JPS63106450A - Hydraulic control device of automatic transmission for automobile - Google Patents

Abstract

PURPOSE:To prevent occurrence of a large shock, by quantitatively controlling signal hydraulic pressure applied to a clutch control valve by signal hydraulic pressure supply means. CONSTITUTION:A port 210 of a clutch control valve 200 for reducing servo hydraulic pressure of a forward clutch in response to signal hydraulic pressure is connected to a solenoid valve 240 and a modulator 250 for quantitatively controlling the signal hydraulic pressure. With the arrangement, the servo hydraulic pressure regulated by the clutch control valve 200 is not changed abruptly as a case wherein ON-OFF control is effected but changed gradually when creep reduction control is effected or released so that a torque capacity transmitted by the forward clutch is prevented from changing abruptly, whereby occurrence of a large shock is prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a hydraulic control device for an automatic transmission used in vehicles such as automobiles, and particularly relates to creep reduction control during idling to prevent the vehicle from moving backwards. The present invention relates to a hydraulic control device that performs hill hold control.

Conventional technology In automatic transmissions used in vehicles such as automobiles, when the vehicle is idling, such as when waiting at a traffic light, when the vehicle is substantially stopped, the gear transmission is placed in the neutral state even if the manual shift range is in the D range. Alternatively, the forward clutch may slip by releasing the forward clutch of the frictional engagement device of the gear transmission or by lowering the engagement pressure of the forward clutch compared to when the forward gear is achieved in order to achieve a state equivalent to a neutral state. It has already been proposed to perform creep reduction control by preventing the output torque of the internal combustion engine from being transmitted to the gear transmission, that is, to perform creep reduction control.
1-55455.

Problems to be Solved by the Invention When the above-described creep reduction control is suddenly executed or canceled, a large shock occurs due to the sudden change in the transmission torque 82 of the forward clutch.

It is an object of the present invention to provide an improved hydraulic control system that solves the above-mentioned problems.

Means for Solving the Problems According to the present invention, the above-mentioned object is to provide a gear shift that can be switched between a plurality of gear stages by a hydraulic coupling and engagement and disengagement of a plurality of frictional engagement devices. the plurality of frictional engagement devices are engaged with a forward clutch of a hydraulically actuated device that selectively connects the output member of the hydraulic coupling and the forward travel input member of the gear transmission; In a hydraulic control device for an automatic transmission for a vehicle, which includes a hydraulically operated shift brake that prevents the output shaft of the gear transmission from rotating in the output reverse direction by a clutch control valve that reduces the servo oil pressure of the forward clutch; a brake control valve that is switched in response to a signal oil pressure to control the supply of servo oil pressure to the shift brake; and a signal that is supplied to the clutch control valve. This is achieved by a hydraulic control device characterized by having a signal hydraulic pressure supply means for quantitatively controlling hydraulic pressure.

Effects and Effects of the Invention According to the above-described configuration, the signal oil pressure applied to the clutch control valve is quantitatively controlled by the signal oil pressure supply means, so that the servo oil pressure of the forward clutch regulated by the clutch control valve is prevented from creeping. When executing or canceling the reduction control, the torque changes gradually without abruptly changing on and off, thereby avoiding a sudden change in the transmission torque 82 of the forward clutch and preventing a large shock from occurring. Ru.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will now be described in detail by way of embodiments with reference to the accompanying drawings.

FIG. 1 schematically shows an example of an automatic transmission for a vehicle used in combination with a hydraulic control device according to the present invention.

The automatic transmission 10 for a vehicle is well known in itself, and has an output shaft 102 of an internal combustion engine 100 which is a prime mover.
It has a general hydraulic torque converter 20 of a three-element, single-stage, two-phase type having a pump 22, a turbine 24, and a stator 26 drivingly connected to the converter, and a gear transmission 30 as an auxiliary transmission. The transmission 30 has a manpower shaft 32 drivingly connected to the turbine 24, which is the output member of the hydraulic torque converter 20, and an output shaft 34 drivingly connected to the drive wheels (not shown) of the vehicle. It is possible to switch between a plurality of gears in which the drive connection is made using one transmission ratio selected from among them, and a neutral gear (neutral) in which the input shaft 32 and the output shaft 34 are separated from the drive connection relationship. .

The gear transmission 30 includes a planetary gear device 40 as an overdrive device, and the planetary gear device 40 meshes with a carrier 42 connected to the input shaft 32 and a planetary pinion 44 supported by the carrier 42. Sun gear 46, ring gear 48, and one-way clutch (Fo) 5 provided between carrier 48 and sun gear 46
0, an OD clutch (Co) 52 that selectively connects the carrier 48 and the sun gear 46 in a torque transmission relationship, and an OD brake (Bo) 54 that selectively fixes the sun gear 46 to the transmission case. and
A direct gear is achieved by engaging the OD clutch 52, and the OD
An increase in speed is achieved by engaging the brake 54.

The gear transmission 30 has a planetary gear device 60 that achieves three forward speeds and one reverse speed separately from the planetary gear device 40. The planetary gear device 60 has a front sun gear 62 and a rear sun gear 64, and a front sun gear 62 and a rear sun gear 64.
a sun gear shaft 66 that interconnects the front ring gear 68 and the rear ring gear 70, a front planetary pinion 72 that meshes with the front sun gear 62 and the front ring gear 28, a front carrier 74 that carries the pinion, and a rear sun gear 64. selectively transmits torque to the ring gear 48, which is the output member of the idler gear device 40, and the front ring gear 68 and the front ring gear 68, which meshes with the rear ring gear 70, and the rear carrier 78 carrying the abrasive gear pinion 76 and the pinion. a forward clutch (C+) 80 that connects the sun gear shaft 66 to the ring gear 48 in a torque transmission relationship; a direct clutch (C2) 82 that selectively connects the sun gear shaft 66 to the ring gear 48 in a torque transmission relationship; Second coast brake (B+) 84. !
: Sun gear shaft 66 via one-way clutch (F+) 86 that is closed/closed only when the engine is driving.
A second brake (B2) 88 that is connected to and engages with to prevent rotation of the sun gear shaft 66 in one direction.
, a fast & reverse brake (B:1) 90 that selectively fixes the rear carrier 78 to the transmission case to prevent rotation of the rear carrier, and a fast & reverse brake (B:1) 90 that is provided between the rear carrier 78 and the transmission case and A one-way clutch (F2) 92 that is locked only when driving is provided, and a front carrier 74 and a rear ring gear 70 are fixed to the output shaft 34 in a torque transmitting relationship, and the two clutches 80 and 82 described in 1. Three forward speeds and one reverse speed are achieved by engaging or releasing the three brakes 84, 88, and 90 according to the table shown below.

1st speed O○xxxxxΔ×△ D 2nd speed O○XXxQxΔ△×3rd speed
oooxxoxΔ×× 0 / D x 000 x○×
× × ×1st speed □oxxxxxxΔX△ S 2nd speed ooxx○O×△△X 3rd speed
○○oxxox△×× L 1st speed 00xxxx○△×△2nd speed
00××○O×△Δ× In this list, the O mark indicates that the relevant clutch or brake is engaged, the X mark indicates that the relevant clutch or brake is released, and Δ The mark indicates that the one-way clutch is engaged (locked) during engine drive in which the vehicle is driven from the engine side, and released (free) during engine braking in which the engine is driven from the vehicle side. Note that in the L range, the second gear is not upshifted, and the first gear is downshifted from the second gear.

FIG. 2 shows the main parts of one embodiment of the hydraulic control device according to the present invention. In FIG. 2, 110 indicates a manual shift valve, and manual shift valve 1
10 carries a hydraulic inlet boat 114. The oil pan 1 is connected to the hydraulic inlet boat 114 by an oil pump 120.
The line oil pressure PL sucked up from the line oil pressure control valve 22 and regulated by a line oil pressure control valve (primary regulator valve) 124 is supplied through an oil path 126.

The manual shift valve 110 is a spool valve 112 driven by a manual shift lever (not shown).
When the manual shift range is the D range, the hydraulic inlet port 114 is connected to the D range boat 116, whereas when the manual shift range is the S range, the hydraulic inlet port 114 is connected to the S range boat 1.
It is designed to be connected to 18.

D range boat 116 is 2-
It is connected to the boat 146 of the third speed shift valve 140, and
The range port 118 is communicatively connected to another boat 148 of the 2-3 speed shift valve 140 by an oil passage 304 .

The 2-3 speed shift valve 140 operates a spool valve 142, which is in a raised position as shown in the right half of the figure when no oil pressure is supplied to the boat 144. is connected to the boat 150, and the boat 148 is connected to the boat 152, whereas when the boat 144 is supplied with oil pressure, the boat 146 is located in the lowered position shown in the left half of the figure. and port 148 and boat)
The boat 152 is connected to the drain boat 154 by cutting off the communication with the drain boat 152. boat 144
The supply of hydraulic pressure to the boat 1 takes place in a manner known per se by means of solenoid valves, not shown, and only when the third gear or overdrive gear (0/D) is achieved.
Hydraulic pressure is supplied to 44. Accordingly, the spool valve 142 is in the raised position when the second gear or the second gear is achieved, whereas it is in the lowered position when the third gear or the overdrive gear is achieved.

Boat 150 is connected to brake control valve 18 by oil passage 306.
It is communicatively connected to the boat 186 of 0.

The boat 152 passes through an oil passage 308, a second coast modulator valve 160, an oil passage 310, and then a check valve 170.
It is connected to the boat 172.

In addition, the 2nd-3rd speed shift valve 140 is the boat 146.148
．． 150, 152 and a drain port 154, there are a plurality of boats as a general structure, and these boats are switched and connected by a spool valve 142 in the same manner as in the well-known 2-3 speed shift valve. It is designed to perform speed change control.

In addition to the inlet boat 172, the check valve 170 has another inlet boat 174 and one outlet boat 176. When hydraulic pressure is supplied to the inlet port 172 by the action of the check ball 178, the inlet boat 17
4 is closed, and when hydraulic pressure is supplied to the artificial boat 174, the entrance boat 172 is closed.

The inlet boat 174 is communicatively connected to the boat 188 of the brake control valve 180 by an oil line 312 and is connected to the boat 188 of the brake control valve 180 .
6 is connected to the boat 136 of the 1st-2nd speed shift valve 130 through an oil passage 314.

The 1-2 speed shift valve 130 has a spool valve 132, and when oil pressure is not supplied to the boat 134, the spool valve 132 is located in a raised position as shown in the right half of the figure, and is connected to the boat 136. 138, and when oil pressure is being supplied to the signal hydraulic boat 134, it is located at the lowered position as shown in the left half of the figure, and the communication between the boats 136 and 138 is cut off. boat 138
is connected to the drain port 139. Hydraulic pressure is supplied to the boat 134 only when the first gear is achieved by the action of a solenoid valve (not shown), so that the spool valve 132 is supplied with hydraulic pressure when the second gear, third gear, or overdrive gear is achieved. position, and is located at the lowered position in the figure only when the first gear is achieved.

The boat 138 is connected to the hydraulic servo chamber 85 of the second coast brake 84 through an oil passage 316 .

In addition, the 1st-2nd speed shift valve 130 is a boat 136.138
In addition to the drain port 139, there are several boats with a general structure, and these boats are of the well-known 1-
As in the case of the 2-speed shift valve, the spool valve 132 is used to switch and connect the spool valve 132 to control the speed change.

The brake control valve 180 includes a spool valve 182 and a plug 18.
4, and when the spool valve 182 is in the left hand position as shown in the upper half of the figure, the boats 186 and 18
The port 192 is connected to the drain boat 198 by connecting the port 192 to the drain boat 198 and disconnecting the communication between the boats 190 and 192, whereas the port 192 is connected to the drain boat 198 when the boat 186 is in the right position as shown in the lower half of the figure. is closed to connect the boat 188 to the drain boat 187 and to connect the boats 190 and 192 in communication.

Boat 190 is communicatively connected to D range boat 116 of manual shift valve 110 through oil passage 314 and oil passage 300, and boat 192 is communicatively connected to boat 208 of clutch control valve 200 through oil passage 316.

The spool valve 182 is driven by the oil pressure applied to the boats 194 and 196, and when a signal oil pressure Ps greater than a predetermined value Pssat is supplied to at least one of the boats 194 and 196, the spool valve 182 is in the left position, that is, the hill hold control is released. position, whereas boat 194
When the signal oil pressure Ps equal to or higher than a predetermined value p5set is not supplied to any of the positions 196 and 196, the position is at the right side position, that is, the hill hold control position. The boat 194 is connected to the oil passage 320 by an oil passage 318 and is supplied with the signal oil pressure Ps of the oil passage 320, and the boat 196 is connected to the oil passage 320 by the signal oil pressure Ps through an oil passage (not shown). Servo hydraulic pressure (clutch hydraulic pressure) is supplied.

The oil passage 320 is connected to a drain boat 244 that is opened and closed by a valve element 242 of a solenoid valve 240, and the valve element 242 opens and closes the drain boat 244 according to the duty ratio of a pulse signal given to an electromagnetic coil 246 of the solenoid valve 240. By repeatedly opening and closing the oil passage 320 at a time ratio corresponding to the duty ratio, a signal oil pressure Ps corresponding to the duty ratio is generated in the oil passage 320.

The solenoid valve 240 is a normally closed solenoid valve, and the signal oil pressure Ps of the oil passage 320 decreases as the duty ratio applied to the electromagnetic coil 246 increases.

The oil passage 320 is connected to the oil passage 126 via the throttle 280, the oil passage 322, the modulator valve 250, and the oil passage 324 to be supplied with the original oil pressure. A modulated hydraulic pressure POI is supplied.

The oil passage 320 is connected to the brake control valve 18 by the oil passage 318.
0 boat 194 and an oil passage 326
, the boat 21 of the clutch control valve 200 via the throttle 282
0.

The clutch control valve 200 has a spool valve 220 and two plugs 204 and 206, and the spool valve 202 is connected to the oil passage 300 through an oil passage 328 to connect the drain boat 216 of the boat 212 to which line hydraulic pressure PL is supplied.
outlet port 2 by controlling the degree of communication with
14, and the pressure adjustment value is directly applied to the spool valve 202 by the leftward spring force and the plugs 204 and 206 in the figure, which is applied by the compression coil spring 218 to the spool valve 202. It increases as the pressing force increases in the left direction in the figure. The outlet boat 214 is connected to the hydraulic servo chamber 81 of the forward clutch 80 via a throttle 284 and an oil passage 320.

Further, the oil passage 328 and the oil passage 330 are connected by a one-way valve 260, and the one-way valve 260 is configured to allow only the flow of oil from the oil passage 330 to the oil passage 328, that is, the drain flow of oil. ing.

Next, the operation of the hydraulic control system according to the present invention will be explained with reference to the flowchart shown in FIG.

When the manual shift range is set to D range and the first gear is established, the spool valve 132 of the 1st-2nd speed shift valve 130 is in the lowered position, and the spool valve 142 of the 2nd-3rd speed shift valve 140 is in the lower position. in a raised position. While the creep reduction control and hill hold control have not yet started and an off signal is given to the solenoid valve 240, the signal oil pressure Ps of the oil passage 320 is set to the same oil pressure as the output oil pressure P11 of the modulator valve 250. The hydraulic pressure is the boat 194 of the brake control valve 180 and the clutch control valve 200.
boat 210. Therefore, at this time, the spool 180 of the brake control valve 180 is located at the left position, that is, at the hill hold control release position, so that the boat 1
86 is closed, the boat 188 is connected to the drain boat 187, and the boat 190 is connected to the boat 192, so that the line oil pressure p from the oil passage 300, 314 is connected.
L passes through the oil passage 316 to the boat 2 of the clutch control valve 200.
08, and as a result, the clutch control valve 200 receives the signal oil pressure Ps given to the boat 210 as well as the boat 2
The drain boat 216 is located in the left position, that is, the normal mode position, by the action of the line hydraulic pressure PL supplied to the
When the line oil pressure PL is completely closed, the line oil pressure PL applied to the boat 212 is passed from the boat 214 through the oil passage 330 to the forward clutch 80 without being depressurized.
is introduced into the hydraulic servo chamber 81 of. Therefore, at this time, the forward clutch 80 is fully engaged and the first gear is achieved. At this time, the boat 18 of the brake control valve 180
6 is closed and the boat 188 is connected to the drain, and the boat 136 of the 1st-2nd speed shift valve 130 is closed and the boat 138 is connected to the drain, so that the servo hydraulic chamber 85 of the second coast brake 84 is No hydraulic pressure is supplied, and the second coast brake 84 maintains the released state.

When the throttle opening of the internal combustion engine 100 is returned to the idle opening position while the manual shift range is set to the D range, and the vehicle speed drops below a predetermined value that is very close to 0, creep reduction control is performed. and the electromagnetic coil 240 of the solenoid valve 240 to perform hill hold control.
A pulse signal is applied to the pulse signal, and its duty ratio is increased over time from time T1. As the duty ratio of the pulse signal given to the electromagnetic coil 246 increases, the signal oil pressure Ps of the oil passage 320 gradually decreases over time, and at time T2, the signal oil pressure Ps drops to a predetermined value P5seL. Then, the spool 182 of the brake control valve 180 is switched from the left position to the right position, the boat 188 is connected to the boat 186 instead of the drain boat 187, and the boat 192 is connected to the drain boat 198 instead of the boat 190. It goes through.

At this time, that is, at time T2, the line oil pressure PL is no longer supplied to the boat 208, so the pressure regulation value of the clutch control valve 200, that is, the clutch oil pressure, is determined by the signal oil pressure Ps given to the boat 210. During idling, the transmission torque capacity of the forward clutch 80 is reduced to a transmission torque capacity slightly larger than the limit transmission torque capacity that can achieve the output torque of the internal combustion engine 100, and from this point on, the signal hydraulic pressure Ps gradually decreases further. As a result, the drain boat 216 is further opened, and the clutch oil pressure (servo oil pressure) supplied from the boat 214 to the servo oil pressure chamber 81 of the forward clutch 80 gradually decreases, thereby reducing the transmission torque of the forward clutch 80. The capacity gradually decreases and the forward clutch 80 becomes less fully engaged, which can cause slippage.

This prevents the output torque of the hydraulic torque converter 20 from being transmitted to the front ring gear 68, which is one input member of the planetary device 60, thereby reducing idle vibration and preventing the occurrence of creep. That is, creep reduction control is executed.

At this time, the brake control valve 18 has been switched as described above and the boats 186 and 188 are in communication, so 2-
When the spool valve 142 of the third-speed shift valve 140 is in the ascending position, that is, in the switching position to achieve the first gear or the second gear, the line oil pressure PL appearing on the D range boat 116 of the manual shift valve 110 is Road 300.302.2-
Boats 146 and 150 of 3-speed shift valve 140, oil line 3
06, boats 186 and 188 of brake control valve 108
, oil passage 312, check valve 170, and oil passage 314.
- It has reached the boat 136 of the 2nd speed shift valve 130,
Therefore, at this time, the spool valve 1 of the 1st-2nd speed shift valve 130
32 is in the raised position, that is, in the switching position to achieve the second gear, third gear, or overdrive stage, the line oil pressure pL of the boat 136 is transferred from the boat 138 to the oil line 316.
to the hydraulic servo chamber 8 of the second coast brake 84
5, the second coast brake 84 is engaged, and the sun gear shaft 66 is fixed. When the sun gear shaft 66 is fixed, each of the front sun gear 62 and the rear sun gear 64 is prevented from rotating, and the output shaft 34 is prevented from rotating in the backward direction of the vehicle by the action of the one-way clutch 92, resulting in so-called hill hold control. will be held. In the flowchart shown in FIG. 3, at time T3 when a predetermined time has elapsed from time T2, the 1-2 speed shift valve 130 is switched to the above-mentioned raised position and hill hold control is started. .

When the hill hold control and creep reduction control are canceled to achieve the first gear for starting the vehicle, the duty ratio of the pulse signal applied to the electromagnetic coil 246 of the solenoid valve 240 is reduced. . As a result, the signal oil pressure PS of the oil passage 320 gradually increases as the duty ratio increases from time T4 in the time chart of FIG. , the pressure regulation value of the clutch control valve 200 gradually increases, whereby the clutch hydraulic pressure applied to the hydraulic servo chamber 81 of the forward clutch 80 gradually increases, and the engagement pressure of the forward clutch 80 gradually increases. increase When the signal oil pressure Ps rises to the predetermined value p5set at time T5, the engagement pressure of the forward clutch 80 has also become sufficiently large, and the transmission torque capacity of the forward clutch 80 at this time is as follows.
That is, the output torque of the internal combustion engine 100 during idling is slightly larger than the transmission torque capacity that can be achieved, and as a result, even if the second coast brake 84 is released, the vehicle does not move backward, and at this time, the signal oil pressure Ps is also applied to the boat 194 of the brake control valve 180, so that the spool 1 of the brake control valve 180
82 is driven to the left position, i.e., the hill hold control release position, which closes the boat 186 and closes the boat 1.
88 is connected to the drain port 187, and the hydraulic pressure in the hydraulic servo chamber 85 of the second coast brake 84 is drained.
is released.

As described above, when the brake control valve 180 is switched to the hill hold control release position at time T5, the boat 192 communicates with the boat 190 instead of the drain boat 198, and the line oil pressure pL is applied to the boat 208 of the clutch control valve 200. U
(The clutch control valve 200 is switched to the normal mode position, the drain boat 216 is completely closed, and the line hydraulic pressure PL is supplied to the hydraulic servo chamber 81 of the forward clutch 80. As a result, the forward clutch 80 is reliably returned to the fully engaged state in conjunction with the switching operation of the brake control valve 180, and the first gear position at which the vehicle can be started is achieved.

This reliably prevents the vehicle from moving backwards due to insufficient engagement force of the forward clutch 80 when the hill hold control is canceled due to the release of the second coast brake 84.

Further, in the above-described embodiment, the throttle oil pressure or the clutch oil pressure of the forward clutch 80 is supplied to the boat 196 of the brake control valve 180, so that the brake control valve 180 operates when the throttle oil pressure exceeds a predetermined value. At certain times, that is, when the throttle opening of the internal combustion engine 100 is not the idle opening, or when the clutch oil pressure of the forward clutch 80 is above a predetermined value, creep reduction control is performed by reducing the engagement force of the forward clutch 80. When it is not, the hill hold control is forcibly switched to the release position and engagement of the second coast brake 84 is prohibited.

In addition, when the manual shift range is set to S range, S range port 1 of manual shift valve 110
18, line oil pressure is applied to the boat 148 of the 2nd-3rd speed shift valve 140, and at this time, if the 2nd-3rd speed shift valve 140 is switched to the switching position that achieves the first gear or the second gear, Line oil pressure PL of boat 1-148 is boat 1
52 to the second coast modulator valve 160 via the oil passage 308, the pressure is reduced to a predetermined value by the second coast modulator valve 160, and the second coast modulator oil pressure is applied to the oil passage 31o1 check valve 170.
, the boat 1 of the 1-2 speed shift valve 130 via the oil passage 314
36, and at this time the 1-2 speed shift valve 13
0 is in the switching position to achieve the second gear, third gear, or overdrive gear, the second coast modulator hydraulic pressure of the boat 136 is transferred from the boat 138 to the hydraulic servo chamber 85 of the second coast brake 84 via the oil passage 136. The second coast brake 84 is engaged with the second coast modulator hydraulic pressure.

This makes it possible to set the engagement pressure of the second coast brake 84 to arbitrary values when in the second speed of the S range and during hill hold control.

Although the present invention has been described in detail with respect to specific embodiments above, the present invention is not limited thereto, and various other embodiments are possible within the scope of the present invention. will be clear to those skilled in the art.

[Brief explanation of the drawing]

FIG. 1 is a skeleton diagram showing an example of an automatic transmission for a vehicle used in combination with a hydraulic control device according to the present invention;
FIG. 2 is a schematic configuration diagram showing the essential parts of one embodiment of the hydraulic control device according to the present invention, and FIG. 3 is a time chart showing the operation of the hydraulic control device according to the present invention. DESCRIPTION OF SYMBOLS 10... Automatic transmission, 20... Fluid torque converter, 22... Pump, 24... Turbine, 26...
... Stator, 30... Gear transmission, 32... Input shaft, 34... Output shaft, 40... Planetary gear device, 4
2...Carrier, 44...Planetary Binion, 4
6... Sangiya. 48...Ring gear, 50...One-way clutch. 52...OD clutch, 54...OD brake, 6
0...II double gear device 62...Front sun gear, 64...Rear sun gear, 66...Sun gear shaft, 6
8...Front ring gear, 70...Rear ring gear, 72...Front planetary binion, 74...
・Front carrier, 76... Rear planetary binion, 78... Rear carrier, 80... Forward clutch, 81... Hydraulic servo chamber, 82... Direct clutch, 84... Second coast brake, 8
5... Hydraulic servo chamber, 86... One-way clutch, 88... Second brake, 90... First & reverse brake, 92... One-way clutch,
100... Internal combustion engine, 102... Output shaft, 110...
...Manual shift valve, 112...Spool valve, 1
14... Hydraulic inlet boat, 116... D range port, 118... S range boat, 120... Oil pump, 122... Oil pan, 124... Line hydraulic control valve, 126...・Oil road. 131... 1-2 speed shift valve, 132... Spool valve. 134.136.138... Boat, 139... Drain boat, 140... 2-3 speed shift valve, 142...
...Spool valve, 144.146.148.150.1
52...Boat, 154...Drain boat, 160
...Second coast modulator valve, 170...
Check valve, 172.174... Inlet boat, 176
...Exit ball t-, 178...Check ball, 1
80...Brake control valve, 182...Spool valve,
184...Plug, 186...Boat, 187...
・Drain boat, 190.192.194.196...
·boat. 198...Drain boat, 200...Clutch control valve. 202...Spool valve, 204.204...Plug. 208.210.212.214...Boat, 216
...Drain boat, 218...Compression coil spring, 2
40... Solenoid valve, 242... Valve element, 244
... Drain boat, 246 ... Electromagnetic coil, 250
... Modulator valve, 260 ... One-way valve, 280
．． 282.284...Aperture, 300.302.304
．． 306.308.310.312.314.316.
318.320.322.324.326.328.3
30...Oil road.

Claims (1)

[Claims] It has a hydraulic coupling and a gear transmission that is switched between a plurality of gear stages by engaging and disengaging a plurality of frictional engagement devices, wherein the plurality of frictional engagement devices are connected to the hydraulic coupling. Preventing the output shaft of the gear transmission from rotating in the output backward direction by engaging with a forward clutch of a hydraulically actuated device that selectively connects the output member and the forward travel input member of the gear transmission. A hydraulic control device for an automatic transmission for a vehicle includes a hydraulically operated shift brake, the clutch control valve reducing the servo hydraulic pressure of the forward clutch in response to a signal hydraulic pressure; 1. A hydraulic control device comprising: signal hydraulic pressure supply means for quantitatively controlling increase/decrease of signal hydraulic pressure supplied to the hydraulic pressure control device.