JP3005348B2 - Transmission control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulically actuated control clutch which is disposed between a driving side and a driven side in a power transmission path, is hydraulically controlled, and controls power transmission between the two. The present invention relates to a transmission provided.

[0002]

2. Description of the Related Art In an automatic transmission or the like, the operation of a shift clutch is controlled using a line pressure selectively supplied from a shift control valve. The line pressure is set in consideration of the maximum transmission torque of the transmission clutch, and is set to a hydraulic pressure such that the transmission clutch does not slip even if the transmission clutch transmits the maximum transmission torque. This line pressure is obtained from the oil discharged from the hydraulic pump driven by the engine. However, if the line pressure is always set to the hydraulic pressure corresponding to the maximum transmission torque, the driving horsepower of the hydraulic pump by the engine is always the maximum. The output corresponding to the transmission torque is required, and there is a problem that the fuel efficiency of the engine is not good.

[0003] Therefore, if the line pressure is changed in accordance with the transmission torque of the transmission clutch, the line pressure can be reduced as required, and the driving loss of the hydraulic pump by the engine can be suppressed, and the fuel efficiency can be reduced. Can be improved. For this reason, for example, Japanese Patent Application Laid-Open No. 3-746
No. 69 discloses that the line pressure supplied to the speed change clutch is variably controlled based on a vehicle speed, a throttle opening, and the like.

On the other hand, in a conventional automatic transmission, a torque converter is often disposed between an engine and a transmission mechanism. However, in a power transmission path from the engine to an output side via the transmission mechanism, a torque converter is provided. In some cases, a transmission provided with a clutch that is controlled by a hydraulic pressure to control the transmission of power (hereinafter, this clutch is referred to as a main clutch) is used. The main clutch is provided between the engine and the transmission mechanism, or is provided on the rear side (output shaft side) of the transmission mechanism. In a transmission having such a main clutch, a clutch control oil pressure for controlling engagement and disengagement of the main clutch is also obtained from oil discharged from a hydraulic pump. For this reason, if the clutch control hydraulic pressure is also controlled to a required minimum pressure corresponding to the transmission torque of the main clutch, drive loss of the hydraulic pump by the engine can be reduced, and fuel efficiency can be improved. .

[0005]

The line pressure supplied to the transmission clutch for controlling the operation of the transmission clutch and the clutch control pressure supplied to the main clutch are hydraulic pressures which are supplied and controlled independently of each other. In order to variably control the oil pressure according to the transmission torque as described above, separate devices are required. For this reason, there is a problem that the control device tends to be large and complicated.

The oil discharged from the hydraulic pump is supplied not only as an operation control oil pressure for the main clutch and the transmission clutch as described above, but also as a lubricating oil for the main clutch and the transmission clutch. You. In this case, the larger the transmission torque of the main clutch, the speed change clutch and the like, the more these clutches require a larger amount of lubricating oil. For this reason, it is preferable that the amount of the lubricating oil is also variably controlled in accordance with the transmission torque. However, for this purpose, there is a problem that the control device may be further increased in size and complicated. It is possible to use all the remaining hydraulic oil supplied from the hydraulic pump for controlling the operating hydraulic pressure of the clutch for lubrication. However, if the amount of lubricating oil supplied to the clutch part increases, dragging of this part There is a problem that the torque increases and the fuel efficiency of the engine decreases accordingly.

In view of the above problems, the present invention uses a simple structure to control the main clutch control hydraulic pressure, the transmission clutch control hydraulic pressure (line pressure) control, and the lubricating oil amount control in the transmission in accordance with the transmission torque of these clutches. It is an object of the present invention to provide a control device for a transmission that can be performed by performing the above operation.

[0008]

In order to achieve the above object, a control device according to the present invention is provided between a hydraulic power source and a main clutch, and a main clutch for controlling engagement and disengagement of the main clutch. And a lubrication adjustment valve that is controlled according to the clutch control oil pressure adjusted by the oil pressure adjustment valve and adjusts the amount of lubrication oil supplied to the transmission. The lubrication adjusting valve is configured to increase the supply amount of the lubricating oil as the clutch control oil pressure increases. The main clutch is disposed in a power transmission path from the engine to the output side via a transmission mechanism, and is a clutch that is disengaged and controlled by hydraulic pressure to control the power transmission. Or on the rear side (output shaft side) of the transmission mechanism. According to this structure, the lubricating oil amount is simultaneously controlled in accordance with the clutch control oil pressure only by adjusting the clutch control oil pressure by the oil pressure adjustment valve. That is, it is possible to adjust both the clutch control oil pressure and the lubricating oil amount only by the oil pressure adjustment by the oil pressure adjustment valve.

In this control device, the clutch control hydraulic pressure is set to a hydraulic pressure corresponding to the output torque of the prime mover during steady running, to a higher hydraulic pressure than the steady running hydraulic pressure during shifting, and to a hydraulic pressure corresponding to the engine brake torque during deceleration. Thus, it is desirable to perform control using the hydraulic pressure adjustment valve. By doing so, the clutch control oil pressure can be suppressed to the required minimum value, the drive loss of the hydraulic pump that is the oil pressure source is reduced, and the fuel efficiency of the engine that drives this hydraulic pump is improved. In addition, it is preferable to use a linear solenoid valve as the hydraulic pressure adjusting valve, so that control is simplified.

Another control device according to the present invention is provided between a hydraulic pressure source and a main clutch, and controls a hydraulic pressure supplied to the main clutch for controlling engagement and disengagement of the main clutch. An adjusting valve, a lubrication adjusting valve that is controlled according to a clutch control oil pressure adjusted by the oil pressure adjusting valve, and adjusts a supply amount of the lubricating oil to the transmission, and a clutch control oil pressure adjusted by the oil pressure adjusting valve. And a line pressure adjusting valve that controls the line pressure supplied to the shift clutch, the lubricating adjusting valve increasing the amount of lubricating oil supplied as the clutch control oil pressure increases. The line pressure adjusting valve increases the line pressure as the clutch control oil pressure increases. With this configuration, the lubricating oil amount and the line pressure are simultaneously controlled according to the clutch control oil pressure only by adjusting the clutch control oil pressure by the oil pressure adjustment valve. That is, it is possible to adjust both the clutch control oil pressure and the lubricating oil amount only by the oil pressure adjustment by the oil pressure adjustment valve.

In this control device, a reducing valve for reducing the hydraulic pressure of the hydraulic oil from the hydraulic pressure source to a predetermined hydraulic pressure is disposed between the hydraulic pressure source and the hydraulic pressure adjusting valve. It is preferable that the hydraulic pressure of the predetermined hydraulic pressure reduced by the reducing valve be adjusted to generate clutch control hydraulic pressure. In this way, the clutch control oil pressure can be generated without being affected by the oil pressure fluctuation on the oil pressure source side. In particular, the hydraulic pressure on the hydraulic pressure source side is often used as the line pressure, but in such a case, the influence of the line pressure fluctuation does not affect the clutch control hydraulic pressure, and the line pressure and the clutch control hydraulic pressure are reduced. Both can be adjusted stably.

[0012]

Preferred embodiments of the present invention will be described below with reference to the accompanying drawings. FIGS. 2 and 3 show the configuration of an automatic transmission having the control device of the present invention, and the power transmission path of this automatic transmission is configured as shown in FIG. In addition,
2 and 3 together show one automatic transmission, with FIG. 2 showing the left half of the transmission and FIG. 3 showing the right half. In the following description, an arrow U indicates an upper side and an arrow R indicates a right side in the figure.

First, the configuration of the automatic transmission will be described with reference to FIGS. This automatic transmission has a countershaft type transmission mechanism 20 in which a plurality of power transmission gear trains are arranged between a main shaft 21 and a countershaft 24. A hydraulic wet main clutch 10 is provided at the tip of the main shaft 21, and the main shaft 21 is detachably connected to the engine output shaft 1 via the main clutch 10.

The main clutch 10 includes an engine output shaft 1
Attached to the flywheel 1a integrated with
Clutch housing 11, clutch piston 12, assist member 13, pressing plate 14, and friction plate 1
5 is comprised. A clutch piston 12 is slidably disposed in the main body of the clutch housing 11 so as to be slidable back and forth. The clutch piston 12 faces an inner diameter side end of the assist member 13. The outer diameter side end of the assist member 13 is locked to the inner surface of the clutch housing 11. Therefore, when the inner diameter side end is pressed forward (to the left in the figure) by the clutch piston 12, the assist member 13 is pressed.
The inner diameter end moves forward with the outer diameter end as a fulcrum.

On the front side of the assist member 13, friction surfaces 15a of the pressing plate 14 and the friction plate 15 are arranged between the assist member 13 and the flywheel 1a. For this reason,
When the inner diameter side end of the assist member 13 is pushed forward by the clutch piston 12 as described above, the center of the assist member 13 pushes the projection 14a of the push plate 14 forward, and the push plate 14 and the flywheel 1a
And the friction surface portion 15a is sandwiched therebetween. As described above, since the piston 12 presses the inner end of the assist member 13 and the center of the assist member 13 presses the pressing plate 14, the pressing force of the piston 12 is reduced.
And is transmitted to the pressing plate 14.

As a result, the friction plate 15 is frictionally engaged with the pressing plate 14 and the clutch housing 11. The inner diameter side hub 15b of the friction plate 15 is
The engine output shaft 1 is connected to the transmission main shaft 21 via the main clutch 10 by this frictional engagement because the engine output shaft 1 is spline-coupled to the transmission main shaft 21. The clutch piston 12 performs the pressing operation by receiving clutch control oil pressure supplied via an oil passage 11c and the like. That is, by controlling the supply of the clutch control oil pressure to the clutch piston 12, the engagement operation of the main clutch 10 can be controlled. The supply control of the clutch control hydraulic pressure will be described later.

The clutch housing 11 includes a cover 11
b, the pump drive gear 1 is connected to the body of the clutch housing 11.
1a is formed. Therefore, the pump drive gear 11a is always driven at the same rotation as the engine output shaft 1. The pump drive gear 11a is a pump driven gear 2
, And the pump driven gear 2 is mounted on the drive shaft of the hydraulic pump 3. Therefore, the hydraulic pump 3 is constantly driven to rotate by the engine.

The transmission mechanism 20 has a main shaft 21 whose engagement with the engine output shaft 1 is controlled by the main clutch 10 as described above, and a counter shaft 24 disposed parallel to the main shaft 21. The two shafts 21, 24 are respectively bearings 22a, 22b,
22c and the bearings 25a, 25b, 25c are rotatably supported as shown. Double shaft 2
Between second and fourth gear trains 32a, 32
2b, 5th gear train 35a, 35b, 4th gear train 34
a, 34b, 6th-speed gear train 36a, 36b, reverse gear train 37a, 37b, 1st-speed (LOW) gear train 31
a, 31b, and a third-speed gear train 33a, 33b are provided. The reverse gear train has a reverse idler gear (not shown) in the middle.

Of these gear trains, the main shaft 21
Is provided with a drive-side gear, and a countershaft 2
4 is provided with a driven gear. Here, among the drive-side gears, a second-speed drive gear 32a, a fourth-speed drive gear 34a, and a third-speed drive gear 33a are rotatably disposed on the main shaft 21, and each of the second-speed clutch 42 and the fourth-speed clutch 44 And the third-speed clutch 43 can be disengaged from the main shaft 21. These clutches 42, 44, 43 are respectively provided with friction engagement elements 42a, 44a, 43a,
2b, 44b, 43b (shift hydraulic actuators), and the shift hydraulic pistons 42a, 44a, 4
3a, the frictional engagement elements 42a, 4
4a and 43a, the drive gear 32
a, 34a and 33a can be engaged with the main shaft 21. The fifth-speed drive gear 35a, the sixth-speed drive gear 36a, the reverse drive gear 37a, and the first-speed drive gear 31a are connected to the main shaft 21.

On the other hand, among the driven gears, a fifth speed driven gear 35b, a sixth speed driven gear 36b, and a first speed driven gear 31b are rotatably arranged on the counter shaft 24. The first speed driven gear 31b is a one-way clutch 48 that allows only power transmission in the driving direction.
Built-in. The second-speed driven gear 32b, the fourth-speed driven gear 34b, the reverse driven gear 37b, and the third-speed driven gear 33b are connected to the counter shaft 24. The fifth-speed driven gear 35b and the sixth-speed driven gear 36b can be disengaged from the countershaft 24 by a fifth-speed clutch 45 and a sixth-speed clutch 46 similar to the above-described speed change clutch. Both of these clutches 45 and 46 are also composed of a friction engagement element and a shift hydraulic piston (shift hydraulic actuator), similarly to the above-mentioned clutch.

The first speed driven gear 31b can be disengaged from the counter shaft 24 by a dog tooth clutch 41. The dog tooth clutch 41 includes a hub 41b fixed to the counter shaft 24, a sleeve 41a slidably mounted on the hub 41b, and a side portion of the first-speed driven gear 31b adjacent to the hub 41b. And the spline 41c
The first-speed driven gear 31b and the counter shaft 24 are engaged and disengaged by moving 1a left and right to engage and disengage with the spline 41a. That is, the dog tooth clutch 41 is an engagement element for the first speed. The movement of the sleeve 41a in the left-right direction is performed by a shift hydraulic actuator (hydraulic servo) not shown. This shift hydraulic actuator is also operated by receiving the supply of the line pressure.

The reverse drive and driven gears 37a and 37b constituting the reverse gear train are connected to the main shaft 21 and the counter shaft 24, respectively, as shown in the figure. However, both gears 37a,
A reverse idler gear (not shown) provided in the middle of 37b is provided movably to the left and right. By moving this reverse idler gear to a position where it meshes with both gears 37a, 37b, the reverse gear is set. Can be set. In addition, the reverse gear can be released by moving the reverse idler gear to a position axially separated (laterally shifted) from both gears 37a and 37b. That is, in the reverse gear train, the reverse idler gear itself is an engagement element, and the right and left movement of the reverse idler gear is performed by a shift hydraulic actuator (not shown).

An output drive gear 38 is fixedly provided at the left end of the counter shaft 24, and the output driven gear 5 is arranged in mesh with the gear 38 so as to have a rotation axis parallel to the counter shaft 24. ing. The output driven gear 5 has a differential mechanism 6, and the rotation of the output driven gear 5 is transmitted to the left and right axle shafts 7a, 7b via the differential mechanism 6.

In the transmission configured as described above,
When the main clutch 10 is engaged, the rotation of the engine output shaft 1 is transmitted to the main shaft 21 of the transmission mechanism 20. The speed change clutches 41 to 46 of the speed change mechanism 20
By selectively operating the gears, it is possible to perform power transmission by any of the gear trains to perform a gear shift. The engine output thus shifted is transmitted to the counter shaft 24 and transmitted to the left and right axle shafts 7a, 7b via the output gear trains 38, 5 and the differential mechanism 6.

A control device for controlling the operation of the main clutch in the transmission will be described with reference to FIG. Note that, in this figure, the mark x indicates a drain port. The oil discharged from the hydraulic pump 3 is discharged to oil passages 100 and 101 and supplied to the manual valve 90 via the oil passage 100 and to the line pressure adjusting valve 50 via the oil passage 101.

The line pressure adjusting valve 50 includes a spool 51,
The hydraulic pressure in the oil passage 101 acting on the left end of the spool 52 is adjusted to a hydraulic pressure that balances the urging force of the spring 53. This oil pressure is the line pressure PL, and the oil pressure in the oil passages 100 and 101 becomes the line pressure PL. An oil passage 102 branches off from the oil passage 101 as shown in the figure, and an orifice 102a is provided in the oil passage 102. For this reason, a part of the discharge oil of the hydraulic pump 3 is always supplied to the lubrication adjusting valve 65 through the oil passage 102. The remaining hydraulic oil (the remaining hydraulic oil supplied to the oil passage 100 and the oil passage 102) when the line pressure is adjusted by the line pressure adjusting valve 50 is supplied from the valve 50 to the oil passage 103a, and the oil cooler After cooling at 95, oil passage 10
It is sent to the lubrication adjustment valve 65 via 3b.

The manual valve 90 is a valve having a spool which is operated in conjunction with a shift lever in the driver's seat. When the shift lever is at the running position, the oil passage 100 is connected to the oil passages 100 and 105. It is designed to communicate. The oil passage 105 is connected to a shift control valve (not shown), and hydraulic oil having a line pressure PL is selectively supplied to the hydraulic actuator of each shift clutch via the oil passage 105 by the shift control valve. The shift control is performed. Since this shift control is conventionally known, the description thereof is omitted.

On the other hand, the oil passage 105 is connected to the reducing valve 55. The reducing valve 55 has a spool 56 urged rightward by a spring 57, and reduces the line pressure PL supplied from the oil passage 110 to generate a predetermined constant pressure corresponding to the urging force of the spring 57. . The hydraulic oil having the predetermined constant pressure is sent to the hydraulic adjustment valve 60 via the oil passage 111.

The hydraulic adjustment valve 60 is a linear solenoid valve, and a linear solenoid 61 disposed at the right end.
And a spool 62 opposed thereto, and the spool 62
To the right. The linear solenoid 61 can variably control the leftward pressing force on the spool 62 by controlling the current supplied to the internal solenoid. For this reason, the predetermined constant pressure from the oil passage 111 is adjusted by this energizing current control to create a clutch control oil pressure PC, and the clutch control oil pressure PC is output to the oil passage 115. The clutch control oil pressure PC in the oil passage 115 is detected by an oil pressure sensor 93.

The clutch control oil pressure PC is supplied to an oil chamber of the clutch piston 12 via an oil passage 11c in the clutch housing 11, and the friction plate 15 by the clutch piston 12 is controlled by the clutch control oil pressure PC. Of the main clutch 10 is controlled. In this case, the higher the clutch control oil pressure PC, the greater the engagement force of the main clutch 10 and the larger the transmittable torque of the main clutch 10. in this way,
By controlling the current supplied to the solenoid 61 of the linear solenoid valve 60, the engagement control of the main clutch 10 can be performed by controlling the clutch control oil pressure PC.

On the other hand, the oil passage 115 is connected from the oil passage 116 to the oil passage 1.
16a and 116b, and the clutch control oil pressure P
The hydraulic oil having C is supplied to the line pressure adjusting valve 50 via an oil passage 116a and also to the lubrication adjusting valve 65 via an oil passage 116b. The clutch control oil pressure PC supplied to the line pressure adjusting valve 50 acts as a control back pressure of the valve 50,
The line pressure PL adjusted by the valve 50 is changed corresponding to the clutch control oil pressure PC. Specifically, the higher the clutch control oil pressure PC, the higher the line pressure PL. For example, when the clutch oil pressure PC is low, the spool 52 moves to the right. At this time, the oil passages 101 and 103a communicate with each other, the oil passes through the oil cooler 95, and is supplied from the oil passage 104 as lubricating oil. When the clutch oil pressure PC is high, the spool 52 moves to the left, and the oil passages 101 and 103a are shut off.

The clutch control oil pressure PC supplied to the lubrication adjustment valve 65 also acts as a control back pressure for the valve 65, and changes the lubrication pressure PJ adjusted by the valve 65 in accordance with the clutch control oil pressure PC. In particular,
As the clutch control oil pressure PC increases, the lubrication pressure PJ also increases. The lubricating pressure PJ is the hydraulic pressure of the working oil supplied for lubrication of the main clutch 10 and the transmission clutch in the transmission via the oil passage 104. The amount of lubricating oil supplied increases.

Therefore, for example, when the clutch oil pressure PC is low, the spool 52 moves to the right. At this time, the oil passages 101 and 103a communicate with each other, the oil passes through the oil cooler 95, and is supplied from the oil passage 104 as lubricating oil. Further, the spool 66 of the lubrication adjusting valve 65 is moved leftward by the oil pressure of the oil passage 103b, and is discharged through the drain portion. When the clutch oil pressure PC is low as described above, the oil is drained and the line pressure becomes low. On the other hand, when the clutch oil pressure PC is high, the spool 52 moves to the left, and the oil passages 101 and 103a are shut off. The oil is used for lubrication because the spool 66 is on the right side and closes the drain port. As can be understood from the above, controlling the clutch control oil pressure PC by the oil pressure adjustment valve 50 not only enables the engagement control of the main clutch 10 but also controls and lubricates the line pressure PL supplied to the shift clutch. The control of the oil amount can be performed at the same time.

The main clutch control by controlling the clutch control oil pressure PC will be described with reference to FIGS. FIGS. 5 to 7 constitute one control flow as a whole, and the circled numbers in the figures are connected to each other. This control is performed by the controller 200 as shown in FIG. The controller 200 includes a vehicle speed signal V from a vehicle speed sensor 211, and a throttle opening signal θth and Ne from a throttle opening sensor 212 and a speed sensor 213 provided in the engine E.
Is entered. Further, the controller 200 includes:
A main shaft rotation signal Nm from a speed sensor 221 provided in the transmission mechanism 20, a shift position detector 222
And the shift state signal from the shift state detector 223, and the main clutch 10
, A clutch control oil pressure signal from an oil pressure sensor 230 provided in the controller. Based on these signals, the controller 200 outputs a control signal to the shift control unit 224 and outputs a control signal to the solenoid 61 of the main clutch 10 to perform the control described below.

This control is started by determining which shift range is set according to the shift lever position, that is, the spool position of the manual valve 90 (steps S2 and S10). In the case of the P (parking) range or the N (neutral) range, the process proceeds from step S2 to step S4, where the mode value MODE is set to 0, and the reverse clutch flag FCR is set to 0.
It is set to 0 and the reverse flag FREV is set to 0 (steps S6 and S8). Then, the control current value ICL is set to 0, and the current value ICL is output to the linear solenoid 61 of the hydraulic adjustment valve 60 as an output current IC (OUT). As a result, in the P or N range, the clutch control oil pressure PC supplied from the oil pressure adjustment valve 60 to the main clutch 10 becomes 0, and the main clutch 10 is released.

As mode values MODE in this control, there are 0, 1, 2, and 4. When MOEE = 0,
Control for releasing the main clutch 10 is performed. This mode can be set to neutral as described above,
This is set in the control when the vehicle is suddenly stopped. MODE = 1 is a normal stop mode, and MODE = 1
= 2 is the starting mode, and MODE = 4 is the running mode.

In the case of the R (reverse) range, the process proceeds from step S10 to step S12, and it is determined whether or not the reverse clutch flag FCR = 0. The reverse clutch flag FCR is set when the reverse clutch is released (when the reverse idler gear is at a position separated from the reverse drive and the driven gears 37a and 37b).
Is a flag that is set to 1 when the device is connected. When FCR = 1, step S4
The process proceeds to 0 to perform clutch engagement capacity control.
When FCR = 0, step S1 is performed to engage the reverse idler gear with the reverse drive and driven gears 37a and 37b to reliably set the reverse gear.
Proceeding to step 4, the following control is performed.

In step S14, it is determined whether or not the reverse flag FREV = 1, and if the flag FREV = 0, the flag is set to 1 first (step S16).
Set the initial value TR0 in the reverse timer TR (step S
18) The control current value ICL is set to 0, and this current value ICL is output to the linear solenoid 61 of the hydraulic adjustment valve 60 as an output current IC (OUT) (step S).
28, 30). On the other hand, if it is determined in step S14 that the reverse flag FREV = 1, the process proceeds to step S20, in which it is determined whether the reverse timer TR = 0. If TR ≠ 0, a value obtained by subtracting 1 from TR is set as a new timer value TR (step S22), and the processes of steps S28 and S30 are performed.

As a result, after the reverse flag FREV = 1, the output current IC (OUT) to the linear solenoid 61 of the hydraulic adjustment valve 60 is 0 until the set time TR0 of the reverse timer TR elapses, The clutch 10 remains released. The set time TR0 is for setting the reverse gear. The set time TR0 corresponds to the time required to move the reverse idler gear to the position where the reverse idler gear meshes with the reverse drive and the driven gears 37a and 37b by the hydraulic servo. TR0 is set.

When the set time TR0 of the reverse timer has elapsed, the routine proceeds to step S24, where it is determined whether or not the switch flag FSW = 0. This switch flag FSW is a flag that is set based on a switch that is turned on when the spool of the hydraulic servo for setting the reverse position is at the R position. When this switch is turned on, FSW = 1. . When the flag FSW = 0, that is, when the reverse gear has not been completely set, the process proceeds to steps S28 and S30, and the control for releasing the main clutch 10 is continued.

If the switch flag FSW is 1, the reverse clutch flag FCR is not set to 1 in step S26 (step S26), and the flow advances to step S40 to control the engagement capacity of the main clutch 10. As described above, in the case of the R range, when the setting of the reverse gear is completed and the reverse clutch flag FCR becomes 1 (step S4).
The control proceeds to 0, and the engagement capacity control of the main clutch 10 is performed.

On the other hand, when the shift range is other than the P, N, and R ranges, that is, when the vehicle is in the forward running range, the process immediately proceeds from step S10 to step S40 to control the engagement capacity of the main clutch 10.

In step S40, the engine speed Ne is compared with a predetermined speed NE. If Ne <NE, the routine proceeds to step S42, where the rate of change of the engine speed Δ
It is determined whether Ne is smaller than a predetermined deceleration (-α), that is, whether the engine speed is rapidly decelerated at a deceleration exceeding the predetermined deceleration. When the engine speed is suddenly decelerated at a deceleration exceeding the predetermined deceleration,
Proceeding to step S52, a predetermined value TM0 is set in the timer TM, and after passing through step S54, steps S56 to S6 are performed.
Go to 0. Here, the control current value ICL is set to 0, the value (TM-1) is set as a new timer value TM, and the mode value MODE is set to a value MODE = 0 indicating that it is in the sudden stop mode. Then, step S88
Then, the current value ICL is output to the linear solenoid 61 of the hydraulic pressure adjusting valve 60 as an output current IC (OUT), and the control for releasing the main clutch 10 is performed.

The above control is repeated while the engine speed is rapidly decelerated at a deceleration exceeding a predetermined deceleration. However, if the rapid stop mode MODE = 0 is set, the engine speed is reduced. Even if the deceleration becomes smaller, the process proceeds from step S44 to step S54, and the control for releasing the main clutch 10 is continued until the set time TM0 of the timer TM elapses. After the lapse of the set time TM0, the process proceeds to step S72, in which the control shifts to a control (start control) for re-engaging the released main clutch 10.

On the other hand, in step S40, Ne ≧ N
If it is determined that E is satisfied, and if it is determined in steps S40 and S42 that Ne <NE but ΔNe ≧ −α, the process proceeds to step S46 unless the previous mode MODE = 0. And step S
In steps S46 and S48, it is determined which mode the previous mode is. If the previous time was in the P or N range, the mode value MODE = 0. In this case, since the timer TM in step S54 is 0, the process proceeds to step S72, and the main clutch 10
To start control for engaging.

First, the previous mode MODE = 1,
If the mode is the (normal) stop mode, step S46 is executed.
Then, the process proceeds to step S64 to determine whether or not ICL = 0. In the stop mode, control is performed to release the main clutch 10 by setting ICL = 0. However, when ICL = 0, the main clutch 10 has already been released, so that further release control is unnecessary. Therefore, in this case, the process proceeds to step S72,
The process shifts to control for starting the disengaged main clutch 10 again (start control).

On the other hand, if ICL ≠ 0, then (IC
L−α) is set as a new control current value ICL, and MODE = 1 is set (steps S66 and S6).
8). Then, the current value ICL is output to the linear solenoid 61 of the hydraulic adjustment valve 60 as an output current IC (OUT) (step S88), and the engagement capacity of the main clutch 10 is controlled. In this case, since the ICL gradually decreases, control is performed such that the main clutch 10 is gradually released. If ICL = 0 and the main clutch 10 is completely disengaged, no further disengagement control is required, so the process proceeds to step S72, and control for re-engaging the disengaged main clutch 10 (start control) ).

If the previous mode MODE = 4 and the vehicle is in the running mode, the process proceeds to step S62, and it is determined whether or not the vehicle speed V is low (LOW). Even in the traveling mode, when the vehicle speed V becomes low, it is determined that the vehicle has shifted to the stop mode, and the process proceeds to step S64 to perform the above stop mode control. On the other hand, if the vehicle speed is above a certain level,
If the speed is not low, the process proceeds to step S100, and the traveling control is performed.

FIG. 8 shows the contents of the traveling control.
In this control, first, the engine speed Ne, the vehicle speed V, and the throttle opening θth are detected (step S1).
02), a shift state and a shift stage are detected (step S106). If the shift is being performed, the process proceeds from step S108 to step S112, in which a predetermined value TS0 is set as the shift timer TS, and control is performed in the shift mode (step S114). The control under the shift mode is continued until the time of the predetermined value TS0 elapses after the shift is completed (step S110).

On the other hand, if the shift is not being performed or if a predetermined time TS0 has elapsed since the completion of the shift, it is determined whether the throttle opening θth is smaller than the minimum opening θthmin (step S116). When θth> θthmin, the process proceeds to step S120, and the control is performed in the steady driving mode. On the other hand, when θth ≦ θthmin, the routine proceeds to step S118, where the deceleration ΔV of the vehicle speed becomes the predetermined deceleration V
It is determined whether it is M or more. When the deceleration ΔV is small, the process proceeds to step S120, and the control under the steady running mode is performed. However, when the deceleration ΔV is large, the process proceeds to step S122, and control under the deceleration mode is performed.

In the control in the steady running mode,
The engine output torque TE at that time is read from an engine torque table previously measured and set for the engine speed Ne and the throttle opening θth, and it is necessary to prevent the main clutch 10 from slipping even with the engine output torque TE. A minimum steady-state driving mode clutch torque T1 is set. Then, the control current value ICL is set so as to obtain the clutch torque T1. This clutch torque T1 for the steady running mode is shown in FIG. 9, and as can be seen from this graph, the engine torque TE
The clutch torque T1 is set with a slight allowance ΔT1. That is, the clutch torque T1 is set such that T1 = TE + ΔT1.

On the other hand, in the shift mode, since the torque fluctuation is large, there is a possibility that the main clutch 10 may slip if only a slight margin ΔT1 is provided for the engine torque TE. For this reason, in the shift mode, the torque T2 (= T
E + ΔT1 + ΔT2) is set as the clutch torque for the shift mode, and the control current value ICL is set so as to obtain the clutch torque T2.

In the deceleration mode, the engine is driven from the vehicle body and the engine brake is activated. Therefore, the engine brake torque TEB corresponding to the engine speed Ne at that time is read from a table in which the engine brake torque corresponding to the engine speed Ne is set in advance, and the main clutch 10 is not slipped by the engine brake torque TEB. The minimum necessary deceleration mode clutch torque T3 is set. And
The control current value ICL is set so as to obtain this clutch torque T3.
Set. This deceleration mode clutch torque T3 is shown in FIG. 10, and as can be seen from this graph, this clutch torque T3 is set with a slight margin ΔT3 with respect to the engine brake torque TEB. That is,
It is set so that T3 = TEB + ΔT3.

As described above, in traveling control 100, control current value ICL is set corresponding to each mode. Then, next, from step S100 to step S7
The control proceeds to 0, the mode value MODE indicating the driving mode is set to 4, and the control current value ICL set in this way is applied to the linear solenoid 61 of the hydraulic pressure adjusting valve 60 by the output current IC (OUT).
(Step S88), the main clutch 10
Is performed.

On the other hand, if the previous mode MODE = 2 and the vehicle is in the start mode, the process proceeds from step S48 to step S50, and the engine speed Ne is reduced to the main shaft 2
A determination is made as to whether the rotation speed is greater than one rotation speed Nm. N
If e ≦ Nm, the start mode is not considered, so the process proceeds to step S62, and the above-described control is performed. Ne>
If Nm, the process proceeds to step S in order to shift to start control.
Proceeding to 72, it is determined whether (Ne−Nm) ≧ Nx. Nx is a predetermined value, and when the engine speed Ne is rotating at a considerably higher speed than the main shaft 21, it is not possible to shift to control for connecting the main clutch 10 as it is, and the process proceeds to step S76.

However, in step S76, the throttle is off (meaning that the throttle is closed) and the engine speed Ne is equal to the predetermined speed Nmim.
If it is determined to be below, the main clutch 10
Since there is no problem even if the connection control described above is performed, the throttle flag FTH is set to 0, and the routine shifts to start control (step S84). Otherwise, the control current value ICL is set to 0 and the throttle flag FTH is set to 1 (step S8).
0, S82), MOD to indicate start mode
With E = 2, the control current value ICL (= 0) is output as the output current IC (OUT) (steps S86 and S88).

On the other hand, in step S72, (Ne-
Nm) <Nx, and when it is determined in step S74 that the throttle flag FTH = 0, the process proceeds to step S84 to perform start control. For this start control, as shown in FIG. 11, based on the engine speed Ne and the throttle opening θth, the main clutch 1 required in accordance with the engine torque TE at that time is required.
A torque capacity TC of 0 is set in advance. For this reason,
From this graph, the torque capacity TC required for the main clutch 10 at that time is read, and a control current value ICL is set so as to obtain this torque capacity TC. Then, MODE = 2 to indicate the start mode, and the main clutch engagement control is performed by outputting the control current value ICL (= 0) as the output current IC (OUT) (steps S86 and S88).

[0058]

As described above, according to the control device of the present invention, the lubrication adjusting valve for adjusting the amount of lubricating oil supplied to the transmission is adjusted by the hydraulic adjusting valve for adjusting the clutch control oil pressure. The lubrication adjustment valve is configured to be controlled in accordance with the pressure of the clutch control oil pressure, and the lubrication adjustment valve increases the supply amount of the lubrication oil as the clutch control oil pressure increases. By simply adjusting the clutch control oil pressure, the amount of lubricating oil can be simultaneously controlled in accordance with the clutch control oil pressure. That is, it is possible to adjust both the clutch control oil pressure and the lubricating oil amount only by the oil pressure adjustment by the oil pressure adjustment valve.

In this control device, the clutch control hydraulic pressure is set to a hydraulic pressure according to the output torque of the prime mover during steady running, to a higher hydraulic pressure than the steady running hydraulic pressure during shifting, and to a hydraulic pressure corresponding to the engine brake torque during deceleration. As described above, it is desirable to perform control using a hydraulic pressure adjustment valve. In this case, the clutch control hydraulic pressure can be suppressed to a required minimum value, and the drive loss of the hydraulic pump, which is a hydraulic power source, is reduced. Thus, the fuel efficiency of the engine that drives the hydraulic pump can be improved.
In addition, it is preferable to use a linear solenoid valve as the hydraulic pressure adjusting valve, so that control is simplified.

Further, according to another control device of the present invention, the lubrication adjusting valve for adjusting the amount of lubricating oil supplied to the transmission is provided with a clutch whose pressure is adjusted by the hydraulic adjustment valve for adjusting the clutch control oil pressure. The line pressure adjusting valve, which is controlled in accordance with the control oil pressure and adjusts the line pressure supplied to the shift clutch, is also controlled in accordance with the clutch control oil pressure adjusted by the oil pressure adjusting valve. The adjustment valve increases the supply amount of lubricating oil as the clutch control oil pressure is higher, and the line pressure adjustment valve increases the line pressure as the clutch control oil pressure is higher.
Only by adjusting the clutch control oil pressure by the oil pressure adjustment valve, the lubricating oil amount and the line pressure can be simultaneously controlled in accordance with the clutch control oil pressure. That is, it is possible to adjust both the clutch control oil pressure and the lubricating oil amount only by the oil pressure adjustment by the oil pressure adjustment valve.

In this control device, a reducing valve for reducing the hydraulic pressure of the operating oil from the hydraulic pressure source to a predetermined hydraulic pressure is disposed between the hydraulic pressure source and the clutch pressure adjusting valve. It is desirable that the hydraulic pressure of a predetermined hydraulic pressure reduced by the reducing valve be adjusted to generate a clutch control hydraulic pressure. In this case, the clutch is controlled without being affected by the hydraulic pressure fluctuation on the hydraulic power source side. Control oil pressure can be produced. In particular,
The hydraulic pressure on the hydraulic source side is often used as the line pressure, but in such a case, the effect of the line pressure fluctuation does not affect the clutch control hydraulic pressure, and both the line pressure and the clutch control hydraulic pressure are stable. Can be adjusted.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a power transmission path of an automatic transmission having a control device according to the present invention.

FIG. 2 is a sectional view showing the structure of the automatic transmission.

FIG. 3 is a sectional view showing the structure of the automatic transmission.

FIG. 4 is a hydraulic circuit diagram showing a control device according to the present invention.

FIG. 5 is a flowchart showing the content of main clutch engagement control using the control device.

FIG. 6 is a flowchart showing the content of main clutch engagement control using the control device.

FIG. 7 is a flowchart showing the content of main clutch engagement control using the control device.

FIG. 8 is a flowchart showing the content of main clutch engagement control using the control device.

FIG. 9 is a graph showing a relationship between an engine torque and a main clutch torque capacity in a steady running mode and a shift mode.

FIG. 10 is a graph showing a relationship between an engine brake torque and a main clutch torque capacity in a deceleration mode.

FIG. 11 is a graph showing a relationship between a main clutch torque capacity, an engine speed, and a throttle opening in a start mode.

FIG. 12 is a system diagram showing a configuration of the control device.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine output shaft 3 Hydraulic pump 10 Main clutch 15 Friction plate 20 Counter shaft type transmission mechanism 21 Main shaft 24 Counter shaft 41 Dog tooth clutch 42-46 Shift hydraulic clutch 50 Line pressure adjusting valve 60 Hydraulic adjusting valve 65 Lubrication adjusting valve 90 Manual valve 95 Oil cooler

Claims (5)

(57) [Claims] 1. A transmission having a clutch disposed between a driving side and a driven side and controlled to be disengaged by hydraulic pressure, wherein the transmission is disposed between a hydraulic pressure source and the clutch, A hydraulic pressure adjusting valve for adjusting a clutch control oil pressure supplied to the clutch for clutch disengagement control; and using the clutch control oil pressure adjusted by the oil pressure adjusting valve, in accordance with the clutch control oil pressure. Controlled,
A lubrication adjusting valve that adjusts the amount of lubricating oil supplied to the transmission, wherein the lubricating adjusting valve increases the amount of lubricating oil supplied as the clutch control oil pressure increases. A control device for a transmission. 2. The clutch control oil pressure becomes a hydraulic pressure according to the output torque of the prime mover during steady running, becomes higher than the hydraulic pressure during the steady running during shifting, and becomes a hydraulic pressure according to engine brake torque during deceleration. The control device for a transmission according to claim 1, wherein the control by the hydraulic pressure adjustment valve is performed. 3. The control device according to claim 1, wherein the hydraulic pressure adjusting valve is a linear solenoid valve. 4. A main clutch disposed between a driving side and a driven side and controlled to be disengaged and controlled by a hydraulic pressure, and a shift clutch disengaged and controlled by a hydraulic pressure to set a shift speed in a transmission mechanism. In the transmission, a hydraulic adjustment valve disposed between a hydraulic pressure source and the main clutch, for adjusting pressure of a clutch control oil pressure supplied to the main clutch for engagement / disengagement control of the main clutch And using the clutch control oil pressure adjusted by the oil pressure adjustment valve, controlled according to the clutch control oil pressure ,
A lubrication adjusting valve that adjusts a supply amount of lubricating oil to the transmission , using the clutch control oil pressure adjusted by the hydraulic pressure adjustment valve, controlled in accordance with the clutch control oil pressure ,
A line pressure adjusting valve that adjusts a line pressure supplied to the shift clutch for engaging and disengaging control of the shift clutch. The transmission control device is characterized in that the line pressure adjusting valve increases the line pressure as the clutch control oil pressure increases. 5. A reducing valve is provided between the hydraulic pressure source and the hydraulic pressure adjusting valve to reduce the hydraulic pressure of the operating oil from the hydraulic pressure source to a predetermined hydraulic pressure. The transmission control device according to claim 4, wherein the clutch control oil pressure is generated by adjusting the hydraulic oil having the predetermined oil pressure reduced by a valve.