthermore, when a forward gear pressure is supplied but no signal pressure is supplied from the signal pressure output valve, and when both a signal pressure from the signal pressure output valve and a forward gear pressure are supplied, the second switching valve cuts off the supply of engagement oil pressure to a designated engagement member, which is one of the hydraulic engagement members used to engage the vehicle in reverse. Conversely, when a signal pressure from the signal pressure output valve is supplied but no forward gear pressure is supplied, the second switching valve allows the supply of engagement oil pressure to the designated engagement member. Therefore, when a forward gear that outputs forward gear pressure is selected, the supply of engagement oil pressure to the designated engagement member used to engage the vehicle in reverse can be cut off regardless of the output state of the signal pressure from the signal pressure output valve. Moreover, when a reverse gear that does not output forward gear pressure is selected, by supplying the signal pressure from the signal pressure output valve to the second switching valve, engagement oil pressure can be supplied to the designated engagement member via the second switching valve. As a result, the hydraulic control device according to the invention uses a single signal pressure output valve, which can allow or cut off the supply of a specified hydraulic pressure when selecting a forward gear via a first switching valve, and can cut off or allow the supply of hydraulic pressure to a specified engagement member via a second switching valve according to the shift gear.

[0073] Additionally, the first switching valve (60) may also include an axially movable first valve stem (60a) and a first spring (60b) that applies force to the first valve stem (60a). When the signal pressure (Ps1) is supplied and the reverse gear pressure (Pr) is not supplied, the first valve stem (60a) can overcome the force of the first spring (60b) and be held in a position that allows the supply of the specified oil pressure (Pslu). Furthermore, when the signal pressure (Ps1) and the reverse gear pressure (Pr) are not supplied, and when the signal pressure (Ps1) and the reverse gear pressure (Pr) are supplied, the first valve stem (60a) can be held in a position that cuts off the supply of the specified oil pressure (Pslu) by the force of the first spring (60b). The second switching valve (70) It may also include a second valve stem (70a) movable in the axial direction and a second spring (70b) that applies force to the second valve stem (70a). When the signal pressure (Ps1) is not supplied and the forward gear pressure (Pd) is supplied, and when both the signal pressure (Ps1) and the forward gear pressure (Pd) are supplied, the second valve stem (70a) can be held by the force of the second spring (70b) in a position where the supply of the engagement oil pressure (Pr) to the designated engagement member (B2) is cut off. And when the signal pressure (Ps1) is supplied and the forward gear pressure (Pd) is not supplied, the second valve stem (70a) can overcome the force of the second spring (70b) and be held in a position where the supply of the engagement oil pressure (Pr) to the designated engagement member (B2) is permitted. Therefore, when the forward gear is selected and a signal pressure is output from the signal pressure output valve, the thrust acting on the second valve stem by the forward gear pressure counteracts at least a portion of the thrust acting on the second valve stem of the second switching valve by the signal pressure. This allows the second valve stem to be held (locked) in a position where the supply of engagement oil pressure to the specified engagement member is cut off by the force of the second spring. Similarly, when the reverse gear is selected, the thrust acting on the first valve stem by the reverse gear pressure counteracts at least a portion of the thrust acting on the first valve stem of the first switching valve by the signal pressure. This allows the first valve stem to be held (locked) in a position where the supply of the specified oil pressure is cut off by the force of the first spring.

[0074] Furthermore, the power transmission device may also include: an input member (13) for transmitting power from the engine; a transmission (20); fluid transmission devices (14p, 14t, 14s, 14o) for transmitting power from the engine to the transmission (20); and a lock-up clutch (15) for connecting the input member (13) and the transmission (20). The specified oil pressure may also be the oil pressure (Pslu) supplied to the lock-up clutch (15) to engage it. Thus, when selecting a forward gear, the engagement of the lock-up clutch can be allowed or prohibited by switching the output state of the signal pressure of the signal pressure output valve.

[0075] Alternatively, the specified engagement member (B2) may also include: a first engagement oil chamber (ECi) supplied with oil pressure (Psl6) from the pressure regulating valve (SL6); and a second engagement oil chamber (ECo) supplied with the reversing oil pressure (Pr) as the engagement oil pressure from the second switching valve (70) when the signal pressure (Ps1) from the signal pressure output valve (S1) is supplied to the second switching valve (70) and the forward gear pressure (Pd) is not supplied. However, the specified engagement member may also include a single engagement oil chamber, in which the second switching valve may supply oil pressure from the pressure regulating valve as the engagement oil pressure to the single engagement oil chamber of the specified engagement member when the signal pressure from the signal pressure output valve is supplied and the forward gear pressure is not supplied.

[0076] Furthermore, the hydraulic control device (50) may also include: a main pressure generating valve (51) that regulates the hydraulic pressure from the oil pump (17) to generate a main pressure (PL); and a gear shifting unit (54) that, when selecting the forward gear, supplies the main pressure (PL) as the forward gear pressure (Pd) to the hydraulic engagement member side that engages to move the vehicle forward, and when selecting the reverse gear, supplies the main pressure (PL) as the reverse gear pressure (Pr) to the hydraulic engagement member side that engages to move the vehicle backward. In this configuration, the gear shifting unit may also include a manual valve that operates in conjunction with the gear shift lever or is driven by an actuator, and may also include at least one solenoid valve and a switching valve, respectively.

[0077] Furthermore, the present invention is not limited to the above-described embodiments, and various modifications can naturally be made within the scope of the present invention. Moreover, the method for implementing the above-described invention is merely one specific method of the invention described in the summary section, and does not limit the components of the invention described in the summary section.

[0078] Industrial availability

[0079] This invention can be applied to industries such as the manufacture of hydraulic control devices that supply hydraulic pressure to multiple hydraulic coupling components mounted on a vehicle's power transmission device.

Claims

1. A hydraulic control device that supplies engagement hydraulic pressure to a plurality of hydraulic engagement components mounted on a power transmission device of a vehicle, wherein when a forward gear is selected, the hydraulic control device outputs a forward gear pressure as an initial pressure of the engagement hydraulic pressure supplied to the hydraulic engagement components that engage to move the vehicle forward, and when a reverse gear is selected, it outputs a reverse gear pressure as an initial pressure of the engagement hydraulic pressure supplied to the hydraulic engagement components that engage to move the vehicle backward, wherein... The hydraulic control device has the following features: A single signal pressure output valve that outputs a signal pressure. The first switching valve, when supplied with the signal pressure from the signal pressure output valve and not supplied with the reverse gear pressure, allows the supply of a specified oil pressure required only when the vehicle is moving forward, and cuts off the supply of the specified oil pressure when neither the signal pressure nor the reverse gear pressure is supplied from the signal pressure output valve, and when both the signal pressure and the reverse gear pressure are supplied from the signal pressure output valve. as well as The second switching valve cuts off the supply of engagement oil pressure to a predetermined engagement member that is engaged to make the vehicle reverse, when it is not supplied with the signal pressure from the signal pressure output valve and is supplied with the forward gear pressure, and when it is supplied with both the signal pressure from the signal pressure output valve and the forward gear pressure; and allows the supply of engagement oil pressure to the predetermined engagement member when it is supplied with the signal pressure from the signal pressure output valve and is not supplied with the forward gear pressure.

2. The hydraulic control device as described in claim 1, wherein, The first switching valve includes a first valve stem that is movable in the axial direction and a first spring that applies force to the first valve stem. When the signal pressure is supplied but the reverse gear pressure is not supplied, the first valve stem is held in a position allowing the supply of the specified oil pressure against the force of the first spring. Conversely, when neither the signal pressure nor the reverse gear pressure is supplied, and when both the signal pressure and the reverse gear pressure are supplied, the first valve stem is held in a position cutting off the supply of the specified oil pressure by the force of the first spring. The second switching valve includes a second valve stem that is movable in the axial direction and a second spring that applies force to the second valve stem. When the signal pressure is not supplied and the forward gear pressure is supplied, and when both the signal pressure and the forward gear pressure are supplied, the second valve stem is held by the force of the second spring in a position that cuts off the supply of the engagement oil pressure to the designated engagement member, and when the signal pressure is supplied and the forward gear pressure is not supplied, the second valve stem is held against the force of the second spring in a position that allows the supply of the engagement oil pressure to the designated engagement member.

3. The hydraulic control device as described in claim 1 or 2, wherein, The power transmission device includes: an input component for transmitting power from an engine; a transmission; a fluid transmission device for transmitting power from the engine to the transmission; and a lock-up clutch for connecting the input component and the transmission. The specified oil pressure is the oil pressure supplied to the lock-up clutch to engage the lock-up clutch.

4. The hydraulic control device as described in claim 1 or 2, wherein, The specified engagement component includes: a first engagement oil chamber supplied with oil pressure from a pressure regulating valve; and a second engagement oil chamber supplied with the reverse gear pressure as the engagement oil pressure from the second switching valve when the signal pressure from the signal pressure output valve is supplied to the second switching valve and the forward gear pressure is not supplied.

5. The hydraulic control device as described in claim 1 or 2, wherein, The hydraulic control device also has: The main pressure generating valve regulates the oil pressure from the oil pump to generate main pressure; The gear shifting unit supplies the main pressure as the forward gear pressure to the hydraulic engagement member that engages to make the vehicle move forward when the forward gear is selected, and supplies the main pressure as the reverse gear pressure to the hydraulic engagement member that engages to make the vehicle move backward when the reverse gear is selected.

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