DE102005039858B3 - Hydraulic control system for powertrain of seven-speed automatic transmission, has clutch control portion supplying operating pressure to clutch based on control of proportional control solenoid valve - Google Patents

Abstract

The system has a brake and a clutch control portions controlling and supplying a forward range pressure to a brake (B1) or clutch (C3) based on a control of a proportional control solenoid valve. Another clutch control portion supplies a line pressure to a clutch (C2) based on a control of another proportional control valve. Another brake control portion supplies another forward range pressure to a brake (B2) based on a control of the latter solenoid valve. Third clutch control portion supplies an operating pressure to a clutch (C4) based on a control of a third proportional control valve.

Description

The The invention relates to a hydraulic control system of a seven-speed automatic transmission a vehicle, and in particular a hydraulic control system of a Seven-speed automatic transmission a vehicle with an elevated Overall performance by achieving a minimization of the shift shock and an improvement in fuel economy as a result of reaching a precise and effective control by providing a fail-safe function in two ways.

• – einen Steuerungsabschnitt einer ersten Kupplung, der einen Vorwärtsbereichsdruck entsprechend einer Steuerung eines ersten Proportional-Steuersolenoidventils steuert, um den Vorwärtsbereichsdruck im ersten, zweiten, dritten und vierten Vorwärtsgang zu der ersten Kupplung zu führen,
• – einen Steuerungsabschnitt einer ersten Bremse und einer dritten Kupplung, der den Vorwärtsbereichsdruck entsprechend einer Steuerung eines zweiten Proportional-Steuersolenoidventils im vierten, fünften, sechsten und siebten Vorwärtsgang, einem Niedrig-L-Bereich und einem Rückwärts-R-Bereich steuert und selektiv zu der ersten Bremse und der dritten Kupplung führt,
• – einen Steuerungsabschnitt einer zweiten Kupplung, der einen Leitungsdruck entsprechend einer Steuerung eines dritten Proportional-Steuersolenoidventils im dritten, fünften und sechsten Vorwärtsgang und einem Rückwärtsgang zu der zweiten Kupplung führt,
• – einen Steuerungsabschnitt einer zweiten Bremse, der den Vorwärtsbereichsdruck entsprechend einer Steuerung eines vierten Proportional-Steuersolenoidventils im zweiten und vierten Vorwärtsgang zu der zweiten Bremse führt.

From the DE 10358005 B3 a hydraulic control system of a 6-speed automatic transmission is known, comprising:

• A first clutch control portion that controls a forward range pressure in accordance with a control of a first proportional control solenoid valve to supply the forward range pressure in the first, second, third, and fourth forward speeds to the first clutch;
• A first brake control portion and a third clutch control portion that selectively controls the forward range pressure in accordance with a fourth, fifth, sixth and seventh forward speed, low L range and reverse R range control of a second proportional control solenoid valve; first brake and the third clutch leads,
• A second clutch control section that conducts a line pressure in accordance with a third proportional control solenoid valve control in third, fifth, and sixth forward speeds and a reverse gear to the second clutch,
• A second brake control section that conducts the forward range pressure in accordance with a second proportional control solenoid valve control in the second and fourth forward speeds to the second brake.

From the DE 10 2004 016 489 A1 For example, a hydraulic control system for an automated manual transmission is known, which is designed as a 7-speed transmission.

typical Automatic transmissions include a torque converter and a drive train a multi-speed transmission mechanism connected to the torque converter on. Furthermore is a hydraulic control system in an automatic transmission for selective Operating at least one operating element provided in the drive train provided according to the driving condition of a vehicle.

One Such automatic transmission has a drive train and a Hydraulic control system on. The drive train has a compound Planetary gear set formed by combining at least two simple planetary gear sets is to achieve the required plurality of gears, and a Plurality of friction elements. The hydraulic control system operates selectively the friction elements of the drive train according to the driving conditions.

A Variety of such drive trains and hydraulic control systems have been adapted by vehicle manufacturers developed their own models. At present are four-speed automatic transmissions most frequently to find in the market. However, a five-speed and a six-speed automatic transmission to increase drivetrain performance and to improve the specific fuel consumption of a Vehicle realized.

In Lately followed from the further development of such six-speed automatic transmission an investigation of seven-speed automatic transmissions, so that the Power of the drive train of an automatic transmission and thus the specific fuel consumption of a vehicle further improved become.

Is solved this object by a hydraulic control system with the features of claim 1

With The invention provides a hydraulic control system which is suitable for a Powertrain of a seven-speed automatic transmission a vehicle with six friction elements is applicable, whereby an increased Overall performance by achieving a minimization of the shift shock and an improvement in fuel consumption as a result of reaching a precise and effective control by providing a fail-safe function is achieved in two ways.

To an exemplary embodiment The invention relates to a hydraulic control system of a seven-speed automatic transmission a vehicle, a control section of the first clutch, a control portion of the first brake and the third clutch, a control section of the second clutch, a control section of the second brake, and a control section of the fourth clutch. The control section of the first clutch controls a forward range pressure in accordance with a control of a first proportional control solenoid valve, around the forward range pressure in the first, second, third, fourth and fifth forward gear to a first clutch respectively and the feeder from hydraulic pressure to prevent the first clutch when the first proportional control solenoid valve in the fourth, fifth, sixth and seventh forward is off. The control section of the first brake and the third clutch controls the forward range pressure accordingly a controller of a second proportional control solenoid valve in the fourth, fifth, sixth and seventh forward, a low-L region and a reverse R region and leads this selective to a first brake or a third clutch, and holds one Hydraulic line in the fourth, fifth, sixth and seventh forward to the third clutch in the case that a first on / off solenoid valve, which controls a valve spool, the hydraulic line to the third clutch controls, so failed that it turned off is.

Of the Control section of the second clutch performs a line pressure accordingly a control of a third Proportionalsteuersolenoidventils in the third, fifth and sixth forward and a reverse gear to a second clutch.

Of the Control portion of the second brake performs the forward range pressure in accordance with a control of a fourth proportional control solenoid valve in the second and seventh forward gear to a second brake and controls an operating pressure of the second Brake such that it is greater in the seventh forward gear than in the second forward gear is.

Of the Control section of the fourth clutch performs an operating pressure accordingly a controller of a fifth Proportionalsteuersolenoidventils in the first, second, third, fourth, sixth and seventh forward and a reverse gear to a fourth clutch.

To a further embodiment are the first, second, third and fifth proportional control solenoid valves Operating control valves that provide maximum hydraulic pressure in one Turn off state, and the fourth Proportionalsteuersolenoidventil is an operation control valve that has a minimum hydraulic pressure in a turn-off state.

To a further embodiment The control portion of the first clutch has a first clutch side Switching valve and a first clutch-side pressure control valve, which are controlled by the first proportional control solenoid valve, and a first switching valve, which is the supply of an operating pressure over to the first clutch the first clutch-side pressure control valve by controlling a Hydraulic line controls the forward range pressure supplied by a manual valve.

To a further embodiment The first clutch-side switching valve has a valve body a first opening, a control pressure from the first proportional control solenoid valve receives, a second opening, which is formed on an opposite side of the first opening and a reduced pressure of a reducing valve as its control pressure takes up, a third opening, partially receiving the operating pressure supplied to the first clutch, and a fourth opening, which selectively over the third opening received hydraulic pressure to the first clutch-side pressure control valve as its control pressure leads, and a valve spool having a first shoulder, which is the one of the first opening supplied Control pressure absorbs, and a second shoulder on the over the second opening supplied Control pressure receives and selectively connect the third opening with the fourth opening in cooperation with the first shoulder, allowing the first shoulder is provided with a spring element which forms a spring force, the valve spool always seen in the drawing to the left biases.

According to another embodiment, the first clutch-side pressure control valve has a valve body having a first port receiving a control pressure from the first clutch-side shift valve, a second port receiving a control pressure from the first proportional control solenoid valve, a third port receiving an operating pressure of the first clutch supplied from the first switching valve, a fourth port selectively leading the hydraulic pressure received via the third port to the first clutch, and a fifth port returning the hydraulic pressure received via the fourth port, and a spool having a first shoulder which selectively closes the third port by the pilot pressure received via the first port, a second port A shoulder, which allows a connection of the third opening with the fourth opening or the fourth opening with the fifth opening in cooperation with the first shoulder, and a third shoulder, which receives the control pressure supplied via the second opening, wherein a spring element between the first Shoulder and the valve body is arranged.

To a further embodiment the first switching valve has a valve body with a first opening, the one forward range pressure receives, a second opening, which receives the line pressure as its control pressure, a third opening, the over the second opening received hydraulic pressure to the first clutch-side pressure control valve leads, a fourth opening, which the operating pressures the second clutch and the second brake as their control pressure a fifth opening, the operating pressure of the fourth clutch as its control pressure a sixth opening, the operating pressure of the third clutch as its control pressure and a seventh opening, the over the third opening supplied hydraulic pressure dissipates, and a valve spool with a first shoulder that over the first opening supplied Control pressure absorbs, a second shoulder, the over the sixth opening supplied hydraulic pressure receives and selectively connects the third opening with the first and the seventh opening allows a third shoulder, the over the fifth opening receives added control pressure, and a fourth shoulder which controls the control pressure supplied through the fourth opening receives, with a spring element between the fourth shoulder and the valve body is arranged.

To a further embodiment the first switching valve is structured such that when the control pressure over the first opening supplied the valve spool is only moved towards the first opening when the control pressures over each the fourth, fifth and sixth opening supplied become.

To a further embodiment has the control portion of the first brake and the third Clutch a third clutch-side switching valve and a third clutch-side pressure control valve, which by the second proportional control solenoid valve be controlled, a control valve, by the line pressure and a second on / off solenoid valve is controlled and a hydraulic line changeover of hydraulic pressure allows supplied from the third clutch side pressure control valve, and a second switching valve provided by the first on / off solenoid valve is controlled and the hydraulic pressure supplied by the control valve led to the third clutch becomes.

To a further embodiment has the third clutch-side switching valve with a valve body a first opening, a control pressure from the second proportional control solenoid valve receives, a second opening, which is formed on an opposite side of the first opening and a reduced pressure of the reducing valve as its control pressure takes up, a third opening, the partially supplied to the first brake or the third clutch operating pressure and a fourth opening, the selectively over the third opening received hydraulic pressure to the third clutch-side pressure control valve as its control pressure leads, and a valve spool having a first shoulder corresponding to that of the first opening supplied Control pressure absorbs, and a second shoulder on the over the second opening supplied Control pressure receives and selectively connect the third opening with the fourth opening allows wherein the first shoulder is provided with a spring element which forms a spring force, the valve spool always in the drawing seen leaning to the left.

To a further embodiment The third clutch-side pressure control valve has a valve body a first opening, receiving a control pressure from the second proportional control solenoid valve, a second opening, the one control pressure from the third clutch-side switching valve takes up, a third opening, the forward range pressure receives from the hand valve, a fourth opening, the over the third opening absorbed hydraulic pressure to the control valve and the third clutch side Switching valve leads, and a fifth opening, the over the fourth opening recalls absorbed hydraulic pressure, and a valve spool with a first shoulder, which selectively the third opening through the over the second opening recorded control pressure includes, a second shoulder, the one Connection of the third opening with the fourth opening or the fourth opening with the fifth opening in the Interaction with the first shoulder allows, and a third shoulder on the over the second opening supplied Receives control pressure, wherein a spring element between the first Shoulder and the valve body is arranged.

According to another embodiment, the control valve includes a valve body having a first port receiving the line pressure, a second port receiving a control pressure from the second on / off solenoid valve, a third port receiving a hydraulic pressure from the third clutch side pressure control valve, a fourth opening which receives the over the third opening Hydraulic pressure leads to the first brake as the operating pressure, a fifth opening which leads the hydraulic pressure received via the third opening to the second switching valve, a sixth opening which discharges the hydraulic pressure supplied via the fifth opening, and a seventh opening which has an operating pressure from the third clutch as the control pressure thereof, and a spool having a first shoulder receiving a control pressure supplied through the second port, a second shoulder selectively allowing communication of the fourth port with an exhaust port, a third shoulder selectively providing one Connection of the third opening with the fourth and the fifth opening allows a fourth shoulder, which selectively opens the fifth opening through the control pressure supplied via the first opening, and a fifth shoulder, which receives the control pressure supplied via the seventh opening.

To a further embodiment the second switching valve has a valve body with a first opening, a control pressure from the fourth Proportionalsteuersolenoidventil receives, a second opening, the over the first opening recorded control pressure to the second brake-side pressure control valve leads, a third opening, the one hydraulic pressure from the control valve as an operating pressure for the third Clutch receives, a fourth opening, which over the third opening absorbed hydraulic pressure leads to the third clutch, a fifth opening, the over the fourth opening supplied hydraulic pressure dissipates, a sixth and a seventh opening branched off from the fourth opening and the fourth opening use discharged hydraulic pressure as a control pressure of the second switching valve, and an eighth opening, which receives a control pressure from the first on / off solenoid valve, and a valve spool with a first shoulder, which selectively the first opening opens, one second shoulder, which selectively connects the first opening with the second opening in cooperation with the first shoulder allows a third shoulder, which selectively connects the third opening to the fourth opening in the Interaction with the second shoulder allows, and a fourth shoulder on the over the eighth opening supplied Control pressure absorbs, with the third shoulder and the fourth shoulder are formed separately, and a spring element between the first Shoulder and the valve body is arranged.

To a further embodiment the third and the fourth shoulder are so separated, that the separation point can be placed at the sixth opening, when the valve spool is moved to the right and placed at the seventh opening may be when the valve spool is moved to the left.

To a further embodiment The control section of the second clutch has a second clutch side Switching valve and a second clutch-side pressure control valve on, by the third Proportionalsteuersolenoidventil such controlled to be a hydraulic pressure to the second clutch out can.

To a further embodiment has the second clutch-side switching valve with a valve body a first opening, the one control pressure from the third Proportionalsteuersolenoidventil receives, a second opening, which is arranged opposite to the first opening and a takes reduced pressure of the reducing valve as its control pressure, a third opening, partly that of the second clutch side pressure control valve supplied Operating pressure of the second clutch receives, and a fourth opening, the over the third opening selectively received hydraulic pressure to the second clutch side Pressure control valve supplies as the control pressure, and a valve spool with a first shoulder providing a control pressure supplied via the first opening and a second shoulder, one over the second opening supplied Control pressure receives and selectively connect the third opening with the fourth opening in cooperation with the first shoulder, allowing the first shoulder is provided with a spring element which forms a spring force, the valve spool always seen in the drawing to the left biases.

To a further embodiment The second clutch-side pressure control valve has a valve body a first opening, the one control pressure from the third Proportionalsteuersolenoidventil receives, a second opening, the one control pressure from the second clutch-side switching valve takes up, a third opening, which receives the line pressure, a fourth opening, the over the third opening absorbed hydraulic pressure leads to the second clutch, and a fifth opening, the over the fourth opening supplied Hydraulic pressure dissipates, and a valve spool with a first shoulder that over the first opening supplied Receives control pressure, a second shoulder that selectively opens / closes the fifth opening, and a third shoulder, which selectively connects the fourth opening with the third and fifth opening in the Interaction with the second shoulder allows, with a spring element is arranged between the third shoulder and the valve body.

According to another embodiment, the second brake control section has a second one Brake-side switching valve and a second brake-side pressure control valve, which are controlled by a fourth Proportionalsteuersolenoidventil such that the second brake can absorb a hydraulic pressure.

To a further embodiment has the second brake-side switching valve with a valve body a first opening, a control pressure from the fourth Proportionalsteuersolenoidventil receives, a second opening, which is arranged opposite to the first opening and a takes reduced pressure of the reducing valve as its control pressure, a third opening, partially from that of the second brake-side pressure control valve supplied Operating pressure of the second brake receives, and a fourth opening, the hydraulic pressure of the third opening to the second brake side Pressure control valve as its control pressure leads, and a valve spool with a first shoulder which controls the control pressure supplied by the first opening and a second shoulder that holds the over the second opening supplied control pressure receives and selectively connects the third opening with the fourth opening in cooperation with the first shoulder, allowing the first shoulder is provided with a spring element which forms a spring force, the valve spool always seen in the drawing to the left biases.

To a further embodiment the second brake-side pressure control valve has a valve body a first opening, a control pressure from the fourth Proportionalsteuersolenoidventil receives, a second opening, the one control pressure from the second brake-side switching valve takes up, a third opening, which receives the line pressure, a fourth opening, the over the third opening recorded Hydraulic pressure leads to the second brake, a fifth opening, the over the fourth opening supplied Hydraulic pressure dissipates, and a sixth opening, the one with the second opening the second switching valve is connected, and a valve spool with a first shoulder which controls the control pressure supplied via the first opening a second shoulder that selectively opens / closes the fifth opening, one third shoulder, which selectively connects the fourth opening with the third and the fifth opening in the Interaction with the second shoulder allows, and a fourth shoulder on the over the second opening supplied Receives control pressure, wherein a spring element between the fourth shoulder and the valve body is arranged.

To a further embodiment is the first switching valve with an upstream side of the second clutch and the second brake with the interposition of a second shuttle valve connected so that to the second clutch and the second brake guided Hydraulic pressure partially supplied to the first switching valve can.

To a further embodiment The control portion of the fourth clutch has a fourth clutch side Switching valve and a fourth clutch-side pressure control valve on through a fifth proportional control solenoid valve be controlled so that the fourth clutch hydraulic pressure can record.

To a further embodiment has the fourth clutch-side switching valve with a valve body a first opening, the one control pressure of the fifth Proportional control solenoid valve receives, a second opening, which is arranged opposite to the first opening and the takes reduced pressure of the reducing valve as its control pressure, a third opening, partly that of the fourth clutch side pressure control valve supplied Operating pressure of the fourth clutch receives, and a fourth opening, the over the third opening selectively received hydraulic pressure to the fourth clutch side Pressure control valve as its control pressure leads, and a valve spool with a first shoulder receiving the control pressure of the first opening, and a second shoulder, which controls the pressure supplied via the second opening receives and selectively connects the third opening with the fourth opening in cooperation with the first shoulder, allowing a spring element is arranged between the first shoulder and the valve body.

According to another embodiment, the fourth clutch-side pressure control valve has a valve body having a first port receiving a control pressure from the fifth proportional control solenoid valve, a second port receiving a control pressure of the fourth clutch-side shift valve, a third port receiving the line pressure, a fourth port that supplies the hydraulic pressure received via the third port to the fourth clutch, and a fifth port that discharges the hydraulic pressure supplied through the fourth port, and a spool valve having a first shoulder that receives the pilot pressure supplied via the first port; Shoulder selectively opening / closing the fifth opening and a third shoulder selectively connecting the fourth opening to the third and the fifth opening in cooperation with the second shoulder, wherein a spring element between the third shoulder and the valve body is arranged.

The The invention will be explained in more detail with reference to the drawing. In the drawing show:

1 10 is a schematic of an exemplary powertrain that may be operated by a hydraulic control system according to an exemplary embodiment of the invention;

2 an operating table for friction elements of the drive train in 1 ;

3 a schematic of a hydraulic control system according to an exemplary embodiment of the invention;

4 a detailed schematic of a control section for a first clutch according to an exemplary embodiment of the invention;

5 12 is a detailed schematic of a first brake control section and a third clutch according to an exemplary embodiment of the invention;

6 a detailed schematic of a control section for a second clutch according to an exemplary embodiment of the invention;

7 a detailed schematic of a control section for a second brake according to an exemplary embodiment of the invention; and

8th a detailed schematic of a control section for a fourth clutch according to an exemplary embodiment of the invention.

With Referring to the drawings, an embodiment of the invention will be described.

1 FIG. 12 shows a schematic of an exemplary seven-speed powertrain that may be operated by a hydraulic control system according to an exemplary embodiment of the invention. The seven-speed drive train is formed by a first planetary gear set PG1 a double planetary gear set and a second planetary gear set PG2 a composite Ravigneaux planetary gear set. The first and second planetary gear sets PG1 and PG2 are interconnected by four clutches C1, C2, C3 and C4 and two brakes B1 and B2.

A sun wheel 2 of the first planetary gear set PG1 is fixedly connected to a transmission case H so as to always act as a reaction element, and a planet carrier 4 of the first planetary gear set PG1 is directly connected to a drive shaft 6 connected so that it always acts as a driving element.

A ring gear 8th of the first planetary gear set PG1 always acts as an output element of the first planetary gear set PG1. The output of the ring gear 8th is branched off after passing a fourth clutch C4. That is, with the interposition of a common fourth clutch C4 is the ring gear 8th via a first clutch C1 with a first sun gear 10 of the second planetary gear set PG2 and also via a second clutch C2 with a second sun gear 12 of the second planetary gear set PG2.

A planet carrier 14 of the second planetary gear set PG2 is connected via a third clutch C3 with a drive shaft 6 and also variably connected to the transmission housing H with the interposition of a first brake B1. A one-way clutch F is parallel to the first brake B1 between the transmission housing H and the planet carrier 14 of the second planetary gear set PG2.

In addition, the transmission housing H is connected with the interposition of a second brake B2 with a part which the second clutch C2 and the second sun gear 12 of the second planetary gear set PG2 connects to each other. A ring gear 16 of the second planetary gear set PG2 is provided with a driven wheel 18 connected so that it always acts as an output element.

Such a structured drive train can according to a in 2 operated operating table to achieve seven forward gears and one reverse gear. That is, the first and fourth clutches C1 and C4 are operated for the first forward speed. The first and fourth clutches C1 and C4 and the second brake B2 are operated for the second forward speed. The first, second and fourth clutches C1, C2 and C4 are operated for the third forward speed. The first, third and fourth clutches C1, C3 and C4 are operated for the fourth forward speed. The first, second and third clutches C1, C2 and C3 are operated for the fifth forward speed. The second, third and fourth clutches C2, C3 and C4 are operated for the sixth forward speed. The third and fourth clutches C3 and C4 and the second brake B2 are operated for the seventh forward speed. The second and fourth clutches C2 and C4 and the first brake B1 are operated for reverse.

A switching operation performed by operating the friction elements according to the in 2 is shown by a person skilled in the art and will therefore not be described in more detail.

As a hydraulic control system for operating such a power train, as shown in FIG 3 1, a hydraulic control system according to an exemplary embodiment of the invention includes a line pressure control section A, a start control section B, a pressure reduction control section C, a manual shift control section D, a first clutch control section E, a first brake control section F and third clutch, a control section G of the second Clutch, a control section H of the second brake, and a control section I of the fourth clutch to control the supply and release of hydraulic pressure to the friction elements C1, C2, C3, C4, B1 and B2.

The line pressure control section A, the start control section B, and the pressure reduction control section C may be formed according to a conventional scheme. According to an exemplary embodiment of the invention, the line pressure control section A has a control valve 32 and a proportional control solenoid valve S1 for controlling it. Therefore, that of a hydraulic pump 30 supplied hydraulic pressure can be stably controlled, and a line pressure can be varied according to the driving conditions. Thus, the fuel consumption of a vehicle can be improved.

The starting control section B has a torque converter control valve 34 , a damper clutch control valve 36 and a proportional control solenoid valve S2. The torque converter control valve 34 reduces the line pressure to accurately control a damper clutch to improve high-speed fuel consumption and utilize the torque multiplication effect of a torque converter TC at acceleration. The damper clutch control valve 36 controls the engagement or release of the damper clutch. The proportional control solenoid valve S2 controls the damper clutch control valve 36 in accordance with an electrical signal from a transmission controller TCU.

The pressure reduction control section C has a reducing valve 38 on. The pressure reduction control section C reduces the pressure from the hydraulic pump 30 supplied hydraulic pressure and then performs the reduced pressure to the solenoid valves S1 and S2 as their control pressures and also to the respective clutch and brake control sections as their control pressures.

The manual control section D has a manual valve 40 on, which allows a change of hydraulic lines according to a manual circuit.

The control section E of the first clutch C1 has a first clutch-side shift valve 50 , a first clutch side pressure control valve 52 , and a first switching valve 54 on. The first clutch-side switching valve 50 and the first clutch side pressure control valve 52 are controlled by a first proportional control solenoid valve DS1. The first switching valve 54 controls an operating pressure of the first clutch C1 in response to the control pressure of the line pressure and a hydraulic pressure from the second clutch C2 or the second brake B2.

The control section F of the first brake B1 and the third clutch C3 has a third clutch-side switching valve 56 , a third clutch-side pressure control valve 58 , a control valve 60 , a second switching valve 62 , and first and second on / off solenoid valves SS1 and SS2. The third clutch-side switching valve 56 and the third clutch side pressure control valve 58 are controlled by a second proportional control solenoid valve DS2. The control valve 60 allows hydraulic line switching of hydraulic pressure from the third clutch side pressure control valve 58 is supplied. The two te switching valve 62 supplies the hydraulic pressure supplied by the control valve 60 is guided to the third clutch C3. The first and second on / off solenoid valves SS1 and SS2 control the second switching valve 62 and the control valve 60 ,

The control section G of the second clutch C2 has a second clutch-side switching valve 64 and a second clutch side pressure control valve 66 which are controlled by a third proportional control solenoid valve DS3.

The control section H of the second brake B2 has a second brake-side switching valve 68 and a second brake-side pressure control valve 70 which are controlled by a fourth proportional control solenoid valve DS4.

In addition, the control section I of the fourth clutch C4 has a fourth clutch-side shift valve 72 and a fourth clutch side pressure control valve 74 which are controlled by a fifth proportional control solenoid valve DS5.

Detailed leads, as in 3 shown is the manual valve 40 the hydraulic pressure of one with the control valve 32 connected line pressure line 80 is supplied selectively to a reverse range pressure line 82 and a forward range pressure line 84 according to a change in the drive ranges.

The reverse range pressure line 82 is with the control valve 32 is connected to control the line pressure in the reverse region R, and is also connected to the first brake B1 to supply a reverse range pressure thereto.

The forward range pressure line 84 is arranged to supply the operating pressure to the respective control sections which control the friction elements.

4 FIG. 12 is a detailed diagram of the control section E of the first clutch C1.

The first clutch-side switching valve 50 has a valve body and a valve slide built into it.

The valve body of the first clutch-side switching valve 50 has a first, second, third and fourth opening 90 . 92 . 94 and 96 on. The first opening 90 receives a control pressure from the first proportional control solenoid valve DS1. The second opening 92 is on an opposite side of the first opening 90 trained and takes a reduced pressure of the reducing valve 38 as its control pressure. The third opening 94 partially absorbs the operating pressure supplied to the first clutch C1. The fourth opening 96 selectively leads over the third opening 94 received hydraulic pressure to the first clutch-side pressure control valve 52 as its control pressure.

The valve spool in the valve body of the first clutch-side switching valve 50 is installed, has a first and a second shoulder 98 and 100 on. The first shoulder 98 absorbs the control pressure from the first opening 90 is supplied. The second shoulder 100 take the over the second opening 92 supplied control pressure and selectively allows connection of the third opening 94 with the fourth opening 96 in cooperation with the first shoulder 98 , The first shoulder 98 is with a spring element 102 provided, which forms a spring force, which biases the valve spool always seen in the drawing to the left.

Due to the reduced pressure, which over the second opening 92 is fed, the valve spool moves seen in the drawing to the right, so that the third and the fourth opening 94 and 96 can be connected to each other. When an operation control pressure of the first proportional control solenoid valve DS1 via the first opening 90 is supplied, the valve spool moves in the drawing to the left by an amount corresponding to the operation control pressure. In this case, a cross-sectional area of the communication passage between the third and the fourth opening becomes 94 and 96 set accordingly, whereby the first clutch-side pressure control valve 52 supplied control pressure is set.

The first clutch-side pressure control valve 52 has a valve body and a valve slide built into it.

The valve body of the first clutch-side pressure control valve 52 has a first, second, third, fourth and fifth opening 110 . 112 . 114 . 116 and 118 on. The first opening 110 takes a control pressure from the first clutch-side switching valve 50 on. The second opening 112 receives a control pressure from the first proportional control solenoid valve DS1. The third opening 114 takes an operating pressure of the first clutch C1, which of the first switching valve 54 is supplied. The fourth opening 116 selectively leads over the third opening 114 absorbed hydraulic pressure to the first clutch C1. The fifth opening 118 leads over the fourth opening 116 absorbed hydraulic pressure back.

The valve spool of the first clutch-side pressure control valve 52 has a first, second and third shoulder 120 . 122 and 124 on. The first shoulder 120 selectively closes the third opening 114 through the control pressure, over the first opening 110 is recorded. The second shoulder 122 allows connection of the third opening 114 with the fourth opening 116 or the fourth opening 116 with the fifth opening 118 in cooperation with the first shoulder 120 , The third shoulder 124 take the over the second opening 112 supplied control pressure. There is also a spring element 126 between the first shoulder 120 and the valve body arranged.

When a control pressure over the first opening 110 is fed, the valve spool moves seen in the drawing to the right, thereby closing the third opening 114 and allows the connection of the fourth opening 116 with the fifth opening 118 , When the operation control pressure of the first proportional control solenoid valve DS1 via the second opening 112 is supplied, moves the valve spool in the drawing to the left by an amount corresponding to the operating control pressure, whereby the third and the fourth opening 114 and 116 be connected to each other.

The first switching valve 54 has a valve body and a valve slide built into it.

The valve body of the first switching valve 54 has a first, second, third, fourth, fifth, sixth and seventh opening 130 . 132 . 134 . 136 . 138 . 140 and 142 on. The first opening 130 takes a forward range pressure as its control pressure. The second opening 132 absorbs the line pressure. The third opening 134 leads over the second opening 132 received hydraulic pressure to the first clutch-side pressure control valve 52 , The fourth opening 136 takes the operating pressures of the second clutch C2 and the second brake B2 as their control pressure. The fifth opening 138 takes the operating pressure of the fourth clutch C4 as its control pressure. The sixth opening 140 takes the operating pressures of the third clutch C3 as its control pressure. The seventh opening 142 lead the over the third opening 134 supplied hydraulic pressure from.

The valve spool in the valve body of the first switching valve 54 is incorporated has a first, second, third and fourth shoulder 144 . 146 . 148 and 150 on. The first shoulder 144 take that over the first opening 130 supplied control pressure. The second shoulder 146 take the over the sixth opening 140 supplied hydraulic pressure and selectively allows connection of the third opening 134 with the first and the seventh opening 130 and 142 , The third shoulder 148 take the over the fourth opening 136 supplied control pressure. There is also a spring element 152 between the fourth shoulder 150 and the valve body arranged.

The first switching valve 54 is structured such that when the control pressure across the first opening 130 is supplied, the valve spool is not to the first opening 130 moved when no control pressure on one of the fourth, fifth and sixth opening 136 . 138 and 140 is supplied.

5 FIG. 11 is a detailed diagram of a control section F of the first brake B1 and the third clutch C3.

The third clutch-side switching valve 56 has a valve body and a valve slide built into it.

The valve body of the third clutch-side switching valve 56 has a first, second, third and fourth opening 160 . 162 . 164 and 166 on. The first opening 160 receives a control pressure from the second proportional control solenoid valve DS2. The second opening 162 is on an opposite side of the first opening 160 trained and takes a reduced pressure of the reducing valve 38 as its control pressure. The third opening 164 partially absorbs the operating pressure supplied to the first brake B1 or the third clutch C3. The fourth opening 166 selectively leads over the third opening 164 received hydraulic pressure to the third clutch-side pressure control valve 58 as its control pressure.

The spool in the valve body of the third clutch-side shift valve 56 is installed, has a first and a second shoulder 168 and 170 on. The first shoulder 168 absorbs the control pressure from the first opening 160 is supplied. The second shoulder 170 take the over the second opening 162 supplied control pressure and selectively allows connection of the third opening 164 with the fourth opening 166 , The first shoulder 168 is with a spring element 172 provided, which forms a spring force, which biases the valve spool always seen in the drawing to the left.

Due to the reduced pressure, which over the second opening 162 is fed, the valve spool moves seen in the drawing to the right, so that the third and the fourth opening 164 and 166 can be connected to each other. When an operation control pressure of the second proportional control solenoid valve DS2 via the first opening 160 is supplied, the valve spool moves in the drawing to the left by an amount corresponding to the operation control pressure. In this case, a cross-sectional area of the communication passage between the third and the fourth opening becomes 164 and 166 set accordingly, whereby the third clutch-side pressure control valve 58 supplied control pressure is set.

The third clutch-side pressure control valve 58 has a valve body and a valve slide built into it.

The valve body of the third clutch-side pressure control valve 58 has a first, second, third, fourth and fifth opening 180 . 182 . 184 . 186 and 188 on. The first opening 180 receives a control pressure from the second proportional control solenoid valve DS2. The second opening 182 takes a control pressure from the third clutch-side switching valve 56 on. The third opening 184 takes the forward range pressure from the manual valve 40 on. The fourth opening 186 lead the over the third opening 184 absorbed hydraulic pressure to the control valve 60 and the third clutch-side switching valve 56 , The fifth opening 188 leads over the fourth opening 186 absorbed hydraulic pressure back.

The valve spool of the third clutch-side pressure control valve 58 has a first, second and third shoulder 190 . 192 and 194 on. The first shoulder 190 selectively closes the third opening 184 by the control pressure passing through the second opening 182 is recorded. The second shoulder 192 allows connection of the third opening 184 with the fourth opening 186 or the fourth opening 186 with the fifth opening 188 in cooperation with the first shoulder 190 , The third shoulder 194 take the over the second opening 182 supplied control pressure. There is also a spring element 196 between the first shoulder 190 and the valve body arranged.

When a control pressure over the first opening 180 is fed, the valve spool moves seen in the drawing to the right, thereby closing the third opening 184 and allows the connection of the fourth opening 186 with the fifth opening 188 , When the operation control pressure of the second proportional control solenoid valve DS2 exceeds the first opening 180 is supplied, moves the valve spool in the drawing to the left by an amount corresponding to the operating control pressure, whereby the third and the fourth opening 184 and 186 be connected to each other.

The control valve 60 has a valve body and a valve slide built into it.

The valve body of the control valve 60 has a first, second, third, fourth, fifth, sixth and seventh opening 200 . 202 . 204 . 206 . 208 . 210 and 212 on. The first opening 200 absorbs the line pressure. The second opening 202 receives a control pressure from the second on / off solenoid valve SS2. The third opening 204 takes a hydraulic pressure from the third clutch side pressure control valve 58 on. The fourth opening 206 lead the over the third opening 204 absorbed hydraulic pressure to the first brake B1 as the operating pressure. The fifth opening 208 lead the over the third opening 204 absorbed hydraulic pressure to the second switching valve 62 , The sixth opening 210 leads over the fifth opening 208 supplied hydraulic pressure from. The seventh opening 212 takes an operating pressure from the third clutch C3 as its control pressure.

The valve spool, which is in the valve body of the control valve 60 is incorporated has a first, second, third, fourth and fifth shoulder 214 . 216 . 218 . 220 and 222 on. The first shoulder 214 take one over the second opening 202 supplied control pressure. The second shoulder 216 selectively allows connection of the fourth opening 206 with an outlet EX. The third shoulder 218 selectively allows connection of the third opening 204 with the fourth and the fifth opening 206 and 208 , The fourth shoulder 220 selectively opens the fifth opening 208 through the over the first opening 200 supplied control pressure. The fifth shoulder 222 take the over the seventh opening 212 supplied control pressure.

When a hydraulic pressure across the second opening 202 is supplied, moves the valve spool in the drawing to the right, and accordingly, the third and the fourth opening 204 and 206 connected with each other. If no hydraulic pressure across the second opening 202 is supplied, the valve spool moves through the first opening 200 supplied hydraulic pressure in the drawing to the left, and accordingly, the third and the fifth opening 204 and 208 connected with each other.

Besides that is a first shuttle valve SV1 at an upstream side of the first brake B1, so that the first brake B1 is the forward range pressure in a low region L in which the engine brake is actuated, and the reverse range pressure in the reverse area can record.

The second switching valve 62 has a valve body and a valve slide built into it.

The valve body of the second switching valve 62 has a first, second, third, fourth, fifth, sixth, seventh and eighth opening 230 . 232 . 234 . 236 . 238 . 240 . 242 and 244 on. The first opening 230 receives a control pressure from the fourth proportional control solenoid valve DS4. The second opening 232 leads over the first opening 230 recorded control pressure to the second brake-side pressure control valve 70 , The third opening 234 takes a hydraulic pressure from the control valve 60 as an operating pressure for the third clutch C3. The fourth opening 236 lead the over the third opening 234 absorbed hydraulic pressure to the third clutch C3. The fifth opening 238 leads over the fourth opening 236 supplied hydraulic pressure from. The sixth and seventh opening 240 and 242 are from the fourth opening 236 branched off and use the from the fourth opening 236 discharged hydraulic pressure as a control pressure of the second switching valve 62 , The eighth opening 244 receives a control pressure from the first on / off solenoid valve SS1.

The valve spool in the valve body of the second switching valve 62 is incorporated has a first, second, third and fourth shoulder 246 . 248 . 250 and 252 on. The first shoulder 246 selectively opens the first opening 230 , The second shoulder 248 selectively allows connection of the first opening 230 with the second opening 232 in cooperation with the first shoulder 246 , The third shoulder 250 selectively allows connection of the third opening 234 with the fourth opening 236 in cooperation with the second shoulder 248 , The fourth shoulder 252 take the over the eighth opening 244 supplied control pressure. The third shoulder 250 and the fourth shoulder 252 are formed separately. There is also a spring element 254 between the first shoulder 246 and the valve body arranged.

The third and the fourth shoulder 250 and 252 are formed separately so that the separation point at the sixth opening 240 can be placed when the valve spool is moved to the right, and at the seventh opening 242 can be placed when the valve spool is moved to the left.

Therefore, when the third clutch C3 receives an operating pressure, the spool 62 remain moved to the right in the event that the first on / off solenoid valve SS1 fails.

When a control pressure is supplied from the first on / off solenoid valve SS1, the valve spool moves to the right as seen in the drawing, so that over the third opening 234 absorbed hydraulic pressure through the fourth opening 236 can be performed to the third clutch C3.

According to such a scheme, in the seventh forward speed, the control pressure of the fourth proportional control solenoid valve DS4 becomes the second brake-side pressure control valve 70 guided, so that the valve spool can be moved to the right as seen in the drawing. That is, the second brake B2 can be controlled by different control routes in low and high gears, so that their precise control can be made possible.

6 FIG. 12 is a detailed diagram of the control section G of the second clutch C2.

The second clutch-side switching valve 64 has a valve body and a valve slide built into it.

The valve body of the second clutch-side switching valve 64 has a first, second, third and fourth opening 260 . 262 . 264 and 266 on. The first opening 260 takes a control pressure from the third Proportional control solenoid valve DS3 on. The second opening 262 is opposite to the first opening 260 arranged and takes a reduced pressure of the reducing valve 38 as its control pressure. The third opening 264 partially takes the from the second clutch side pressure control valve 66 supplied operating pressure of the second clutch C2. The fourth opening 266 lead the over the third opening 264 selectively receiving hydraulic pressure to the second clutch side pressure control valve 66 as its control pressure.

The valve spool in the valve body of the second clutch-side switching valve 64 is installed, has a first and a second shoulder 268 and 270 on. The first shoulder 268 takes one over the first opening 260 supplied control pressure. The second shoulder 270 take one over the second opening 262 supplied control pressure and selectively allows connection of the third opening 264 with the fourth opening 266 in cooperation with the first shoulder 268 , The first shoulder 268 is with a spring element 272 provided, which forms a spring force, which biases the valve spool always seen in the drawing to the left.

Without an operating control pressure, the valve spool will pass through the second port 262 supplied control pressure moves in the drawing moves to the right, and accordingly, the third opening 264 and the fourth opening 266 connected with each other. When an operation control pressure of the third proportional control solenoid valve DS3 exceeds the first opening 260 is taken, the valve spool moves in the drawing to the left by an amount corresponding to the operation control pressure, and the third opening 264 will be closed accordingly.

The second clutch-side pressure control valve 66 has a valve body and a valve slide built into it.

The valve body of the second clutch side pressure control valve 66 has a first, second, third, fourth and fifth opening 280 . 282 . 284 . 286 and 288 on. The first opening 280 receives a control pressure from the third proportional control solenoid valve DS3. The second opening 282 takes a control pressure from the second clutch-side switching valve 64 on. The third opening 284 absorbs the line pressure. The fourth opening 286 lead the over the third opening 284 absorbed hydraulic pressure to the second clutch C2. The fifth opening 288 leads over the fourth opening 286 supplied hydraulic pressure from.

The spool in the valve body of the second clutch-side pressure control valve 66 is installed, has a first, second and third shoulder 290 . 292 and 294 on. The first shoulder 290 take that over the first opening 280 supplied control pressure. The second shoulder 292 selectively opens / closes the fifth opening 288 , The third shoulder 294 selectively allows connection of the fourth opening 286 with the third and the fifth opening 284 and 288 in cooperation with the second shoulder 292 , There is also a spring element 296 between the third shoulder 294 and the valve body arranged.

When a control pressure over the first opening 280 is fed, the valve spool moves in the drawing to the left and allows the connection of the third opening 284 with the fourth opening 286 so that the second clutch C2 is supplied with an operating pressure. When the control pressure of the first opening 280 is discharged and a control pressure through the second opening 282 is supplied, the valve spool is moved to the right as seen in the drawing, so that the operating pressure of the second clutch C2 through the connection of the fourth opening 286 with the fifth opening 288 can be dissipated.

7 FIG. 12 is a detailed diagram of the control section H of the second brake B2.

The second brake-side switching valve 68 has a valve body and a valve slide built into it.

The valve body of the second brake-side switching valve 68 has a first, second, third and fourth opening 300 . 302 . 304 and 306 on. The first opening 300 receives a control pressure from the fourth proportional control solenoid valve DS4. The second opening 302 is opposite to the first opening 300 arranged and takes a reduced pressure of the reducing valve 38 as its control pressure. The third opening 304 partially takes the from the second brake-side pressure control valve 70 supplied operating pressure of the second brake B2. The fourth opening 306 leads the hydraulic pressure of the third opening 304 to the second brake-side pressure control valve 70 as its control pressure.

The valve spool in the valve body of the second brake-side switching valve 68 built-in is, has a first and a second shoulder 308 and 310 on. The first shoulder 308 takes that from the first opening 300 supplied control pressure. The second shoulder 310 take the over the second opening 302 supplied control pressure and selectively allows connection of the third opening 304 with the fourth opening 306 in cooperation with the first shoulder 308 , The first shoulder 308 is with a spring element 312 provided, which forms a spring force, which biases the valve spool always seen in the drawing to the left.

Without an operating control pressure, the valve spool will pass through the second port 302 supplied control pressure moves in the drawing moves to the right, and accordingly, the third opening 304 and the fourth opening 306 connected with each other. When an operation control pressure of the fourth proportional control solenoid valve DS4 via the first opening 300 is taken, the valve spool moves in the drawing to the left by an amount corresponding to the operation control pressure, and the third opening 304 will be closed accordingly.

The second brake-side pressure control valve 70 has a valve body and a valve slide built into it.

The valve body of the second brake-side pressure control valve 70 has a first, second, third, fourth, fifth and sixth opening 320 . 322 . 324 . 326 . 328 and 330 on. The first opening 320 receives a control pressure from the fourth proportional control solenoid valve DS4. The second opening 322 takes a control pressure from the second brake-side switching valve 68 on. The third opening 324 absorbs the line pressure. The fourth opening 326 lead the over the third opening 324 absorbed hydraulic pressure to the second brake B2. The fifth opening 328 leads over the fourth opening 326 supplied hydraulic pressure from. The sixth opening 330 comes with the second opening 232 of the second switching valve 62 connected.

The valve spool in the valve body of the second brake-side pressure control valve 70 is incorporated has a first, second, third and fourth shoulder 332 . 334 . 336 and 338 on. The first shoulder 332 take that over the first opening 320 supplied control pressure. The second shoulder 334 selectively opens / closes the fifth opening 328 , The third shoulder 336 selectively allows connection of the fourth opening 326 with the third and the fifth opening 324 and 328 in cooperation with the second shoulder 334 , The fourth shoulder 338 take the over the second opening 322 supplied control pressure. There is also a spring element 340 between the fourth shoulder 338 and the valve body arranged.

When a control pressure over the first opening 320 is fed, the valve spool is seen in the drawing moves to the left and allows the connection of the third opening 324 with the fourth opening 326 so that an operating pressure is supplied to the second brake B2. When the control pressure of the first opening 320 is discharged and a control pressure through the second opening 322 is supplied, the valve spool is moved to the right as seen in the drawing, so that the operating pressure of the second brake B2 by the connection of the fourth opening 326 with the fifth opening 328 can be dissipated.

The first switching valve 54 is connected to an upstream side of the two friction elements C2 and B2 with the interposition of a second shuttle valve SV2, so that the hydraulic pressure supplied to the second clutch C2 and the second brake B2 is partially equal to the first shift valve 54 can be supplied.

8th FIG. 12 is a detailed diagram of the control section I of the fourth clutch C4.

The fourth clutch-side switching valve 72 has a valve body and a valve slide built into it.

The valve body of the fourth clutch-side switching valve 72 has a first opening 350 inputting a control pressure from the fifth proportional control solenoid valve DS5, a second opening 352 opposite to the first opening 350 is arranged and a reduced pressure of the reducing valve 38 as its control pressure receives, a third opening 354 partly corresponding to that of the fourth clutch-side pressure control valve 74 supplied operating pressure of the fourth clutch C4, and a fourth opening 356 on top of the third opening 354 selectively receiving hydraulic pressure to the fourth clutch side pressure control valve 74 as its control pressure leads.

The spool in the valve body of the fourth clutch-side shift valve 72 is fitted, has a first shoulder 358 that the control pressure of the first opening 350 picks up, and a second shoulder 360 on that over the second opening 352 supplied control pressure and selectively receives a Connection of the third opening 354 with the fourth opening 356 in cooperation with the first shoulder 358 allows.

The first shoulder 358 is with a spring element 362 provided, which forms a spring force, which biases the valve spool always seen in the drawing to the left.

Without an operating control pressure, the valve spool will pass through the second port 352 supplied control pressure moves in the drawing moves to the right, and accordingly, the third opening 354 and the fourth opening 356 connected with each other. When an operation control pressure of the fifth proportional control solenoid valve DS5 exceeds the first opening 350 is taken, the valve spool moves in the drawing to the left by an amount corresponding to the operation control pressure, and the third opening 354 will be closed accordingly.

The fourth clutch-side pressure control valve 74 has a valve body and a valve slide built into it.

The valve body of the fourth clutch-side pressure control valve 74 has a first opening 370 inputting a control pressure from the fifth proportional control solenoid valve DS5, a second opening 372 , which is a control pressure of the fourth clutch-side switching valve 72 takes up, a third opening 374 , which receives the line pressure, a fourth opening 376 that over the third opening 374 received hydraulic pressure leads to the fourth clutch C4, and a fifth opening 378 on top of the fourth opening 376 dissipates supplied hydraulic pressure.

The spool in the valve body of the fourth clutch-side pressure control valve 77 is fitted, has a first shoulder 380 that over the first opening 370 supplied control pressure, a second shoulder 382 , which selectively opens the fifth opening 378 opens / closes, and a third shoulder 384 on, which selectively connects the fourth opening 376 with the third and the fifth opening 374 and 378 in cooperation with the second shoulder 382 allows.

A spring element 386 is between the third shoulder 384 and the valve body arranged.

When a control pressure over the first opening 370 is fed, the valve spool is seen in the drawing moves to the left and allows the connection of the third opening 374 with the fourth opening 376 so that an operating pressure is supplied to the fourth clutch C4. When the control pressure of the first opening 370 is discharged and a control pressure through the second opening 372 is fed, the valve spool is seen in the drawing moved to the right. In this case, the operating pressure of the fourth clutch C4 by the connection of the fourth opening 376 with the fifth opening 378 discharged, and the operating pressure is partially the first switching valve 54 supplied as the control pressure.

In addition, according to an exemplary embodiment of the invention, a memory AC1 is located on the drive pressure line 84 arranged so that the drive pressure can be stabilized. Likewise, a reservoir AC2 is arranged on the return line, so that the hydraulic pressure can be kept stable during its discharge. Likewise, a memory is respectively connected to the lines of the first, second, third and fourth clutches C1, C2, C3 and C4 and the second brake B2 (FIG. 3 ) arranged.

Regarding the first, second, third, fourth and fifth proportional control solenoid valves DS1, DS2, DS3, DS4 and DS5 included in the control sections of the exemplary embodiment be applied to the invention give in an off state the first, second, third and fifth Proportional control solenoid valve DS1, DS2, DS3 and DS5 maximum Hydraulic pressure and the fourth proportional control solenoid valve DS4 a minimum hydraulic pressure.

In the hydraulic control system according to an exemplary embodiment of the invention, the first and second on / off solenoid valves and the proportional control solenoid valves are operated according to the following Table 1 for the respective gears. Table 1

following The operation of the hydraulic control system according to an exemplary embodiment will be described the invention in detail described.

When an engine is started and accordingly hydraulic pressure through the hydraulic pump 30 is generated, the line pressure to the first and second solenoid valve SS1 and SS2, the manual valve 40 , the first switching valve 54 , the third and fourth clutch-side pressure control valves 66 and 74 and the control valve 60 fed. In this case, the through the reducing valve 38 controlled hydraulic pressure respectively to the proportional control solenoid valve DS1, DS2, DS3, DS4 and DS5 the first, second, third and fourth clutch-side switching valve 50 . 64 . 56 and 72 and the second brake-side switching valve 68 supplied as the control pressure.

When the manual valve 40 is switched to the D range to start the vehicle, the D range pressure becomes over the forward range pressure line 84 to the first switching valve 54 , the third clutch-side pressure control valve 58 and the second brake-side pressure control valve 70 fed. In this case, takes the first switching valve 54 the line pressure across the first opening 130 on, so that the valve spool moves in the drawing moves to the left and thus the second and the third opening 132 and 134 be connected to each other. Therefore, the forward range pressure, which is the second port, becomes 132 is supplied to the first clutch-side pressure control valve 52 at its third opening 114 delivered.

Since the first proportional control solenoid valve DS1 becomes operation-controlled, the control pressure of the first proportional control solenoid valve DS1 becomes the first clutch-side shift valve 50 over its first opening 90 and also the first clutch side pressure control valve 52 over its second opening 112 fed. Therefore, move in this case, the valve spool seen in the drawing to the left, so that the third opening 94 the first clutch-side switching valve 50 is closed and the third and the fourth opening 114 and 116 the first clutch side pressure control valve 52 be connected to each other. As a result, the forward range pressure is supplied to the first clutch C1, and the shift to the first forward speed is realized (FIG. 4 ).

In addition, the hydraulic pressure of the fifth proportional control solenoid valve DS5 becomes the fourth clutch side hydraulic pressure control valve 74 over its first opening 370 fed. Accordingly moves to the right as seen in the drawing valve spool by the supplied control pressure to the left. As a result, the third and fourth openings become 374 and 376 interconnected, and the hydraulic pressure, which the third opening 374 is supplied, is now the fourth clutch C4 via the fourth opening 376 fed.

At the same time, the operation control pressure of the fifth proportional control solenoid valve DS5 also becomes the fourth brake-side switching valve 72 over its first opening 350 supplied as a control pressure. By such a control pressure now begins in the drawing to the right moving valve spool to move to the left.

At the same time, the reduced pressure on the valve spool on one side acts opposite to the first opening 350 as a control pressure, and therefore the moving speed of the valve spool is reduced. Accordingly, the operating pressure of the fourth clutch side pressure control valve becomes 74 is guided to the fourth clutch C4, via the third and the fourth opening 354 and 356 partially to the fourth clutch side pressure control valve 74 over its second opening 372 recycled. Then, it becomes in the fourth clutch side pressure control valve 74 slows down left-moving valve spool, and accordingly increases the guided to the fourth clutch C4 hydraulic pressure gradually.

When the valve spool of the fourth clutch-side shift valve 72 completely moved to the right, becomes the third opening 354 closed. In this case, now the fourth clutch-side pressure control valve 70 over its second opening 372 supplied control pressure dissipated, and accordingly moves the valve spool of the fourth clutch-side pressure control valve 74 completely to the left as seen in the drawing. Therefore, the forward range pressure is normal to the fourth clutch C4, so that the shifting realized by the first and fourth clutches C1 and C4 to the first forward speed is completed.

When the vehicle speed increases from a state of the first forward speed, the transmission control device (not shown) starts the operation control of the fourth proportional control solenoid valve DS4 (FIG. 7 ).

Then, the operation control pressure of the fourth proportional control solenoid valve DS4 becomes the second brake-side operation control valve 70 over its first opening 320 supplied, and accordingly moves seen in the drawing to the right moving valve spool by the supplied operating control pressure to the left. As a result, the third and fourth openings become 324 and 326 interconnected, and the hydraulic pressure, which the third opening 324 is supplied, is now the second brake B2 via the fourth opening 326 fed.

At the same time, the operation control pressure of the fourth proportional control solenoid valve DS4 also becomes the second brake-side switching valve 68 over its first opening 300 supplied as a control pressure. By such a control pressure now begins in the drawing to the right moving valve spool to move to the left.

At the same time, the reduced pressure on the valve spool on one side acts opposite to the first opening 300 as a control pressure, and therefore the moving speed of the valve spool is reduced. Accordingly, the operating pressure of the second brake-side pressure control valve 70 to the second brake B2, via the third and fourth openings 304 and 306 partially to the second brake-side pressure control valve 70 over its second opening 322 recycled. Then it becomes in the second brake-side pressure control valve 70 Slowly moving valve spool slows down, and accordingly, the hydraulic pressure supplied to the second brake B2 gradually increases.

When the valve spool of the second brake-side switching valve 68 completely moved to the right, becomes the third opening 304 closed. In this case, now the second brake-side pressure control valve 70 over its second opening 322 supplied control pressure dissipated, and accordingly moves the valve spool of the second brake-side pressure control valve 70 completely to the left as seen in the drawing. Therefore, the forward range pressure is normal to the second brake B2, so that the shift to the second forward speed realized by the first and fourth clutches C1 and C4 and the second brake B2 is completed.

As apparent from the above description, the second brake-side switching valve operates 68 and the second brake-side pressure control valve 70 together, so that the ge to the second brake B2 led operating pressure can be reduced in an early stage and the operating pressure can be fed normally in a final stage. Therefore, the accuracy of the switching control can be increased.

When the vehicle speed further increases from the second forward speed, the transmission control unit shuts off the operation control of the fourth proportional control solenoid valve DS4 and then starts the operation control of the third proportional control solenoid valve DS3 (FIG. 6 ).

Accordingly, the hydraulic pressure supplied to the second brake B2 is discharged, and the operation control pressure of the third proportional control solenoid valve DS3 becomes the second clutch-side control valve 66 over its first opening 280 fed. Accordingly moves now in the drawing to the right moving valve spool by the supplied operating control pressure to the left. As a result, the third and fourth openings become 284 and 286 connected to each other, and that to the third opening 284 guided hydraulic pressure is now the second clutch C2 through the fourth opening 286 fed.

At the same time, the operation control pressure of the third proportional control solenoid valve DS3 also becomes the second clutch side shift valve 64 over its first opening 260 supplied as a control pressure. By such a control pressure now begins in the drawing formerly moved to the right valve spool to move to the left.

At the same time, the reduced pressure on the valve spool on one side acts opposite to the first opening 260 as a control pressure, and therefore the moving speed of the valve spool is reduced. Accordingly, the operating pressure of the second clutch side pressure control valve becomes 66 is guided to the second clutch C2, via the third and the fourth opening 264 and 266 partially to the second clutch side pressure control valve 66 over its second opening 282 recycled. Then, it becomes in the second clutch side pressure control valve 66 slows left valve spool, and accordingly, the hydraulic pressure supplied to the second clutch C2 gradually increases.

When the valve spool of the second clutch-side shift valve 64 completely moved to the right, becomes the third opening 264 closed. In this case, now the second clutch-side pressure control valve 66 over its second opening 282 supplied control pressure dissipated, and accordingly moves the valve spool of the second clutch-side pressure control valve 66 completely to the left as seen in the drawing. Therefore, the forward range pressure is normal to the second clutch C2, so that the shifting realized by the first, second and fourth clutches C1, C2 and C4 to the third forward speed is completed.

As apparent from the above description, the second clutch-side switching valve operates 64 and the second clutch side pressure control valve 66 together, so that the guided to the second clutch C2 operating pressure can be reduced in an early switching stage and the operating pressure can be fed normally in a final stage. Therefore, the accuracy of the switching control can be increased.

When the vehicle speed further increases from the third forward speed, the transmission control unit shuts off the operation control of the third proportional control solenoid valve DS3, starts the operation control of the second proportional control solenoid valve DS2, and turns on the first on / off solenoid valve SS1 (FIG. 5 ).

Accordingly, the hydraulic pressure supplied to the second clutch C2 is discharged, and the operation control pressure of the second proportional control solenoid valve DS2 becomes the third clutch-side control valve 58 over its first opening 180 fed. Accordingly moves now in the drawing to the right moving valve spool by the supplied operating control pressure to the left. As a result, the third and fourth openings become 184 and 186 connected to each other, and that to the third opening 184 guided hydraulic pressure is now the third opening 204 of the control valve 60 over the fourth opening 186 fed.

At the same time, the operation control pressure of the second proportional control solenoid valve DS2 also becomes the third clutch-side shift valve 56 over its first opening 160 supplied as a control pressure. By such a control pressure now begins in the drawing formerly moved to the right valve spool to move to the left.

At the same time, the reduced pressure on the valve spool on one side acts opposite to the first opening 160 as a control pressure, and therefore, the moving speed of the valve spool reduced. Accordingly, the operating pressure of the third clutch side pressure control valve becomes 58 is guided to the third clutch C3, via the third and the fourth opening 164 and 166 partially to the third clutch side pressure control valve 58 over its second opening 182 recycled. Then, in the third clutch-side pressure control valve 58 slows left valve spool, and accordingly, the hydraulic pressure supplied to the third clutch C3 gradually increases.

When the valve spool of the third clutch-side shift valve 56 completely moved to the right, becomes the third opening 164 closed. In this case, now the third clutch-side pressure control valve 58 over its second opening 182 supplied control pressure dissipated, and accordingly moves the valve spool of the third clutch-side pressure control valve 58 completely to the left as seen in the drawing. Therefore, the forward range pressure becomes normal to the third clutch C3 via the control valve 60 and the second switching valve 62 is supplied, so that the realized by the first, third and fourth clutches C1, C3 and C4 switching to the fourth forward gear is completed.

During such a process of supplying the hydraulic pressure, the control valve decreases 60 the line pressure across the first opening 200 on, and accordingly, the valve spool remains in the drawing moves to the left. Therefore, it becomes the third opening 204 guided hydraulic pressure across the fifth opening 208 to the third opening 234 of the second switching valve 62 issued. At the same time, this increases due to the spring force of the spring element 254 to the left biased valve spool of the second switching valve 62 the control pressure through the eighth opening 244 by turning on the first on / off solenoid valve SS1. Therefore, as viewed in the drawing, the valve spool moves to the right so that the hydraulic pressure can be supplied to the third clutch C3 since the third and fourth ports 234 and 236 connected to each other.

As apparent from the above description, the hydraulic pressure supplied to the third clutch C3 partially becomes the first switching valve 54 fed. In addition, the third clutch-side switching valve work 56 and the third clutch side pressure control valve 58 such that the operating pressure fed to the third clutch C3 can be reduced at an early stage and the operating pressure can be supplied normally in a final stage. Therefore, the accuracy of the switching control can be increased.

If the vehicle speed continues to increase from the fourth forward speed, switches the transmission control unit controls the operation of the fifth proportional control solenoid valve DS5 and then begins the operation control of the third Proportionalsteuersolenoidventils DS3.

Accordingly, the hydraulic pressure supplied to the fourth clutch C4 is discharged while the first and third clutches C1 and C3 remain in operation. The operation control pressure of the third proportional control solenoid valve DS3 becomes the second clutch side pressure control valve 66 over its first opening 280 fed. Accordingly moves now in the drawing to the right moving valve spool by the supplied operating control pressure to the left. As a result, the third and fourth openings become 284 and 286 connected to each other, and that to the third opening 284 guided hydraulic pressure is now the second clutch C2 through the fourth opening 286 fed.

When the vehicle speed increases from the fifth forward speed, the transmission control device (not shown) ends the operation control of the first proportional control solenoid valve DS1 and starts the operation control of the fifth proportional control solenoid valve DS5 (FIG. 8th ).

Then takes according to the operation control of the fifth Proportionalsteuersolenoidventils DS5, the fourth clutch C4, the operating pressure in the same way as in the first forward gear on, and shifting to the sixth forward speed is by operation the second, third and fourth clutch C2, C3 and C4 realized.

When the vehicle speed increases from the sixth forward speed, the transmission control device (not shown) ends the operation control of the third proportional control solenoid valve DS3 and starts the operation control of the fourth proportional control solenoid valve DS4 (FIG. 7 ).

Then takes according to the operation control of the fourth Proportionalsteuersolenoidventils DS4 the second brake B2 the operating pressure in the same way as in the second forward gear on, and shifting to the seventh forward gear is through the operation the third and fourth clutches C3 and C4 and the second brake B2 realized.

In reverse, the reverse range pressure directly over the reverse range pressure line 82 of the manual valve 40 led to the first brake B1, and simultaneously starts the operation control of the third and fifth Proportionalsteuersolenoidventils DS3 and DS5.

Then take in the same way as in the first and third forward gear the first brake B1 and the second and fourth clutches C2 and C4 the operating pressures on, and accordingly, the shift is in reverse realized.

During the Shifting the seven forward gears and one reverse may be the hydraulic control system according to an exemplary embodiment the invention a fail-safe function in two ways offer, i. against a failure of an element, such as a solenoid valve, by a short circuit and / or an open circuit.

detailed will in case of failure in the low gears the first, second and third forward gear the transmission in the third forward gear operated fixed. In case of a fault in the high passages of the fourth, fifth, sixth and seventh forward the transmission is operated stationary in the sixth forward gear.

This because of the first, second, third and fifth proportional control solenoid valves DS1, DS2, DS3 and DS5 in the case of the off state a maximum Amount of hydraulic fluid and the fourth proportional control solenoid valve DS4 in case of the OFF state does not give off hydraulic pressure.

In more detail, when the first forward speed fault occurs in which the first and fourth clutches C1 and C4 are in operation, the second, third and fifth proportional control solenoid valves DS2, DS3 and DS5 are turned off and output the maximum control pressure. Therefore, by the output pressure of the second proportional control solenoid valve DS2, the hydraulic pressure of the third clutch side pressure control valve becomes 58 the second switching valve 62 via the control valve 60 fed.

However, since the second switching valve remains 62 no control pressure is supplied, the valve spool moves seen in the drawing to the left. Therefore, the third opening 234 closed, and the third clutch C3, no hydraulic pressure is supplied.

In addition, the hydraulic pressure of the second clutch side pressure control valve becomes 66 passed through the output pressure of the third Proportionalsteuersolenoidventils DS3 to the second clutch C2. Therefore, the third forward speed is fixedly established by the operation of the first, second and fourth clutches C1, C2 and C4.

If the disorder in the second forward gear occurs in which the first and fourth clutches C1 and C4 and the second brake B2 are in operation, the third Proportionalsteuersolenoidventil DS3 switches off and releases hydraulic pressure. Accordingly, will the second clutch C2 is operated, and thus the third forward speed by the operation of the first, second and fourth clutches C1, C2 and C4 realized.

When the disturbance occurs in the fourth forward speed in which the first, third and fourth clutches C1, C3 and C4 are in operation, the hydraulic pressure supplied to the third clutch C3 partially becomes the third shoulder 250 the valve spool on the sixth opening 240 supplied even when the first on / off solenoid valve SS1 stops the discharged hydraulic pressure. Therefore, the spool valve is prevented from moving to the left, and accordingly, the third clutch C3 continues to receive the hydraulic pressure.

In addition, the second clutch C2 receives the hydraulic pressure, since the third Proportionalsteuersolenoidventil DS3 emits the maximum pressure. Since the hydraulic pressures supplied to the second, third and fourth clutches C2, C3 and C4 become the fourth, fifth and sixth openings 136 . 138 and 140 of the first switching valve 54 be guided, the second opening 132 of the first switching valve 54 blocked so that the guided to the first clutch C1 hydraulic pressure is dissipated. Thus, the sixth forward speed is fixedly established by the operation of the second, third and fourth clutches C2, C3 and C4.

If the disorder in the fifth forward gear occurs, in which the first, second and third clutch C1, C2 and C3 are in operation, as in the fourth forward disturbance, is the fourth clutch C4 by the hydraulic pressure of the fifth Proportionalsteuersolenoidventils DS5 in operation while the first clutch C1 stops its operation. Thus, the sixth forward gear by the operation of the second, third and fourth clutches C2, C3 and C4 realized.

If the disorder in the seventh forward gear occurs in which the third and fourth clutches C3 and C4 and the second brake B2 are in operation, the second clutch C2 takes a Operating pressure on, as the third Proportionalsteuersolenoidventil DS3 is off, and the second brake B2 stops recording the operating pressure, since the fourth Proportionalsteuersolenoidventil DS4 is off. Thus, the sixth forward speed by the operation of the second, third and fourth clutches C2, C3 and C4 fixed realized.

Therefore will if a fault occurs while the transmission in high gears, like the fourth, fifth, sixth and seventh gear, is driven, an abrupt downshift in the third forward gear prevented with a resulting shift shock. If the engine is switched off and then from such a failover mode is restarted, therefore, of course, allows that in the third forward gear a stronger one Drive torque can be achieved as in the sixth forward gear.

In addition, with respect to the second brake B2, the output pressure of the fourth proportional control solenoid valve DS4 may be transmitted through the first and second ports 230 and 232 of the second switching valve 62 to the sixth opening 330 the second brake-side pressure control valve 70 so that the hydraulic pressure control valve that controls the operating elements can be controlled in different pressure ranges when switching between high and low gears. Accordingly, the accuracy of the hydraulic pressure control is increased.

In addition, the first brake B1 and the third clutch C3 by only one pressure control valve (the third clutch-side pressure control valve 58 ) in cooperation with the control valve 60 and the second on / off solenoid valve SS2. Thus, the configuration of a hydraulic control system can be simplified.

As described above, prevents a hydraulic control system according to a exemplary embodiment the invention that in a drive train of a seven-speed automatic transmission With six friction elements is applied, an abrupt shift shock Provide a failover function in two ways.

According to one embodiment The invention will be a hydraulic pressure control valve and a switching valve applied to each friction element, and in particular, the control pressure range the second brake in dependence of high and low gears changed become. Therefore, a more accurate and effective control is possible and a minimization of the shift shock, an improvement of driving behavior and also an improvement of fuel consumption.

Further, the first brake and the third clutch are controlled by a third clutch side pressure control valve 58 controlled, and accordingly, the overall performance of an automatic transmission can be increased by a simplified configuration of a hydraulic control system.

Claims (23)

A hydraulic control system of a seven-speed automatic transmission of a vehicle, comprising: a first clutch control portion (E) that controls a forward range pressure in accordance with a control of a first proportional control solenoid valve (DS1) by the forward range pressure in the first, second, third, fourth, and fifth forward speeds leading to a first clutch (C1) and preventing the supply of hydraulic pressure to the first clutch (C1) when the first proportional control solenoid valve (DS1) is turned off at the fourth, fifth, sixth and seventh forward speeds; a control section (F) of the first brake (B1) and the third clutch (C3) which sets the forward range pressure in accordance with a control of a second proportional control solenoid valve (DS2) in the fourth, fifth, sixth and seventh forward speeds, a low-L range and a reverse speed R range and selectively to a first brake (B1) or a third clutch (C3) leads, and maintains a hydraulic line in the fourth, fifth, sixth and seventh forward gear to the third clutch (C3) in the event that a first on / off solenoid valve (SS1) that controls a spool valve that controls the hydraulic line to the third clutch (C3) so as to be off; a second clutch control portion (G) that conducts a line pressure in accordance with a third proportional control solenoid valve (DS3) control at third, fifth, and sixth forward speeds and a reverse gear to a second clutch (C2); a control section (H) of the second brake (B2) that adjusts the forward range pressure in accordance with a control of a fourth proportional control solenoid valve (DS4) in the second and seventh forward speeds a second brake (B2) and an operating pressure of the second brake (B2) controls such that it is greater in the seventh forward gear than in the second forward gear; and a control section (I) of the fourth clutch (C4) that supplies an operating pressure corresponding to a control of a fifth proportional control solenoid valve (DS5) in the first, second, third, fourth, sixth and seventh forward speeds and one reverse gear to a fourth clutch (C4). A hydraulic control system according to claim 1, wherein: the first, second, third and fifth Proportional control solenoid valve (DS1, DS2, DS3, DS5) Operating control valves which are a maximum hydraulic pressure in an off state submit; and the fourth proportional control solenoid valve (DS4) an operating control valve is the minimum hydraulic pressure in a turn-off state. A hydraulic control system according to claim 1, wherein said control portion (E) of said first clutch (C1) comprises: a first clutch-side shift valve (15); 50 ) and a first clutch-side pressure control valve ( 52 ) controlled by the first proportional control solenoid valve (DS1); and a first switching valve ( 54 ), which controls the supply of an operating pressure to the first clutch (C1) via the first clutch-side pressure control valve (C1). 52 ) by controlling a hydraulic line of a manual valve ( 40 ) feed forward range pressure. A hydraulic control system according to claim 3, wherein said first clutch-side shift valve (15) 50 ) comprises: a valve body having a first opening ( 90 ) receiving a control pressure from the first proportional control solenoid valve (DS1), a second port (FIG. 92 ) located on an opposite side of the first opening ( 90 ) and a reduced pressure of a reducing valve ( 38 ) as its control pressure, a third opening ( 94 ) partially receiving the operating pressure supplied to the first clutch (C1) and a fourth opening (FIG. 96 ), which selectively over the third opening ( 94 ) received hydraulic pressure to the first clutch-side pressure control valve ( 52 ) as its control pressure leads; and a valve spool with a first shoulder ( 98 ) from the first opening ( 90 ) receives added control pressure, and a second shoulder ( 100 ), which via the second opening ( 92 ) receives and supplies a connection of the third opening ( 94 ) with the fourth opening ( 96 ) in cooperation with the first shoulder ( 98 ), whereby the first shoulder ( 98 ) with a spring element ( 102 ) is provided which forms a spring force which biases the valve spool always seen in the drawing to the left. A hydraulic control system according to claim 3, wherein said first clutch side pressure control valve (15) 52 ) comprises: a valve body having a first opening ( 110 ) which receives a control pressure from the first clutch-side shift valve (FIG. 50 ), a second opening ( 112 ) receiving a control pressure from the first proportional control solenoid valve (DS1), a third port (FIG. 114 ), which receives an operating pressure of the first clutch (C1), which of the first switching valve ( 54 ), a fourth opening ( 116 ), which selectively over the third opening ( 114 ) leads to the first clutch (C1) and a fifth opening ( 118 ), which is accessible via the fourth opening ( 116 ) returned hydraulic pressure; and a valve spool with a first shoulder ( 120 ), which selectively opens the third opening ( 114 ) closes by the control pressure, which via the first opening ( 110 ), a second shoulder ( 122 ) connecting the third opening ( 114 ) with the fourth opening ( 116 ) or the fourth opening ( 116 ) with the fifth opening ( 118 ) in cooperation with the first shoulder ( 120 ) and a third shoulder ( 124 ), which via the second opening ( 112 ) receives supplied control pressure, wherein a spring element ( 126 ) between the first shoulder ( 120 ) and the valve body is arranged. Hydraulic control system according to claim 3, wherein the first switching valve ( 54 ) comprises: a valve body having a first opening ( 130 ), which receives a forward range pressure, a second port ( 132 ), which receives the line pressure as its control pressure, a third opening ( 134 ), which via the second opening ( 132 ) received hydraulic pressure to the first clutch-side pressure control valve ( 52 ), a fourth opening ( 136 ) receiving the operating pressures of the second clutch (C2) and the second brake (B2) as the control pressure thereof, a fifth port (FIG. 138 ) receiving the operating pressure of the fourth clutch (C4) as its control pressure, a sixth port ( 140 ), which receives the operating pressure of the third clutch (C3) as its control pressure, and a seventh port ( 142 ), which is accessible via the third opening ( 134 ) dissipates supplied hydraulic pressure; and a valve spool with a first shoulder ( 144 ) over the first opening ( 130 ) receives added control pressure, a second shoulder ( 146 ), which is accessible via the sixth opening ( 140 ) supplied hydraulic pressure and selectively connect the third port ( 134 ) with the first and seventh openings ( 130 . 142 ) allows a third shoulder ( 148 ), which covers the fifth opening ( 138 ) receives a supplied control pressure, and a fourth shoulder ( 150 ), which is accessible via the fourth opening ( 136 ) receives supplied control pressure, wherein a spring element ( 152 ) between the fourth shoulder ( 150 ) and the valve body is arranged. Hydraulic control system according to claim 6, wherein the first switching valve ( 54 ) is structured such that when the control pressure across the first opening ( 130 ) is supplied, the valve spool to the first opening ( 130 ) are moved only when the control pressures over each of the fourth, fifth and sixth openings ( 136 . 138 . 140 ). A hydraulic control system according to claim 1, wherein said control portion (F) of said first brake (B1) and said third clutch (C3) comprises: a third clutch-side shift valve (15); 56 ) and a third clutch-side pressure control valve ( 58 ) controlled by the second proportional control solenoid valve (DS2); a control valve ( 60 ) which is controlled by the line pressure and a second on / off solenoid valve (SS2) and enables hydraulic line switching of hydraulic pressure supplied from the third clutch side pressure control valve (SS2). 58 ) is supplied; and a second switching valve ( 62 ) controlled by the first on / off solenoid valve (SS1) and supplying the hydraulic pressure supplied from the control valve (SS). 60 ) is guided to the third clutch (C3). A hydraulic control system according to claim 8, wherein said third clutch-side shift valve (15) 56 ) comprises: a valve body having a first opening ( 160 ) receiving a control pressure from the second proportional control solenoid valve (DS2), a second port (FIG. 162 ) located on an opposite side of the first opening ( 160 ) is formed and a reduced pressure of the reducing valve ( 38 ) as its control pressure, a third opening ( 164 ) partially receiving the operating pressure supplied to the first brake (B1) or the third clutch (C3) and a fourth opening (FIG. 166 ), which selectively over the third opening ( 164 ) received hydraulic pressure to the third clutch-side pressure control valve ( 58 ) as its control pressure leads; and a valve spool with a first shoulder ( 168 ) from the first opening ( 160 ) receives added control pressure, and a second shoulder ( 170 ), which via the second opening ( 162 ) receives and supplies a connection of the third opening ( 164 ) with the fourth opening ( 166 ), whereby the first shoulder ( 168 ) with a spring element ( 172 ) is provided which forms a spring force which biases the valve spool always seen in the drawing to the left. A hydraulic control system according to claim 8, wherein said third clutch side pressure control valve (15) 58 ) comprises: a valve body having a first opening ( 180 ) receiving a control pressure from the second proportional control solenoid valve (DS2), a second port (FIG. 182 ) which receives a control pressure from the third clutch-side shift valve (FIG. 56 ), a third opening ( 184 ), which determines the forward range pressure from the manual valve (FIG. 40 ), a fourth opening ( 186 ), which is accessible via the third opening ( 184 ) received hydraulic pressure to the control valve ( 60 ) and the third clutch-side switching valve ( 56 ), and a fifth opening ( 188 ), which is accessible via the fourth opening ( 186 ) returned hydraulic pressure; and a valve spool with a first shoulder ( 190 ), which selectively opens the third opening ( 184 ) through the second opening ( 182 ) closed control pressure, a second shoulder ( 192 ) connecting the third opening ( 184 ) with the fourth opening ( 186 ) or the fourth opening ( 186 ) with the fifth opening ( 188 ) in cooperation with the first shoulder ( 190 ) and a third shoulder ( 194 ), which via the second opening ( 182 ) receives supplied control pressure, wherein a spring element ( 196 ) between the first shoulder ( 190 ) and the valve body is arranged. Hydraulic control system according to claim 8, wherein the control valve ( 60 ) comprises: a valve body having a first opening ( 200 ), which receives the line pressure, a second opening ( 202 ) receiving a control pressure from the second on / off solenoid valve (SS2), a third opening (FIG. 204 ), which receives a hydraulic pressure from the third clutch-side pressure control valve (FIG. 58 ), a fourth opening ( 206 ), which is accessible via the third opening ( 204 ) receives hydraulic pressure to the first brake (B1) as its operating pressure, a fifth opening ( 208 ), which is accessible via the third opening ( 204 ) received hydraulic pressure to the second switching valve ( 62 ), a sixth opening ( 210 ), which covers the fifth opening ( 208 ) discharges supplied hydraulic pressure, and a seventh opening ( 212 ) receiving an operating pressure from the third clutch (C3) as its control pressure; and a valve spool with a first shoulder ( 214 ), one via the second opening ( 202 ) receives added control pressure, a second shoulder ( 216 ), which selectively connects the fourth port ( 206 ) with an outlet opening (EX), a third shoulder ( 218 ), which selectively connects the third opening ( 204 ) with the fourth and the fifth opening ( 206 . 208 ) allows a fourth shoulder ( 220 ), which selectively opens the fifth opening ( 208 ) through the first opening ( 200 ) supplied control pressure, and a fifth shoulder ( 222 ) covering the seventh opening ( 212 ) receives added control pressure. Hydraulic control system according to claim 8, wherein the second switching valve ( 62 ) comprises: a valve body having a first opening ( 230 ) receiving a control pressure from the fourth proportional control solenoid valve (DS4), a second opening (FIG. 232 ) over the first opening ( 230 ) received control pressure to the second brake-side pressure control valve ( 70 ), a third opening ( 234 ), which receives a hydraulic pressure from the control valve ( 60 ) receives as an operating pressure for the third clutch (C3), a fourth opening ( 236 ), which is accessible via the third opening ( 234 ) to a third clutch (C3), a fifth port ( 238 ), which is accessible via the fourth opening ( 236 supplied hydraulic pressure, a sixth and a seventh opening ( 240 . 242 ) coming from the fourth opening ( 236 ) and that of the fourth opening ( 236 ) delivered hydraulic pressure as a control pressure of the second switching valve ( 62 ) and an eighth opening ( 244 ) receiving a control pressure from the first on / off solenoid valve (SS1); and a valve spool with a first shoulder ( 246 ), which selectively opens the first opening ( 230 ) opens, a second shoulder ( 248 ), which selectively connects the first opening ( 230 ) with the second opening ( 232 ) in cooperation with the first shoulder ( 246 ) allows a third shoulder ( 250 ), which selectively connects the third opening ( 234 ) with the fourth opening ( 236 ) in cooperation with the second shoulder ( 248 ) and a fourth shoulder ( 252 ), which is accessible via the eighth opening ( 244 ) receives added control pressure, wherein the third shoulder ( 250 ) and the fourth shoulder ( 252 ) are formed separately, and a spring element ( 254 ) between the first shoulder ( 246 ) and the valve body is arranged. A hydraulic control system according to claim 12, wherein the third and fourth shoulders ( 250 . 252 ) are formed separately so that the separation point at the sixth opening ( 240 ) can be placed when the valve spool is moved to the right, and at the seventh opening ( 242 ) can be placed when the valve spool is moved to the left. A hydraulic control system according to claim 1, wherein the control section (G) of the second clutch (C2) includes a second clutch-side shift valve (12). 64 ) and a second clutch-side pressure control valve ( 66 ) controlled by the third proportional control solenoid valve (DS3) so that hydraulic pressure can be supplied to the second clutch (C2). A hydraulic control system according to claim 14, wherein said second clutch-side switching valve (15) 64 ) comprises: a valve body having a first opening ( 260 ) receiving a control pressure from the third proportional control solenoid valve (DS3), a second orifice (FIG. 262 ) opposite to the first opening ( 260 ) and a reduced pressure of the reducing valve ( 38 ) as its control pressure, a third opening ( 264 ) which partially depends on the second clutch-side pressure control valve ( 66 ) receives supplied operating pressure of the second clutch (C2), and a fourth opening ( 266 ), which is accessible via the third opening ( 264 ) selectively receives hydraulic pressure to the second clutch side pressure control valve (FIG. 66 ) as its control pressure supplies; and a valve spool with a first shoulder ( 268 ), one above the first opening ( 260 ) receives added control pressure, and a second shoulder ( 270 ), one via the second opening ( 262 ) receives and supplies a connection of the third opening ( 264 ) with the fourth opening ( 266 ) in cooperation with the first shoulder ( 268 ), whereby the first shoulder ( 268 ) with a spring element ( 272 ) is provided which forms a spring force which biases the valve spool always seen in the drawing to the left. A hydraulic control system according to claim 14, wherein said second clutch side pressure control valve (15) 66 ) comprises: a valve body having a first opening ( 280 ) receiving a control pressure from the third proportional control solenoid valve (DS3), a second orifice (FIG. 282 ) which receives a control pressure from the second clutch-side shift valve (FIG. 64 ), a third opening ( 284 ), which receives the line pressure, a fourth opening ( 286 ), which is accessible via the third opening ( 284 ) leads to the second clutch (C2) and a fifth opening ( 288 ), which is accessible via the fourth opening ( 286 ) supplied Hy discharges draulic pressure; and a valve spool with a first shoulder ( 290 ) over the first opening ( 280 ) receives added control pressure, a second shoulder ( 292 ), which selectively opens the fifth opening ( 288 ) opens / closes, and a third shoulder ( 294 ), which selectively connects the fourth port ( 286 ) with the third and the fifth opening ( 284 . 288 ) in cooperation with the second shoulder ( 292 ), wherein a spring element ( 296 ) between the third shoulder ( 294 ) and the valve body is arranged. A hydraulic control system according to claim 1, wherein said control portion (H) of said second brake (B2) includes a second brake-side switching valve (12). 68 ) and a second brake-side pressure control valve ( 70 ) controlled by a fourth proportional control solenoid valve (DS4) so that the second brake (B2) can receive a hydraulic pressure. Hydraulic control system according to claim 17, wherein the second brake-side switching valve ( 68 ) comprises: a valve body having a first opening ( 300 ) receiving a control pressure from the fourth proportional control solenoid valve (DS4), a second opening (FIG. 302 ) opposite to the first opening ( 300 ) and a reduced pressure of the reducing valve ( 38 ) as its control pressure, a third opening ( 304 ), which partially from the second brake-side pressure control valve ( 70 ) receives supplied operating pressure of the second brake (B2), and a fourth opening ( 306 ), the hydraulic pressure of the third opening ( 304 ) to the second brake-side pressure control valve ( 70 ) as its control pressure leads; and a valve spool with a first shoulder ( 308 ) from the first opening ( 300 ) receives added control pressure, and a second shoulder ( 310 ), which via the second opening ( 302 ) receives and supplies a connection of the third opening ( 304 ) with the fourth opening ( 306 ) in cooperation with the first shoulder ( 308 ), whereby the first shoulder ( 308 ) with a spring element ( 312 ) is provided which forms a spring force which biases the valve spool always seen in the drawing to the left. A hydraulic control system according to claim 17, wherein said second brake-side pressure control valve (15) 70 ) comprises: a valve body having a first opening ( 320 ) receiving a control pressure from the fourth proportional control solenoid valve (DS4), a second opening (FIG. 322 ), which receives a control pressure from the second brake-side switching valve ( 68 ), a third opening ( 324 ), which receives the line pressure, a fourth opening ( 326 ), which is accessible via the third opening ( 324 ) leads to the second brake (B2), a fifth opening ( 328 ), which is accessible via the fourth opening ( 326 ) discharges supplied hydraulic pressure, and a sixth opening ( 330 ) connected to the second opening ( 232 ) of the second switching valve ( 62 ) connected is; and a valve spool with a first shoulder ( 332 ) over the first opening ( 320 ) receives added control pressure, a second shoulder ( 334 ), which selectively opens the fifth opening ( 328 ) opens / closes, a third shoulder ( 336 ), which selectively connects the fourth port ( 326 ) with the third and the fifth opening ( 324 . 328 ) in cooperation with the second shoulder ( 334 ) and a fourth shoulder ( 338 ), which via the second opening ( 322 ) receives supplied control pressure, wherein a spring element ( 340 ) between the fourth shoulder ( 338 ) and the valve body is arranged. Hydraulic control system according to claim 14, wherein the first switching valve ( 54 ) is connected to an upstream side of the second clutch (C2) and the second brake (B2) with interposition of a second shuttle valve (SV2), so that the hydraulic pressure supplied to the second clutch (C2) and the second brake (B2) is partly equal to the first Switching valve ( 54 ) can be supplied. A hydraulic control system according to claim 1, wherein said control portion (I) of said fourth clutch (C4) has a fourth clutch-side shift valve (14). 72 ) and a fourth clutch side pressure control valve ( 74 ) controlled by a fifth proportional control solenoid valve (DS5) so that the fourth clutch (C4) can receive a hydraulic pressure. A hydraulic control system according to claim 21, wherein said fourth clutch-side shift valve 72 ) comprises: a valve body having a first opening ( 350 ) receiving a control pressure from the fifth proportional control solenoid valve (DS5), a second port (FIG. 352 ) opposite to the first opening ( 350 ) and the reduced pressure of the reducing valve ( 38 ) as its control pressure, a third opening ( 354 ), which partially depends on the fourth clutch side pressure control valve ( 74 ) receives supplied operating pressure of the fourth clutch (C4), and a fourth opening ( 356 ), the third over the third tion ( 354 ) selectively received hydraulic pressure to the fourth clutch side pressure control valve ( 74 ) as its control pressure leads; and a valve spool with a first shoulder ( 358 ), the control pressure of the first opening ( 350 ) and a second shoulder ( 360 ), which via the second opening ( 352 ) receives and supplies a connection of the third opening ( 354 ) with the fourth opening ( 356 ) in cooperation with the first shoulder ( 358 ), wherein a spring element ( 362 ) between the first shoulder ( 358 ) and the valve body is arranged. A hydraulic control system according to claim 21, wherein said fourth clutch side pressure control valve (15) 74 ) comprises: a valve body having a first opening ( 370 ) receiving a control pressure from the fifth proportional control solenoid valve (DS5), a second port (FIG. 372 ) having a control pressure of the fourth clutch-side shift valve (FIG. 72 ), a third opening ( 374 ), which receives the line pressure, a fourth opening ( 376 ), which is accessible via the third opening ( 374 ) leads to the fourth clutch (C4) and a fifth port (C4) 378 ), which is accessible via the fourth opening ( 376 ) dissipates supplied hydraulic pressure; and a valve spool with a first shoulder ( 380 ) over the first opening ( 370 ) receives added control pressure, a second shoulder ( 382 ), which selectively opens the fifth opening ( 378 ) opens / closes, and a third shoulder ( 384 ), which selectively connects the fourth port ( 376 ) with the third and the fifth opening ( 374 . 378 ) in cooperation with the second shoulder ( 382 ), wherein a spring element ( 386 ) between the third shoulder ( 384 ) and the valve body is arranged.