JP2847742B2 - Control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for controlling the operation of a clutch of an automatic transmission, and more particularly, to a one-way clutch and a lock holding thereof in a power transmission path of the transmission. The present invention relates to a control device for an automatic transmission having an emblem clutch.

2. Description of the Related Art An automatic transmission is configured to automatically shift gears in accordance with a traveling state and to obtain a desired traveling characteristic. −21131
Japanese Patent Laid-Open Publication No. Sho 61-189354 discloses an example of such an automatic transmission control.

An automatic transmission generally includes a hydraulic power transmission mechanism such as a torque converter and a plurality of power transmission paths (gear trains and the like) connected to an output shaft of the mechanism. The torque converter has an input side and an output side. In many cases, a direct connection mechanism (lock-up mechanism) for directly connecting the side is provided. Also,
The shift is performed by selectively switching the plurality of power transmission paths, and the selection is often switched by a hydraulically operated clutch (transmission means).

The operation control of the direct coupling mechanism, the operation control of the hydraulic operation clutch, and the like are generally performed by a hydraulic control valve provided in a transmission. However, since the control contents are various, the control device is complicated and large. Is likely to be

(Problems to be Solved by the Invention) By the way, a one-way clutch may be provided in a power transmission path for the purpose of, for example, improving shift characteristics. The one-way clutch allows power transmission in the driving direction, but does not transmit power in the opposite direction.If this route is selected, the engine braking action cannot be obtained. In many cases, an emblem clutch is directly provided to hold the lock of the one-way clutch. In such a case, it is necessary to perform control such that the engine brake can be obtained by operating the engine brake under predetermined conditions, and to release the engine brake under other conditions. There is a problem that the control device may be further complicated and large.

In view of such a problem, the present invention can accurately control the operation of the lock-up mechanism of the torque converter, the shift clutch and the emblem clutch under desired conditions,
It is another object of the present invention to provide a control device that has a simple structure and can be reduced in size and weight.

B. Configuration of the Invention (Means for Solving the Problems) As a first means for achieving the above object, a control device of the present invention is a fluid power transmission device (for example, a torque-up device) having a direct coupling mechanism (lockup mechanism). Converter) and a speed change mechanism having a plurality of power transmission paths (for example, gear trains) connected to the fluid type power transmission device, wherein the power transmission path is a one-way clutch that allows only power transmission in the driving direction. The present invention is used in an automatic transmission including a one-way power transmission path having an emblem clutch for locking the one-way clutch, and a direct power transmission path always allowing power transmission in both directions. This control device has a manual valve for switching and selecting at least a normal travel range and a low speed travel range, and a control solenoid valve for controlling the supply of control oil pressure, and when the normal travel range is selected by the manual valve. Disengages the emblem clutch and controls the engagement of the direct coupling mechanism by controlling the supply of control oil pressure by the control solenoid valve, while disengaging the direct coupling mechanism when the low speed traveling range is selected. At the same time, the engagement of the emblem clutch is controlled by controlling the supply of control oil pressure by the control solenoid valve.

In this case, a first supply control valve for controlling the supply of the emblem operation hydraulic pressure from the emblem operation hydraulic pressure supply source is provided between the emblem operation hydraulic pressure supply source and the emblem clutch, and the lock-up operation hydraulic pressure supply source is provided. A second supply control valve for controlling the supply of the lock-up operation hydraulic pressure from the lock-up operation hydraulic supply source between the direct drive mechanism and the direct connection mechanism. 1 The supply control valve receives the line oil pressure sent through the manual valve, prevents the supply of the operating oil pressure to the engine clutch, and holds the oil pressure in the engine clutch at a position where the oil pressure is drained. The control oil pressure is controlled by a solenoid valve for control. The operation of the second supply control valve is controlled by the supply control of When the control is selected, the operation of the first supply control valve is controlled by the supply control of the control hydraulic pressure by the control solenoid valve, and the second supply control valve receives the line hydraulic pressure sent through the manual valve. It is preferable that the supply of the direct connection hydraulic pressure to the direct connection mechanism be prevented and the hydraulic pressure in the direct connection mechanism be maintained at a position where the hydraulic pressure is drained.

Further, the first supply control valve is operated and controlled by a line hydraulic pressure which is provided between the engine operating hydraulic pressure supply source and the engine clutch and sent through a manual valve, and a control hydraulic pressure supplied from a control solenoid valve. It is preferable that the engine control apparatus further comprises an engine timing valve for controlling the supply and discharge of the engine operating hydraulic pressure to the engine operating clutch. The manual control valve is provided between the lock-up operating hydraulic supply source and the direct connection mechanism. It is preferable to comprise a lock-up on / off valve that is operated and controlled by a line oil pressure sent through the control valve and a control oil pressure supplied from a control solenoid valve, and controls supply and discharge of a lock-up operation oil pressure to a lock-up clutch.

The control device of the present invention as a second means includes a one-way clutch that allows only power transmission in the driving direction and a one-way power transmission path having an emblem clutch that locks the one-way clutch, and always allows power transmission in both directions. This is an apparatus used for an automatic transmission that performs a shift by switching and selecting a plurality of power transmission paths including a direct power transmission path, and has a manual valve for selectively switching between a normal traveling range and a low-speed traveling range. When the normal travel range is selected by the manual valve, a shift is performed between the one-way power transmission path and the direct power transmission path with the emblem clutch released, and the low-speed travel range is selected by the manual valve. In this case, a shift is performed between the one-way power transmission path and the direct power transmission path with the emblem clutch engaged. Furthermore, when shifting with the emblem clutch engaged,
An orifice control valve is used for adjusting the release timing of the operating oil pressure in the transmission means for selecting the power transmission path for the pre-shift stage in response to the operating oil pressure in the transmission means for selecting the power transmission path for the post-shift stage, and the power transmission path for the post-shift stage When the operating oil pressure in the speed changing means for selecting the speed increases to a certain extent, the operating oil pressure of the speed changing means for selecting the power transmission path for the pre-shift stage is released.

The control device of the present invention as a third means switches a plurality of power transmission paths including a one-way clutch allowing only power transmission in the driving direction and a one-way power transmission path having an emblem clutch for locking the one-way clutch. It is used for an automatic transmission that changes the speed by making a selection. A manual valve capable of switching between an emblem range in which an emblem clutch is engaged in a one-way power transmission path and a normal travel range in which an emblem clutch is released in a one-way power transmission path in accordance with a driver's operation; and an emblem clutch. An engagement hydraulic pressure supply means for supplying the engagement hydraulic pressure, and an inhibitor valve disposed in a supply oil path connecting the engagement hydraulic pressure supply means and the emblem clutch, for controlling opening and closing of the supply oil path. Having. And, when the emblem range is selected by the manual valve, the opening and closing control of the supply oil path is performed by the inhibitor valve to control the engagement of the emblem clutch, and when the normal travel range is selected by the manual valve, The supply oil passage is closed by holding the spool of the inhibitor valve in the closed position by the line oil pressure supplied from the manual valve.

The operation of the inhibitor valve is controlled by a first control oil pressure supplied from the first solenoid valve and a second control oil pressure supplied from the second solenoid valve. Preferably, the operation of the inhibitor valve is controlled by a combination of the on / off operation of the control valve.

(Operation) In the case of the control device as the first means, the emblem clutch is turned off (disengaged) in the normal traveling range.
The control hydraulic pressure is used to control the operation of the lock-up mechanism of the torque converter.On the other hand, in the case of a low-speed traveling range, the lock-up mechanism is turned off and the torque is controlled via the torque converter. Power transmission is desirable, and the
The control oil pressure is used to control the operation of the emblem clutch, since it is desirable to turn it on (engagement) so that engine braking can be obtained. Therefore, only the control oil pressure from one solenoid valve controls the operation of both the lock-up mechanism and the emblem clutch.

In the case of the control device as the second means, the emblem clutch is turned off in the normal traveling range where smooth shifting is desired.
, A power transmission path via a one-way clutch is performed, and a smooth shift is performed. In a low-speed traveling range where an engine braking action is desired, a shift is performed in which the engine brake is ON and the engine brake is obtained.

By using an orifice control valve at the time of shifting when engine braking is obtained, smooth shifting with little shifting shock is realized.

In the case of the control device as the third means, a range other than the emblem range where the engagement of the emblem clutch is required,
That is, in the normal travel range, the operating oil supply path of the engine clutch is closed by the inhibitor valve, and the engine clutch is reliably turned off (disengaged). For this reason, the emblem clutch is erroneously turned on except when necessary.
(Engagement) is reliably prevented.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a schematic diagram showing a power transmission system of an automatic transmission AT controlled by a control device according to the present invention. The automatic transmission AT is composed of a torque converter 5 and a transmission mechanism 10. .

The torque converter 5 includes a pump 6a connected to the engine output shaft 1 and a turbine 6 connected to an output shaft (transmission mechanism input shaft) 11.
b and a fixedly held stator 6c,
It has a lock-up mechanism 7 that is capable of disengaging the pump 6a and the turbine 6b.

The transmission mechanism 10 has an input shaft 11 integrated with a torque converter output shaft, a counter shaft 12 and an output shaft 13 parallel to the input shaft 11. Between the input shaft 11 and the counter shaft 12, five sets of gear trains meshing with each other, that is, first speed gear trains 21a and 21
b, a second-speed gear train 22a, 22b, a third-speed gear train 23a, 23b, a fourth-speed gear train 24a, 24b, and a reverse gear train 25a, 25b, 25c are provided. Hydraulically operated clutches 14 to 18 for selecting the respective gear trains are provided as drive gears or driven gears of the respective gear trains, and by selectively operating these hydraulically operated clutches 14 to 18, any one of the gear trains is used. The power transmission path is selected and switched, and the speed is changed.

Output gear trains 29a and 29b are provided between the counter shaft 12 and the output shaft 13, and the power shifted as described above is transmitted to the output shaft via the output gear trains 29a and 29b. .

The first-speed driven gear 21b and the second-speed driven gear 22b include:
One-way clutches 26 and 27 are provided which allow power transmission in the driving direction from the engine, but do not transmit power in the opposite direction (the direction in which the engine brake operates) by idling. The first-speed one-way clutch 26 attached to the first-speed driven gear 21b has an input side connected to the first-speed driven gear 21b, and an output side connected to the input side of a second-speed one-way clutch 27 attached to the second-speed driven gear 22b. I have. Also,
The input side of the second speed one-way clutch 27 is further connected to the second speed driven gear 22b, and the output side is connected to the counter shaft 12.

Further, an emblem clutch 19 for locking and holding these one-way clutches 26 and 27 is provided. The emblem clutch 19 is a clutch for engaging and disengaging the input side of the first-speed one-way clutch 26 and the output side of the second-speed one-way clutch 27. The clutch is ON (engaged) and OFF (disengaged). The power transmission will be described separately.

First, the case where the emblem clutch 19 is OFF (disengaged) will be described. In this case, when the first speed clutch 14 is engaged, the engine output transmitted to the input shaft 11 is transmitted to the counter shaft 12 via the first speed gear trains 21a and 21b and the two one-way clutches 26 and 27. . On the other hand, the wheel side (output shaft 13)
In the deceleration state where power is transmitted from the engine side to the engine side, the one-way clutches 26 and 27 idle,
No power is transmitted from 2 to the input shaft 11, and no engine braking action occurs.

When the emblem clutch 19 is OFF and the second speed clutch 15 is ON (engaged), transmission of engine output from the input shaft 11 to the counter shaft 12 via the second speed gear trains 22a and 22b and the second speed one-way clutch 27 However, the reverse power transmission is prevented by the idling of the one-way clutch 27, and no engine braking action occurs.

Next, a case where the emblem clutch 19 is ON (engaged) will be described. In this case, the transmission of the engine output from the input shaft 11 to the counter shaft 12 when the first speed clutch 14 is ON or the second speed clutch 15 is ON
19 and one-way clutches 26 and 27, respectively.

The reverse power transmission, that is, transmission of the driving force from the wheel side such as deceleration of the vehicle, is performed via the emblem clutch 19 and the first gear trains 21b and 21a when the first speed clutch 14 is ON. Will be When the second speed clutch 15 is ON, the operation is performed via the emblem clutch 19, the first speed one-way clutch 26, and the second speed gear trains 22b and 22a. Although the power is transmitted through the first-speed one-way clutch 26, the power transmission in the first-speed one-way clutch 26 in this case is transmission in the driving direction, and the power is transmitted through the one-way clutch 26. Therefore, when the emblem clutch 19 is ON, a power transmission path in which the engine brake is effective is set in both the first speed and the second speed.

As described above, in this example, the first-speed gear trains 21a, 21b and
The high-speed gear trains 22a and 22b are one-way power transmission paths having one-way clutches 26 and 27 and an emblem clutch 19 for locking the one-way clutches, and the third-speed gear trains 23a and 23b and the fourth-speed gear train 2
4a, 24b and reverse gear trains 25a, 25b, 25c are direct power transmission paths that always allow power transmission in both directions.

The operation control of the lock-up mechanism 7 of the automatic transmission AT having the above configuration and the operation control of each of the clutches 14 to 19 of the transmission mechanism 10 are performed by a control valve CV whose hydraulic circuit is shown in FIG.
It is performed by

The control valve CV may use a regulator valve 32 for pressurizing regulating the hydraulic oil fed from the charge pump 30 to a predetermined line pressure P _L, the modulator valve 34 and the linear solenoid produces a modulator pressure P _M from the line pressure line having a throttle valve 36 for converting a pressure P _L to the throttle pressure P _TH. The control valve CV is further have the following valves, using the line pressure P _L, the modulator pressure P _M and the throttle pressure P _TH as appropriate, to lock-up mechanism 7 and operation control of each clutch.

First, the control valve of the lock-up mechanism 7 will be briefly described. As this valve, L / C on / off valve 4
0, L / C shift valve 42, L / C control valve 44, L / C
Timing valve 46 and duty solenoid valve
There are 155. The L / C on / off valve 40 is a valve for controlling the supply of the line pressure P _L to the line 101 to be ON / OFF, and thereby the ON / OFF control of the lockup mechanism 7 is performed. The remaining valves are valves for controlling the engagement capacity of the lock-up mechanism 7 when the lock-up mechanism 7 is turned on by the L / C on / off valve 40. Since this operation is already well known, its description is omitted.

The return oil of the torque converter 5 is adjusted in pressure by relief valves 48a, 48b, 48c shown in the figure, used for lubrication, or cooled through a cooler 49, and then returned to an oil tank.

Next, a valve that controls the operation of each of the clutches 14 to 19 in the transmission mechanism 10 to perform a shift will be described.

As a valve for this purpose, first, there is a manual valve 50 having a spool 51 which is moved in response to a shift lever operation by a driver. P spool 51 corresponding to the shift lever position, R, N, D, and movable in the 7 position of the 3,2,1, predetermined line pressure P _L from the line 102 in correspondence with the position To the port.

1-2 shift valve 6 for controlling the shift between first speed and second speed
0-3 shift valve 6 for controlling the shift between the second and third speeds
Also included in the control valve CV is a 3-4 shift valve 64 for controlling the shift between the second, third, and fourth speeds, and their operation is controlled by the first and second on-off solenoid valves 151,
It is controlled by the modulator pressure P _M that are selectively supplied by ON-OFF operation of 152.

It also has a clutch pressure control valve 55 and four orifice control valves 56-59. Clutch pressure control valve 55 is a valve used to convert the working pressure of the clutches 14-18 in pressure corresponding to the throttle pressure P _TH. The orifice control valves 56 to 59 are valves that release the hydraulic pressure of the front clutch in synchronization with the increase in the hydraulic pressure of the rear clutch during shifting. 4-3
And the 3-4 orifice control valves 56 and 57 release the hydraulic pressure of the 3rd and 4th clutches at the time of shifting from 4th to 3rd and 3rd to 4th, respectively. Control valve
According to 58,59, 2nd to 1st and 1st to 2nd respectively
During the shift to the high speed, the hydraulic pressure of the first and second speed clutches is released.

Further, the switching valve 70 switches between the control of the emblem clutch 19 and the control of the lockup mechanism 7, the emblem timing valve 75 for controlling the operation of the emblem clutch 19, and the control of the lockup mechanism 7 and the emblem clutch 19. 3rd on-off solenoid valve
153 are also provided. These will be described later.

Incidentally, accumulators 81 to 85 are connected to the clutches 14 to 18, respectively, so that the hydraulic pressure fluctuations when the clutches 14 to 18 are engaged are smoothed to perform a smooth gear shift. ing.

In the control valve CV configured as described above, the operation of the manual valve 50 by the operation of the shift lever (not shown) and the operation of the first to third solenoid valves 151 and 151,
The valves are actuated by ON-OFF operations of 152 and 153 to control the hydraulic pressure supply to each of the clutches 14 to 19 to perform automatic gear shifting and to control the operation of the lock-up mechanism 7.

Depending on the combination of ON / OFF of the first and second solenoid valves 151 and 152 of the normally closed type (normally closed type) and the position of the manual valve 55, the shift speed is set to the third speed.
The settings are as shown in the figure. In this figure, LOW
Means power transmission via the first-speed gear train, and the circled gears among the gears are gears at which engine braking is effective.

When the shift lever is in the D position and the manual valve 50 is in the D range, the first and second solenoid valves
As shown in the figure, the first gear (LOW), the second gear (2ND), the third gear (3RD), and the fourth gear (4TH) are set corresponding to the four combinations of ON and OFF of 151 and 152. When the manual valve 50 has three ranges, the first speed (LOW) and the second speed (2ND) correspond to the four combinations of ON and OFF of the first and second solenoid valves 151 and 152 as shown in the figure. And the third speed (3RD) are set. In these D and 3 ranges, the one-way power transmission path, that is, the 1st and 2nd speeds are the speeds where the engine brake is not effective with the engine brake off. Therefore, D and 3
The range corresponds to the normal running range described in the claims.
The third speed and the fourth speed are direct power transmission paths, and the engine brake is always effective.

On the other hand, when the shift lever is in the 2 or 1 position and the manual valve 50 is in the 2 or 1 range, the first
As shown in the figure, the first gear (LOW), the second gear (2ND), and the third gear (3RD) are set in the two ranges, corresponding to the four combinations of ON-OFF of the second solenoid valves 151 and 152. The first speed (LOW) and the second speed (2ND) are set in one range. In these two and one ranges,
The first and second speeds are the speeds at which the emblem clutch is ON and the engine brake is effective. Therefore, the ranges 2 and 1 correspond to the low-speed running range or the emblem range described in the claims.

Note that such first and second solenoid valves 15
When setting the gear position corresponding to the ON-OFF combination of 1,152, when the system is down, that is, when both solenoid valves 151 and 152 are turned off, the highest speed stage in each range is set. In addition to preventing the occurrence of abrupt engine braking force due to shifting to a low gear when the system is down, the shift can be shifted from the fourth gear to the second gear by manual operation of the shift lever.
We are trying to fail safe.

In the R range, a reverse stage is set,
Although not shown, in the P and N ranges, both clutches are in a neutral state with no engagement.

In the above, the first and second solenoid valves 15
Although the setting of the gear position by 1,152, that is, the operation control of each of the shift clutches 14 to 18 has been described, in this automatic transmission AT, the operation control of the emblem clutch 19 and the lock-up mechanism 7 is also necessary. This will be described with reference to FIG.

This control is based on the ON-OFF operation of the normally closed third solenoid valve 153 and the first solenoid valve 153.
It is made in response to the operation of 151. First, the normal driving range,
That is, in the case of the D and 3 ranges, as can be seen from FIG. 3, since the emblem clutch 19 may be always OFF (disengaged), the lock-up mechanism 7 is activated in accordance with ON / OFF of the third solenoid valve 153. ON-OFF control is performed. In the case of the low-speed driving range or the emblem range, that is, in the case of the 2 and 1 ranges, the lock-up mechanism 7 is always turned off,
The ON / OFF control of the engine clutch 19 is performed in accordance with the ON / OFF of the first and third solenoid valves 151 and 153.

As described above, the third solenoid valve 153 is used for controlling the operation of the lock-up mechanism 7 in the normal traveling range,
In the low-speed running range or the emblem range, it is used for controlling the operation of the emblem clutch. The hydraulic control circuit for this purpose is taken out of the circuit of FIG. 2 and shown in FIG. 5, and its operation will be described below with reference to FIG.
As shown in the figure, a manual valve is used for this control.
50, L / C on / off valve 40, switching valve 70, emblem timing valve 75, and third solenoid valve
153 is used.

First, the normal driving range (D range or 3 ranges)
The case will be described. At this time, the manual valve 50
The spool 51 moves rightward from the illustrated N position and is located at the D or 3 position. In D or 3-position, communicates the port 50c and 50d of the valve 50 to the port 50a, the line pressure P _L from the line 102 via line 111 and 115 switching valve
Acts on both ends of 70. Therefore, the switching valve 70
The spool 71 is pushed by a spring 72 and is in a left-moving position as shown.

The line pressure P _L supplied to the line 102 is changed from the line 102b to the groove of the spool 71 of the switching valve 70 and the line.
It acts on the left end of the emblem timing valve 75 through 103. When the spool 76 of the valve 75 receives the line pressure P _L , it moves rightward against the spring 77, and the line 109 connected to the line pressure P _L and the line 1 connected to the emblem clutch 19.
10 is blocked by the land of the spool 76. Therefore, the emblem clutch 19 is turned off (disengaged). As described later, the OFF operation of the third solenoid valve 153, although modulator pressure P _M that is supplied to line 105 is acting on the right end of the spool 76, the modulator pressure towards the line pressure P _L significantly higher than P _M, the spool 76 also acts modulator pressure P _M in this way remains is shifted rightward, engine brake clutch 19 remains OFF.

In the normal traveling range, the third solenoid valve 15
Reference numeral 3 is used for ON-OFF control of the lock-up mechanism 7. Line 108 leading to the third solenoid valve 153 has a line
105 modulator pressure P _M to be supplied is supplied through line 107 having an orifice 107a to, when the third solenoid valve 153 of the normally closed type is OFF generates a modulator pressure P _M in the line 108 , When it is ON, the pressure of the line 108 is made almost zero. The line 108 is connected to the first spool 41a of the L / C on / off valve 40 via a line 108b.
3rd solenoid valve 153 is OFF
Modulator pressure P _M causes leftward move as shown the spool 41a acts on the right end of the first spool 41a when the. As a result, the line 112 communicates with the drain, and the lock-up mechanism 7 is turned off.

Although the spool 41a the line pressure P _L supplied from the line 113 acts to push to the right, since the pressure receiving area is small, irrespective of the action of the line pressure P _L, from the line 108b modulator pressure P when _M acts spool 41
a is moved left. However, the third solenoid valve 153
When the oil pressure in line 108b becomes zero,
The first spool 41a by the line pressure P _L from is adapted to be moved rightward. This right movement changes line 112 to line 1.
06 and connected, the lock-up mechanism 7 is turned ON by the modulator pressure P _M supplied from the line 106 to the line 112.

As described above, in the normal traveling range, the emblem clutch 19 is always off and the third solenoid valve 153
The ON-OFF control of the lock-up mechanism 7 is performed by the ON-OFF control.

Next, the low-speed traveling range, that is, the emblem range (2
Range or one range). At this time, the spool 51 of the manual valve 50 moves further rightward and is located at the 2 or 1 position. In 2 or 1 position, this valve 50 port
50c remains connected to line 102 via the groove in spool 51, but port 50d connects to the drain. The line pressure P _L from the line 102 to the left end via a line 111 of the switching valve 70 remains acting, hydraulic pressure becomes zero acting from the line 115 to the right end. Therefore, the spool 71 of the switching valve 70 is moved rightward against the spring 72.

When the spool 71 is moved to the right, communication between the line 102b and the line 103 is interrupted by the land portion of the spool 71,
Further, the line 103 communicates with the drain. As a result, the spool 76 of the emblem timing valve 75
Is moved to the left by the urging force of
The line 109 and the line 110 are communicated via the groove of 76.
Therefore, the clutch 19 the line pressure P _L is supplied from the line 109 to the engine brake clutch 19 becomes ON (engaged) state.

However, the spool 76 has an O of the first solenoid valve 151.
Modulator pressure P _M from the line 114 in response to the FF operation is controlled so as to act to rightward movement of the spool 76,
If the third solenoid valve 153 is ON and the pressure acting on the right end of the spool 76 from the line 108a is zero, this spool
76 is moved to the right, and the emblem clutch 19 is turned off. This condition is also shown in FIG. 4, and as can be seen from this, in the first range and the second range, the operation of the engine clutch 19 is controlled according to the ON / OFF of the first and third solenoid valves 151 and 153. Is done.

In the case of one range or two ranges, the port 50b of the manual valve 50 is connected to the port 50a, and the line pressure from the line 102 is applied to the right end of the second spool 41b of the L / C on / off valve 40 via the line 104. Act on. As a result, the second spool 41b moves to the left, and the first spool 41a is held at the left-moved position (position shown). Therefore, the line 112 is always in communication with the drain, and the lock-up mechanism 7 is always turned off. That is, in one or two ranges, the lock-up mechanism 7 of the torque converter 5 is always turned off.

With the above-described configuration, it is possible to control both the engine clutch 19 and the lock-up mechanism 7 simply by disposing one solenoid valve 153 in addition to the solenoid valves 151 and 152 for setting the gear position.

To summarize the above control contents, first, in the case of the normal travel range (D range and 3 ranges), the emblem clutch 19 is always OFF, and the emblem does not work, that is, the gear position setting via the one-way clutch is performed. Let them do
At the same time, the operation of the lock-up mechanism is controlled by the third solenoid valve. On the other hand, in the low-speed running range (1 range and 2 range), the lock-up mechanism is always OFF, and the operation of the engine clutch is controlled by the third solenoid valve. Is set.

Note that when shifting in the low-speed traveling range, the gears are shifted between gears where the engine brake works.
The shifting timing is controlled by the 2-1 orifice control valve 58 for shifting from the second speed to the first speed by the 2-1 orifice control valve 58, and the shifting timing is controlled by the 1-2 orifice control valve 59 for the shifting from the first speed to the second speed. Is performed.

As described above, in the case of the emblem range (two ranges and one range), the operation of the switching valve 70 and the emblem timing valve 75 causes the emblem clutch 19 to operate.
Can be turned ON, but in the normal travel range, the line pressure P _L to the engine clutch 19 is controlled by both valves 70 and 75.
Supply is reliably blocked. For this reason, there is no possibility that the emblem clutch is accidentally turned on during normal running. That is, the switching valve 70 and the emblem timing valve 75 function as an inhibitor valve in the claims.

C. Effect of the Invention As described above, according to the present invention, it is preferable to turn off (disengage) the emblem clutch when the normal travel range is set to perform a smooth gear shift. Used to control the operation of the lock-up mechanism of the torque converter. On the other hand, in the low-speed running range, it is desirable to turn off the lock-up mechanism and transmit power via the torque converter, and turn on (engage) the emblem clutch. Thus, the control hydraulic pressure is used for controlling the operation of the emblem clutch. Therefore, the operation control of both the lock-up mechanism and the emblem clutch can be performed only by the control hydraulic pressure from one solenoid valve (third solenoid valve), and the configuration of the control device can be simplified and downsized. .

In the normal traveling range, the emblem clutch is off and the power transmission path is via the one-way clutch. During gear shifting, the power transmission by the one-way clutch starts when the rotation of the transmission clutch synchronizes, so that a smooth shift is performed and engine braking is performed. In the low-speed running range where the action is desired, the shift is performed so that the engine brake can be obtained by turning on the emblem clutch, so that a shift feeling suitable for both ranges can be obtained.

By using the orifice control valve at the time of the shift that provides the engine brake, the engine brake is effective and a smooth shift with little shift shock can be realized.

Furthermore, in a range other than the emblem range where the engagement of the emblem clutch is required, that is, in the normal traveling range, the hydraulic oil supply path of the emblem clutch is closed by the inhibitor valve, and the emblem clutch is securely turned off.
(Disengaged). Therefore, it is possible to reliably prevent the emblem clutch from being erroneously turned on (engaged) at times other than when necessary.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a power transmission system of an automatic transmission AT controlled by a control device according to the present invention, FIG. 2 is a hydraulic circuit diagram of a control valve as a control device according to the present invention, and FIG. FIG. 4 is a table showing the relationship between the operation of the first and second solenoid valves and the manual valve position and the gear position. FIG. 4 shows the relationship between the operation of the first and third solenoid valves and the operation of the emblem clutch and the lockup mechanism. FIG. 5 is a hydraulic circuit diagram showing a part of the circuit shown in FIG. 5 Torque converter, 7 Lock-up mechanism 10 Transmission mechanism, 19 Emble clutch 26, 27 One-way clutch 32 Regulator valve 34 Modulator valve 40 L / C on / off valve 50 Manual valve 70 Switching valve 75 Emblem timing valve 151,152,153… Solenoid valve AT… Automatic transmission CV… Control valve

Continued on the front page (72) Inventor Junji Urano 1-4-1, Chuo, Wako-shi, Saitama Prefecture Inside Honda R & D Co., Ltd. (72) Inventor Shigeo Ozawa 1-4-1, Chuo, Wako-shi, Saitama Co., Ltd. Honda Technology Co., Ltd. In the laboratory (56) References JP-A-59-62756 (JP, A) JP-A-63-47561 (JP, A)

Claims (6)

(57) [Claims] 1. A fluid power transmission device having a direct connection mechanism,
A transmission mechanism having a plurality of power transmission paths connected to the fluid power transmission device, wherein the power transmission path has a one-way clutch that allows only power transmission in the driving direction and an emblem clutch that locks the one-way clutch. An automatic transmission composed of a power transmission path with a one-way and a direct power transmission path that always allows power transmission in both directions. And a control solenoid valve for performing supply control, wherein when the normal travel range is selected by the manual valve, the engine brake is disengaged and the control hydraulic pressure is controlled by the control solenoid valve. Before by supply control When the low speed travel range is selected by the manual valve, the direct coupling mechanism is disengaged, and the control hydraulic pressure is controlled by the control solenoid valve. A control device for an automatic transmission, wherein engagement control of the emblem clutch is performed. A first supply control valve for controlling the supply of the emblem operating hydraulic pressure from the emblem operating hydraulic pressure supply source between the emblem operating hydraulic pressure supply source and the emblem clutch; A second supply control valve for controlling the supply of the lock-up operation oil pressure from the lock-up operation oil pressure supply source is provided between the power source and the direct connection mechanism; and the normal travel range is selected by the manual valve. In this case, the first supply control valve receives the line oil pressure sent through the manual valve to prevent the supply of the emblem operating oil pressure to the emblem clutch and to drain the oil pressure in the emblem clutch to a position where the oil pressure is drained. The second control hydraulic pressure is controlled by the control solenoid valve. When the operation control of the supply control valve is performed and the low-speed travel range is selected by the manual valve, the first control hydraulic supply is controlled by the control solenoid valve.
The operation control of the supply control valve is performed, and the second supply control valve receives the line hydraulic pressure sent through the manual valve, and prevents the supply of the direct connection hydraulic pressure to the direct connection mechanism, The control device for an automatic transmission according to claim 1, wherein the hydraulic pressure is held at a position where the hydraulic pressure is drained. 3. The control valve according to claim 1, wherein the first supply control valve is provided between the engine operating hydraulic pressure supply source and the engine clutch and is supplied from a line hydraulic pressure sent through the manual valve and the control solenoid valve. An emblem timing valve operatively controlled by the control hydraulic pressure to control the supply and discharge of the emblem operation hydraulic pressure to and from the emblem clutch, wherein the second supply control valve includes the lock-up operation hydraulic supply source, the direct connection mechanism, Between the lock-up clutch and the lock-up clutch, which is operated and controlled by a line oil pressure sent through the manual valve and a control oil pressure supplied from the control solenoid valve. Characterized by a lock-up on-off valve The control device for an automatic transmission according to claim 2, wherein 4. A power transmission path having a one-way clutch having a one-way clutch permitting only power transmission in the driving direction and an emblem clutch for locking the one-way clutch, and a direct power transmission path always permitting power transmission in both directions. In an automatic transmission for performing a shift by switching and selecting a plurality of power transmission paths, the automatic transmission includes a manual valve that switches and selects a normal traveling range and a low-speed traveling range, and the normal traveling range is selected by the manual valve. In this case, a shift is performed between the one-way power transmission path and the direct power transmission path in a state where the emblem clutch is released, and when the low-speed traveling range is selected by the manual valve, With the emblem clutch engaged, the one-way A shift is performed between a power transmission path and the direct power transmission path, and when shifting in a state in which the emblem clutch is engaged, a shift is performed by receiving an operating oil pressure in a shift unit that selects a power transmission path for a post-shift stage. An orifice control valve is used to adjust the release timing of the operating oil pressure in the transmission means for selecting the power transmission path for the previous stage, and the operating oil pressure in the transmission means for selecting the power transmission path for the subsequent stage is increased by this orifice control valve to some extent. A control device for an automatic transmission, characterized by releasing the operating oil pressure of a speed change means for selecting a power transmission path for a pre-shift stage. 5. A speed change is performed by switching and selecting a plurality of power transmission paths including a one-way clutch which permits only power transmission in the driving direction and a one-way power transmission path having an emblem clutch for locking the one-way clutch. In the automatic transmission, an emblem range in which the emblem clutch is engaged in the one-way power transmission path and a normal travel range in which the emblem clutch is released in the one-way power transmission path are switched according to a driver's operation. A selectable manual valve; an engagement hydraulic pressure supply unit for supplying an engagement hydraulic pressure of the emblem clutch; and a supply oil passage connecting the engagement hydraulic pressure supply unit and the emblem clutch. The open position to open the supply oil passage and the closing to close this supply oil passage And an inhibitor valve having a spool that can be moved to and from the position. When the emblem range is selected by the manual valve, the opening and closing control of the supply oil passage is performed by controlling the movement of the spool of the inhibitor valve. When the normal travel range is selected by the manual valve, the spool of the inhibitor valve is moved to the closed position by a line hydraulic pressure supplied from the manual valve. A control device for an automatic transmission, wherein the control device is configured to be fixedly held to close the oil supply passage. 6. The operation of said inhibitor valve is controlled by a first control oil pressure supplied from a first solenoid valve and a second control oil pressure supplied from a second solenoid valve. The control device for an automatic transmission according to claim 5, wherein the operation of the inhibitor valve is controlled by a combination of on / off operations of first and second control valves.