Automatic transmission control system

Abstract: An automatic transmission comprises a forward/reverse selection hydraulic servomechanism 70 which actuates a dog clutch and a plurality of clutches 11, 12, 13, 14 and 15. For this automatic transmission, a control system comprises first ∼ fifth on/off solenoid valves 81 ∼ 85 and first ∼ third linear solenoid valves 86 ∼ 88. These valves are used to control the supply and drain of a line pressure to and from the forward/reverse selection hydraulic servomechanism 70 and first ∼ fifth shift valves 60, 62, 64, 66 and 68 so as to control the actuation thereof for the selective engagement of the clutches. This system, when it detects, by a hydraulic switch 93, a condition that the D range is selected and that the actuation command signals being sent to the solenoid valves correspond to one of the signal combinations which are used for setting the driving modes of the D range, allows the actuation of the solenoid valves by these actuation command signals.

Description: FIELD OF THE INVENTION The present invention relates generally to an automatic transmission comprising a plurality of power transmission paths for forward driving and a power transmission path for rearward driving, which paths are selected by actuation of hydraulic clutches that establish speed change ratios in automatic speed change. BACKGROUND OF THE INVENTION Such automatic transmissions have been known and are utilized, for example, as automatic transmissions for vehicles. Typically, an automatic transmission designed for use in a vehicle operates such that the transmission automatically controls the actuation of hydraulic clutches to change the speed change ratio in correspondence to the driving condition of the vehicle. Generally, the automatic transmission includes a speed change hydraulic unit which comprises a plurality of shift control valves, a solenoid valve to control the actuation of these shift control valves, and a manual valve operated in correspondence to the movement of the shift lever manipulated by a driver. In this arrangement, the automatic transmission automatically performs speed change control for a plurality of ranges, i.e., a reverse drive range, a neutral range and a forward drive range ( D range, Second, First, etc.) which are individually selected by the operation of the manual valve operated in correspondence to the manipulation of the shift lever (generally, this automatic control is effective only in the forward drive range). EP 0 668 455 A1 discloses a speed change hydraulic unit which comprises a manual selector valve connected with a shift lever and a shift fork controller operated hydraulically in response to the manual selector valve between a forward drive range position and a rearward drive range position. Speed change control within a given range is effected by means of a plurality of solenoid valves providing hydraulic pressure to operate shift control valves. An additional reverse gear inhibit solenoid valve is provided which is acutated when switching from the first forward gear to a higher forward gear in order to prevent interaction between the manual selector valve and the shift fork controller such that an accidental engagement of the reverse gear by the shift lever is prevented. Recently, another type of automatic transmission has been introduced. This automatic transmission does not use a manual valve for the selection of a range and controls the shift of speed change ratios in each range solely by electrical signals. Such transmissions are disclosed in Japanese Laid-Open Patent Publication Nos. H5(1993)-209683(A) and H5(1993) -215228(A). Each automatic transmission disclosed there comprises a plurality of solenoid valves to control the actuation of shift control valves. The selection of the ranges, i.e., the forward drive range, the neutral range, and the reverse drive range, as well as the selection of the speed change ratios in the forward drive range are performed in correspondence to the command signals (electrical signals) which actuate these solenoid valves. To secure reliability of such speed change control systems, it is important to take measures to prevent electrical and mechanical failures which may cause, for example, a valve locking. Therefore, the systems disclosed in the above mentioned patent publications also include preventive measures against possible failures. As the selection of the ranges and the selection of the speed change ratios are carried out by means of command signals which actuate the solenoid valves, it is necessary to distinguish accurately the patterns of the command signals because they may resemble with one another. For example, a pattern of signal combination for the forward drive range may resemble a pattern of signal combination for the reverse drive range. In such a case, it is necessary to provide a backup circuit to assist the differentiation by the system of these two patterns, but the provision of such a circuit may be a disadvantage in view of production cost. To avoid such problems, the pattern of signal combination for the reverse drive range is made significantly different from the pattern of signal combination for the forward drive range. Specifically, a plurality of solenoid valves are operated in different actuation logics. In this way, a prevention against selection of an inappropriate range is effected. In this system, even if, for example, a solenoid valve or a shift valve may actuate differently from an intended pattern by any reason, drive ranges and speed change ratios are selected appropriately. However, such a system requires a number of solenoid valves, thus increasing the production cost and size of the system. EP 10 70 883 which is a prior art document according to Art. 54 (3) EPC discloses a generic automatic transmission control system. SUMMARY OF THE INVENTION It is an object of the present invention to provide a control system for an automatic transmission which selects drive ranges and speed change ratios solely by means of electrical signals without use of a manual valve. Another object of the present invention is to provide a control system for an automatic transmission, which system is capable of selecting appropriate drive ranges even in an event of electrical or mechanical failure. In order to achieve these objectives, the present invention provides a control system for an automatic transmission as set out in claim 1. The system comprises a forward/reverse hydraulic servomechanism (for example, the forward/reverse selection hydraulic servomechanism 270, which actuates the dog clutch 16, described as a preferred embodiment in the following section) and a plurality of hydraulic clutches (for example, the LOW clutch 211, the SECOND speed clutch 212, the THIRD speed clutch 213, the FOURTH speed clutch 214 and the FIFTH speed clutch 215 of the following embodiment). The forward/reverse hydraulic servomechanism is to switch and select either a plurality of forward drive power transmission paths or a reverse drive power transmission path. The hydraulic clutches are to selectively establish forward drive speed change ratios, and each hydraulic clutch is provided for a corresponding one of the forward drive power transmission paths. To control this automatic transmission, the control system according to the present invention comprises a plurality of solenoid valves (for example, the first - fourth on/off solenoid valves 281 - 284 and the first - fourth linear solenoid valves 286 - 289 of the following embodiment) to control the supply and drain of a line pressure, which is used to actuate a plurality of shift control valves (for example, the first - fifth shift valves 260, 262, 264, 266 and 268 of the following embodiment) for controlling actuation of the forward/reverse hydraulic servomechanism and the hydraulic clutches. The control system further comprises forward drive selection detecting means (for example, the hydraulic switch 292 of the following embodiment) for detecting whether the forward drive power transmission paths are selected by the forward/reverse hydraulic servomechanism by detecting the pressure of an oil chamber of the forward/reverse selection hydraulic servomechanism which becomes a high pressure when transmission is set to the forward transmission paths or not, and comprises actuation command signal detecting means for detecting actuation command signals which are sent to the solenoid valves. In this arrangement, if the forward drive selection detecting means detects that the forward/reverse hydraulic servomechanism has selected the forward drive power transmission paths, and if the actuation command signal detecting means detects that actuation command signals are being sent to set a forward drive speed change ratio, then the solenoid valves are allowed to actuate in response to the actuation command signals. With this construction, only when the forward drive selection detecting means detects that the forward/reverse hydraulic servomechanism has selected the forward drive power transmission paths, the solenoid valves will actuate in response to the actuation command signals. As a result, for example, even if wrong on/off signals are sent because of an electrical failure, or even if some solenoid valves malfunction because of a mechanical failure, which may otherwise have taken the transmission into a wrong or unintended range, there is no possibility of the transmission switching to another range because the forward/reverse hydraulic servomechanism remains at the selection of the forward drive power transmission paths. Moreover, even if a combination of signals which may resemble to the pattern of signals setting one of the driving modes of the forward range is used for establishing another range, there is no possibility of malfunctioning. It is preferable that the forward drive selection detecting means comprise a hydraulic switch which detects a forward drive hydraulic pressure that actuates the forward/reverse hydraulic servomechanism to select the forward drive power transmission paths. In addition, it is preferable that the control system further comprises an oil passage which leads the forward drive hydraulic pressure directly to the hydraulic switch. With this arrangement, for example, when the forward drive range is to be established, if a shift control valve does not shift to the side assigned for setting a forward drive speed change ratio because of an electrical failure, the forward drive hydraulic pressure is never supplied to the hydraulic switch in this condition. As a result, the operation to establish the forward range is averted in this case. In this way, the control system according to the present invention provides additional safety. Furthermore, it is preferable that the actuation command signals comprise different combinations of on/off signals to turn on or off the corresponding solenoid valves, each combination being specific to set a corresponding forward drive speed change ratio or to control the transition from one speed change ratio to a next speed change ratio. When the control system changes the mode of the transmission between neighboring speed change ratios, at first, one on/off signal in the combination of on/off signals being used for setting the present speed change ratio is switched to form another combination of on/off signals which combination comprises actuation command signals to control the transition from the present speed change ratio to a next speed change ratio. Then, another on/off signal in the combination of on/off signals being used for controlling the present transition is switched to form yet another combination of on/off signals which combination comprises actuation command signals to set the next speed change ratio. For the speed change control between the neighboring speed change ratios, this control system changes the mode of the transmission from the present speed change ratio to a corresponding transitional control only by changing the command signal sent to one solenoid valve, and then, from this transitional control to a next speed change ratio, again only by changing the command signal sent to another solenoid valve. In this way, the signals sent to a plurality of solenoid valves are never changed in plurality, so the speed change control is performed simply with much stability. Further scope of applicability of the present invention will become apparent from the detailed description given hereinafter. However, it should be understood that the detailed description and specific examples, while indicating preferred embodiments of the invention, are given by way of illustration only, since various changes and modifications within the spirit and scope of the invention will become apparent to those skilled in the art from this detailed description. BRIEF DESCRIPTION OF THE DRAWINGS The present invention will become more fully understood from the detailed description given herein below and the accompanying drawings, which are given by way of illustration only and thus are not limitative of the present invention. FIG. 1 is a sectional view of an automatic transmission whose speed change is controlled by a control system according to the present invention. FIG. 2 is a partial sectional view of the automatic transmission. FIG. 3 is a skeleton diagram which shows schematically the power transmission system of the automatic transmission. FIG. 4 is a schematic diagram showing the relative positions of the shafts of the automatic transmission. FIG. 5 is a diagram showing a hydraulic circuit of a control system according to a comparative embodiment. FIGS. 6 - 10 are diagrams, each showing part of the diagram of FIG. 5, respectively, in enlargement. FIG. 11 is a diagram showing a hydraulic circuit of an embodiment of the control system according to the present invention. FIGS. 12 - 16 are diagrams, each showing part of the diagram of FIG. 11, respectively, in enlargement. DESCRIPTION OF THE PREFERRED EMBODIMENTS FIGS. 1 through 4 show an automatic transmission which incorporates a control system according to the present invention. In a transmission housing HSG, this transmission comprises a torque converter TC, which is connected to the output shaft of an engine ( not shown ) , a parallel shaft speed change mechanism TM, which is connected to the output member ( or turbine) of the torque converter TC, and a differential mechanism DF including a last reduction driven gear 6b, which meshes with a last reduction drive gear 6a provided in the speed change mechanism TM. The drive power for the vehicle is transmitted through the differential mechanism DF to lateral wheels. The parallel shaft speed change mechanism TM includes a first input shaft 1, a second input shaft 2, a countershaft 3, and an idle shaft 5, all of which are disposed parallel with one another. FIG. 4 shows the positions of these shafts in the housing, the centers of the shafts being indicated by corresponding alphanumeric marks, S1, S2, S3 and S5. FIGS. 3A and 3B show the rotational components of the speed change mechanism TM, which are arranged for mechanical power transmission. FIG. 3A is a schematic sectional view showing the first input shaft 1 (S1), the second input shaft 2 ( S2 ) and the countershaft 3 (S3), which are taken along line IIIA-IIIA in FIG. 4, while FIG. 3B is a schematic sectional view showing the first input shaft 1 (S1), the second input shaft 2 (S2) and the idle shaft 5 (S5), which are taken along line IIIB-IIIB in FIG. 4. Furthermore, FIG. 1 corresponds with FIG. 3A while FIG. 2 corresponds with FIG. 3B, all of which are sectional views of the speed change mechanism TM. The first input shaft 1 is connected directly to the turbine of the torque converter TC and is supported rotatably by bearings 41a and 41b. The first input shaft 1 receives the drive power from the turbine and rotates with it at the same rotational speed. On this input shaft 1, from the side of the torque converter TC (i.e., the right side of the drawing ) , disposed are a FIFTH speed drive gear 25a, a FIFTH speed clutch 15, a FOURTH speed clutch 14, a FOURTH speed drive gear 24a, a reverse drive gear 26a, and a first connection gear 31. The FIFTH speed drive gear 25a is disposed rotatably on the first input shaft 1, and the FIFTH speed clutch 15, which is actuated hydraulically, engages with the FIFTH speed drive gear 25a to connect it rotationally to the first input shaft 1. The FOURTH speed drive gear 24a and the reverse drive gear 26a, which are coupled as one body, are disposed rotatably on the first input shaft 1, and the FOURTH speed clutch 14, which is actuated hydraulically, engages with these gears to connect them rotationally to the first input shaft 1. The first connection gear 31 is mounted on the first input shaft 1, at the left end thereof outside the bearing 41a, which supports the first input shaft 1 rotatably. In this condition, the first connection gear 31 and this end portion of the first input shaft 1 are supported only by this bearing 41a in cantilever. The second input shaft 2 is also supported rotatably by bearings 42a and 42b. On this input shaft 2, from the right side of the drawing, disposed are a SECOND speed clutch 12, a SECOND speed drive gear 22a, a LOW drive gear 21a, a LOW clutch 11, a THIRD speed clutch 13, a THIRD speed drive gear 23a, and a fourth connection gear 34. The SECOND speed drive gear 22a, the LOW drive gear 21a and the THIRD speed drive gear 23a are each disposed rotatably on the second input shaft 2, and the SECOND speed clutch 12, the LOW clutch 11, or the THIRD speed clutch 13, which is actuated hydraulically, engages with the respective gear to connect it rotationally to the second input shaft 2. In addition, the fourth connection gear 34 is coupled to the second input shaft 2. The idle shaft 5 including a second connection gear 32 and a third connection gear 33, which are formed as one body with the idle shaft 5, is supported rotatably by bearings 45a and 45b. The second connection gear 32 meshes with the first connection gear 31 while the third connection gear 33 meshes with the fourth connection gear 34. The first, second, third and fourth connection gears constitute a connection gear train 30, through which the rotation of the first input shaft 1 is transmitted continually to the second input shaft 2. The countershaft 3 is supported rotatably by bearings 43a and 43b. On this shaft 3, from the right side of the drawing, disposed are the above mentioned last reduction drive gear 6a, a SECOND speed driven gear 22b, a LOW driven gear 21b, a FIFTH speed driven gear 25b, a THIRD speed driven gear 23b, a FOURTH speed driven gear 24b, a dog clutch 16, and a reverse driven gear 26c. The last reduction drive gear 6a, the SECOND speed driven gear 22b, the LOW driven gear 21b, the FIFTH speed driven gear 25b and the THIRD speed driven gear 23b are fixed on and rotate together with the countershaft 3 while the FOURTH speed driven gear 24b and the reverse driven gear 26c are each disposed rotatably on the countershaft 3. The dog clutch 16 is actuated axially in one direction to engage with the FOURTH speed driven gear 24b so as to connect it rotationally to the countershaft 3 or in the opposite direction to engage with the reverse driven gear 26c so as to connect it rotationally to the countershaft 3. As shown in the drawings, the LOW drive gear 21a meshes with the LOW driven gear 21b; the SECOND speed drive gear 22a meshes with the SECOND speed driven gear 22b; the THIRD speed drive gear 23a meshes with the THIRD speed driven gear 23b; the FOURTH speed drive gear 24a meshes with the FOURTH speed driven gear 24b; and the FIFTH speed drive gear 25a meshes with the FIFTH speed driven gear 25b. In addition, the reverse drive gear 26a meshes with a reverse idler gear 26b (refer to FIG. 2 ) , which then meshes with the reverse driven gear 26c. The last reduction drive gear 6a meshes with the last reduction driven gear 6b (refer to FIG. 1, which shows that they are situated at the same position in the axial direction though the drawing does not show the actual condition that they mesh with each other). The rotation of the countershaft 3 is transmitted through the last reduction drive and driven gears 6a and 6b to the differential mechanism DF. Now, a description is given of how each speed ratio is established and through which path the drive power is transmitted at each speed ratio. In this transmission, for establishing the forward drive range, the dog clutch 16 is shifted toward the right side of the drawing, where the dog clutch 16 engages with the FOURTH speed driven gear 24b to connect it rotationally to the countershaft 3. For the reverse drive range, the dog clutch 16 is shifted leftward, where the dog clutch 16 engages with the reverse driven gear 26c to connect it rotationally to the countershaft 3. First, the establishment of each speed ratio of the forward drive range is described. The LOW ratio is established when the LOW clutch 11 is engaged. The rotational drive power which is input from the torque converter TC to the first input shaft 1 is transmitted through the connection gear train 30 to the second input shaft 2. Because the LOW clutch 11 is engaged, the LOW drive gear 21a which is driven at the same rotational speed as the second input shaft 2 drives the LOW driven gear 21b mounted on the countershaft 3. This drive power is then transmitted through the last reduction drive and driven gears 6a and 6b to the differential mechanism DF. The SECOND speed ratio is established when the SECOND speed clutch 12 is engaged. The rotational drive power which is input from the torque converter TC to the first input shaft 1 is transmitted through the connection gear train 30 to the second input shaft 2. Because the SECOND speed clutch 12 is engaged, the SECOND speed drive gear 22a which is driven at the same rotational speed as the second input shaft 2 drives the SECOND speed driven gear 22b mounted on the countershaft 3. This drive power is then transmitted through the last reduction drive and driven gears 6a and 6b to the differential mechanism DF. The THIRD speed ratio is established when the THIRD speed clutch 13 is engaged. The rotational drive power which is input from the torque converter TC to the first input shaft 1 is transmitted through the connection gear train 30 to the second input shaft 2. Because the THIRD speed clutch 13 is engaged, the THIRD speed drive gear 23a which is driven at the same rotational speed as the second input shaft 2 drives the THIRD speed driven gear 23b mounted on the countershaft 3. This drive power is then transmitted through the last reduction drive and driven gears 6a and 6b to the differential mechanism DF. The FOURTH speed ratio is established when the FOURTH speed clutch 14 is engaged. The rotational drive power which is input from the torque converter TC to the first input shaft 1 is transmitted through the FOURTH speed clutch 14 to the FOURTH speed drive gear 24a, which drives the FOURTH speed driven gear 24b. Because the dog clutch 16 is kept engaged with the FOURTH speed driven gear 24b for the forward drive range, the countershaft 3 is driven. This drive power is then transmitted through the last reduction drive and driven gears 6a and 6b to the differential mechanism DF. The FIFTH speed ratio is established when the FIFTH speed clutch 15 is engaged. The rotational drive power which is input from the torque converter TC to the first input shaft 1 is transmitted through the FIFTH speed clutch 15 to the FIFTH speed drive gear 25a, which drives the FIFTH speed driven gear 25b. The FIFTH speed driven gear 25b, which is fixed to the countershaft 3, in turn, drives the countershaft 3. This drive power is then transmitted through the last reduction drive and driven gears 6a and 6b to the differential mechanism DF. The reverse drive range is established when the FOURTH speed clutch 14 is engaged, and the dog clutch 16 is shifted leftward. The rotational drive power which is input from the torque converter TC to the first input shaft 1 is transmitted through the FOURTH speed clutch 14 to the reverse drive gear 26a, which, in turn, drives the reverse driven gear 26c through the reverse. idler gear 26b. Because the dog clutch 16 is engaged with the reverse driven gear 26c for the reverse drive range, the countershaft 3 is driven. This drive power is then transmitted through the last reduction drive and driven gears 6a and 6b to the differential mechanism DF. It should be noted that, as described in this paragraph, the FOURTH speed clutch 14 is used as a reverse clutch for the establishment of the reverse drive range in this transmission in addition to the establishment of the above described FOURTH speed ratio. Now, in reference to FIGS. 5 - 10, a description is made of a hydraulic circuit which constitutes a speed change control system in a comparative automatic transmission. FIGS. 6 ∼ 10 show five sections of the hydraulic circuit at an enlarged scale, which sections are partitioned by alternate long and short dash lines A ∼ E, respectively, in FIG. 5. The points of the oil passages shown open in the hydraulic circuit diagram are connected to a drainage system. This hydraulic circuit includes an oil pump OP being driven by the engine to supply working oil from an oil tank OT to an oil passage 100. This oil passage 100 is connected through a branch passage 100a to a main regulator valve 50, where the pressure of the oil in the oil passages 100 and 100a is adjusted to a predetermined line pressure PL. This line pressure PL is then supplied through another branch passage 100b to first ∼ fifth on/off solenoid valves 81 ∼ 85 and to a first linear solenoid valve 86. Surplus oil from the oil used for the generation of the line pressure PL at the main regulator valve 50 is led to an oil passage 101 and then to another oil passage 102. The oil flowing to the passage 101 is regulated by a lock-up shift valve 51, a lock-up control valve 52 and a torque converter check valve 53, and the oil is used for actuating and locking up the torque converter TC. After being used for the control of the torque converter TC, this oil returns through an oil cooler 54 to the oil tank OT. In this description, no explanation is given of the control of the torque converter TC because the control of the torque converter is not related directly to the present invention. The pressure of the oil supplied to the passage 102 is adjusted by a lubrication relief valve 55, and this oil is used for lubricating various parts of the transmission. As shown in FIG. 5, a LOW accumulator 75, a SECOND accumulator 76, a THIRD accumulator 77, a FOURTH accumulator 78 and a FIFTH accumulator 79 are connected through oil passages, respectively, to the LOW clutch 11, the SECOND speed clutch 12, the THIRD speed clutch 13, the FOURTH speed clutch 14 and the FIFTH speed clutch 15, which constitute the automatic transmission as described above. This hydraulic circuit is also equipped with a forward/reverse selection hydraulic servomechanism 70 to operate the dog clutch 16. Furthermore, as shown in the figure, a first shift valve 60, a second shift valve 62, a third shift valve 64, a fourth shift valve 66, a fifth shift valve 68, a CPB valve 56 and a D inhibitor valve 58 are provided to control the hydraulic pressure supplied to these clutches 11 ∼ 15 and to the forward/reverse selection hydraulic servomechanism 70. To control the actuation of these valves and to control the hydraulic pressure supplied to the clutches, etc, the above mentioned first ∼ fifth on/off solenoid valves 81 ∼ 85 and the first ∼ third linear solenoid valves 86 ∼ 88 are arranged appropriately. Now, the operation of this hydraulic circuit is described for each speed change ratio, which is established when the condition of the first ∼ fifth on/off solenoid valves 81 ∼ 85 is set as listed in Table 1 below. The first ∼ fifth on/off solenoid valves 81 ∼ 85 are normally closed valves, so each valve opens to generate a signal pressure to actuates other respective valves when its solenoid is electrically energized ( i.e., while it is turned ON). At first, a description is given for the establishment of the reverse speed ratio. As shown in Table 1, the first ∼ third on/off solenoid valves 81 ∼ 83 are turned off and are closed while the fourth and fifth on/off solenoid valves 84 and 85 are turned on and are opened. In this condition, the line pressure PL which is supplied to the fourth and fifth on/off solenoid valves 84 and 85 through oil passages 101b and 101c that branch from the oil passage 100b is supplied to oil passages 102 and 103. The line pressure PL in the passage 102 acts on the right end flange portion of the fourth shift valve 66 through an oil passage 102a and shifts the spool 66a of the valve rightward (this action results in a condition opposite to that shown in the figure). The line pressure PL in the passage 103 acts on the left end of the fifth shift valve 68 and shifts the spool 68a of the valve rightward ( this results in a condition opposite to that shown in the figure). As a result, an oil passage 102b that is branched from the passage 102 is blocked at the fifth shift valve 68. On the other hand, the line pressure PL being supplied to the fifth shift valve 68 through an oil passage 101e that is branched from the passage 100b is supplied through a groove provided on the spool 68a of the fifth shift valve 68 to an oil passage 104, which leads to the D inhibitor valve 58. In this condition, because an oil passage 105 connected to the left end of the D inhibitor valve 58 is connected to a drain at the first on/off solenoid valve 81, the spool 58a of the D inhibitor valve 58 is positioned to the left side of the valve, so the passage 104 is connected with a passage 106 which is connected to the left side oil chamber 72 of the forward/reverse selection hydraulic servomechanism 70. Therefore, the line pressure PL being supplied into the left side oil chamber 72 pushes rightward the piston portion 71a of a rod 71 which is provided in the forward/reverse selection hydraulic servomechanism 70. When the rod 71, which is provided with a shift fork to operate the dog clutch 16, is shifted rightward, the dog clutch 16 engages with the reverse driven gear 26c to connect it rotationally to the countershaft 3. As mentioned previously, the reverse drive range is established when the dog clutch 16 is engaged with the reverse driven gear 26c and the FOURTH speed clutch 14 is engaged. The engagement of the FOURTH speed clutch 14 is actuated by the first linear solenoid valve 86, to which the line pressure PL is supplied through an oil passage 101d. At the first linear solenoid valve 86, the supply of the line pressure to another oil passage 107 is adjusted by means of electrical control of the current flowing through the solenoid of the valve (pressure adjustment control). This passage 107 is connected with another oil passage 108 through the CPB valve 56, and this oil passage 108 is connected with another oil passage 109 through a passage which is created when the spool 68a of the fifth shift valve 68 is shifted rightward. This oil passage 109 is then connected with another oil passage 110 through a passage which is created by a groove of the rod 71 of the forward/reverse selection hydraulic servomechanism 70 when the rod is shifted rightward. This oil passage 110 is then connected with another oil passage 111 through a passage which is created when the spool 66a of the fourth shift valve 66 is shifted rightward. Then, this oil passage 111 is connected with another oil passage 112 through a passage which is created when the spool 60a of the first shift valve 60 is shifted rightward. This oil passage 112 is then connected with another oil passage 113 through a passage which is created when the spool 64a of the third shift valve 64 is shifted rightward. Furthermore, this oil passage 113 is connected with another oil passage 114 through a passage which is created when the spool 62a of the second shift valve 62 is shifted rightward. This oil passage 114 is then connected to the actuation oil chamber of the FOURTH speed clutch 14 and to the FOURTH accumulator 78. In this arrangement, the engagement of the FOURTH speed clutch 14 is controlled by the first linear solenoid valve 86 for setting the reverse speed ratio. Now, the control for establishing the neutral range is described. As shown in Table 1, the neutral range comprises first and second neutral modes. The first neutral mode takes place when the neutral range (N range) or the reverse drive range (R range) is selected while the vehicle is driving at a speed greater than a predetermined speed (e.g., 10 km/h) in the forward drive range (D range). The first neutral mode functions as a reverse inhibitor to prevent the transmission from shifting to the reverse speed ratio in such a condition. The second neutral mode takes place when the transmission shifts from the reverse drive range to the neutral range and from the forward drive range to the neutral range. Moreover, when the transmission shifts-from the reverse drive range through the second neutral mode to the forward drive range, the transmission goes through the in-gear mode listed in Table 1. On the other hand, if the transmission, after having shifted from the reverse drive range to the second neutral mode, is operated to shift from the second neutral mode to the reverse drive range, the transmission shifts directly to the reverse drive range without going through the in-gear mode. In the same way, the second neutral mode takes place when the transmission shifts from the forward drive range to the reverse drive range, so the reverse drive range is established after the D inhibitor valve 58 is actuated to a reverse mode. However, if the transmission, after having shifted from the forward drive range to the second neutral mode, is operated to shift from the second neutral mode to the forward drive range, the transmission shifts directly to the forward drive range without any mode change of the D inhibitor valve 58. In the first neutral mode, all the first ∼ fifth on/off solenoid valves 81 ∼ 85 are turned on and are open. Therefore, when the mode of the transmission is changing from the reverse speed ratio or reverse drive range to the first neutral mode, the first ∼ third on/off solenoid valves 81 ∼ 83, which have been closed for setting the reverse drive range, are now opened, and the supply of hydraulic oil through these valves starts. At first, the line pressure PL which is supplied to the first on/off solenoid valve 81 through the oil passage 101a is now led to an oil passage 122 which is connected to the right end of the first shift valve 60. With this supply of the line pressure PL, the spool 60a of the first shift valve 60 is shifted leftward. As the oil passage 122 is connected also with the oil passage 105, the line pressure is supplied also to the left end of the D inhibitor valve 58 through the passage 105. As a result, the spool 58a of the D inhibitor valve shifts rightward. In this condition, the passage 106 which is connected to the left side oil chamber 72 of the forward/reverse selection hydraulic servomechanism 70 is connected to a drain through the D inhibitor valve 58, so the hydraulic oil in the left side oil chamber 72 is drained. In the condition where the spool 58a of the D inhibitor valve 58 is shifted to the right side thereof, the line pressure PL is supplied into the D inhibitor valve 58 through the oil passages 101e and 135, and this pressure acts on the spool 58a to maintain the spool on the right side of the valve even after the line pressure supplied from the oil passage 105 is terminated. To the D inhibitor valve 58, another oil passage 139 is arranged such that the line pressure led through this passage acts on the spool 58a to shift the spool leftward. Therefore, only when the line pressure is led through this oil passage 139, the spool 58a of the D inhibitor valve 58 can shift leftward. Also, the line pressure supplied through the oil passage 101a to the second on/off solenoid valve 82 is now led to the oil passage 121 which is connected to the right end of the second shift valve 62. With this supply of hydraulic pressure, the spool 62a of the second shift valve 62 shifts leftward. Furthermore, the line pressure supplied through the oil passage 101b to the third on/off solenoid valve 83 is led to the oil passage 123 which is connected to the right end of the third shift valve 64. With this pressure, the spool 64a of the third shift valve 64 shifts leftward. As a result, the oil passage 114 connected to the oil chamber of the FOURTH speed clutch 14 is now connected to a drain through a groove provided on the spool of the second shift valve 62, and the FOURTH speed clutch 14 is released to set a neutral condition. In this condition, as the spool 58a of the D inhibitor valve 58 is maintained to the right side thereof, the passage 106 connected to the left side oil chamber 72 of the forward/reverse selection hydraulic servomechanism 70 is in fluid communication to a drain at the D inhibitor valve 58. On the other hand, the line pressure is supplied into the right side oil chamber 73 of the forward/reverse selection hydraulic servomechanism 70 as the oil passage 125 which is connected to the right side oil chamber 73 is in fluid communication with the oil passage 101e through an oil passage 126, the D inhibitor valve 58 and another oil passage 135. As a result, in the first neutral mode, the rod 71 of the forward/reverse selection hydraulic servomechanism 70 is shifted and maintained to the left side, so the dog clutch 16 is shifted and maintained to a D range position. In the first neutral mode, as the forward/reverse selection hydraulic servomechanism 70 remains in this condition, i.e., at the D range position, it is not possible to establish a reverse speed ratio. In the second neutral mode, the first and fourth on/off solenoid valves 81 and 84 are turned on and are open while the second, third and fifth on/off solenoid valves 82, 83 and 85 are turned off and are closed. In response to this actuation condition of the solenoid valves, the shift valves are set as follows: the spool 60a of the first shift valve 60 is shifted leftward, the spool 62a of the second shift valve 62 is shifted rightward, the spool 64a of the third shift valve 64 is shifted rightward, the spool 66a of the fourth shift valve 66 is shifted rightward, and the spool 68a of the fifth shift valve 68 is shifted leftward. In this condition, as the spool 66a of the fourth shift valve 66 is shifted rightward, the oil passage 125 connected to the right side oil chamber 73 of the forward/reverse selection hydraulic servomechanism 70 is connected to a drain at the fourth shift valve 66. On the other hand, the passage 106 connected to the left side oil chamber 72 of the forward/reverse selection hydraulic servomechanism 70 is connected to a drain through the D inhibitor valve 58 and the fifth shift valve 68. As a result, without any axially acting force, the rod 71 of the forward/reverse selection hydraulic servomechanism 70 remains in the same condition which has existed before the transmission takes this second neutral mode. No force is generated in the axial direction until the spool 68a of the fifth shift valve 68 is shifted rightward. Now, each mode for the forward drive range (D range) is described. The in-gear mode takes place, for example, when the shift lever is manipulated from the N position to the D position to engage gears, and the in-gear mode prepares the transmission to start the engagement of the LOW clutch 11. In this mode, the second and third on/off solenoid valves 82 and 83 are turned on and are open while the first, fourth and fifth on/off solenoid valves 81, 84 and 85 are turned off and are closed. In response to this actuation condition of the solenoid valves, the shift valves are set as follows: the spool 60a of the first shift valve 60 is shifted rightward, the spool 62a of the second shift valve 62 is shifted leftward, the spool 64a of the third shift valve 64 is shifted leftward, the spool 66a of the fourth shift valve 66 is shifted leftward, and the spool 68a of the fifth shift valve 68 is shifted leftward. In the in-gear mode, the LOW clutch 11 is controlled to engage gradually by the first linear solenoid valve 86. The hydraulic pressure adjusted by the first linear solenoid valve 86 is supplied to the oil passage 107 which is connected with the oil passage 108 through the CPB valve 56. This oil passage 108 is connected with another oil passage 128 through a passage which is created when the spool 68a of the fifth shift valve 68 is shifted leftward. The oil passage 128 is then connected with another oil passage 129 through a passage which is created when the spool 64a of the third shift valve 64 is shifted leftward. Then, the oil passage 129 is connected with another oil passage 130 through a passage which is created when the spool 62a of the second shift valve 62 is shifted leftward. This oil passage 130 is then connected with another oil passage 131 through a passage which is created when the spool 66a of the fourth shift valve 66 is shifted leftward. This oil passage 131 is then connected to the oil chamber of the LOW clutch 11 and to the LOW accumulator 75. In this arrangement, the LOW clutch 11 is engaged gradually in correspondence to the activation of the first linear solenoid valve 86. In the in-gear mode, the oil passage 125 connected to the right side oil chamber 73 of the forward/reverse selection hydraulic servomechanism 70 is connected with the oil passage 126 through a passage which is created by the leftward shift of the spool 66a of the fourth shift valve 66. This oil passage 126 is then connected with the oil passage 135 which leads to the oil passage 101e, through a passage created by the rightward shift of the spool 58a of the D inhibitor valve 58. On the other hand, the passage 106 connected to the left side oil chamber 72 of the forward/reverse selection hydraulic servomechanism 70 is connected through the D inhibitor valve 58 with the oil passage 104 which is drained at the fifth shift valve 68 whose spool 68a is shifted on the left side thereof. As a result, the line pressure PL being supplied into the right side oil chamber 73 of the forward/reverse selection hydraulic servomechanism 70 acts on the rod 71 and pushes it leftward. Therefore, in the in-gear mode, the rod 71 of the forward/reverse selection hydraulic servomechanism 70 is shifted leftward as shown in the figure, so the dog clutch 16 shifts to the D range position and engages with the FOURTH speed driven gear 24b to connect it rotationally to the countershaft 3. Now, a description is given of the LOW mode. In the LOW mode, which is set, for example, to start the vehicle when the D range is selected, the first ∼ third on/off solenoid valves 81 ∼ 83 are turned on and are opened while the fourth and fifth on/off solenoid valves 84 and 85 are turned off and are closed. In this condition, the spool 60a of the first shift valve 60 is shifted to the left side, the spool 62a of the second shift valve 62 is shifted to the left side, the spool 64a of the third shift valve 64 is shifted to the left side, the spool 66a of the fourth shift valve 66 is shifted to the left side, and the spool 68a of the fifth shift valve 68 is shifted to the left side. The LOW mode differs from the in-gear mode only in the actuation of the first on/off solenoid valve 81. In the LOW mode, the first on/off solenoid valve 81 is turned on, so the spool 60a of the first shift valve 60 is shifted leftward. Then, the line pressure PL being supplied from the first on/off solenoid valve 81 to the oil passage 122 is led through the oil passage 105 to the left end of the D inhibitor valve 58, so the spool 58a of the D inhibitor valve 58 is shifted rightward. In this condition, the oil passage 135 branching from the oil passage 101e, to which the line pressure PL is being supplied, is connected with the oil passage 126 through the D inhibitor valve 58, so the line pressure PL is now supplied to the D inhibitor valve 58 through the oil passage 126. In the condition where the oil passage 135 is connected with the oil passage 126, the spool 58a of the D inhibitor valve 58 is pushed rightward by the line pressure PL being supplied, so the spool 58a remains on the right side of the valve even after the line pressure supplied through the oil passage 105 is terminated. This spool 58a remains on the right side unless the line pressure from the oil passage 139 acts on the spool 58a and pushes leftward, which pressure is only available when the fourth on/off solenoid valve 84 is turned on to shift the spool 68a of the fifth shift valve 68 rightward. Therefore, once the spool 58a of the D inhibitor valve 58 is shifted rightward, it remains on the right side until the fourth on/off solenoid valve 84 is turned on. Now, the oil passage 126 is connected with the oil passage 125 through a passage created by the leftward shift of the spool 66a of the fourth shift valve 66, so the line pressure PL is supplied through the oil passage 125 to the right side oil chamber 73 of the forward/reverse selection hydraulic servomechanism 70. As a result, the rod 71 in this valve is shifted leftward, so the dog clutch 16 is positioned at the D range position, engaging with the FOURTH speed driven gear 24b and connecting it rotationally to the countershaft 3. In the condition where the rod 71 is on the left side, the right side oil chamber 73 is connected to an oil passage 138 through which the line pressure PL is supplied to the second and third linear solenoid valves 87and 88. Now, the line pressure PL is adjustable with the second and third linear solenoid valves 87and 88, and this adjusted pressure can be supplied as control pressures to oil passages 140 and 142, respectively. However, no control pressure is output from these linear solenoid valves 87and 88 in the LOW mode. In the LOW mode, the control pressure being supplied from the first linear solenoid valve 86 to the oil passage 107 is led to the LOW clutch 11 in the same way as in the in-gear mode. Therefore, the engagement of the LOW clutch 11 is controlled in correspondence to the actuation of the first linear solenoid valve 86. Now, a description is given of the 1-2-3 mode. This mode is set to shift the speed ratio of the transmission among the first (LOW), second, and THIRD speed ratios, i.e., to control the transition of speed ratio change. In this mode, the second and third on/off solenoid valves 82 and 83 are turned on and are opened while the first and fourth on/off solenoid valves 81 and 84 are turned off and are closed. The fifth on/off solenoid valve 85 is turned off when the FIRST speed ratio is established, and it is turned on or off in lock-up clutch actuation control (no description is provided on this control because it is not relevant to the present invention) when the second or THIRD speed ratio is established. In the 1-2-3 mode, the spool 60a of the first shift valve 60 is shifted rightward, the spool 62a of the second shift valve 62 is shifted leftward, the spool 64a of the third shift valve 64 is shifted leftward, and the spool 66a of the fourth shift valve 66 is shifted leftward. As the fourth on/off solenoid valve 84 is turned off, the spool 58a of the D inhibitor valve 58 is maintained to the right side. In this condition, the line pressure PL is supplied to the right side oil chamber 73 of the forward/reverse selection hydraulic servomechanism 70, so the dog clutch 16 is maintained at the D range position. In this condition, the line pressure PL is supplied through the oil passage 138 to the second and third linear solenoid valves 87 and 88. In this mode, the engagement of the LOW clutch 11, the SECOND speed clutch 12 or the THIRD speed clutch 13 is controlled in correspondence to the actuation of the first, second and third linear solenoid valve 86, 87 and 88. The control pressure being supplied from the first linear solenoid valve 86 to the oil passage 107 is led to the oil passage 108 through the CPB valve 56. This oil passage 108 is connected with the oil passage 128 through the fifth shift valve 68, and this oil passage 128 is connected with the oil passage 129 through the third shift valve 64. Then, this oil passage 129 is connected with the oil passage 130 through the second shift valve 62, and this oil passage 130 is connected with the oil passage 131 through the fourth shift valve 66. This oil passage 131 is then connected to the LOW clutch 11. In this condition, the engagement of the LOW clutch 11 is controlled by means of the control pressure supplied from the first linear solenoid valve 86. The primary pressure of the second linear solenoid valve 87 is the pressure supplied through the oil passage 138, which pressure is supplied only when the forward/reverse selection hydraulic servomechanism 70 is set at the D range position. This primary pressure is adjusted by the second linear solenoid valve 87 to a control pressure which is supplied to an oil passage 140. In this present condition, this oil passage 140 is connected through the third shift valve 64 with an oil passage 145, which is connected with an oil passage 146 through the first shift valve 60. This oil passage 146 is then connected with another oil passage 147 through the second shift valve 62, and this oil passage 147 is then connected with another oil passage 148 through the first shift valve 60. Then, this oil passage 148 is connected with another oil passage 149 through the fourth shift valve 66, and this oil passage 149 is connected to the SECOND speed clutch 12, a hydraulic switch 92 and the SECOND accumulator 76. In this arrangement, the control pressure from the second linear solenoid valve 87 is utilized for the engagement control of the SECOND speed clutch 12. In addition, the hydraulic switch 92 is turned on for confirmation that the forward/reverse selection hydraulic servomechanism 70 is at the D range position. The control pressure generated at the third linear solenoid valve 88 is supplied to the oil passage 142 which is connected with another oil passage 150 through the first shift valve 60. This oil passage 150 is connected through the third shift valve 64 with another oil passage 151 which is connected to the THIRD speed clutch 13 and the THIRD accumulator 77. As a result, the control pressure form the third linear solenoid valve 88 is utilized for the engagement control of the THIRD speed clutch 13. Now, a description is given of the SECOND mode, which is set for the engagement of the SECOND speed clutch 12. In this mode, the second on/off solenoid valve 82 is turned on and is opened while the first, third and fourth on/off solenoid valves 81, 83 and 84 are turned off and are closed. The fifth on/off solenoid valve 85 is turned on or off depending upon the condition of the lock-up clutch actuation control. In this condition, the spool 60a of the first shift valve 60 is shifted rightward, the spool 62a of the second shift valve 62 is shifted leftward, the spool 64a of the third shift valve 64 is shifted rightward, and the spool 66a of the fourth shift valve 66 is shifted leftward. As the fourth on/off solenoid valve 84 is turned off also in this mode, the spool 58a of the D inhibitor valve 58 is maintained on the right side. Therefore, the line pressure PL is supplied to the right side oil chamber 73 of the forward/reverse selection hydraulic servomechanism 70, so the dog clutch 16 is retained at the D range position. In this condition, the line pressure PL is supplied through the oil passage 138 to the second and third linear solenoid valves 87 and 88. In this mode, the engagement of the SECOND speed clutch 12 is controlled by the control pressure supplied from the second linear solenoid valve 87 to the oil passage 140. This oil passage 140 is connected through the third shift valve 64 with the oil passage 145, which is connected with the oil passage 146 through the first shift valve 60. This oil passage 146 is then connected with the oil passage 147 through the second shift valve 62, and this oil passage 147 is connected with the oil passage 148 through the first shift valve 60. Furthermore, this oil passage 148 is connected with the oil passage 149 through the fourth shift valve 66, and this oil passage 149 is connected to the SECOND speed clutch 12 and to the SECOND accumulator 76. In this arrangement, the engagement of the SECOND speed clutch 12 is controlled by the control pressure supplied from the second linear solenoid valve 87. Here, the control of the lock-up clutch performed by the fifth on/off solenoid valve 85 is described briefly. By the turning on or off of this solenoid valve 85, the position of the spool 68a of the fifth shift valve 68 is controlled leftward or rightward, respectively. In the condition where this spool 68a is shifted leftward, the oil passage 101e is connected with another oil passage 155, and the line pressure PL is supplied to the left end of the lock-up shift valve 51. On the other hand, in the condition where the spool 68a is shifted rightward, the oil passage 155 is connected to a drain at the fifth shift valve 68, so no pressure is supplied to the left end of the lock-up shift valve 51. In this way, the turning on and off of the fifth on/off solenoid valve 85 is utilized for the control of the actuation of the lock-up shift valve 51. The lock-up shift valve 51 is a valve to turn on or off the lock-up actuation, and the engagement of the lock-up clutch is controlled by the control pressure supplied from the first linear solenoid valve 86. The control pressure from the first linear solenoid valve 86 is led to the oil passage 107, which is connected through another oil passage 157 to the lock-up control valve 52. Thus, the actuation of the lock-up control valve 52, which is controlled by the control pressure from the first linear solenoid valve 86, controls the engagement of the lock-up clutch. This engagement control of the lock-up clutch is carried out in the same way for the speed change ratios which are equal to or higher than the SECOND speed ratio. Now, a description is given of the THIRD mode, which is set for the engagement of the THIRD speed clutch 13. In this mode, the first ∼ fourth on/off solenoid valves 81 ∼ 84 are turned off and are closed. The fifth on/off solenoid valve 85 is turned on or off depending upon the condition of the lock-up clutch actuation control as in the above described mode. In this condition, the spool 60a of the first shift valve 60 is shifted rightward, the spool 62a of the second shift valve 62 is shifted rightward, the spool 64a of the third shift valve 64 is shifted rightward, and the spool 66a of the fourth shift valve 66 is shifted leftward. As the fourth on/off solenoid valve 84 is turned off also in this mode, the spool 58a of the D inhibitor valve 58 is maintained on the right side. Therefore, the line pressure PL is supplied to the right side oil chamber 73 of the forward/reverse selection hydraulic servomechanism 70, so the dog clutch 16 is retained at the D range position. In this condition, the line pressure PL is supplied through the oil passage 138 to the second and third linear solenoid valves 87 and 88. In this mode, the engagement of the THIRD speed clutch 13 is controlled by the control pressure supplied from the third linear solenoid valve 88 to the oil passage 142, which is connected with another oil passage 160 through the first shift valve 60. This oil passage 160 is then connected with another oil passage 161 through the second shift valve 62, and this oil passage 161 is then connected through the third shift valve 64 with the oil passage 151, which is connected to the THIRD speed clutch 13 and to the THIRD accumulator 77. In this arrangement, the engagement of the THIRD speed clutch 13 is controlled by the control pressure from the third linear solenoid valve 88. Now, a description is given of the 2-3-4 mode. This mode is set to shift the speed ratio of the transmission among the second, third and FOURTH speed ratios, i.e., to control the transition of speed ratio change. In this mode, the third on/off solenoid valve 83 is turned on and is opened while the first, second and fourth on/off solenoid valves 81, 82 and 84 are turned off and are closed. The fifth on/off solenoid valve 85 is used in the lock-up clutch actuation control as briefly described above. In the 2-3-4 mode, the spool 60a of the first shift valve 60 is shifted rightward, the spool 62a of the second shift valve 62 is shifted rightward, the spool 64a of the third shift valve 64 is shifted leftward, and the spool 66a of the fourth shift valve 66 is shifted leftward. Also in this mode, as the fourth on/off solenoid valve 84 is turned off, the spool 58a of the D inhibitor valve 58 is maintained on the right side thereof. In this condition, the line pressure PL is supplied to the right side oil chamber 73 of the forward/reverse selection hydraulic servomechanism 70, so the dog clutch 16 is retained at the D range position. In this condition, the line pressure PL is supplied through the oil passage 138 to the second and third linear solenoid valves 87 and 88. In this mode, the engagement of the SECOND speed clutch 12, the THIRD speed clutch 13 and the FOURTH speed clutch 14 is controlled in correspondence to the actuation of the first, second and third linear solenoid valves 86, 87 and 88 to shift the transmission smoothly among these speed change ratios. The control pressure supplied from the first linear solenoid valve 86 to the oil passage 107 is led to the oil passage 108 through the CPB valve 56. This oil passage 108 is connected through the fifth shift valve 68 with the oil passage 128, which is connected with the oil passage 129 through the third shift valve 64. Then, this oil passage 129 is connected with the oil passage 147 through the second shift valve 62, and this oil passage 147 is connected with the oil passage 148 through the first shift valve 60. This oil passage 148 is then connected through the fourth shift valve 66 with the oil passage 149, which is connected to the SECOND speed clutch 12. In this arrangement, the engagement of the SECOND speed clutch 12 is controlled by the control pressure supplied from the first linear solenoid valve 86. The control pressure from the second linear solenoid valve 87 is led to the oil passage 140, which is connected with the oil passage 113 through the third shift valve 64. This oil passage 113 is connected with the oil passage 114 through the second shift valve 62, and this oil passage 114 is connected to the FOURTH speed clutch 14 and to the FOURTH accumulator 78. In this arrangement, the engagement of the FOURTH speed clutch 14 is control by the control pressure supplied from the second linear solenoid valve 87. The control pressure from the third linear solenoid valve 88 is supplied to the oil passage 142, which is connected with the oil passage 150 through the first shift valve 60. This oil passage 150 is then connected with the oil passage 151 through the third shift valve 64, and then this oil passage 151 is connected to the THIRD speed clutch 13 and to the THIRD accumulator 77. In this arrangement, the engagement control of the THIRD speed clutch 13 is controlled by the control pressure form the third linear solenoid valve 88. Now, a description is given of the FOURTH mode, which is set for the engagement of the FOURTH speed clutch 14. In this mode, the first and third on/off solenoid valves 81 and 83 are turned on and are opened while the second and fourth on/off solenoid valves 82 and 84 are turned off and are closed. The fifth on/off solenoid valve 85 is turned on or off depending upon the condition of the lock-up clutch actuation control as described above. In this condition, the spool 60a of the first shift valve 60 is shifted leftward, the spool 62a of the second shift valve 62 is shifted rightward, the spool 64a of the third shift valve 64 is shifted leftward, and the spool 66a of the fourth shift valve 66 is shifted leftward. Also, in this mode, as the fourth on/off solenoid valve 84 is turned off, the spool 58a of the D inhibitor valve 58 is retained on the right side thereof. As a result, the line pressure PL is supplied to the right side oil chamber 73 of the forward/reverse selection hydraulic servomechanism 70, so the dog clutch 16 is retained at the D range position. The line pressure PL is also supplied through the oil passage 138 to the second and third linear solenoid valves 87 and 88. In this mode, the engagement of the FOURTH speed clutch 14 is controlled by the control pressure supplied from the second linear solenoid valve 87 to the oil passage 140, which is connected with the oil passage 113 through the third shift valve 64. This oil passage 113 is connected with the oil passage 114 through the second shift valve 62, and this oil passage 114 is then connected to the FOURTH speed clutch 14 and to the FOURTH accumulator 78. In this arrangement, the engagement of the FOURTH speed clutch 14 is controlled by the control pressure from the second linear solenoid valve 87. Now, a description is made of the 4-5 mode, which is set to shift the speed ratio of the transmission between the fourth and FIFTH speed ratios, i.e., to control the transition of speed ratio change. In this mode, the first on/off solenoid valve 81 is turned on and is opened while the second - fourth on/off solenoid valves 82, 83 and 84 are turned off and are closed. The fifth on/off solenoid valve 85 is used in the lock-up clutch actuation control. In the 4-5 mode, the spool 60a of the first shift valve 60 is shifted leftward, the spool 62a of the second shift valve 62 is shifted rightward, the spool 64a of the third shift valve 64 is shifted rightward, and the spool 66a of the fourth shift valve 66 is shifted leftward. Also in this mode, as the fourth on/off solenoid valve 84 is turned off, the spool 58a of the D inhibitor valve 58 is retained on the right side thereof. In this condition, the line pressure PL is supplied to the right side oil chamber 73 of the forward/reverse selection hydraulic servomechanism 70, so the dog clutch 16 is retained at the D range position. Furthermore, the line pressure PL is supplied through the oil passage 138 to the second and third linear solenoid valves 87 and 88. In this mode, the engagement of the FOURTH speed clutch 14 and of the FIFTH speed clutch 15 is controlled in correspondence to the actuation of the second and third linear solenoid valves 87 and 88, respectively, to change the speed ratio of the transmission smoothly. The control pressure from the second linear solenoid valve 87 is led to the oil passage 140. This oil passage 140 is connected with the oil passage 113 through the third shift valve 64, and this oil passage 113 is connected through the second shift valve 62 with the oil passage 114, which is connected to the FOURTH speed clutch 14 and to the FOURTH accumulator 78. In this arrangement, the engagement of the FOURTH speed clutch 14 is controlled by the control pressure from the second linear solenoid valve 87. On the other hand, the control pressure from the third linear solenoid valve 88 is led to the oil passage 142, which is connected with another oil passage 170 through first shift valve 60. This oil passage 170 is then connected through the third shift valve 64 with another oil passage 171, which is connected to the FIFTH speed clutch 15 and to the FIFTH accumulator 79. In this arrangement, the engagement of the FIFTH speed clutch 15 is controlled by the control pressure from the third linear solenoid valve 88. Now, a description is made of the FIFTH mode, which is set for the engagement of the FIFTH speed clutch 15. In this mode, the first and second on/off solenoid valves 81 and 82 are turned on and are opened while the third and fourth on/off solenoid valves 83 and 84 are turned off and are closed. The fifth on/off solenoid valve 85 is turned on or off depending upon the condition of the lock-up clutch actuation control as described above. In this condition, the spool 60a of the first shift valve 60 is shifted leftward, the spool 62a of the second shift valve 62 is shifted leftward, the spool 64a of the third shift valve 64 is shifted rightward, and the spool 66a of the fourth shift valve 66 is shifted leftward. Also, in this mode, as the fourth on/off solenoid valve 84 is turned off, the spool 58a of the D inhibitor valve 58 is retained on the right side thereof. As a result, the line pressure PL is supplied to the right side oil chamber 73 of the forward/reverse selection hydraulic servomechanism 70, so the dog clutch 16 is retained at the D range position. The line pressure PL is also supplied through the oil passage 138 to the second and third linear solenoid valves 87 and 88. In this mode, the engagement of the FIFTH speed clutch 15 is controlled by the control pressure supplied from the third linear solenoid valve 88 to the oil passage 142, which is connected with the oil passage 170 through the first shift valve 60. This oil passage 170 is connected through the third shift valve 64 with the oil passage 171, which is connected to the FIFTH speed clutch 15 and to the FIFTH accumulator 79. In this arrangement, the engagement of the FIFTH speed clutch 15 is controlled by the control pressure from the third linear solenoid valve 88. Finally, a description is made of the F/S (Fail Safe) SECOND mode. This mode is set to secure a certain driving performance by fixing the transmission to the SECOND speed ratio when the transmission experiences a breakdown. In this mode, the first ∼ fourth on/off solenoid valves 81 ∼ 84 are turned on and are opened while the fifth on/off solenoid valve 85 is turned off and is closed. In this condition, the spool 60a of the first shift valve 60 is shifted leftward, the spool 62a of the second shift valve 62 is shifted leftward, the spool 64a of the third shift valve 64 is shifted leftward, the spool 66a of the fourth shift valve 66 is shifted rightward, and the spool 68a of the fifth shift valve 68 is shifted leftward. In this mode, the engagement of the SECOND speed clutch 12 is controlled by the control pressure supplied from the first linear solenoid valve 86 to the oil passage 107, which is connected with the oil passage 108 through the CPB valve 56. This oil passage 108 is connected with the oil passage 128 through the fifth shift valve 68, and this oil passage 128 is connected with the oil passage 129 through the third shift valve 64. This oil passage 129 is then connected with the oil passage 130 through the second shift valve 62, and this oil passage 130 is connected through the fourth shift valve 66 with the oil passage 149, which is connected to the SECOND speed clutch 12 and to the SECOND accumulator 76. In this arrangement, the engagement of the SECOND speed clutch 12 is controlled by the control pressure supplied from the first linear solenoid valve 86. It can be understood from the above description that the engagement of the second ∼ FIFTH speed clutches 12 ∼ 15 are controlled for setting the SECOND mode and higher modes (excluding the F/S mode), respectively, by the control pressures which are supplied from the second and third linear solenoid valves 87 and 88. The primary pressures supplied to the second and third linear solenoid valves 87 and 88 are led through the forward/reverse selection hydraulic servomechanism 70. For example, if the forward/reverse selection hydraulic servomechanism 70 experiences an operational failure, then these clutches cannot be controlled systematically. However, the engagement of the SECOND speed clutch 12 in the F/S (Fail Safe) SECOND mode is controlled by the first linear solenoid valve 86, which utilizes the line pressure PL being supplied directly from the oil passage 100b bypassing the forward/reverse selection hydraulic servomechanism 70. Therefore, the SECOND speed ratio can be established regardless of any operational failure of the forward/reverse selection hydraulic servomechanism 70. This control system is constructed also to detect failures. When the system detects a failure, it automatically switches the operational mode of the transmission into the F/S SECOND mode and secures a certain driving performance. For detecting failures, a plurality of hydraulic switches 91, 92 and 93 are provided and arranged as shown in the figures. One hydraulic switch 91 detects the pressure of the THIRD speed clutch, another hydraulic switch 92 detects the pressure of the SECOND speed clutch, and the other hydraulic switch 93 detects the pressure of the right side oil chamber 73 of the forward/reverse selection hydraulic servomechanism 70. In addition, the control system detects the actuation signals of the first ∼ fifth on/off solenoid valves 81 ∼ 85 and continually monitors what mode the transmission is in. With the hydraulic switch 93 which is sensitive to the pressure inside the right side oil chamber 73 of the forward/reverse selection hydraulic servomechanism 70, the system can detect at which side, i.e, the reverse drive range or the forward drive range, the dog clutch 16 is set by the forward/reverse selection hydraulic servomechanism 70. In this way, the system monitors the condition of the dog clutch together with the condition of the first ∼ fifth on/off solenoid valves 81 ∼ 85 through the above mentioned actuation signals. As a result, the system is capable of determining a failure if it may happen. For example, if the line pressure exists in the left side oil chamber 72, indicating the dog clutch 16 being set at the R range position, while the actuation signals of the first ∼ fifth on/off solenoid valves 81 ∼ 85 are detected to correspond to one of the modes set for the D range, the system judges this condition as a failure. In the same way, if the line pressure exists in the right side oil chamber 73, indicating the dog clutch 16 being set at the D range position, while the actuation signals of the first ∼ fifth on/off solenoid valves 81 ∼ 85 are detected to correspond to a mode for the R range, the system also judges this condition as a failure. The control system according to the present invention determines from the position of the forward/reverse selection hydraulic servomechanism 70 and from the pattern of the actuation signals whether they are in harmony and the transmission is operating normally or not. Therefore, if the system detects by the hydraulic switch 93 that the forward/reverse selection hydraulic servomechanism 70 is positioned at the D range, then the system can also control the actuation of the solenoid valves by sending command signals which will set the respective modes of the D range. Because the system functions this way, for example, even if an electrical failure causes the actual pattern of the actuation signals (i.e., the actuation on/off signals of the first ∼ fifth on/off solenoid valves 81 ∼ 85 ) to differ from those for setting the modes of the D range, or one of the solenoid valves malfunctions and tries to set a range other than the intended range, the forward/reverse selection hydraulic servomechanism 70 remains at the D range position. There is no possibility of the transmission switching to the R range. In addition, even if a combination of signals which may resemble to the pattern of signals setting one of the modes of the D range is used for establishing another range, there is no possibility of malfunctioning. The hydraulic switch 93 is connected to the right side oil chamber 73 of the forward/reverse selection hydraulic servomechanism 70 through the fourth shift valve 66, which is turned off for all the modes of the D range and turned on for the neutral modes and the reverse mode as shown in FIG. 1. In this arrangement, whether the transmission is in the D range or not is determinable from the turning on or off of the fourth shift valve 66, so the control system can be designed such that the pressure in the right side oil chamber 73 may be detected by the hydraulic switch 93 only while the transmission is in D range. With the arrangement of the hydraulic switch 93 being connected to the right side oil chamber 73 through the fourth shift valve 66, the determination of whether the D range is set or not is carried out more reliably. Furthermore, it can be understood from Table 1 that the transition to a next mode in the D range is carried out by changing only one signal in the combination of the on/off actuation signals of the first - fifth on/off solenoid valves 81 - 85. Therefore, for example, a signal change made in one solenoid valve results in a change from a present speed change ratio to a transitional mode, which controls or smoothes the shifting from the present speed ratio. A signal change made in another solenoid valve brings this transitional mode to a next speed change ratio, and so on, except the transition between the 1-2-3 mode and the THIRD mode. In this way, the signals sent to a plurality of solenoid valves are never changed in plurality, so the speed change control or shift control is made simple and stable. Next, an embodiment of the control system according to the present invention is described with reference to FIGS. 11 - 16. This system is also to control an automatic transmission which comprises a LOW clutch 211, a SECOND speed clutch 212, a THIRD speed clutch 213, a FOURTH speed clutch 214, a FIFTH speed clutch 215 and a forward/reverse selection hydraulic servomechanism 270. The functions and actuations of these clutches and the servomechanism are the same as those of the clutches and the servomechanism of the transmission shown in FIGS. 1 - 4. FIGS. 12 - 16 show five sections of the hydraulic circuit of the control system at an enlarged scale, which sections are partitioned by alternate long and short dash lines A - E, respectively, in FIG. 11. The points of the oil passages shown open in the hydraulic circuit diagram are connected to a drainage system. This hydraulic circuit includes an oil pump OP being driven by the engine to supply working oil from an oil tank OT to an oil passage 300. This oil passage 300 is connected to a main regulator valve 250, where the pressure of the oil in the oil passage 300 is adjusted to a predetermined line pressure PL. This line pressure PL is then supplied through the oil passage 300 to first ∼ fourth on/off solenoid valves 281 ∼ 284 and to second and fourth linear solenoid valves 287 and 289. Surplus oil from the oil used for the generation of the line pressure PL at the main regulator valve 250 is led to an oil passage 201 and then to another oil passage 202. The oil flowing to the passage 201 is regulated by a lock-up shift valve 251, a lock-up control valve 252 and a torque converter check valve 253, and the oil is used for actuating and locking up the torque converter TC. After being used for the control of the torque converter TC, this oil returns through an oil cooler 254 to the oil tank OT. The oil supplied to the passage 202 is adjusted by a lubrication relief valve 255 and is used for lubricating various parts of the transmission. FIG. 11 shows that a LOW accumulator 275, a SECOND accumulator 276, a THIRD accumulator 277, a FOURTH accumulator 278 and a FIFTH accumulator 279 are connected through oil passages, respectively, to the LOW clutch 211, the SECOND speed clutch 212, the THIRD speed clutch 213, the FOURTH speed clutch 214 and the FIFTH speed clutch 215, which constitute the automatic transmission as described above. This hydraulic circuit is also equipped with a forward/reverse selection hydraulic servomechanism 270 to operate the dog clutch (not shown). To control the supply of hydraulic oil to the clutches 211 ∼ 215 and the forward/reverse selection hydraulic servomechanism 270, a first shift valve 260, a second shift valve 262, a third shift valve 264, a fourth shift valve 266, a reverse CPC valve 257, and a D inhibitor valve 258 are provided as shown in the figures. In turn, to control the actuation of these valves and the supply of hydraulic pressure to the clutches, first ∼ fourth on/off solenoid valves 281 ∼ 284 and first - fourth linear solenoid valves 286 ∼ 289 are arranged appropriately as shown in the figures. This control system establishes each speed change ratio by actuating the first ∼ fourth on/off solenoid valves 281 ∼ 284 as listed in Table 2 below. The first ∼ fourth on/off solenoid valves 281 ∼ 284 are normally closed valves, so each valve opens when its solenoid is electrically energized (i.e., while it is turned ON). By turning on and off the first - fourth on/off solenoid valves 281 - 284 as listed in Table 2, the above listed modes are set as follows: the REVERSE mode is set for the reverse drive range; the Servo-REVERSE mode, the First NEUTRAL mode, the Second NEUTRAL mode, the Third NEUTRAL mode, the First REVERSE Inhibitor mode and the Second REVERSE Inhibitor mode are set for the neutral range; and the D Inhibitor mode, the LOW mode, the 1-2-3 mode, the SECOND mode, the 4AT 2-3 mode, the THIRD mode, the 3-4-5 mode, the FOURTH mode, and the FIFTH mode are set for the D range. How these modes are set can be understood by following the flow of the hydraulic oil as done in the description of the control system shown in Figs. 5 - 10, so no such description is given here. This control system is also constructed to detect failures. For the purpose of detecting failures, hydraulic switches 291 and 292 are provided and arranged as shown in the figures. One hydraulic switch 291 detects the pressure of the SECOND speed clutch 212 while the other hydraulic switch 292 detects the pressure of the right side oil chamber 273 of the forward/reverse selection hydraulic servomechanism 270, i.e., the pressure of the oil chamber which becomes a high pressure when the transmission is set to the D range. In this arrangement, the hydraulic switch 292 can be used to detect which side, i.e., the reverse drive range or the forward drive range, the dog clutch 16 is set at by the forward/reverse selection hydraulic servomechanism 270. In this way, the control system monitors the position of the dog clutch together with the condition of the first - fourth on/off solenoid valves 281 - 284 through the actuation signals of the solenoid valves. As a result, the system is capable of determining a failure if it happens. For example, if the line pressure exists in the left side oil chamber 272 of the servomechanism 270, indicating the dog clutch 16 being set at the R range position, while the actuation signals of the first ∼ fourth on/off solenoid valves 281 ∼ 284 are detected to correspond to one of the modes for the D range, the system judges this condition as a failure. In the same way, if the line pressure exists in the right side oil chamber 273, indicating the dog clutch 16 being set at the D range position, while the actuation signals of the first ∼ fourth on/off solenoid valves 281 ∼ 284 are detected to correspond to a mode for the R range, the system also judges this condition as a failure. The control system according to the present invention determines from the position of the forward/reverse selection hydraulic servomechanism 270 and from the pattern of the actuation signals whether they are in harmony and the transmission is operating normally or not. Therefore, if the system detects by the hydraulic switch 292 that the forward/reverse selection hydraulic servomechanism 270 is positioned at the D range, then the system can also control the actuation of the solenoid valves by sending command signals which will set the respective modes of the D range. Because the system functions this way, for example, even if an electrical failure causes the actual pattern of the actuation signals to differ from those for setting the modes of the D range, or even if one of the solenoid valves malfunctions, to set a range other than the intended range, the forward/reverse selection hydraulic servomechanism 270 remains at the D range position. There is no possibility of the transmission switching to the R range. In addition, even if a combination of signals which may resemble to the pattern of signals setting one of the modes of the D range is used for establishing another range, there is no possibility of malfunctioning. Furthermore, it can be understood from Table 2 that the transition to a next mode in the D range is carried out by changing only one signal in the combination of the on/off actuation signals of the first - fourth on/off solenoid valves 281 - 284. Therefore, for example, a signal change made for one solenoid valve results in a change from the present speed change ratio to a transitional mode, which controls the shifting from the present speed ratio. Then, a signal change made for another solenoid valve brings this transitional mode into a mode which sets a next speed change ratio, and so on. In this way, the signals sent to a plurality of solenoid valves are never changed in plurality, so the speed change control is made simple and stable. The invention being thus described, it will be obvious that the same may be varied in many ways. Such variations are not to be regarded as a departure from the spirit and scope of the invention, and all such modifications as would be obvious to one skilled in the art are intended to be included within the scope of the following claims. An automatic transmission comprises a forward/reverse selection hydraulic servomechanism 270 which actuates a dog clutch and a plurality of clutches 211, 212, 213, 214 and 215. For this automatic transmission, a control system comprises first - fourth on/off solenoid valves 281 - 284 and first - fourth linear solenoid valves 286 - 289. These valves are used to control the supply and drain of a line pressure to and from the forward/reverse selection hydraulic servomechanism 270 and first - fifth shift valves 260, 262, 264, 266 and 268 so as to control the actuation thereof for the selective engagement of the clutches. This system, when it detects, by a hydraulic switch 292, a condition that the D range is selected and that the actuation command signals being sent to the solenoid valves correspond to one of the signal combinations which are used for setting the driving modes of the D range, allows the actuation of the solenoid valves by these actuation command signals.

Claims: A control system for an automatic transmission (TM) comprising a forward/reverse hydraulic servomechanism (270) which switches and selects either a plurality of forward drive power transmission paths or a reverse drive power transmission path, and comprising a plurality of hydraulic clutches (211-215) for establishing forward drive speed change ratios, each hydraulic clutch (211-215) being provided for a corresponding one of said forward drive power transmission paths; said control system comprising: a plurality of solenoid valves (281-284) to control supply and drain of a line pressure, which is used to actuate a plurality of shift control valves (260, 262, 264, 266, 268, 257, 258) for controlling actuation of said forward/reverse hydraulic servomechanism (270) and said hydraulic clutches (211-215); forward drive selection detecting means (292) for detecting whether said forward drive power transmission paths are selected by said forward/reverse hydraulic servomechanism (270); said forward drive selection detecting means (292) detecting the pressure of an oil chamber (273) of said forward/reverse selection hydraulic servomechanism (270) which becomes a high pressure when transmission is set to said forward transmission paths; and actuation command signal detecting means for detecting actuation command signals which are sent to said solenoid valves (281-284); wherein: if said forward drive selection detecting means (292) detects that said forward/reverse hydraulic servomechanism (270) has selected said forward drive power transmission paths, and if said actuation command signal detecting means detects that actuation command signals are being sent to set a forward drive speed change ratio, then said solenoid valves (281-284) are allowed to actuate in response to said actuation command signals. The control system as set forth in claim 1, wherein: said actuation command signals comprise different combinations of on/off signals to turn on or off said corresponding solenoid valves (281-284), each combination being specific to set a corresponding forward drive speed change ratio or to control transition from one speed change ratio to a next speed change ratio; and for changing between neighboring speed change ratios, after one on/off signal in the combination of on/off signals being used for setting the present speed change ratio is switched to form another combination of on/off signals which combination comprises actuation command signals to control the transition from the present speed change ratio to a next speed change ratio, another on/off signal in the combination of on/off signals being used for controlling the present transition is switched to form yet another combination of on/off signals which combination comprises actuation command signals to set said next speed change ratio. The control system as set forth in claim 1, wherein: said forward drive selection detecting means (292) comprises a hydraulic switch to detect a forward drive hydraulic pressure which is generated after said forward/reverse hydraulic servomechanism (270) has actuated to select said forward drive power transmission paths; and said control system further comprises an oil passage which leads said forward drive hydraulic pressure directly to said hydraulic switch (292). The control system as set forth in claim 1, wherein: said forward drive power transmission paths comprise a power transmission path which includes a dog clutch (16) and a hydraulic clutch (214) in a series arrangement and another power transmission path which includes only a hydraulic clutch (211; 212; 213; 215), said dog clutch (16) being actuated by said forward/reverse hydraulic servomechanism (270); and said reverse drive power transmission path comprises a dog clutch (16) and a hydraulic clutch (214) in a series arrangement, said dog clutch (16) being actuated by said forward/reverse hydraulic servomechanism (270).

Inventors: ASATSUKE SHOJI, OHASHI TATSUYUKI, SAITO YOSHIHARU, WAKAMATSU HIDEKI, YAMAGUCHI TAKAYUKI, ASATSUKE, SHOJI, OHASHI, TATSUYUKI, SAITO, YOSHIHARU, WAKAMATSU, HIDEKI, YAMAGUCHI, TAKAYUKI
Applicants: HONDA MOTOR CO LTD, HONDA GIKEN KOGYO KABUSHIKI KAISHA
Application year: 2000
Main classification: F16H61
IPC codes: F16H61