JP2000035110A - Hydraulic control device for vehicular automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hydraulic control device for vehicular automatic transmissions, which is capable of shortening oil paths from hydraulic control valves to engaging elements to enhance responsiveness and in which the degree of freedom for arrangement of the hydraulic control valves and an interlock preventing valve is large. SOLUTION: A hydraulic control device for vehicular automatic transmission is provided with a first hydraulic control valve which is provided in an oil path connecting a hydraulic pressure source to a first engaging element and which regulates and controls the supply oil pressure to the first engaging element in response to the operating condition of a vehicle, a second hydraulic control valve which is provided in an oil path connecting the hydraulic pressure source to a second engaging element and which regulates and controls the supply oil pressure to the second engaging element in response to the operating condition of the vehicle, a third hydraulic control valve 17 which is provided in an oil path connecting the hydraulic pressure source to a third engaging element B1 and which regulates and controls the supply oil pressure to the third engaging element B1 in response to the operating condition of the vehicle, and an interlock preventing valve 16 which is provided an oil path connecting the hydraulic pressure source to the third hydraulic control valve 17 and which drains the original pressure to the third hydraulic control valve 17 when the oil pressure is simultaneously supplied to the first to the third engaging elements C2, C2, B1.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control device for an automatic transmission for a vehicle, and more particularly to a device for preventing three engagement elements from being in a multiple meshing state (interlock).

[0002]

2. Description of the Related Art Conventionally, in order to prevent an interlock in which an engagement element that needs to be engaged to achieve a certain gear and another engagement element are erroneously engaged at the same time, any one of the engagement elements is prevented. Interlock prevention valves for forcibly releasing elements are known. As a hydraulic control device of an automatic transmission for a vehicle provided with such an interlock prevention valve, a hydraulic control device disclosed in Japanese Patent No. 2689421 is known. This hydraulic control device is provided with a first engagement position at three different forward gears.
To a third engagement element, and a fourth engagement element that is always engaged in the three shift speeds, and a first solenoid valve is provided between the hydraulic pressure source and the first engagement element. A second solenoid valve is provided between the hydraulic source and the second engagement element, and a third solenoid valve is provided between the hydraulic source and the third engagement element. These solenoid valves control the oil pressure supplied to each engagement element according to the operating state of the vehicle. A first connecting the first solenoid valve and the first engagement element;
An oil passage, a second connecting the second solenoid valve to the second engagement element;
A first fail-safe valve (an interlock prevention valve) is provided in an oil passage or a third oil passage connecting the third solenoid valve and the third engagement element, and a second oil passage, a third oil passage, or A second fail-safe valve (an interlock prevention valve) is provided in a fourth oil passage connecting the fourth solenoid valve and the fourth engagement element, wherein the first fail-safe valve is not provided. ing.

The first fail-safe valve switches to a discharge position when hydraulic pressure is supplied to an oil passage provided with the fail-safe valve and at least one of the other oil passages. The safe valve switches to the discharge position when all the hydraulic pressures of the second to fourth oil passages are supplied. With this configuration, even if the solenoid valve or the electronic control unit fails or a valve stick occurs,
At the same time, three or more engaging elements are not engaged, so that the vehicle can travel safely.

[0004]

However, in the case of the above-described hydraulic control device, the fail-safe valve is provided in the middle of the oil passage connecting the engagement element and the solenoid valve. There is a possibility that the oil path to the engagement element becomes longer, resulting in a decrease in responsiveness. Therefore, it is necessary to arrange the solenoid valve and the fail-safe valve as close as possible, and there is a disadvantage that the degree of freedom in arranging the valve on the valve body is small.

Accordingly, an object of the present invention is to shorten the oil passage from the hydraulic control valve to the engagement element to improve responsiveness, and to provide an automatic vehicle control system having a large degree of freedom in the arrangement of the hydraulic control valve and the interlock prevention valve. An object of the present invention is to provide a hydraulic control device for a transmission.

[0006]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention has first to third engaging elements, and selectively engages one or two of these engaging elements. Thus, in the automatic transmission for a vehicle that obtains a plurality of shift speeds, the automatic transmission is provided in an oil passage connecting the hydraulic pressure source and the first engagement element, and is supplied to the first engagement element according to the driving state of the vehicle. A first oil pressure control valve for regulating the oil pressure and an oil pressure provided in an oil passage connecting the oil pressure source and the second engagement element, and a hydraulic pressure supplied to the second engagement element according to a driving state of the vehicle. And a second hydraulic control valve for controlling the pressure of the vehicle, and an oil passage connecting the hydraulic power source and the third engagement element, and controlling a supply hydraulic pressure to the third engagement element in accordance with an operation state of the vehicle. A third hydraulic control valve for controlling pressure, a hydraulic source and a third hydraulic control valve,
An interlock prevention valve that is provided in an oil passage connecting the hydraulic control valves of the first and third hydraulic control valves and drains the original pressure to the third hydraulic control valve when hydraulic pressure is simultaneously supplied to the first to third engagement elements. The present invention provides a hydraulic control device for an automatic transmission, comprising:

In the present invention, the interlock prevention valve is not provided in the oil passage connecting the third hydraulic control valve and the third engagement element, but in the oil passage connecting the hydraulic power source and the third hydraulic control valve. It is provided in. Therefore, the oil passage from the third hydraulic control valve to the third engagement element can be shortened, and the responsiveness of the operation of the third engagement element can be increased. Further, since the interlock prevention valve, which tends to be a relatively large valve, can be arranged at any position, there is an advantage that the degree of freedom in designing the valve body is increased.

According to a second aspect of the present invention, the interlock preventing valve is reciprocally movable to the first and second switching positions, and a hydraulic source is provided to bias the valve to the first switching position. And a second port through which hydraulic pressure supplied to the first engagement element is guided to urge the valve body to the second switching position, and a valve body to the second switching position. A third port through which hydraulic pressure supplied to the second engagement element is guided to urge the valve, and a third port through which hydraulic pressure supplied to the third engagement element is guided to urge the valve body to the second switching position. The hydraulic pressure is supplied from the hydraulic source so as to urge the valve body to the first switching position at the port 4 and the first switching position, and the hydraulic pressure from the hydraulic source is shut off by the valve body at the second switching position. A fifth port, a sixth port connected to the drain oil passage, a supply hydraulic pressure input port of the first hydraulic control valve, And a seventh port that communicates with the fifth port at the first switching position and communicates with the sixth port at the second switching position. When the hydraulic pressure is simultaneously supplied to the third engagement element, the interlock prevention valve is switched to the second switching position, and the original pressure to the third hydraulic control valve is drained to ensure the interlock. Can be prevented. Moreover, after switching to the second switching position, the hydraulic pressure at the fifth port is cut off, thereby providing hysteresis between the operating hydraulic pressure to the second switching position and the return hydraulic pressure to the first switching position. Therefore, the valve body can hold the second switching position. Therefore, an unstable operation in which the valve element immediately returns from the second switching position to the first switching position and the hydraulic pressure is supplied to the third engagement element again can be prevented.

[0009]

FIG. 1 shows an example of an automatic transmission for a vehicle according to the present invention. This automatic transmission includes a torque converter 1, an input shaft 2, to which engine power is transmitted via the torque converter 1, three clutches C1 to C3, two brakes B1, B2, a one-way clutch F, a Ravigneaux type planetary gear. A mechanism 4, an output gear 5, an output shaft 7, a differential device 8, and the like are provided.

The forward sun gear 4a of the planetary gear mechanism 4
And the input shaft 2 are connected via a C1 clutch.
The rear sun gear 4b and the input shaft 2 are connected via a C2 clutch. The carrier 4c is connected to the intermediate shaft 3,
The intermediate shaft 3 is connected to the input shaft 2 via a C3 clutch. The carrier 4c is a B2 brake and a carrier 4c.
and c is connected to the transmission case 6 via a one-way clutch F that allows only forward rotation (engine rotation direction). The carrier 4c supports two types of pinion gears 4d and 4e, the forward sun gear 4a meshes with a long pinion 4d having a long shaft length, and the rear sun gear 4b is connected to a long pinion 4 via a short pinion 4e having a short shaft length.
is engaged with d. The ring gear 4f that meshes with only the long pinion 4d is connected to the output gear 5. The output gear 5 is connected to a differential 8 via an output shaft 7.

[0011] The automatic transmission includes clutches C1, C2,
C3, brakes B1, B2 and one-way clutch F
As shown in FIG. 2, four forward speeds and one reverse speed are realized by the operation of. In FIG. 2, ● indicates the operation state of the hydraulic pressure. The B2 brake is engaged at the time of reverse and the first speed, but is engaged at the first speed only in the L range. FIG. 2 also shows operating states of first to fourth solenoid valves (SOL1 to SOL4) 22 to 25 described later. ○ indicates an energized state, X indicates a non-energized state, and △ indicates a temporary energized state. This operation table shows the operation in the steady state.

FIG. 3 shows an example of a hydraulic control device used in the automatic transmission. The hydraulic control device includes an oil pump 10, a regulator valve 11, a manual valve 1
2. Solenoid modulator valve 13, sequence valve 15, fail-safe valve (interlock prevention valve) 16, B1 pressure control valve 17, C2 pressure control valve 1.
8, C2 lock valve 19, C3 pressure control valve 20, B
Two-pressure control valve 21, first to fourth solenoid valves 22
To 25 or the like.

The first solenoid valve 22 is for B1 brake control, the second solenoid valve 23 is for C2 clutch control, and the third solenoid valve 24 is for C3 clutch control and B2 brake control. The reason is that the B2 brake does not operate in the D, 2 range,
This is because it is used only in the engine brake control in the range and the transient control in the R range, and does not interfere with the C3 clutch operated in the D range. The fourth solenoid valve 25 is a valve for switching the sequence valve 15 at the time of switching transition between the L range (first speed) and the R range. As described above, the first to third solenoid valves 22 to
For performing delicate hydraulic control, a duty control valve or a linear solenoid valve may be used, and an ON / OFF switching valve may be used for the fourth solenoid valve 25.

The regulator valve 11 is an oil pump 1
The discharge pressure of 0 a valve pressure regulated to a predetermined line pressure P _L, the manual valve 12, and supplies the line pressure P _L to the solenoid modulator valve 13, B2 pressure control valve 21. As shown in FIG. 4, the regulator valve 11 includes a spool 11b urged rightward by a spring 11a, and a plug 11c separate from the spool 11b is provided at the left end. The discharge pressure of the oil pump 10 is input to the port 11d, and the port 11e is connected to the suction side of the oil pump 10. The line pressure P _L is fed back to the right end of the port 11f. The C1 clutch pressure _PC1 is input to the left end port 11h only during reverse (R), and the line pressure during reverse is adjusted to be higher than during forward travel.

The manual valve 12 changes the spool 12a to L, 2, D, N,
The range can be switched between R and P. Then, selectively outputs the line pressure P _L input from the input port 12b from the output port 12c, or the output 12d for backward for forward.

The solenoid modulator valve 13 is a valve for supplying a constant source pressure to each of the solenoid valves 22 to 25, and has a spool 13b urged leftward by a spring 13a as shown in FIG. The input port 13c is input line pressure P _L from regulator valve 11, the solenoid modulator pressure Psm each solenoid valve 22-2 from the output port 13d
5 and output to the right end signal port 19c of the C2 lock valve 19. The port 13e is a drain port. The output pressure Psm is fed back to the left end port 13f, whereby the solenoid modulator pressure Ps
m is adjusted to a hydraulic pressure corresponding to the load of the spring 13a.

The B1 pressure control valve 17 is a pressure regulating valve for controlling the B1 brake pressure P _B1 , as shown in FIG.
Spool 1 urged left by spring 17a
7b, and the signal pressure P _s1 is input from the first solenoid valve 22 to the left end port 17c. Port 17d is a drain port. Output port 17e is B
The input port 17f is connected to a port 16i of a fail-safe valve 16 described later. Further, the output pressure P _B1 is fed back to the right end port 17h. Therefore, the output pressure P _B1 becomes the signal pressure P
_The pressure is adjusted to the oil pressure proportional to _s1 .

The fail-safe valve (interlock prevention valve) 16 is a valve for preventing multiple meshing (interlock) in which the C2 and C3 clutches and the B1 brake are simultaneously engaged during traveling in the D range. Specifically, when hydraulic pressure is simultaneously supplied to the three engagement elements C2, C3, and B1 due to malfunctions of the solenoid valves 22 to 25, malfunction of the electronic control circuit, sticks of various valves, etc., the hydraulic pressure of the B1 brake By pulling out P _B1 , the vehicle is forced into the third speed state. The fail-safe valve 16 includes a spool 16b urged rightward by a spring 16a as shown in FIG.
6b is at the right side position (first switching position) as shown in the upper part of the drawing, and is at the left side (second switching position) as shown in the lower part of the drawing only during transition to the R range and during interlock.
Switch to. The right end port 16c has a C3 clutch pressure P
_c3 or R range pressure P _R is selectively input, port 1
C2 clutch pressure P _C2 is input to 6d, the port 16e
, The B1 brake pressure P _B1 is input, and the spool 16b is pushed leftward by these hydraulic pressures. Spring 16a
The line pressure P at the time of forward movement is
_D is constantly input, and the line pressure P _D during forward movement is also input to the port 16h via the sequence valve 15.
Therefore, the spool 16b is pushed rightward by these hydraulic pressures. The port 16i is connected to the input port 17f of the B1 pressure control valve 17. Port 161 is a drain port. The fail-safe valve 16 is
In addition to the above ports, port 16 as also shown in FIG. 6, the retracting hydraulic clogging C1 clutch pressure P _C1 is input
f, a port 16g connected to the drain port 21d of the B2 pressure control valve 21, a drain port 16k, and the like.

The sequence valve 15 has a function of ensuring the first speed when the operation of the second solenoid valve 23 or the C2 pressure control valve 18 is defective. Further, since the third solenoid valve 24 is also used for controlling the C3 clutch and the B2 brake, the B2 pressure control valve 21 and the C3 pressure control valve 2 are used.
Function of switching the source pressure of 0, function of guiding the R range pressure P _R to the right port 16c of the fail-safe valve 16 at the time of transition for change to the reverse range, B2 source pressure of the B1 brake pressure and the C3 clutch pressure when the action of the brake pressure And the like. As shown in FIG. 6, the valve 15 includes a spool 15b urged leftward by a spring 15a, and is controlled by a signal pressure P _S4 of a fourth solenoid valve 25 input to a signal port 15c at the left end. It switches to the direction. That is, the spool 15b is switched to the right only at the first speed of the L range and at the time of transition to the R range as shown in the lower part of the drawing. The port 15d receives the C2 clutch pressure P from the C2 pressure control valve 18.
_C2 is input, and port 15e is connected to the C2 clutch. Line pressure P _D at the time of forward movement from the manual valve 12 is input to the port 15f. Port 15g is connected to port 16h of fail-safe valve 16,
And it outputs the line pressure P _D at the time of forward. Port 15h is a drain port. The B2 brake pressure P _B2 is input to the port 15i from the B2 pressure control valve 21, and
5j is connected to the B2 brake. The port 15k line pressure P _R at the time of retraction are input is also connected to it C1 clutch. The port 151 is connected to the right end port 16c of the fail-safe valve 16, and the port 1
5m is connected to the C3 clutch.

The B2 pressure control valve 21 is a pressure regulating valve for controlling the B2 brake pressure P _B2 and has a spool 21b urged leftward by a spring 21a.
From the third solenoid valve 24 to the left end port 21c,
When the signal pressure P _S3 is input at the time of the range, the port 21 d
Is connected to the port 16g of the fail-safe valve 16. The port 21e is connected to the B2 brake via the sequence valve 15, and has a role of supplying the oil pressure P _B2 to the B2 brake at the time of the first shift of the L range and at the time of transition to the R range. The line pressure P _L is input to the port 21f, and the output pressure P _B2 is fed back to the right end port 21g containing the spring 21a.

Since the port 21d is connected to the C1 clutch via the fail-safe valve 16 during forward running, the port 21d is drained. Also, left end port 2
1c is the signal pressure P of the third solenoid valve 24
_{Since S3 is} also drained, the spool 21b is at the left end position as shown in the lower part of FIG. Therefore, the hydraulic pressure P _B2 to the B2 brake is also drained.

On the other hand, at the time of transition from the P, N range to the R range, the fourth solenoid valve 25 is temporarily turned on.
Therefore, the sequence valve 15 is temporarily switched to the right side, and the right end port 16
By high receding pressure P _R to c is input, the fail-safe valve 16 also temporarily switched to the left side, the port 21d of the B2 pressure control valve 21 is drained. Also,
Since the signal pressure P _S3 is input from the third solenoid valve 24 to the left end port 21c, the spool 21b is held at the position shown in the upper part of FIG. 6, and the output pressure P _B2 is proportional to the signal pressure P _S3 and the line pressure. The pressure is adjusted to a hydraulic pressure lower than P _L.
As described above, the B2 pressure control valve 21 has a function of gradually increasing the hydraulic pressure P _B2 to the B2 brake during the transition to the R range, that is, reducing the switching shock by delaying the engagement from the C1 clutch. are doing.

The C2 pressure control valve 18 has a C2 clutch pressure P
_This is a valve for controlling _C2 . The spool 18 is biased leftward by a spring 18a as shown in FIG.
b. The line pressure P _D during forward movement is input to the input port 18c, and the C2 clutch pressure P _C2 is output from the output port 18d. Line pressure P _D at the time of the signal pressure P _s2 or advancement of the second solenoid valve 23 via the C2 lock valve 19 at the left port 18e is input. In addition,
18f is a drain port. Output pressure P _C2 is fed back to the right end port 18g spring 18a is accommodated, the output pressure P _C2 is pressure is adjusted to a hydraulic proportional to the signal pressure P _s2.

The C2 lock valve 19 supplies the signal pressure _Ps2 of the second solenoid valve 23 to the left end port 18e of the C2 pressure control valve 18 at the time of starting transition, and is maximum during traveling (first speed to third speed). a valve for switching to supply the hydraulic pressure P _D. The lock valve 19 has a spool 19b urged rightward by a spring 19a as shown in FIG. 7, and is pushed leftward by a solenoid modulator pressure Psm input to a signal port 19c at the right end. The input port 19d has a line pressure P _D during forward movement.
Is input, and the output port 19e is connected to the C2 pressure control valve 18.
Is connected to the left end port 18e. Then, the left two ports 19f, the 19g is input the signal pressure P _s2 of the second solenoid valve 23. Starting at the beginning, since the signal pressure P _s2 of the second solenoid valve 23 is lower than the solenoid modulator pressure Psm, the spool 19b is in the left position, the port 19 g, signal at the left end port 18e of the C2 pressure control valve 18 via 19e By supplying the pressure P _s2 , the C2 clutch is controlled to slip, and the vehicle starts gently. on the other hand,
After the transition to complete to the running state of the start, since the P _s2 = Psm, spool 19b is switched to the right position by a spring 19a, the line pressure P _D during forward is supplied to the left port 18e of the C2 pressure control valve 18 To securely engage the C2 clutch. Further, in the fourth speed state, the signal pressure _Ps2 of the second solenoid valve 23 is drained, so that the spool 19b is in the left position and the port 19
The left end port 18e of the C2 pressure control valve 18 is drained via g and 19e, and the C2 clutch is released.

The C3 pressure control valve 20 is a valve for controlling the C3 clutch pressure _PC3 , and as shown in FIG. 7, a spool 20b urged leftward by a spring 20a.
It has. The left end port 20c is connected to the third solenoid valve 24, and receives a signal pressure _Ps3 thereof. Therefore, at the first and second speeds, the spool 20b is at the lower position in FIG. 7, and at the third and fourth speeds, the spool 20b is at the upper position in FIG. Port 20d is a drain port, port 2
0e is the output port connected to the C3 clutch, and the port 20f line pressure P _D at the time of forward movement is input. The output pressure _PC3 is fed back to the right end port 20g in which the spring 20a is disposed.

Here, the fail safe at the time of interlock
The operation of the valve 16 will be described with reference to FIG. spool
When 16b is in the right position (first switching position),
16h and 16i are communicating with each other,
Pressure P_D Is connected to the input port 17f of the B1 pressure control valve 17.
Have been paid. If any failure requires three engagements
When hydraulic pressure is simultaneously supplied to the elements C2, C3 and B1,
C16 clutch pressure P_c3Is entered and port 1
6d has C2 clutch pressure P_C2Is input and the port 16e
B1 brake pressure P_B1Is entered, and the spool 16b is
Pushed to the left. On the other hand, the line input to port 16j
Pressure P_D And the line pressure P input to the port 16h _D When
As a result, the spool 16b is pushed rightward.

For example, let S be the pressure receiving area of each of the ports 16c, 16d, and 16e, and let the pressure receiving area of the port 16j be 1.4.
S, if the pressure receiving area of the port 16h to 1.1 s, the spool 16b is pushed by the force of 3S · P _D from the right side, will be pushed by the force of 2.5S · P _D from the left side. However, the spring load was ignored. _{2.5S · P D <3S · P} D

As a result, the spool 16d is switched to the left (second switching position), the port 16h is closed, the port 16i communicates with the drain port 16l, and the original pressure of the B1 pressure control valve 17 is drained. . Therefore, B
One brake pressure P _{B1 is} also drained and three engagement elements C
The multiple meshing (interlock) in which 2, C3 and B1 are simultaneously engaged is prevented. Then, because the port 16e is also drained, the spool 16b is pushed by the force of the 2S · P _D from the right side, will be pushed by the force of 1.4 s · P _D from the left, the spool 16b is left position ( (Second switching position). _{1.4S · P D <2S · P} D

Further, when the operation state changes, the
c, if any of the hydraulic P _c3 or P _C2 of 16d is drained, the spool 16b is pushed by the force of 1S · P _D from the right side, it is pushed by the force of 1.4 s · P _D from the left , The spool 16a returns to the right position (first switching position). _{1.4S · P D> 1S · P} D

[0030] After the spool 16a has returned to the right position (first switch position), because the port 16h is opened, the spool 16b is pushed by the force of 1S · P _D from the right side, 2.5S from the left · become depressed is that a force of P _D. Therefore, the right position is maintained. _{2.5S · P D> 1S · P} D

As described above, the spool 16b is provided with a pressure receiving area difference for receiving the oil pressure of the port 16h at the first switching position, and a portion for closing the port 16h at the second switching position. Hysteresis can be provided between the operating oil pressure to the first position and the return oil pressure to the first switching position. Therefore, after the fail-safe valve 16 is switched to the second switching position, the second switching position can be maintained even after the B1 brake pressure P _B1 is drained, and the spool 16b is immediately moved from the second switching position. Unstable operation such as returning to the first switching position and supplying hydraulic pressure to the B1 brake again can be prevented.

The present invention is not limited to the above embodiment. In the above embodiment, three clutches C1 to C3 and 2
Although the automatic transmission having the brakes B1 and B2 has been described, the invention is not limited to this, and the present invention is applicable to any automatic transmission having at least three or more engagement elements. Further, when the fail-safe valve (interlock prevention valve) 16 of the above embodiment is simultaneously operated with the C2 clutch pressure P _C2 , the C3 clutch pressure P _C3 , and the B1 brake pressure P _B1 ,
Although the B1 brake pressure P _B1 is released, the C2 clutch pressure P _C2 or the C3 clutch pressure P _C3 may be released. Therefore, the first engagement element is not limited to the C2 clutch, the second engagement element is not limited to the C3 clutch, and the third engagement element is not limited to the B1 brake. In the present invention, the hydraulic control valve is provided with the spool valves 17, 18, 20 and the solenoid valves 22 to 24.
However, it is also possible to configure the solenoid valve alone. As the solenoid valve, a known solenoid valve such as a duty solenoid valve or a linear solenoid valve can be used.

[0033]

As is apparent from the above description, according to the present invention, the interlock prevention valve is provided in the middle of the oil passage connecting the hydraulic pressure source and the third hydraulic control valve. An oil passage from the control valve to the third engagement element can be shortened,
The responsiveness of the operation of the third engagement element can be improved.
Also, since the interlock valve can be placed at any position,
There is an advantage that the design freedom of the valve body is increased.

[Brief description of the drawings]

FIG. 1 is a schematic mechanism diagram of an example of an automatic transmission for a vehicle according to the present invention.

FIG. 2 is an operation table of each engagement element and a solenoid valve of the automatic transmission of FIG. 1;

FIG. 3 is an overall circuit diagram of a hydraulic control device of the automatic transmission shown in FIG.

FIG. 4 is a circuit diagram of a regulator valve, a manual valve, and a solenoid modulator valve in the hydraulic control device of FIG. 3;

FIG. 5 is a circuit diagram of a B1 pressure control valve and a fail-safe valve in the hydraulic control device of FIG.

6 is a circuit diagram of a fail-safe valve, a sequence valve, and a B2 pressure control valve in the hydraulic control device of FIG.

FIG. 7 is a circuit diagram of a C2 pressure control valve, a C2 lock valve, and a C3 pressure control valve in the hydraulic control device of FIG. 3;

[Explanation of symbols]

C2 clutch (first engagement element) C3 clutch (second engagement element) B1 brake (third engagement element) 16 fail-safe valve (interlock prevention valve) 16b valve element 16c third port 16d Second port 16e Fourth port 16h Fifth port 16i Seventh port 16j First port 16l Sixth port 17 B1 pressure control valve (third hydraulic control valve) 18 C2 pressure control valve (first hydraulic control Valve) 20 C3 pressure control valve (second hydraulic control valve) 22-24 Solenoid valve (first to third hydraulic control valve)

Claims (2)

[Claims] The present invention has first to third engaging elements, and selectively engages one or two of these engaging elements.
In an automatic transmission for a vehicle that obtains a plurality of shift speeds, the automatic transmission is provided in an oil passage that connects a hydraulic pressure source and a first engagement element, and supplies hydraulic pressure to the first engagement element in accordance with an operation state of the vehicle. A first hydraulic control valve for controlling the pressure is provided in an oil passage connecting the hydraulic source and the second engagement element, and adjusts a hydraulic pressure supplied to the second engagement element in accordance with an operation state of the vehicle. A second hydraulic pressure control valve for pressure control is provided in an oil passage connecting the hydraulic pressure source and the third engagement element, and regulates a hydraulic pressure supplied to the third engagement element according to a driving state of the vehicle. A third hydraulic control valve to be controlled and an oil passage connecting the hydraulic source and the third hydraulic control valve are provided. When the hydraulic pressure is simultaneously supplied to the first to third engagement elements, the third An oil pressure control device for an automatic transmission for a vehicle, further comprising an interlock prevention valve for draining a source pressure to the oil pressure control valve. 2. The interlock prevention valve according to claim 1, wherein the valve body is reciprocally movable to first and second switching positions, and a hydraulic pressure is guided from a hydraulic source to bias the valve body to the first switching position. A first port, a second port through which hydraulic pressure supplied to the first engagement element is guided to bias the valve body to the second switching position, and a valve body to bias the valve body to the second switching position. A third port through which hydraulic pressure supplied to the second engagement element is guided, and a fourth port through which hydraulic pressure supplied to the third engagement element is urged to bias the valve element to the second switching position. In the first switching position, hydraulic pressure is supplied from a hydraulic pressure source so as to urge the valve body to the first switching position,
A fifth port in which the hydraulic pressure from the hydraulic pressure source is shut off by the valve body at the switching position, a sixth port connected to the drain oil passage, and a supply hydraulic input port of the first hydraulic control valve, The vehicle automatic system according to claim 1, further comprising: a seventh port communicating with the fifth port at the first switching position, and a seventh port communicating with the sixth port at the second switching position. Transmission hydraulic control unit.