JP2016125510A - Hydraulic pressure control device of automatic transmission and hydraulic pressure control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a system which secures favorable responsiveness with respect to a start requirement during a stop of an engine even if there occurs an abnormality in the supply of hydraulic pressure to a starting friction fastening element from a hydraulic pressure source such as an electric oil pump which operates in an engine stop state such as an idle stop time.SOLUTION: A hydraulic pressure control method of an automatic transmission supplies hydraulic pressure generated at a first hydraulic pressure source 6 driven by an engine to a first friction fastening element 60 for obtaining a first gear change ratio when obtaining the starting first gear change ratio during an operation of the engine, and when obtaining the first gear change ratio during a stop of the engine, supplies hydraulic pressure generated at a second hydraulic pressure source 106 which operates irrespective of the engine to the first friction fastening element 60. When there arises a prescribed state during the stop of the engine, the hydraulic pressure control method supplies the hydraulic pressure generated at the second hydraulic pressure source 106 to a second friction fastening element 50 for obtaining a second gear change ratio which is different from the first gear change ratio.SELECTED DRAWING: Figure 3

Description

  The present invention provides a hydraulic control for an automatic transmission that includes a first hydraulic source such as a mechanical oil pump driven by an engine and a second hydraulic source such as an electric oil pump or an accumulator that operates independently of the engine. About.

  In recent years, when the vehicle is temporarily stopped for waiting for a signal or the like, a so-called idle stop system that automatically stops the engine when a predetermined stop condition is satisfied and automatically restarts the engine when the predetermined restart condition is satisfied. The mounted vehicle has been put into practical use.

  However, when the engine is automatically stopped by executing the idle stop, the mechanical oil pump driven by the rotation of the engine is also stopped. Therefore, the friction engagement of the automatic transmission that has been fastened by the hydraulic supply from the pump until now is stopped. The element, that is, the starting frictional engagement element that is engaged at the starting shift speed is released. Then, if there is a start request in the idle stop state, after the engine restarts, the discharge pressure of the mechanical oil pump rises and the hydraulic oil is supplied to the start frictional engagement element through the oil passage. Since it takes time, there is a problem that the fastening of the frictional engagement element is delayed and the start response is deteriorated.

  In order to solve this problem, as disclosed in various documents such as Patent Document 1, a vehicle equipped with an idle stop system has a start frictional engagement when the engine restarts in response to a start request. It is customary to install an electric oil pump for quickly fastening the elements. In this case, during idle stop, hydraulic pressure can be supplied to the starting frictional engagement element by the electric oil pump instead of the mechanical oil pump stopped together with the engine. Is obtained.

Japanese Patent Application Laid-Open No. 2012-030779

  Normally, the electric oil pump provided in the vehicle equipped with the idle stop system is used exclusively to ensure the start response at the time of restarting the engine. For example, the capacity of the pump or the hydraulic circuit can be reduced. For simplification and the like, the hydraulic pressure can be supplied only to the starting frictional engagement element.

  However, if an abnormality occurs in which the hydraulic pressure generated by the electric oil pump cannot be supplied to the starting frictional engagement element due to, for example, an abnormality in the hydraulic circuit, the mechanical oil pump is replaced with the electric oil pump. In this case, it takes time from when the engine is restarted as described above until the discharge pressure of the mechanical oil pump rises and the starting frictional engagement element is fastened. Even when the oil pressure cannot be supplied to the starting frictional engagement element even with the oil pump, the frictional engagement element cannot be engaged.

  Therefore, the present invention provides a start during engine stop even when an abnormality occurs in the hydraulic supply from a hydraulic source such as an electric oil pump that operates in an engine stop state such as an idle stop to the start frictional engagement element. The task is to ensure good responsiveness to requests.

  In order to solve the above-described problems, a hydraulic control device and a hydraulic control method for an automatic transmission according to the present invention are configured as follows.

First, the invention according to claim 1 of the present application is
A first hydraulic pressure source driven by the engine; a second hydraulic pressure source that operates independently of the engine; and a first hydraulic pressure ratio for realizing the first gear ratio for starting the hydraulic pressure generated by the second hydraulic pressure source. A hydraulic control device for an automatic transmission having a first hydraulic pressure supply means for supplying the frictional engagement element,
A second hydraulic pressure supply means is provided for supplying the hydraulic pressure generated by the second hydraulic pressure source to a second frictional engagement element for realizing a second gear ratio different from the first gear ratio.

A hydraulic control device for an automatic transmission according to the invention described in claim 2 is the invention according to claim 1,
The first frictional engagement element comprises at least two frictional engagement elements;
The second speed ratio is realized by fastening at least one predetermined friction fastening element of the first friction fastening elements and the second friction fastening element.

Furthermore, the hydraulic control device for an automatic transmission according to the invention described in claim 3 is the invention according to claim 1 or 2,
A first state in which the hydraulic pressure generated by the second hydraulic power source is supplied to the first frictional engagement element by the first hydraulic pressure supply means; and a hydraulic pressure generated by the second hydraulic power source by the second hydraulic pressure supply means. Switching means for switching between the second state supplied to the second frictional engagement element is provided.

A hydraulic control device for an automatic transmission according to a fourth aspect of the invention is the invention according to the third aspect,
The first frictional engagement element is:
The hydraulic pressure generated by the second hydraulic pressure source includes a first hydraulic pressure chamber supplied by the first hydraulic pressure supply means, and a second hydraulic pressure chamber different from the first hydraulic pressure chamber. Including a frictional fastening element that is fastened when supplied
A hydraulic pressure supply path for guiding the hydraulic pressure generated by the second hydraulic pressure source is connected to the second hydraulic pressure chamber,
The switching means is
In the first state, the hydraulic pressure supply to the first hydraulic chamber by the first hydraulic pressure supply means is allowed, and the hydraulic pressure supply to the second frictional engagement element by the second hydraulic pressure supply means is interrupted, and,
In the second state, the supply of hydraulic pressure to the first hydraulic chamber by the first hydraulic supply means is interrupted, and the supply of hydraulic pressure to the second frictional engagement element by the second hydraulic supply means is allowed. It is comprised by these.

Furthermore, the hydraulic control device for an automatic transmission according to the invention of claim 5 is the invention of claim 4,
The switching means is supplied with hydraulic pressure via a first branch path branched from the hydraulic pressure supply path, thereby switching the switching means to the first state, and a second branch further branched from the first branch path. A first input port to which hydraulic pressure is supplied via a two-branch path, and a second input port to which hydraulic pressure is supplied via a hydraulic pressure supply path that is independent of each path;
The first hydraulic pressure supply means is configured to supply the hydraulic pressure supplied to the first input port to the first hydraulic chamber in the first state of the switching means;
The second hydraulic pressure supply means is configured to supply the hydraulic pressure supplied to the second input port to the second frictional engagement element in the second state of the switching means.

The invention according to claim 6 of the present application is
When the first gear ratio for starting is realized during operation of the engine, the hydraulic pressure generated by the first hydraulic pressure source driven by the engine is used as the first friction engagement element for realizing the first gear ratio. Supply
When the first speed ratio is realized while the engine is stopped, the hydraulic control method for the automatic transmission supplies the first friction engagement element with the hydraulic pressure generated by the second hydraulic source that operates independently of the engine. Because
When a predetermined state is reached while the engine is stopped, the hydraulic pressure generated by the second hydraulic pressure source is supplied to a second frictional engagement element for realizing a second gear ratio different from the first gear ratio. It is characterized by doing.

  The “automatic transmission” according to the first to sixth aspects of the present invention may be a stepped type or a stepless type as long as it has a plurality of frictional engagement elements. In addition, a specific example of the “first hydraulic power source” includes a mechanical oil pump that is rotationally driven by an engine, and a specific example of the “second hydraulic power source” includes an electric oil pump or a first hydraulic pressure. Examples thereof include an accumulator that accumulates pressure by operating the power source and releases pressure when the first hydraulic pressure source is stopped.

  Further, a specific example of the “predetermined state” in the invention described in claim 6 includes a state where an abnormality occurs in the supply of hydraulic pressure from the second hydraulic pressure source to the first frictional engagement element. However, in addition to such an abnormal time, for example, when idling stop is performed during vehicle travel, the gear position corresponding to the driving state when the engine is restarted during vehicle travel is at least the second friction engagement. When it is realized by fastening the element, the hydraulic pressure generated by the second hydraulic pressure source may be supplied to the second frictional engagement element in order to realize the shift stage.

  First, according to the first aspect of the present invention, when the vehicle is requested to start in a stop state in which the first hydraulic power source is stopped together with the engine due to execution of idle stop or the like, for example, due to a failure of the first hydraulic pressure supply means or the like. Even when the hydraulic pressure generated by the second hydraulic pressure source cannot be supplied to the first frictional engagement element, the hydraulic pressure is supplied to the second frictional engagement element by the second hydraulic pressure supply means, so that the first gear ratio for starting A second gear ratio different from the above can be realized to start at the second gear ratio. Since the second hydraulic power source operates independently of the engine, the second hydraulic power source can be operated in advance while the engine is stopped. Therefore, when the engine is restarted in response to the start request, the second hydraulic power source that has been operated in advance. By using the hydraulic pressure generated in step (2), the second gear ratio is quickly realized, so that a good start response can be obtained.

  According to the second aspect of the present invention, in order to realize the second speed change ratio by the hydraulic pressure generated by the second hydraulic pressure source, from the second hydraulic pressure source to the predetermined frictional engagement element among the first frictional engagement elements. And the oil passage from the second hydraulic source to the second frictional engagement element are used when the oil passage from the second hydraulic source to the predetermined frictional engagement element realizes the first gear ratio. Is a common oil passage that is also used. Therefore, from the second hydraulic power source to the second frictional engagement element in constructing a hydraulic circuit that can newly realize the second gear ratio in addition to the first gear ratio that can be realized while the engine is stopped. Since only this oil path needs to be added to the conventional hydraulic circuit, it is easy to simplify or shorten the oil path. Therefore, it is possible to reduce the capacity of the second hydraulic power source, thereby reducing the size of the second hydraulic power source and reducing power consumption when the second hydraulic power source is an electric type. .

  In addition, when switching between the first gear ratio and the second gear ratio in a state where the second hydraulic power source is operated while the engine is stopped, the predetermined friction which is a common hydraulic pressure supply destination in both gear ratios. Since it is only necessary to switch the hydraulic pressure supply destination for only the friction engagement elements that are not common while maintaining the hydraulic supply to the engagement elements, the improvement of the engagement response of the friction engagement elements that are engaged by this change, and thus the start response Improvements can be made.

  According to the third aspect of the present invention, the first state in which the hydraulic pressure generated by the second hydraulic pressure source is supplied to the first frictional engagement element by the first hydraulic pressure supply unit by the operation of the switching unit, and the second hydraulic pressure supply Since the switching between the second state to be supplied to the second frictional engagement element is performed by the means, the first frictional engagement element and the second frictional engagement element are prevented from being simultaneously engaged, and the transmission mechanism is interlocked. Thus, the multiple coupling of the frictional engagement elements that causes the above-mentioned causes is reliably prevented. Therefore, when the first friction engagement element cannot be engaged by the first hydraulic pressure supply unit as described above, the switching unit is operated to reliably prevent the speed change mechanism from being interlocked, and the second hydraulic pressure supply unit to prevent the first friction engagement element from being engaged. A 2nd gear ratio can be implement | achieved by fastening 2 friction fastening elements.

  Further, when the invention according to claim 4 is applied to the invention according to claim 3, the hydraulic pressure generated by the second hydraulic pressure source is supplied to the first hydraulic chamber by the operation of the switching means. Switching between the first state in which the frictional engagement element can be engaged and the second state in which the second frictional engagement element can be engaged by the supply of hydraulic pressure generated by the second hydraulic pressure source is performed. In the case of using the first frictional engagement element that is fastened by supplying hydraulic pressure to both of the two hydraulic chambers, the above-described prevention of multiple coupling of the frictional engagement elements can be realized.

  Further, when the invention according to claim 5 is applied to the invention according to claim 4, when the hydraulic pressure is supplied to the second hydraulic chamber of the first friction engagement element, the second hydraulic chamber is connected to the second hydraulic chamber. When the hydraulic pressure is supplied to the switching port of the switching means via the first branch path branched from the hydraulic pressure supply path, the switching means is switched to the first state, and the first input port of the switching means in the first state The hydraulic pressure can be supplied to the first hydraulic chamber via the. Further, when the hydraulic pressure is not supplied to the second hydraulic chamber, the hydraulic pressure is not supplied to the switching port, so that the switching means is in the second state, and the second frictional engagement element via the second input port of the switching means in the second state. Hydraulic pressure can be supplied to As described above, the switching between the first state and the second state of the switching means can be linked to the supply and discharge of the hydraulic pressure to and from the second hydraulic chamber. In particular, when the second hydraulic chamber is a clearance adjusting hydraulic chamber and the first hydraulic chamber is a fastening hydraulic chamber, the first friction engagement element can be fastened with the clearance adjusted in advance. The fastening response of the first frictional fastening element is improved.

  According to the sixth aspect of the present invention, for example, an abnormality occurs in the supply of hydraulic pressure from the second hydraulic power source to the first frictional engagement element in the idling stop state when the vehicle is stopped due to a failure of the first hydraulic pressure supply means or the like. What is the first gear ratio for starting by supplying the hydraulic pressure generated by the second hydraulic pressure source to the second frictional engagement element by the second hydraulic pressure supply means when a predetermined state is reached while the engine is stopped? Different second gear ratios can be realized. Therefore, when the engine is restarted in response to the start request, the start at the second gear ratio is promptly performed by supplying the hydraulic pressure to the second friction engagement element in advance by the second hydraulic pressure supply means while the engine is stopped. It is possible to obtain a good start response.

1 is a skeleton diagram of an automatic transmission including a hydraulic control device according to an embodiment of the present invention. It is a fastening table | surface which shows the relationship between the fastening combination of the friction fastening element of the automatic transmission, and a gear stage. It is a circuit diagram which shows the principal part of the hydraulic circuit of the automatic transmission in 1st Embodiment. It is a control system figure regarding control of an engine and an automatic transmission. It is a flowchart which shows an example of control operation of idle stop control at the time of a stop. It is a time chart which shows an example of each operation | movement in case idle stop control is performed at the time of a stop. It is a 1st flowchart which shows an example of control operation of driving | running | working idle stop control. It is a 2nd flowchart which shows the same control operation example. It is a time chart which shows an example of each operation in case idle stop control is performed at the time of run. It is sectional drawing which shows LR brake of a tandem piston type. It is a fastening table | surface which shows the relationship between the combination of the fastening of the friction fastening element of the automatic transmission provided with the hydraulic control apparatus which concerns on 2nd Embodiment, and a gear stage. It is a circuit diagram which shows the principal part of the hydraulic circuit of the automatic transmission in 2nd Embodiment. It is a circuit diagram which shows the principal part of the hydraulic circuit of the automatic transmission in 3rd Embodiment.

  Embodiments of the present invention will be described below.

[Configuration of automatic transmission]
FIG. 1 is a skeleton diagram showing a configuration of an automatic transmission 4 provided with a hydraulic control device according to an embodiment of the present invention. The automatic transmission 4 includes an input shaft 7 and an output gear in a transmission case 5. 8 is a horizontal automatic transmission.

  The input shaft 7 is arranged so as to extend in the vehicle body width direction, and the right end portion of the input shaft 7 in the figure is connected to the crankshaft 2 of the engine 1 via the torque converter 3. The output gear 8 is disposed on the same axis as the input shaft 7. The output gear 8 is connected to an axle (not shown) via a differential mechanism (not shown), whereby the power of the engine 1 is changed by the automatic transmission 4 and then according to the driving situation. Is transmitted to the left and right axles by the difference in rotation.

  The torque converter 3 includes a case 3a connected to the crankshaft 2, a pump 3b fixed in the case 3a, and a turbine 3c that is disposed opposite to the pump 3b and driven by the pump 3b via hydraulic oil. And a stator 3e interposed between the pump 3b and the turbine 3c and supported by the transmission case 5 via the one-way clutch 3d to increase the torque, and between the case 3a and the turbine 3c. And a lockup clutch 3f that directly connects the crankshaft 2 and the turbine 3c via the case 3a. The rotation of the turbine 3 c is transmitted to the automatic transmission 4 via the input shaft 7.

  A mechanical oil pump (hereinafter referred to as “mechanical pump”) 6 driven by the engine 1 via the torque converter 3 is disposed between the automatic transmission 4 and the torque converter 3. The mechanical pump 6 is provided so as to be driven by rotation of the crankshaft 2, and hydraulic pressure is supplied to a hydraulic circuit for controlling the automatic transmission 4 by the mechanical pump 6 while the engine 1 is being driven. The

  First, second, and third planetary gear sets (hereinafter referred to as “first, second, and third gear sets”) 10 are provided on the input shaft 7 of the automatic transmission 4 from the engine 1 side (torque converter 3 side). , 20, 30 are arranged.

  On the input shaft 7, the power from the input shaft 7 is selectively transmitted to the gear set 10, 20, 30 side as a frictional engagement element for switching the power transmission path constituted by the gear sets 10, 20, 30. A low clutch 40 and a high clutch 50 are disposed. Furthermore, on the input shaft 7, LR (low reverse) brakes 60, 26 brakes 70, and R35 brakes 80 for fixing predetermined rotating elements of the respective gear sets 10, 20, 30 are arranged in this order from the engine 1 side. Has been placed.

  Of the first to third gear sets 10, 20, 30, the first gear set 10 and the second gear set 20 are single pinion type planetary gear sets, and are engaged with the sun gears 11, 21 and these sun gears 11, 21. The plurality of pinions 12 and 22, the carriers 13 and 23 that respectively support the pinions 12 and 22, and the ring gears 14 and 24 that mesh with the pinions 12 and 22.

  The third gear set 30 is a double pinion type planetary gear set, and includes a sun gear 31, a plurality of first pinions 32a meshed with the sun gear 31, a second pinion 32b meshed with the first pinion 32a, and these The carrier 33 supports the pinions 32a and 32b, and the ring gear 34 meshed with the second pinion 32b.

  The input shaft 7 is directly connected to the sun gear 31 of the third gear set 30. The sun gear 11 of the first gear set 10 and the sun gear 21 of the second gear set 20 are coupled to each other and connected to the output member 41 of the low clutch 40. The output member 51 of the high clutch 50 is connected to the carrier 23 of the second gear set 20.

  Further, the ring gear 14 of the first gear set 10 and the carrier 23 of the second gear set 20 are coupled to each other and connected to the transmission case 5 via the LR brake 60 so as to be connectable and detachable. The ring gear 24 of the second gear set 20 and the ring gear 34 of the third gear set 30 are coupled to each other, and are connected to the transmission case 5 via a 26 brake 70 so as to be connected and disconnected. The carrier 33 of the third gear set 30 is connected to the transmission case 5 via an R35 brake 80 so as to be connectable and detachable. The output gear 8 is connected to the carrier 13 of the first gear set 10.

  With the above-described configuration, the automatic transmission 4 is arranged in the engagement table of FIG. 2 according to the combination of the engagement states of the friction engagement elements (the low clutch 40, the high clutch 50, the LR brake 60, the 26 brake 70, and the R35 brake 80). As shown, the first to sixth speeds in the D range and the reverse speed in the R range are formed.

[Hydraulic control of automatic transmission]
The automatic transmission 4 includes a hydraulic circuit for selectively supplying the engagement hydraulic pressure to the friction engagement elements 40, 50, 60, 70, and 80 so as to realize the shift stage. The shift of the automatic transmission 4 is controlled by the hydraulic control.

  While the engine 1 is driven, the hydraulic pressure generated by the mechanical pump 6 driven by the rotation of the engine 1 is selectively supplied to the friction engagement elements 40, 50, 60, 70, 80. During the idling stop of the engine 1, the mechanical pump 6 is stopped together with the engine 1, and therefore, the hydraulic pressure generated by the electric oil pump (hereinafter referred to as “electric pump”) 106 driven by the motor 105 is used to automatically Hydraulic control of the transmission 4 is performed. Hereinafter, hydraulic control of the automatic transmission 4 during idling stop of the engine 1 will be described for each embodiment.

[First Embodiment]
FIG. 3 is a circuit diagram illustrating a portion related to hydraulic control during idle stop of the engine 1 in the hydraulic circuit 100 of the automatic transmission 4 according to the first embodiment.

  As shown in FIG. 3, the hydraulic circuit 100 includes a hydraulic pressure from an electric pump 106 that is driven by a motor 105 to generate a hydraulic pressure while the engine 1 is stopped, and a mechanical pump 6 that is driven by the engine 1 to generate a hydraulic pressure. Receive the supply of hydraulic pressure.

  The hydraulic circuit 100 includes a manual valve 112 that is operated by a driver's range selection operation, a hydraulic source switching valve 114 that switches between the electric pump 106 and the mechanical pump 6, and a hydraulic chamber of the LR brake 60. And an open / close valve 116 for opening and closing an LR brake line 141 connected to the LR brake line 141.

  The hydraulic circuit 100 includes a first linear solenoid valve (hereinafter referred to as “first LSV”) 101 provided on the LR brake line 141 downstream of the opening / closing valve 116 as a hydraulic control valve, and a high A second linear solenoid valve (hereinafter referred to as “second LSV”) 102 provided on a high clutch line 143 connected to the hydraulic chamber of the clutch 50, and a low clutch line 142 connected to the hydraulic chamber of the low clutch 40. A third linear solenoid valve (hereinafter referred to as “third LSV”) 103 provided above, and a normally open type on / off solenoid valve (hereinafter referred to as “on / off SV”) 104 for controlling the on-off valve 116 are provided. Is provided.

  The first LSV 101, the second LSV 102, and the third LSV 103 are electromagnetic valves that can control the output pressure, and the on / off SV 104 is an electromagnetic valve that can control only opening and closing.

  At both ends of the hydraulic pressure source switching valve 114, first and second switching ports A1, A2 for switching the position of the spool 115 are provided. A first main line 120 to which line pressure is supplied from the mechanical pump 6 is connected to the first switching port A1, and a second main to which hydraulic pressure generated by the electric pump 106 is supplied to the second switching port A2. Line 130 is connected.

  When the mechanical pump 6 is operated, hydraulic pressure is introduced from the mechanical pump 6 via the first main line 120 to the first switching port A1, and when the electric pump 106 is operated, the electric pump 106 passes through the second main line 130. Via, hydraulic pressure is introduced into the second switching port A2.

  The position of the spool 115 depends on the relationship between the force acting by the input pressure of the first and second switching ports A1 and A2 and the elastic force of the spring acting in the same direction as the force by the input pressure of the first switching port A1. Determined. That is, when the resultant force of the force acting by the input pressure of the first switching port A1 and the elastic force of the spring is larger than the force acting by the input pressure of the second switching port A2, the spool 115 is When the force acting on the input pressure of the second switching port A2 is greater than the resultant force of the force acting on the input pressure of the first switching port A1 and the elastic force of the spring, located at the first position on the left side in the figure. The spool 115 is located at the second position on the right side in the drawing.

  The hydraulic power source switching valve 114 further includes first to fourth input ports B1 to B4 and first and second output ports C1 and C2.

  The first input port B1 is connected to the first input line 122 to which the line pressure is supplied from the mechanical pump 6 via the first main line 120 and the manual valve 112 at the D range position, and the second input port B2 is connected to the first input port B1. A second input line 123 branched from the first main line 120 is connected downstream of the manual valve 112. Further, third and fourth input lines 131 and 132 branched from the second main line 130 are connected to the third and fourth input ports B3 and B4, respectively.

  A low clutch line 142 is connected to the first output port C1, and a base line 140 that supplies hydraulic oil to the LR brake line 141 when the on-off valve 116 is open is connected to the second output port C2. .

  When the spool 115 of the hydraulic pressure source switching valve 114 is in the first position (the left position in the figure), the first and second input ports connected to the mechanical pump 6 side are connected to the first and second output ports C1 and C2. The ports B1 and B2 communicate with each other, and the hydraulic pressure generated by the mechanical pump 6 is supplied to the low clutch line 142 and the base line 140 from the first and second output ports C1 and C2, respectively.

  On the other hand, when the spool 115 of the hydraulic power source switching valve 114 is in the second position (right side position in the figure), the first and second output ports C1 and C2 are connected to the third and third output ports connected to the electric pump 106 side. The four input ports B3 and B4 communicate with each other, and the hydraulic pressure generated by the electric pump 106 is supplied from the first and second output ports C1 and C2 to the low clutch line 142 and the base line 140, respectively.

  A switching port D1 for switching the position of the spool 117 is provided at the left end of the opening / closing valve 116 in the drawing. An open / close control line 144 branched from the base line 140 is connected to the switching port D1 via the on / off SV 104.

  Since the on / off SV 104 is a normally open type, when the on / off SV 104 is turned on and closed, the hydraulic pressure is not introduced to the switching port D1 of the on-off valve 116, so that the spool 117 is positioned at the first position on the left side in the drawing. become. On the other hand, when the ON / OFF SV 104 is OFF and opened, the spool 117 is positioned at the second position on the right side in the drawing by introducing hydraulic pressure from the opening / closing control line 144 to the switching port D1.

  The on-off valve 116 includes an input port E1 and an output port F1. A base line 140 is connected to the input port E1, and an LR brake line 141 is connected to the output port F1.

  When the spool 117 of the opening / closing valve 116 is in the first position (the position on the left side in the drawing), the input port E1 communicates with the output port F1, and the opening / closing valve 116 is opened. On the other hand, when the spool 117 is in the second position (right side position in the figure), the input port E1 and the output port F1 are blocked by the spool 117, and the open / close valve 116 is closed.

  A hydraulic switch 170 is provided on the LR brake line 141 on the downstream side of the first LSV 101, and the hydraulic pressure supply / discharge state in the hydraulic chamber of the LR brake 60 is detected by the hydraulic switch 170.

  According to the configuration of the hydraulic circuit 100 described above, when the first speed is formed while the engine 1 is being driven, the on-off SV 104 is turned on and closed to open the on-off valve 116 and the first LSV 101 and the third LSV 103 are opened. The hydraulic pressure generated by the mechanical pump 6 is supplied to the hydraulic chambers of the low clutch 40 and the LR brake 60, thereby realizing the first speed.

  Further, in the idle stop state, the discharge pressure of the mechanical pump 6 is lowered and the discharge pressure of the electric pump 106 is raised, so that the position of the spool 115 of the hydraulic source switching valve 114 is switched. Except for the point that it is switched to 106, the hydraulic control valve is controlled in the same manner as when the engine 1 is driven, so that the hydraulic pressure is supplied to the hydraulic chambers of the low clutch 40 and the LR brake 60, and the first speed can be formed. Become. Therefore, by supplying hydraulic pressure to the hydraulic chambers of the low clutch 40 and the LR brake 60 in advance during idle stop, good start response can be obtained when the engine 1 is restarted in response to the start request.

  In the hydraulic circuit 100 of the present embodiment, the high clutch line 143 branches from the low clutch line 142 on the upstream side of the third LSV 103. Accordingly, the high clutch line 143 is connected to the first output port C1 of the hydraulic source switching valve 114 via the low clutch line 142, and the hydraulic pressure output from the first output port C1 of the hydraulic source switching valve 114 is supplied. It can be supplied to the hydraulic chamber of the high clutch 50.

  Therefore, the hydraulic pressure generated by the mechanical pump 6 while the engine 1 is being driven, and the hydraulic pressure generated by the electric pump 106 during idle stop, are transmitted from the first output port C1 of the hydraulic source switching valve 114 to the low clutch line 142. In addition, the high clutch 50 can be supplied to the high clutch 50 via the high clutch line 143.

  With such an oil path configuration, the hydraulic pump 106 is operated during idle stop and the second LSV 102 and the third LSV 103 are opened to supply the hydraulic pressure generated by the electric pump 106 to the hydraulic chambers of the low clutch 40 and the high clutch 50. It becomes possible. As a result, in the idling stop state where only the first speed can be realized in the past, the fourth speed can be realized by engaging the low clutch 40 and the high clutch 50 (see FIG. 2).

  Therefore, for example, the spool 117 of the opening / closing valve 116 is fixed at the second position (the right position in the figure) where the LR brake line 141 is closed due to an open failure of the on / off SV 104 that cannot be closed even if it is turned on. For example, when an abnormality occurs in which the hydraulic pressure generated by the electric pump 106 during idle stop cannot be supplied to the hydraulic chamber of the LR brake 60, instead of realizing the first speed by engaging the low clutch 40 and the LR brake 60, the above-mentioned By realizing the fourth speed by engaging the low clutch 40 and the high clutch 50 as described above, it is possible to start at the fourth speed when the engine 1 is restarted in response to the start request.

  Further, since the electric pump 106 can be driven regardless of the rotation of the engine 1, the discharge pressure of the electric pump 106 can be raised in advance before the engine 1 is restarted during idle stop. Therefore, when the engine 1 is restarted in response to the start request, the fourth speed is realized by using the discharge pressure of the electric pump 106 that has been started up in advance, so that the start can be quickly started without waiting for the discharge pressure to rise. It can be performed. Therefore, even if the above abnormalities occur, it is possible to suppress the deterioration of startability.

  Further, in the hydraulic circuit 100 according to the present embodiment, the hydraulic pump 100 to the low clutch 40 and the LR brake 60 are provided in the same manner as the conventional hydraulic circuit that can supply the hydraulic pressure generated by the electric pump only to the starting frictional engagement element. Each oil passage is short and simple.

  In this embodiment, since the low clutch 40 is engaged in both the first speed and the fourth speed, the oil path added to construct the oil path configuration capable of realizing the fourth speed during the idle stop is This is only the part that guides the hydraulic pressure generated by the electric pump 106 to the high clutch 50. Specifically, in the present embodiment, an oil passage capable of supplying hydraulic pressure from the electric pump 106 to the high clutch 50 is formed by a simple configuration in which the high clutch line 143 is branched from the low clutch line 142.

  Therefore, since each oil path from the electric pump 106 to the low clutch 40 and the high clutch 50 can be formed short and simply, an increase in the capacity of the electric pump 106 can be suppressed. Therefore, downsizing of the electric pump 106 improves the mountability of the electric pump 106 in an engine room and the like, and can suppress power consumption during idling stop.

[Control system]
As shown in FIG. 4, various controls related to the engine 1 and the automatic transmission 4 are performed by the control device 150. The control device 150 includes, for example, an ECU (Engine Control Unit) 151 mounted on the engine 1 and a TCM (Transmission Control Module) 152 mounted on the automatic transmission 4, and the ECU 151 and the TCM 152 are, for example, They are electrically connected to each other via CAN communication.

  The ECU 151 includes an accelerator sensor 160 that detects the amount of depression of the accelerator pedal (accelerator opening), an engine speed sensor 161 that detects the number of revolutions of the engine 1, a brake switch 162 that detects depression of the brake pedal, and the like. A signal is input.

  The ECU 151 outputs control signals to the fuel supply device 90, the ignition device 92, and the starter 94 of the engine 1 based on these input signals, and performs the engine 1 such as automatic stop or automatic restart in the idle stop control of the engine 1. Various controls related to the operation of Further, the ECU 151 outputs a control signal to the motor 105 that drives the electric pump 106 when performing idle stop control. However, the motor 105 may be controlled by the TCM 152.

  The TCM 152 includes a signal from the vehicle speed sensor 163 that detects the speed of the vehicle on which the automatic transmission 4 is mounted, a signal from the range sensor 164 that detects the range of the automatic transmission 4 selected by the driver, A signal from the turbine rotation speed sensor 165 that detects the rotation speed of the turbine 3 c of the torque converter 3 and a signal from the hydraulic switch 170 provided in the LR brake line 141 of the hydraulic circuit 100 are input.

  Based on these input signals, the TCM 152 outputs control signals to the hydraulic control valves including the above-described on / off SV 104 and the first to third LSVs 101 to 103 provided in the hydraulic circuit 100. As a result, the opening / closing or output pressure of each hydraulic control valve is controlled according to the selected range and the driving state of the vehicle, and the hydraulic pressure supply to each frictional engagement element 40, 50, 60, 70, 80 is controlled. Thus, the shift control is performed so that each shift stage is realized according to the fastening table of FIG.

[Example of idle stop control operation when stopped]
While referring to the flowchart shown in FIG. 5 and the time chart shown in FIG. Will be explained.

  The control operation shown in FIG. 5 is executed by the control device 150 when a predetermined automatic stop condition of the engine 1 is satisfied in the stopped state or the extremely low vehicle speed state in which the D range is selected.

  The automatic stop condition in the idle stop control at the time of stop is that the vehicle speed is an extremely low vehicle speed state or a stopped state below a predetermined vehicle speed, the remaining capacity of the battery is a predetermined amount or more, the engine water temperature is a predetermined temperature or more, The automatic stop condition is satisfied when all predetermined conditions are satisfied, including a plurality of predetermined conditions such as the accelerator pedal being released and the brake pedal being depressed.

  When the automatic stop condition is satisfied, first, the automatic stop of the engine 1 is executed in step S1, and the operation of the electric pump 106 is started by outputting an operation signal to the motor 105 in step S2. Specifically, in step S1, the engine 1 is automatically stopped by stopping the combustion of the engine 1. 6, when the combustion of the engine 1 is stopped, the line pressure output from the mechanical pump 6 decreases with a decrease in the number of revolutions of the engine 1, as indicated by a symbol b in FIG. 6. In addition, when the driving of the electric pump 106 is started, the discharge pressure of the electric pump 106 increases.

  The timing for stopping the combustion of the engine 1 in step S1 and the start of driving the electric pump 106 in step S2 is not limited, but in the operation example shown in FIG. 6, the electric pump before the combustion stop of the engine 1 is performed. The driving of the engine 106 is started, and the combustion of the engine 1 is stopped at the timing when the rise of the discharge pressure of the electric pump 106 is completed.

  As a result, the force acting on the spool 115 by the hydraulic pressure from the electric pump 106 input to the second switching port A2 of the hydraulic power source switching valve 114 is the line pressure input to the first switching port A1 of the hydraulic power source switching valve 114. In step S3, the spool 115 of the hydraulic power source switching valve 114 is moved from the mechanical pump 6 side (first position on the left side in FIG. 3) to the electric pump 106 side (right side on the right side in FIG. 3). 2 position) (see symbol c in FIG. 6). Thereafter, during idle stop, hydraulic control by the hydraulic pressure generated by the electric pump 106 is performed.

  When the hydraulic source switching valve 114 is switched from the mechanical pump 6 side to the electric pump 106 side in step S3, the hydraulic pressure generated by the electric pump 106 is supplied to the hydraulic chambers of the LR brake 60 and the low clutch 40 in step S4. The That is, when the idle stop is executed, the hydraulic pressure source is switched from the mechanical pump 6 to the electric pump 106, and the hydraulic pressure is continuously supplied to the hydraulic chambers of the LR brake 60 and the low clutch 40.

  Specifically, in step S4, the hydraulic pressure is supplied to the LR brake 60 when the on / off SV 104 is turned on and closed to open the on-off valve 116 and to control the output pressure of the first LSV 101 on the LR brake line 141. The hydraulic pressure is supplied to the low clutch 40 by controlling the output pressure of the third LSV 103 on the low clutch line 142. At this time, the second LSV 102 on the high clutch line 143 is closed, and the hydraulic pressure is not supplied to the high clutch 50.

  Supply of hydraulic pressure to the hydraulic chambers of the LR brake 60 and the low clutch 40 during the idle stop performed in step S4 may be performed so that both the LR brake 60 and the low clutch 40 are completely engaged, It is also possible to prepare for fastening the other while fastening the two, or prepare for fastening both. In the first embodiment, “preparation for fastening” means that the clutch clearance is reduced by precharging hydraulic pressure in the hydraulic chamber.

  In the subsequent step S5, it is determined based on the output signal of the hydraulic switch 170 whether or not the hydraulic pressure is normally supplied to the hydraulic chamber of the LR brake 60. If the result of determination in step S5 is that the hydraulic switch 170 is on and the hydraulic pressure is normally supplied to the hydraulic chamber of the LR brake 60, whether or not a predetermined restart condition for the engine 1 is satisfied in step S6. Is determined.

  As restart conditions, for example, a start request such as releasing the brake pedal is made, the remaining battery capacity is a predetermined amount or less, and the power consumption of a vehicle-mounted device such as a car air conditioner is a predetermined amount or more. Or, in the case of a diesel vehicle, starting regeneration of a diesel particulate filter (DPF).

  The determinations in steps S5 and S6 are repeated until the restart condition of the engine 1 is satisfied as long as the hydraulic pressure is normally supplied to the LR brake 60.

  If the result of determination in step S5 is that the hydraulic switch 170 is off and there is an abnormality in which hydraulic pressure is not supplied to the hydraulic chamber of the LR brake 60, the supply of hydraulic pressure to the low clutch 40 is continued in step S10. The second LSV 102 is controlled so that the hydraulic pressure is supplied to the high clutch 50 as indicated by reference sign e in FIG. 6, thereby enabling the fourth speed in the idle stop state. At this time, the first LSV 101 is closed so that the supply of hydraulic pressure to the LR brake 60 is stopped.

  For example, an abnormality in which the hydraulic pressure cannot be supplied to the LR brake 60 is that the spool 117 of the on-off valve 116 is fixed at the second position where the LR brake line 141 is closed due to an open failure of the on / off SV 104 as indicated by reference numeral d in FIG. Caused by etc.

  The supply of hydraulic pressure to the hydraulic chambers of the high clutch 50 and the low clutch 40 performed in step S10 may be performed so that both the high clutch 50 and the low clutch 40 are completely engaged, or while one is engaged. The other may be prepared for fastening, or both may be prepared for fastening.

  In subsequent step S11, as in step S6, it is determined whether or not the restart condition of engine 1 is satisfied. The determination in step S11 is repeatedly performed until the restart condition is satisfied.

  If the restart condition of the engine 1 is satisfied as a result of the determination in step S6 or step S11, the engine 1 is restarted by restarting combustion of the engine 1 in step S7.

  For example, when the brake pedal is released as indicated by reference numeral f in FIG. 6, the engine 1 is restarted in response to the start request. At this time, when normal, the low clutch 40 and the LR brake 60 are pre-engaged or pre-engaged during idle stop in step S4, so that the start at the first speed is performed quickly as usual, and when abnormal, the above-mentioned As described above, in step S10, the low clutch 40 and the high clutch 50 are pre-engaged or pre-engaged during idle stop, so that the start at the fourth speed is promptly performed. Therefore, good responsiveness can be obtained when the engine 1 is restarted in response to the start request not only at normal time but also at abnormal time.

  When the discharge pressure of the mechanical pump 6 rises together with the rotational speed of the engine 1 due to the restart of the engine 1 in step S7, the spool 115 of the hydraulic power source switching valve 114 is moved to the electric pump 106 side (the right side of FIG. 2 position) to the mechanical pump 6 side (first position on the left side in FIG. 3) (see symbol g in FIG. 6), and thereafter, hydraulic control is performed by the hydraulic pressure generated by the mechanical pump 6.

  Thereafter, when a predetermined time has elapsed, a stop signal is output to the motor 105 in step S9, whereby the operation of the electric pump 106 is stopped.

  Note that the control operation shown in FIG. 5 is merely an example of the stop-time idle stop control, and various changes can be made to the specific control operation.

  For example, in the example shown in FIG. 5, in step S10, the hydraulic pressure is supplied to the hydraulic chambers of both the low clutch 40 and the high clutch 50, so that these clutches 40 and 50 are engaged or ready for engagement. The low clutch 40 may be released by supplying hydraulic pressure only to the 50 hydraulic chambers. Also in this case, when the engine 1 is restarted, the high clutch 50 is pre-engaged or is quickly fastened from the pre-engagement ready state, so that the low clutch is driven by the discharge pressure of the mechanical pump 6 that is started up by restarting the engine 1. Since it is only necessary to fasten 40, compared to the case where both clutches 40, 50 are fastened by the discharge pressure of the mechanical pump 6, a good start response can be obtained.

  Further, in the example shown in FIG. 5, when an abnormality is determined in step S5, the hydraulic pressure is immediately supplied to the high clutch 50 in step S10 without diagnosing the presence or absence of the abnormality again. After the diagnosis is performed again, step S10 may be executed only when the abnormality determination is made a predetermined number of times.

[Idle stop control during driving]
In order to further improve the fuel efficiency performance of the engine in recent years, in addition to the above-described idling stop control at the time of stoppage, the accelerator pedal has been released or slightly applied, for example, during coasting running on a highway. Practical use of running idle stop control that automatically stops the engine by stopping the combustion of the engine and setting the automatic transmission to the neutral state while driving at a relatively high vehicle speed without requiring acceleration such as being depressed Is being considered.

  However, when re-acceleration is requested in such a state where the idling stop control at the time of running is being executed, the discharge pressure of the mechanical pump rises after the engine restarts in response to the acceleration request, and the operation state is entered. Since it takes time until the hydraulic oil is supplied to the plurality of frictional engagement elements for realizing the corresponding shift speed, there is a problem that the engagement of these frictional engagement elements is delayed and acceleration response is deteriorated.

  It is also conceivable to improve the responsiveness to the reacceleration request by supplying the hydraulic pressure generated by the electric pump to the friction engagement element during execution of the idle stop control during traveling, but at a relatively high vehicle speed. If a low gear position is achieved while the vehicle is running, the engine may be over-revised, so that the hydraulic pressure generated by the electric pump can be supplied only to the starting frictional engagement element as in conventional vehicles with an idle stop system. Such control cannot be adopted in the oil passage configuration.

  On the other hand, according to the configuration of the hydraulic circuit 100 of the present embodiment described above, the hydraulic pressure generated by the electric pump 106 can be supplied not only to the low clutch 40 and the LR brake 60 but also to the high clutch 50. . For this reason, when the engine 1 is restarted in response to an acceleration request by supplying hydraulic pressure to the hydraulic chamber of the high clutch 50 during the idle stop by the running idle stop control to be in the engaged or ready state of engagement, 50 is already fastened or fastened, and another one of the frictional engagement elements is fastened by the supply of hydraulic pressure generated by the mechanical pump 6, so that the shift speed of the fourth speed or higher (see FIG. 2) ) Can be formed quickly. As a result, since the gear stage corresponding to the driving state is quickly formed and the vehicle is accelerated, it is possible to obtain a favorable acceleration response while suppressing the overrev of the engine 1.

[Operation example of idle stop control during driving]
With reference to the flowcharts shown in FIGS. 7 and 8 and the time chart shown in FIG.

  The control operation shown in FIGS. 7 and 8 is executed by the control device 150 when a predetermined automatic stop condition of the engine 1 is satisfied in the vehicle running state in which the D range is selected. FIG. 9 shows an example in which the automatic stop condition is established during the coasting traveling at the sixth speed with the accelerator pedal depressed slightly, and the control operation shown in FIGS. 7 and 8 is executed.

  The automatic stop condition in the idling stop control during running is that the vehicle speed is a vehicle running state where the vehicle speed is equal to or higher than a predetermined vehicle speed, the state where the accelerator opening is less than the predetermined opening continues for a predetermined time, and the remaining capacity of the battery is equal to or more than a predetermined amount And the automatic stop condition is satisfied when all the predetermined conditions are satisfied, including a plurality of predetermined conditions such as that the engine water temperature is equal to or higher than the predetermined temperature.

  When the automatic stop condition is satisfied, first, in step S21, the combustion of the engine 1 is stopped and the automatic transmission 4 is set to the neutral state, so that the engine 1 is automatically stopped and the motor 105 is operated in step S22. When the signal is output, the operation of the electric pump 106 is started.

  With respect to step S21, in the example shown in FIG. 9, the neutral state is realized by releasing the 26 brake 70 as indicated by reference sign p while maintaining the supply of hydraulic pressure to the high clutch 50. As a result, the engine 1 in the combustion stop state is disconnected from the drive wheels, so that the rotational speed of the engine 1 rapidly decreases as shown by the symbol q in FIG. To stop. As the engine speed decreases, the line pressure output from the mechanical pump 6 also decreases, as shown by symbol r in FIG. 9, and then the mechanical pump 6 stops completely.

  The force acting on the spool 115 by the hydraulic pressure from the electric pump 106 input to the second switching port A2 of the hydraulic source switching valve 114 due to the decrease in the line pressure in step S21 and the increase in the discharge pressure of the electric pump 106 in step S22. If the force due to the line pressure input to the first switching port A1 of the hydraulic power source switching valve 114 and the elastic force of the spring are overcome, the spool 115 of the hydraulic power source switching valve 114 is moved to the mechanical pump 6 side in step S23 of FIG. It moves from (the first position on the left side in FIG. 3) to the electric pump 106 side (the second position on the right side in FIG. 3) (see reference numeral s in FIG. 9). Thereafter, during idle stop, hydraulic control by the hydraulic pressure generated by the electric pump 106 is performed.

  In the subsequent step S24, it is determined whether or not the gear position corresponding to the driving state of the vehicle when the automatic stop condition is satisfied is 4th speed or higher.

  If the result of determination in step S24 is that the vehicle is operating at a relatively high vehicle speed corresponding to the fourth speed or higher, the hydraulic pressure generated by the electric pump 106 is supplied to the high clutch 50 in step S25. Control is performed, and the high clutch 50 is engaged or ready for engagement. At this time, the hydraulic pressure is not supplied to the other frictional engagement elements, that is, the low clutch 40 and the LR brake 60, whereby the automatic transmission 4 is maintained in the neutral state.

  On the other hand, if the result of determination in step S24 is that the vehicle is operating at a relatively low vehicle speed corresponding to the third gear or lower, the hydraulic pressure generated by the electric pump 106 is supplied to the low clutch 40 in step S35 of FIG. Thus, the hydraulic control is performed, and the low clutch 40 is engaged or ready for engagement. At this time, the hydraulic pressure is not supplied to the other frictional engagement elements, that is, the high clutch 50 and the LR brake 60, whereby the automatic transmission 4 is maintained in the neutral state.

  When step S25 or step S35 is executed, it is determined in step S26 in FIG. 7 or step S36 in FIG. 8 whether or not a predetermined restart condition for the engine 1 is satisfied. As a restart condition for running idle stop control, for example, an acceleration request is made such that the accelerator opening is equal to or greater than a predetermined opening, the remaining battery capacity is equal to or less than a predetermined amount, and a vehicle such as a car air conditioner is mounted. For example, the power consumption of the device is a predetermined amount or more, or in the case of a diesel vehicle, the regeneration of the diesel particulate filter (DPF) is started.

  If the restart condition is not satisfied as a result of the determination in step S26 or step S36, it is determined whether or not the vehicle has stopped in step S34 of FIG. 7 or step S40 of FIG. Each determination in step S26 and step S34 in FIG. 7 or each determination in step S36 and step S40 in FIG. 8 is repeatedly executed until the restart condition is satisfied unless the vehicle stops, and the determination in step S34 or step S40 is performed. As a result, when the vehicle stops, the routine proceeds to step S41 in FIG. 7, where the above-described idle stop control during stop shown in FIG. 5 is started, and the idle stop control during travel shown in FIGS. 7 and 8 ends.

  If the restart condition of the engine 1 is satisfied as a result of the determination in step S26 in the state in which the hydraulic pressure is supplied to the high clutch 50 in step S25 of FIG. 7, it is necessary at the time of restarting the engine 1 in step S27. It is determined whether or not the shift speed, specifically, the shift speed corresponding to the driving state when the restart condition is satisfied is a shift speed of 4th speed or higher.

  If the result of determination in step S27 is that the driving state corresponds to the third gear or lower, the high clutch 50 does not need to be engaged in order to realize the gear, and the low clutch 40 is engaged instead. Since it is necessary (see FIG. 2), the hydraulic pressure is controlled so that the high clutch 50 is released in step S32, and the hydraulic pressure generated by the electric pump 106 is supplied to the low clutch 40 in step S33. After the clutch 40 is engaged or ready for engagement, the engine 1 is restarted in step S28. On the other hand, if the result of determination in step S <b> 27 is an operating state corresponding to the fourth gear or higher, the engine 1 is restarted in step S <b> 28 while the supply of hydraulic pressure to the high clutch 50 is maintained.

  Further, as a result of the determination in step S36 when the hydraulic pressure is supplied to the low clutch 40 in step S35 of FIG. 8, if the restart condition of the engine 1 is satisfied, in step S37, when the engine 1 is restarted. It is determined whether or not the required gear stage, specifically, the gear stage corresponding to the driving state when the restart condition is satisfied is a gear stage equal to or lower than the fourth speed.

  If the result of determination in step S37 is that the driving state corresponds to the fifth gear or higher, it is not necessary to engage the low clutch 40 in order to realize the gear, and the high clutch 50 is engaged instead. Since it is necessary (see FIG. 2), the hydraulic pressure is controlled so that the low clutch 40 is released in step S38, and the hydraulic pressure generated by the electric pump 106 is supplied to the high clutch 50 in step S39. After the clutch 50 is engaged or ready for engagement, the engine 1 is restarted in step S28 of FIG. On the other hand, if the result of determination in step S37 is that the operating state corresponds to the fourth gear or lower, the engine 1 is restarted in step S28 while the supply of hydraulic pressure to the low clutch 40 is maintained.

  When the discharge pressure of the mechanical pump 6 rises together with the rotational speed of the engine 1 due to the restart of the engine 1 in step S28, the spool 115 of the hydraulic power source switching valve 114 is moved to the electric pump 106 side (the right side of FIG. 2 position) to the mechanical pump 6 side (first position on the left side in FIG. 3) (see t in FIG. 9), thereby switching to hydraulic control by hydraulic pressure generated by the mechanical pump 6.

  In the next step S30, the high clutch 50 or the low clutch 40 to which the hydraulic pressure has already been supplied is realized so as to realize a necessary shift stage, specifically, a shift stage corresponding to the operation state when the restart condition is satisfied. Then, the hydraulic control by the hydraulic pressure generated by the mechanical pump 6 is performed so that the other frictional engagement element is fastened.

  Thereafter, when a predetermined time has elapsed, a stop signal is output to the motor 105 in step S31, whereby the operation of the electric pump 106 is stopped.

  In the example shown in FIG. 9, in the idling stop state when the high clutch 50 is engaged by the hydraulic pressure generated by the electric pump 106, the acceleration request is increased by increasing the amount of depression of the accelerator pedal as indicated by the symbol u. Accordingly, the engine 1 is restarted. When the discharge pressure of the mechanical pump 6 rises due to the restart of the engine 1, the low clutch 40 is engaged through an engagement preparation state, as indicated by the symbol v, thereby realizing the fourth speed while suppressing the shock. . In this example, after the hydraulic pressure source is switched to the mechanical pump 6 by restarting the engine 1, only the low clutch 40 is newly supplied with hydraulic pressure, so that the fourth speed can be realized quickly. Good response to acceleration request can be obtained.

  The control operation shown in FIGS. 7 and 8 is merely an example of the running idle stop control, and various changes can be made to the specific control operation.

  For example, in the example shown in FIGS. 7 and 8, the hydraulic pressure is supplied to the high clutch 50 and the low clutch 40 and the LR brake 60 are released in step S25, but the operation state when the automatic stop condition is satisfied corresponds to the fourth speed. In this case, in order to immediately enter the neutral state in which the fourth speed can be achieved, the low clutch 40 is put into a ready state for fastening while the high clutch 50 is fastened, or both the high clutch 50 and the low clutch 40 are put into a ready state for fastening. Alternatively, the low clutch 40 may be engaged while the high clutch 50 is in the ready state for engagement, so that the operation state when the engine 1 is restarted in response to a subsequent acceleration request corresponds to the fourth speed. If it is in the state to be performed, a good acceleration response can be obtained by quickly realizing the fourth speed.

  In the example shown in FIGS. 7 and 8, when the engine 1 is restarted, a gear position corresponding to the operation state when the restart condition is satisfied is formed (step S30), regardless of the operation state at this time. You may make it form 4th speed, for example, even if it is a case where the driving | running state at the time of restart conditions establishment corresponds to 5th speed, you may form 4th speed at the time of restart. In this case, the hydraulic pressure generated by the electric pump 106 during idle stop is supplied to the low clutch 40 and the high clutch 50, so that the power transmission state can be made more quickly when the engine 1 is restarted according to the acceleration request. It can be realized, and quick acceleration at the fourth speed can be performed.

[Second Embodiment]
Next, the second embodiment will be described with reference to FIGS. In addition, in 2nd Embodiment, while abbreviate | omitting description about the structure which is common in 1st Embodiment, the same code | symbol is attached | subjected in FIGS. 10-12.

[Tandem piston type LR brake]
FIG. 10 is a cross-sectional view showing a released state of the LR brake 60 in the second embodiment. In the second embodiment, the LR brake 60 includes a double-acting hydraulic actuator 61 having a clutch clearance adjustment function for improving responsiveness at the time of engagement.

  The hydraulic actuator 61 includes a clearance adjustment piston 62 fitted in a cylinder 5 a provided in the transmission case 5 so as to be movable in the axial direction, and a cylinder 62 a provided inside the clearance adjustment piston 62. And a fastening piston 63 fitted to the clearance adjusting piston 62 so as to be relatively movable in the axial direction.

  The back of the clearance adjustment piston 62 in the cylinder 5 a of the transmission case 5 is a clearance adjustment hydraulic chamber (hereinafter referred to as “clearance adjustment chamber”) 64, and the fastening piston 63 in the cylinder 62 a of the clearance adjustment piston 62. The back portion is a fastening hydraulic chamber (hereinafter referred to as “fastening chamber”) 65.

  When hydraulic pressure is first supplied to the clearance adjustment chamber 64 when the LR brake 60 is engaged, the clearance adjustment piston 62 and the engagement piston 63 hold the positional relationship between the pistons 62 and 63 and the spring 66 Stroke to the left in the figure until it abuts against the stopper 67 against the urging force. Thereby, the fastening piston 63 is in contact with the friction plate 68 without pressing the plurality of friction plates 68 alternately engaged with the transmission case 5 and the braked rotating member (not shown), or A substantially contacted state, that is, a clutch ready state (small clearance state) with a small clutch clearance.

  If the hydraulic pressure is supplied to the fastening chamber 65 in this ready state for fastening, the fastening piston 63 has already finished the stroke for fastening, so the left side of the figure in the cylinder 62a of the piston 62 for clearance adjustment. The friction plate 68 is pressed almost simultaneously with the supply of hydraulic pressure with a slight stroke. As a result, the friction plates 68 are sandwiched between the retainer 69 fixed to the transmission case 5 and the fastening piston 63 so that the relative rotation is impossible, so that the LR brake 60 is fastened with good responsiveness. become.

  In FIG. 10, for the sake of convenience, the clearance of the LR brake 60 is shown to be concentrated between the rightmost friction plate 68 and the fastening piston 63, but in reality, between the adjacent friction plates 68. The clearance is also distributed between the friction plate 68 and the retainer 69.

  As described above, by adopting a tandem piston type brake as the LR brake 60, when the LR brake 60 is released, a large clearance state is obtained, so that the rotational resistance due to the viscosity of the lubricating oil is suppressed. By operating the fastening piston 63 in the clearance state, it is possible to perform fastening control with high precision and responsiveness.

  In the second embodiment, as the frictional engagement elements 40, 50, 70, 80 other than the LR brake 60 in the automatic transmission 4, the same single piston type as in the first embodiment is used, and the engagement table of FIG. The shift control is performed so that each shift stage is realized according to the above. As shown in the engagement table of FIG. 11, the second to sixth gears that do not require the LR brake 60 to be engaged are formed by the same combination of engagement states as in the first embodiment.

  As shown in the engagement table of FIG. 11, in the second embodiment, when the LR brake 60 is engaged to form the first speed in the D range or the reverse speed in the R range, the clearance adjustment chamber 64 is used. In the neutral state in the N range, the hydraulic pressure is supplied to the clearance adjustment chamber 64 of the LR brake 60, so that the LR brake 60 is in a ready state for engagement. The

[Hydraulic circuit]
FIG. 12 is a circuit diagram showing portions related to hydraulic control during idle stop of the engine 1 in the hydraulic circuit 200 of the automatic transmission 4 according to the second embodiment.

  In the hydraulic circuit 200 shown in FIG. 12, the oil passage configuration for guiding the hydraulic pressure generated by the mechanical pump 6 and the electric pump 106 to the switching ports A1, A2 and the input ports B1 to B4 of the hydraulic source switching valve 114 is the first. This is the same as the hydraulic circuit 100 in the embodiment. Further, an oil passage configuration for supplying hydraulic oil from the first output port C1 of the hydraulic source switching valve 114 to the low clutch 40, and the switching port D1 and the input of the opening / closing valve 116 from the second output port C2 of the hydraulic source switching valve 114. The oil passage configuration for supplying hydraulic oil to the port E1 is the same as that of the hydraulic circuit 100 of the first embodiment. Hereinafter, the configuration of the hydraulic circuit 200 different from that of the hydraulic circuit 100 of the first embodiment will be described.

  The clearance adjustment chamber 64 of the LR brake 60 is connected to the output port F1 of the on-off valve 116 via a clearance adjustment line 242. Thereby, when the clearance adjustment line 242 communicates with the base line 140 because the spool 117 of the opening / closing valve 116 is located at the first position on the left side in the drawing, the clearance adjustment chamber 64 is connected via the base line 140 and the clearance adjustment line 242. It becomes possible to supply hydraulic oil.

  A hydraulic switch 170 is provided on the clearance adjustment line 242, and the hydraulic pressure supply / discharge state in the clearance adjustment chamber 64 of the LR brake 60 is detected by the hydraulic switch 170.

  The hydraulic circuit 200 also switches a supply destination switching valve 218 that switches between a first state in which hydraulic oil is supplied to the fastening chamber 65 of the LR brake 60 and a second state in which hydraulic oil is supplied to the high clutch 50. It has. As a result, hydraulic oil can be supplied to the fastening chamber 65 of the LR brake 60 via the supply destination switching valve 218 in the first state, and the supply destination switching valve in the second state is supplied to the hydraulic chamber of the high clutch 50. Hydraulic oil can be supplied via 218.

  At one end of the supply destination switching valve 218, a switching port G1 for switching the position of the spool 219 is provided. A first branch line 251 branched from the clearance adjustment line 242 is connected to the switching port G1.

  Further, the supply destination switching valve 218 includes a first input port H1 to which a second branch line 252 further branched from the first branch line 251 is connected, a clearance adjustment line 242, a first branch line 251, and a second branch line 252. And a second input port H2 to which an independent line 243 that is an independent hydraulic pressure supply path is connected. The independent line 243 branches from the low clutch line 142 on the upstream side of the third LSV 103, and hydraulic fluid is supplied to the independent line 243 from the first output port C 1 of the hydraulic power source switching valve 114 via the low clutch line 142. Supplied.

  Further, the supply destination switching valve 218 is connected to the first output port I1 through which the hydraulic oil introduced from the first input port H1 or the second input port H2 is temporarily discharged and to the first output port I1 through the re-input line 253. The third input port H3 connected, the second output port I2 connected to the fastening chamber 65 of the LR brake 60 via the fastening line 254, and the hydraulic chamber of the high clutch 50 via the high clutch line 255. And a third output port I3. On the re-input line 253, a fourth linear solenoid valve (hereinafter referred to as “fourth LSV”) 204 is provided. The fourth LSV 204 is an electromagnetic valve capable of controlling the output pressure as well as opening and closing.

  When the hydraulic pressure supplied to the first branch line 251 via the clearance adjustment line 242 is input to the switching port G1 of the supply destination switching valve 218, the spool 219 of the supply destination switching valve 218 is in the first position on the right side in the drawing. Thus, the supply destination switching valve 218 is in the first state. In the first state of the supply destination switching valve 218, the hydraulic pressure supplied to the second branch line 252 via the clearance adjustment line 242 and the first branch line 251 is the first input port H1 of the supply destination switching valve 218 and the first input port H1. It passes through the output port I1 and is supplied to the re-input line 253. The hydraulic pressure supplied to the re-input line 253 in this way passes through the third input port H3 and the second output port I2 of the supply destination switching valve 218 by controlling the output pressure of the fourth LSV 204, and is thus connected to the fastening line. It can be supplied to the fastening chamber 65 of the LR brake 60 via 254.

  On the other hand, when the hydraulic pressure is not input to the switching port G1 of the supply destination switching valve 218, the spool 219 of the supply destination switching valve 218 is positioned at the second position on the left side in the drawing, whereby the supply destination switching valve 218 is in the second position. It becomes a state. In the second state of the supply destination switching valve 218, the hydraulic pressure supplied to the independent line 243 via the low clutch line 142 passes through the second input port H2 and the first output port I1 of the supply destination switching valve 218, and is regenerated. This is supplied to the input line 253. The hydraulic pressure supplied to the re-input line 253 in this way passes through the third input port H3 and the third output port I3 of the supply destination switching valve 218 by controlling the output pressure of the fourth LSV 204, and the high clutch It can be supplied to the hydraulic chamber of the high clutch 50 via a line 255.

  According to the configuration of the hydraulic circuit 200 described above, the hydraulic pressure generated by the mechanical pump 6 or the electric pump 106 is low from the first and second output ports C1 and C2 of the hydraulic source switching valve 114 as in the first embodiment. Supplied to the clutch line 142 and the base line 140, respectively.

  The hydraulic pressure supplied from the first output port C 1 to the low clutch line 142 can be supplied to the hydraulic chamber of the low clutch 40 by opening the third LSV 103.

  The hydraulic pressure supplied to the base line 140 from the second output port C2 is supplied to the clearance adjustment chamber 64 of the LR brake 60 via the clearance adjustment line 242 by opening the opening / closing valve 116 by turning on and closing the on / off SV 104. Is possible. At this time, the hydraulic pressure is introduced into the switching port G1 of the supply destination switching valve 218 via the clearance adjustment line 242 and the first branch line 251, so that the supply destination switching valve 218 is in the first state. In this first state, The fourth LSV 204 can be opened to supply the fastening chamber 65 of the LR brake 60.

  When the hydraulic pressure is supplied to the clearance adjustment chamber 64, the hydraulic oil supply to the fastening chamber 65 is stopped by closing the fourth LSV 204, whereby the filling of the hydraulic oil into the clearance adjustment chamber 64 is completed quickly. Thereby, without increasing the capacity of the electric pump 106, the state of the LR brake 60 can be promptly shifted from the released state where the clutch clearance is large to the engagement preparation state where the clutch clearance is small.

  After the LR brake 60 is ready for engagement in this way, the fourth LSV 204 is opened and the output pressure of the fourth LSV 204 is controlled, so that the hydraulic pressure supply to the engagement chamber 65 is precisely performed in the engagement preparation state. Can be controlled. Therefore, in the ready state for fastening the LR brake 60, for example, the position of the fastening piston 63 (see FIG. 10) can be finely adjusted.

  When the low clutch 40 is engaged and the LR brake 60 is prepared for engagement in the first state of the supply destination switching valve 218, a shock is applied by supplying hydraulic pressure to the engagement chamber 65 and engaging the LR brake 60. The first speed can be realized quickly while suppressing.

  Since the hydraulic pressure is always supplied to the fastening chamber 65 via the clearance adjustment line 242, the hydraulic pressure is always supplied to the clearance adjustment chamber 64 when the hydraulic pressure is supplied to the fastening chamber 65. Therefore, it is possible to reliably prevent the LR brake 60 from being engaged with an abnormal oil supply in which the hydraulic pressure is supplied to the fastening chamber 65 without being supplied to the clearance adjusting chamber 64.

  In addition, the supply destination switching valve 218 in the first state allows the supply of hydraulic pressure to the fastening chamber 65 of the LR brake 60 as described above, while the low clutch line 142, the independent line 243, the re-input line 253, and the high clutch. The supply of hydraulic pressure to the high clutch 50 via the line 255 is blocked by the spool 219. This reliably prevents the LR brake 60 and the high clutch 50 from being simultaneously engaged.

  On the other hand, when the on-off SV 104 is turned off and opened to close the on-off valve 116, the spool 117 cuts off the supply of hydraulic pressure to the clearance adjustment line 242. Since it is not introduced, the supply destination switching valve 218 is in the second state.

  In the second state of the supply destination switching valve 218, the independent line 243 and the re-input line 253 communicate with each other, so that supply of hydraulic pressure to the high clutch 50 is permitted, and the second branch line 252 and the re-input line 253 Is cut off by the spool 219, whereby the supply of hydraulic pressure to the fastening chamber 65 of the LR brake 60 is cut off. Therefore, even in the second state, it is reliably prevented that the LR brake 60 and the high clutch 50 are simultaneously engaged.

  In this way, even if the supply destination switching valve 218 is in the first state or the second state, the LR brake 60 and the high clutch 50 are prevented from being simultaneously engaged, so that the interface of the automatic transmission 4 can be prevented. Multiple coupling of frictional engagement elements that cause locking or the like is reliably prevented.

  Further, since the fourth LSV 204 is shared as a hydraulic control valve that directly controls the hydraulic pressure supplied to the engagement chamber 65 of the LR brake 60 and the hydraulic chamber of the high clutch 50, the number of parts can be reduced and hydraulic control can be performed. The size of the unit can be reduced.

  In the second state of the supply destination switching valve 218, the hydraulic pressure supplied to the re-input line 253 is supplied to the hydraulic chamber of the high clutch 50 via the high clutch line 255 by opening the fourth LSV 204. Therefore, when the supply destination switching valve 218 is in the second state, the third LSV 103 and the fourth LSV 204 are opened to supply hydraulic pressure to the low clutch 40 and the high clutch 50, thereby realizing the fourth speed (see FIG. 11).

  In the hydraulic circuit 200 configured as described above, hydraulic control is performed by the hydraulic pressure generated by the mechanical pump 6 while the engine 1 is driven and by the hydraulic pressure generated by the electric pump 106 during idle stop. In particular, the hydraulic circuit 200 is configured so that the hydraulic pressure generated by the electric pump 106 can be supplied not only to the low clutch 40 and the LR brake 60 but also to the high clutch 50. Realization of not only the first speed but also the fourth speed is possible.

  Therefore, as in the first embodiment, even when an abnormality occurs in which the hydraulic pressure generated by the electric pump 106 during idle stop due to an open failure of the on / off SV 104 or the like cannot be supplied to the LR brake 60, for example, as shown in FIG. By executing the idling stop control when the vehicle is stopped like the control operation, the first speed is realized by engaging the low clutch 40 and the LR brake 60, and the fourth speed is realized by engaging the low clutch 40 and the high clutch 50. Thus, when the engine 1 is restarted in response to the start request, it is possible to start at the fourth speed.

  Further, when the engine 1 is restarted in response to the start request, the fourth speed is realized by using the discharge pressure of the electric pump 106 that has been raised in advance during the idle stop, thereby waiting for the discharge pressure to rise. It is possible to start quickly. Therefore, even if the above abnormalities occur, it is possible to suppress the deterioration of startability.

  Furthermore, in the hydraulic circuit 200, the independent line 243 branched from the low clutch line 142 is connected to the second input port of the supply destination switching valve 218 while reliably avoiding multiple coupling of the frictional engagement elements by providing the supply destination switching valve 218. An oil passage that can supply hydraulic pressure from the electric pump 106 to the high clutch 50 is formed by a simple configuration of connecting to H2. Therefore, since each oil path from the electric pump 106 to the low clutch 40 and the high clutch 50 can be formed short and simply, an increase in the capacity of the electric pump 106 can be suppressed. Therefore, downsizing of the electric pump 106 improves the mountability of the electric pump 106 in an engine room and the like, and can suppress power consumption during idling stop.

  Similarly to the first embodiment, when the running idle stop control is performed as in the control operation shown in FIGS. 7 and 8, for example, the hydraulic pressure generated by the electric pump 106 in the idle stop state while the vehicle is running is used. It can be supplied to the hydraulic chamber of the high clutch 50 to be in a fastening or ready state for fastening. In this case, when the engine 1 is restarted in response to the acceleration request, the high clutch 50 is already fastened or fastened, and another friction is caused by the supply of the hydraulic pressure generated by the mechanical pump 6. When the fastening element is fastened, it is possible to quickly form a gear stage of 4th speed or higher (see FIG. 11). As a result, since the gear stage corresponding to the driving state is quickly formed and the vehicle is accelerated, it is possible to obtain a favorable acceleration response while suppressing the overrev of the engine 1.

[Third Embodiment]
The third embodiment will be described with reference to FIG. Note that in the third embodiment, the description of the configuration common to the first or second embodiment is omitted, and the same reference numerals are given in FIG.

  FIG. 13 is a circuit diagram showing portions related to hydraulic control during idle stop of the engine 1 in the hydraulic circuit 300 of the automatic transmission 4 according to the third embodiment.

  In the hydraulic circuit 300 in the third embodiment, pressure is accumulated by the operation of the mechanical pump 6 instead of the electric pump 106 in the first and second embodiments as a hydraulic source that operates independently of the rotation of the engine 1. An accumulator 306 is provided for releasing the pressure when the mechanical pump 6 is stopped.

  The hydraulic circuit 300 includes a hydraulic pressure source switching valve 314 different from that of the first and second embodiments in accordance with the change of the hydraulic pressure source. However, the hydraulic path downstream of the hydraulic power source switching valve 314 is provided. The configuration is the same as that of the hydraulic circuit 200 of the second embodiment. Hereinafter, the configuration of the hydraulic circuit 300 different from that of the hydraulic circuit 200 of the second embodiment will be described.

  At one end of the hydraulic pressure source switching valve 314, a switching port J1 for switching the position of the spool 315 is provided. A main line 320 to which a line pressure is supplied from the mechanical pump 6 is connected to the switching port J1.

  When the engine 1 is being driven, that is, when the mechanical pump 6 is operating, the hydraulic pressure is introduced from the mechanical pump 6 to the switching port J1 via the main line 320, so that the spool 315 is positioned at the first position on the right side in the drawing. When the mechanical pump 6 is stopped, the spool 315 is positioned at the second position on the left side in the drawing because no hydraulic pressure is introduced into the switching port J1.

  The hydraulic pressure source switching valve 314 further includes first to sixth input ports K1 to K5, first and second output ports L1 and L2, a pressure accumulation port M1, and a pressure release port N1.

  The first input port K1 is connected to the first input line 321 to which the line pressure is supplied from the mechanical pump 6 via the main line 320 and the manual valve 112 at the D range position, and the second and third input ports K2, Second and third input lines 322 and 323 branched from the main line 320 are connected to K3 on the downstream side of the manual valve 112, respectively. The pressure accumulation port M1 is connected to the accumulator 306 via the accumulator line 330, and the pressure release port N1 is connected to the fourth and fifth input ports K4 and K5 via the pressure release line 340. A low clutch line 142 is connected to the first output port L1, and a base line 140 is connected to the second output port L2.

  When the engine 1 is driven, that is, when the spool 315 of the hydraulic pressure source switching valve 314 is in the first position (right side position in the figure), the first and second output ports L1 and L2 have the first and second The two input ports K1 and K2 communicate with each other, and the hydraulic pressure generated by the mechanical pump 6 is supplied to the low clutch line 142 and the base line 140 from the first and second output ports L1 and L2, respectively.

  At this time, the third input port K3 communicates with the accumulator port M1, whereby the hydraulic pressure generated by the mechanical pump 6 is supplied to the accumulator 306 via the third input line 323 and the accumulator line 330, and the accumulator The pressure is accumulated in 306.

  On the other hand, when the engine 1 automatically stops, the spool 315 of the hydraulic power source switching valve 314 is positioned at the second position (the left position in the figure), the pressure accumulation port M1 communicates with the pressure release port N1, and the fourth and fifth inputs. Ports K4 and K5 communicate with the first and second output ports L1 and L2, respectively. As a result, the hydraulic pressure accumulated in the accumulator 306 is released to the accumulator line 330 and input to the fourth and fifth input ports K4 and K5 via the pressure release line 340, and the first and second output ports L1, L2 is supplied to the low clutch line 142 and the base line 140, respectively.

  In this way, when the engine 1 is automatically stopped, the hydraulic pressure source is automatically switched from the mechanical pump 6 to the accumulator 306. Also in the third embodiment, it is possible to perform the same hydraulic control as in the second embodiment in which the electric pump 106 is operated instead of the mechanical pump 6 when the engine 1 is stopped.

  Therefore, as in the second embodiment, when the hydraulic pressure cannot be supplied to the LR brake 60 during idle stop, instead of realizing the first speed by engaging the low clutch 40 and the LR brake 60, the low clutch 40 and the high clutch 50 are used. When the engine 1 is restarted in response to the start request, the start at the fourth speed can be performed with good responsiveness.

  In addition, since each oil passage from the accumulator 306 to the low clutch 40 and the high clutch 50 is short and simply formed, the accumulator 306 can be reduced in size. Furthermore, since the accumulator 306 does not consume power, power consumption during idle stop can be suppressed.

  Furthermore, when the idling stop control during traveling is performed, the engine 1 is supplied in response to an acceleration request by supplying the high pressure released from the accumulator 306 in advance to the high clutch 50 in the idling stop state while the vehicle is traveling. When restarting, the high clutch 50 has already been fastened or fastened, and another one of the frictional engagement elements is fastened by the supply of hydraulic pressure generated by the mechanical pump 6 so that the fourth speed is achieved. Rapid acceleration at the above gear positions (see FIG. 11) becomes possible.

  While the present invention has been described with reference to the above-described embodiments, the present invention is not limited to the above-described embodiments.

  For example, in the above-described embodiment, an example has been described in which each shift stage is realized by fastening two frictional engagement elements (see FIGS. 2 and 11), but each shift stage is achieved by fastening three or more frictional engagement elements. May be realized. Further, at least one of the frictional engagement elements that are engaged for realizing the shift speed may be a one-way clutch.

  Furthermore, in the above-described embodiment, one frictional engagement element (LR brake 60) among the two frictional engagement elements (low clutch 40 and LR brake 60) that are engaged to achieve the first gear ratio (first speed). ) Has been described in order to achieve the second gear ratio (fourth speed). However, when three or more frictional engagement elements are engaged to achieve the first gear ratio, Two or more frictional engagement elements may be engaged to achieve the second speed ratio.

  In the present invention, the frictional engagement element having the first hydraulic chamber and the second hydraulic chamber is a tandem piston type having the clearance adjusting chamber 64 and the fastening chamber 65 as exemplified in the second and third embodiments. As long as it has two hydraulic chambers and is fastened when hydraulic pressure is supplied to both of these hydraulic chambers, it is a frictional engagement element other than a tandem piston type. Also good.

  Furthermore, in the above-described embodiment, an example in which the present invention is applied to a stepped automatic transmission has been described. However, the present invention is similarly applied to a continuously variable automatic transmission having a plurality of frictional engagement elements. can do.

  As described above, according to the present invention, even when an abnormality occurs in the hydraulic pressure supply from the hydraulic source such as an electric oil pump that operates in the idle stop state to the starting frictional engagement element, the start request during the idle stop is generated. Therefore, it may be suitably used in the field of manufacturing industries of vehicles equipped with an idle stop system.

1 Engine 2 Crankshaft 3 Torque converter 3f Lock-up clutch 4 Automatic transmission 6 Mechanical pump (first hydraulic power source)
40 Low clutch 50 High clutch 60 LR brake 62 Piston for clearance adjustment 63 Piston for fastening 64 Hydraulic chamber for clearance adjustment (clearance adjustment chamber)
65 Hydraulic room for fastening (fastening room)
70 26 brake 80 R35 brake 90 fuel supply device 92 ignition device 94 starter device 100 hydraulic circuit 101 first LSV
102 2nd LSV
103 3rd LSV
104 On-off SV
105 Motor 106 Electric pump (second hydraulic power source)
112 Manual valve 114 Hydraulic source switching valve 116 Open / close valve 120 First main line 130 Second main line 140 Base line 141 LR brake line 142 Low clutch line 143 High clutch line 144 Open / close control line 150 Controller 160 Accelerator sensor 161 Engine speed Sensor 162 Brake switch 163 Vehicle speed sensor 164 Range sensor 165 Turbine speed sensor 170 Hydraulic switch 200 Hydraulic circuit 204 4th LSV
218 Supply destination switching valve (switching means)
242 Clearance adjustment line 243 Independent line 251 First branch line 252 Second branch line 253 Re-input line 254 Fastening line 255 High clutch line 300 Hydraulic circuit 306 Accumulator (second hydraulic power source)
314 Hydraulic source switching valve 320 Main line 330 Accumulator line 340 Pressure release line

Claims (6)

A first hydraulic pressure source driven by the engine; a second hydraulic pressure source that operates independently of the engine; and a first hydraulic pressure ratio for realizing the first gear ratio for starting the hydraulic pressure generated by the second hydraulic pressure source. A hydraulic control device for an automatic transmission having a first hydraulic pressure supply means for supplying the frictional engagement element,
2. An automatic apparatus comprising: a second hydraulic pressure supply unit configured to supply a hydraulic pressure generated by the second hydraulic pressure source to a second frictional engagement element for realizing a second speed ratio different from the first speed ratio. Hydraulic control device for transmission. The first frictional engagement element comprises at least two frictional engagement elements;
2. The automatic transmission according to claim 1, wherein the second speed change ratio is realized by fastening at least one predetermined friction fastening element of the first friction fastening elements and the second friction fastening element. Hydraulic control device.   A first state in which the hydraulic pressure generated by the second hydraulic power source is supplied to the first frictional engagement element by the first hydraulic pressure supply means; and a hydraulic pressure generated by the second hydraulic power source by the second hydraulic pressure supply means. 3. The hydraulic control device for an automatic transmission according to claim 1, further comprising switching means for switching between a second state supplied to the second frictional engagement element. The first frictional engagement element is:
The hydraulic pressure generated by the second hydraulic pressure source includes a first hydraulic pressure chamber supplied by the first hydraulic pressure supply means, and a second hydraulic pressure chamber different from the first hydraulic pressure chamber. Including a frictional fastening element that is fastened when supplied
A hydraulic pressure supply path for guiding the hydraulic pressure generated by the second hydraulic pressure source is connected to the second hydraulic pressure chamber,
The switching means is
In the first state, the hydraulic pressure supply to the first hydraulic chamber by the first hydraulic pressure supply means is allowed, and the hydraulic pressure supply to the second frictional engagement element by the second hydraulic pressure supply means is interrupted, and,
In the second state, the supply of hydraulic pressure to the first hydraulic chamber by the first hydraulic supply means is interrupted, and the supply of hydraulic pressure to the second frictional engagement element by the second hydraulic supply means is allowed. The hydraulic control device for an automatic transmission according to claim 3, wherein the hydraulic control device is configured as follows. The switching means is supplied with hydraulic pressure via a first branch path branched from the hydraulic pressure supply path, thereby switching the switching means to the first state, and a second branch further branched from the first branch path. A first input port to which hydraulic pressure is supplied via a two-branch path, and a second input port to which hydraulic pressure is supplied via a hydraulic pressure supply path that is independent of each path;
The first hydraulic pressure supply means is configured to supply the hydraulic pressure supplied to the first input port to the first hydraulic chamber in the first state of the switching means;
The second hydraulic pressure supply means is configured to supply the hydraulic pressure supplied to the second input port to the second frictional engagement element in the second state of the switching means. 5. The hydraulic control device for an automatic transmission according to 4. When the first gear ratio for starting is realized during operation of the engine, the hydraulic pressure generated by the first hydraulic pressure source driven by the engine is used as the first friction engagement element for realizing the first gear ratio. Supply
When the first speed ratio is realized while the engine is stopped, the hydraulic control method for the automatic transmission supplies the first friction engagement element with the hydraulic pressure generated by the second hydraulic source that operates independently of the engine. Because
When a predetermined state is reached while the engine is stopped, the hydraulic pressure generated by the second hydraulic pressure source is supplied to a second frictional engagement element for realizing a second gear ratio different from the first gear ratio. A hydraulic control method for an automatic transmission.

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