JPH07110064A - Oil pressure controller of automatic transmission - Google Patents

Abstract

PURPOSE:To reliably avoid generation of slit bump without suddenly changing oil pressure during speed change. CONSTITUTION:During the speed change, a final oil pressure setting means 220C sets the control oil pressure (line pressure) to higher operating pressure out of operating pressure in the speed change set by a first speed change oil pressure setting means 200A according to the engine load and operating pressure in the speed change set by a second speed change oil pressure setting means 200B according to the turbine revolutions. Thereby, the throttle opening is decreased, for example, the case of the back-out speed change, however the input side number of revolutions remains high. And operating pressure in the speed change is set according to the input side number of revolutions, so as to restrain any decrease of the oil pressure.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control system for an automatic transmission equipped with control means for electronically controlling the working pressure of a friction element.

[0002]

2. Description of the Related Art Generally, in an automatic transmission, it is most common that the hydraulic pressure of a friction element that is engaged at the time of shifting is controlled to a value according to the throttle opening. That is, the pressure regulated by the pressure regulator valve and reduced from the line pressure (hereinafter referred to as shelf pressure) is controlled to the pressure (S / A pressure) according to the throttle opening (FIG. 13). reference).

However, in such a method of controlling the throttle opening to a value corresponding to the throttle opening, the throttle opening becomes small in the case of a backout shift for temporarily returning the throttle opening in the reverse direction (closing direction). Since the hydraulic pressure is controlled so as to decrease, the shift time becomes long, and slip bumps A may occur in the worst case (see FIG. 14).
This is because, even if the throttle opening is the same, in the case of the backout shift B, the input side rotational speed is higher than in the case of the schedule up shift C, and the energy that the clutch must absorb becomes large. (See FIG. 15).

Therefore, in the back-out shift B, the hydraulic pressure needs to be higher than in the schedule-up shift C. As one of the methods for realizing this, when the amount of change in the throttle opening is detected and the throttle opening is returned to the specified value or more, as shown in FIG. It is known that the backup determination D is performed and the hydraulic pressure (S / A pressure) is increased by a fixed rate.

[0005]

However, in this method, if a shift command is issued and it is judged that the shift is a backout shift before the actual shift operation is started, the hydraulic pressure is increased before the shift operation. From this, there is no problem, but if it is determined that the accelerator pedal is released during the shift and it is a backout shift, the hydraulic pressure is increased during the shift, and a two-stage shock E is generated (see FIG. 15). There is a feeling problem.

Further, as described in Japanese Patent Laid-Open No. 1-312253, there is known a device which delays the decrease of the line pressure when the engine load suddenly decreases, but there is a similar problem.

The present invention provides a hydraulic control device for an automatic transmission, which can surely avoid the occurrence of slip bumps without suddenly changing the hydraulic pressure during gear shifting.

[0008]

SUMMARY OF THE INVENTION The present invention is a hydraulic control device for an automatic transmission equipped with control means for electronically controlling the working pressure of a friction element, the engine load detecting means for detecting an engine load, and First shift hydraulic pressure setting means for receiving an output of the engine load detection means and setting an operating pressure at the time of shifting corresponding to the engine load, a rotation speed detection means for detecting an input side rotation speed, and an output of the rotation speed detection means Receiving the outputs of the second shift hydraulic pressure setting means for setting the working pressure during shifting corresponding to the input side rotational speed and the outputs of the first and second shift hydraulic pressure setting means, And a final hydraulic pressure setting means for setting a higher operating pressure of the operating pressures set by the second shift hydraulic pressure setting means.

[0009]

When shifting, the operating pressure of the friction element is set by the final hydraulic pressure setting means by the first shift hydraulic pressure setting means, the operating pressure corresponding to the engine load, and the second shift hydraulic pressure setting means. It is set to the higher operating pressure of the operating pressures corresponding to the side rotational speed (turbine rotational speed, engine rotational speed).

Therefore, in the case of backout gear shifting, the throttle opening becomes smaller, but the input side rotational speed remains high. Therefore, the operating pressure at the time of gear shifting is set according to the input side rotational speed, and the hydraulic pressure is set. Is suppressed.

[0011]

Embodiments of the present invention will now be described in detail with reference to the drawings.

First, the mechanical structure of the automatic transmission 10 will be described with reference to FIG. 1. The automatic transmission 10 has a torque converter 20 as a main component and a speed change mechanism 30 driven by the output of the torque converter 20. And a plurality of friction elements 41 to 46 such as clutches and brakes for switching the power transmission path of the speed change mechanism 30 and one-way clutches 51, 52, and by these, each of D, S, L, R as a traveling range. Range and 1-4 in D range
The first speed, the first to third speeds in the S range, and the first and second speeds in the L range can be obtained.

The torque converter 20 is a pump 2 fixed in a case 21 connected to the engine output shaft 1.
2 and the pump 22 disposed so as to face the pump 22.
A turbine 23 driven by hydraulic oil by means of a hydraulic fluid, and a stator 25 interposed between the pump 22 and the turbine 23 and supported by the transmission case 11 via a one-way clutch 24 to perform a torque increasing action. , Case 2 above
1 and the turbine 23, and is constituted by a lockup clutch 26 that directly connects the engine output shaft 1 and the turbine 23 via the case 21. The rotation of the turbine 23 is output to the transmission mechanism 30 side via the turbine shaft 27. Here, a pump shaft 12 penetrating the inside of the turbine shaft 27 is connected to the engine output shaft 1, and an oil pump 13 provided at the end of the transmission mechanism by the shaft 12 is connected.
Are configured to be driven.

On the other hand, the speed change mechanism 30 is composed of a Ravigneaux type planetary gear unit, and the turbine shaft 27
A small-sized small sun gear 31 loosely fitted on the upper side, and a turbine shaft 27 on the rear side of the sun gear 31
A large sun gear 32 having a large diameter loosely fitted above, a plurality of short pinion gears 33 meshed with the small sun gear 31, and a front half of the short pinion gear 33.
A long pinion gear 34 whose rear half is meshed with the large sun gear 32, a carrier 35 rotatably supporting the long pinion gear 34 and the short pinion gear 33, and a ring gear 36 meshed with the long pinion gear 34. It is configured.

A forward clutch 41 and a first one-way clutch 51 are provided in series between the turbine shaft 27 and the small sun gear 31, and a coast clutch 42 is provided in parallel with the clutches 41 and 51. A 3-4 clutch 43 is provided between the turbine shaft 27 and the carrier 35, and the turbine shaft 27 and the large sun gear 3 are provided.
A reverse clutch 44 is interposed between the two. Further, between the large sun gear 32 and the reverse clutch 44, a 2-4 brake 45, which is a band brake for fixing the large sun gear 32, is provided, and
A second one-way clutch 52 that receives the reaction force of the carrier 35 and a low reverse brake 46 that fixes the carrier 35 are provided in parallel between the carrier 35 and the transmission case 11. The ring gear 36 is connected to the output gear 14, and the rotation is transmitted from the output gear 14 to the left and right wheels (not shown) via the operating device.

The relationship between the operating states of the friction elements 41 to 46 such as the above-mentioned clutches and brakes and the one-way clutches 51 and 52 and the shift speed will be described. First, in the first speed, the forward clutch 41 is engaged. Also, the first and second one-way clutches 51 and 52 are locked. Therefore, the output rotation of the torque converter 20 is input from the turbine shaft 27 to the small sun gear 31 of the speed change mechanism 30 via the forward clutch 41 and the first one-way clutch 51. In this case, since the carrier 35 is fixed by the action of the second one-way clutch 52, the transmission mechanism 30 includes the small sun gear 31, the short pinion gear 33, and the long pinion gear 3.
It operates as a fixed gear train that does not perform a differential operation of transmitting rotation to the ring gear 36 via the gear train 4. As a result, a first speed state with a large reduction ratio corresponding to the diameter ratio of the small sun gear 31 and the ring gear 36 is obtained.

Next, in the 2nd speed, in addition to the state of the 1st speed described above, the 2-4 brake 45 is engaged, and the transmission mechanism 3
The large one gear 32 at 0 is fixed, and the second one-way clutch 52 is idling. Therefore, from the turbine shaft 27 to the small sun gear 3
The rotation transmitted to 1 is transmitted to the long pinion gear 34 via the short pinion gear 33, and the long pinion gear 34 revolves on the large sun gear 32 because the large sun gear 32 meshing with the long pinion gear 34 is fixed. Accordingly, the carrier 35 rotates. as a result,
Compared to the first speed state, the rotation of the ring gear 36 is accelerated by the rotation amount of the carrier 35 (revolution of the long pinion gear 34), and a second speed state in which the reduction ratio is smaller than that in the first speed state is obtained. Here, the 2-4 brake 45 is configured such that its braking force acts in the leading direction of the rotary elements that form the speed change mechanism 30.

Further, in the 3rd speed, the 2-4 brake 45 is released from the state of the 2nd speed, and at the same time as the 3-4 speed.
The clutch 43 is engaged. Therefore, the rotation of the turbine shaft 27 is caused by the forward clutch 41 and the first clutch.
At the same time as being input to the small sun gear 31 via the one-way clutch 51, it is also input to the carrier 35 via the 3-4 clutch 43. As a result, the entire speed change mechanism 30 integrally rotates, and the third speed state in which the ring gear 36 rotates at the same speed as the turbine shaft 27 is obtained.

In the fourth speed, the 2-4 brake 45, which was once released in the third speed, is reconnected. Therefore, the rotation of the turbine shaft 27 is limited to the 3-4 clutch 4
3 is input to the carrier 35 of the speed change mechanism 30 to revolve the long pinion gear 34. However, since the large sun gear 32 meshing with the long pinion gear 34 is fixed by the 2-4 brake 45,
The long pinion gear 34 rotates while revolving with the carrier 35. As a result, the ring gear 36 meshing with the long pinion gear 34 is rotated by the rotation of the carrier 35 (rotation of the turbine shaft 27) by an amount corresponding to the rotation of the long pinion gear 34, and thereby the fourth speed in the overdrive state. can get. still,
In this case, the forward clutch 41 is in the engaged state, but the first one-way clutch 51 in series therewith idles, so the rotation of the turbine shaft 27 is not input to the small sun gear 31.

Further, at the reverse speed, the reverse clutch 44 and the low reverse brake 46 are engaged, the rotation of the turbine shaft 27 is input to the large sun gear 32 of the transmission mechanism 30, and the carrier 3 of the mechanism 30 is engaged.
5 is fixed. Therefore, the rotation is transmitted from the large sun gear 32 via the long pinion gear 34 to the ring gear 36 via a fixed gear train, and the reduction ratio corresponding to the diameter ratio of the large sun gear 34 and the ring gear 36. Is obtained, in which case the ring gear 3
The rotation direction of 6 is opposite to the rotation direction of the turbine shaft 27 or the large sun gear 32.

It should be noted that the first one-way clutch 51 that transmits rotation at the 1st to 3rd speeds and the second one that receives the reaction force at the 1st speeds.
Since the one-way clutch 52 idles during coasting, the engine brake will not operate at these gears, but at the 3rd speed in the D range, the 2nd and 3rd speeds in the S range, and the 1st and 2nd speeds in the L range, The coast clutch 42 in parallel with the one-way clutch 51 is engaged, and L
At the first speed in the range, the parallel low reverse brake 46 of the second one-way clutch 52 is engaged, so that engine braking can be obtained at these shift speeds.

Here, the relationship between the operating states of the friction elements 41 to 46 such as the above-mentioned clutches and brakes and the one-way clutches 51 and 52 and the shift speeds can be summarized as shown in Table 1 below.

[0023]

[Table 1] Next, a hydraulic control circuit that supplies and discharges hydraulic pressure to and from the actuators of the friction elements 41 to 46 will be described.
The automatic transmission 10 is provided with a hydraulic control circuit 60 as shown in FIGS. Here, among the above-mentioned actuators, the hydraulic actuator 45a of the 2-4 brake 45 has an apply port 45b and a release port 4a.
5c and a servo piston, and the 2-4 brake 45 is engaged when hydraulic pressure is supplied only to the apply port 45b, and when hydraulic pressure is not supplied to both ports 45b and 45c and both ports 45b, When the hydraulic pressure is supplied to both 45c, the 2-4 brake 45 is released. Also, other friction elements 4
The actuators 1 to 44 and 46 are composed of ordinary hydraulic pistons, and are adapted to engage the friction elements when hydraulic pressure is supplied.

The hydraulic control circuit 60 has, as main components, a regulator valve 61 for adjusting the pressure of the hydraulic oil discharged from the oil pump 13 shown in FIG. 1 to the main line 110 to a predetermined line pressure, and a manual valve. A manual valve 62 for selecting a range by operation and friction elements (actuators) 41 to 41 that operate in accordance with the shift speed.
First, second, and third shift valves 63, 64, 65 for supplying and discharging hydraulic pressure to and from 46 are provided.

The manual valve 62 includes D, S, L
Each forward range, R range, N range, and P range can be set, and in each forward range,
The main line 110 is connected to the forward line 111, and in the R range, the main line 110 is connected to the backward line 112.

The first, second, and third shift valves 63, 64, 65 each have a control port 6 at one end.
3a, 64a, 65a are provided. And the first
And each control port 63 of the second shift valves 63, 64
The first and second control pressure lines 113 and 114 branched from the forward line 111 are connected to a and 64a, respectively, and the control port 65 of the third shift valve 65 is connected.
A third control pressure line 115 branched from the main line 110 is connected to a, and the control pressure lines 113, 114, and 115 are respectively connected to the first, second, and third solenoids for shifting. Valves 66, 67, 68
Is provided. Of these, when the first and second solenoid valves 66 and 67 are respectively ON, the control pressures of the corresponding control ports 63a and 64a are discharged, and the spools of the first and second shift valves 63 and 64 are arranged on the drawing. It is located on the left side, and when it is OFF, the above control port 6
The first and second control pressure lines 113 and 11 are provided at 3a and 64a.
A control pressure is introduced from 4 to position the spools on the right side against the biasing force of the springs. Also, the third solenoid valve 68 is turned on.
At that time, the control pressure of the corresponding control port 65a is discharged, the spool of the third shift valve 65 is positioned on the right side in the drawing, and when it is off, the control pressure from the third control line 115 is applied to the control port 65a. In this case also, the spool is positioned on the left side against the biasing force of the spring.

Here, these solenoid valves 66 ...
68 is ON / OFF controlled based on a map preset according to the vehicle speed of the vehicle and the throttle opening degree of the engine by a signal from a controller described later,
Along with that, the positions of the spools of the shift valves 63 to 65 are switched and the oil passages leading to the friction elements 41 to 46 are switched, so that the friction elements 41 to 46 are fastened in the combinations shown in Table 1 above. As a result, the gear stage can be switched according to the driving state.
In that case, the relationship between each shift speed in the forward range of D, S, and L and the combination pattern of ON and OFF of each solenoid valve 66 to 68 is set as shown in Table 2 below.

[0028]

[Table 2] On the other hand, the spools D, S, L of the above manual valve 62
When each forward range is set to, the line 116 is branched from the forward line 111 communicated with the main line 110, and this line 116 serves as a forward clutch line, and the orifice 69 and the one-way orifice 70 are provided.
It is guided to the forward clutch 41 via. Therefore, the forward clutch 41 is always engaged in the D, S, and L ranges. An ND accumulator 71 is connected to the forward clutch line 16 via a line 117 on the downstream side of the one-way orifice 70.

The forward line 111 is guided to the first shift valve 63, and the first solenoid valve 66 is turned on.
When it becomes N and the spool of the shift valve 63 is located on the left side, it communicates with the servo apply line 118 and reaches the apply port 45b of the hydraulic actuator 45a via the orifice 72. Therefore, when the first solenoid valve 66 is ON in the D, S, and L ranges, that is, in the D range, the second speed, the third speed, the fourth speed, the S range, the second speed, the third speed, and the L range, the second speed. , 2 when the hydraulic pressure (servo apply pressure) is introduced to the apply port 45b and the hydraulic pressure (servo release pressure) is not introduced to the release port 45c.
The -4 brake 45 is engaged. A 1-2 accumulator 74 is connected to the apply port 45b (servo apply line 118) via a line 119 and an accumulation cut valve 73.

The forward line 111 is also led to the third shift valve 65, and when the third solenoid valve 68 is OFF and the spool of the shift valve 65 is located on the left side, it communicates with the coast clutch line 120. .
The coast clutch line 120 reaches the coast clutch 42 via the coast reducing valve 75 and the one-way orifice 76. Therefore, D, S, L
When the third solenoid valve 68 is OFF in the range, that is, the coast clutch 42 is engaged in the third speed of the D and S ranges, the second speed of the S and L ranges, and the first speed of the L range.

Further, the forward line 111 is also led to the second shift valve 64. And the line 111
Is in communication with the 3-4 clutch line 121 when the second solenoid valve 67 is OFF and the spool of the second shift valve 64 is located on the right side. This line 121
Further, it reaches the 3-4 clutch 43 via the 3-4 control valve 77. Therefore, when the second solenoid valve 67 is OFF in the D, S, and L ranges, that is, in the 3rd and 4th speeds of the D range and the 3rd speed of the S range, the 3-4 clutch 43 is used.
Will be concluded.

Here, the above-mentioned 3-4 clutch line 121
The line 122 branched from is a support release line that leads to the release port 45c of the support piston 45a when the third solenoid valve 68 is OFF and the spool of the shift valve 65 is located on the left side. 123. Therefore, D,
Second and third solenoid valves 67, 6 in the S and L ranges
When both 8 are OFF, that is, in the 3rd speed of the D range and the 3rd speed of the S range, the release port 4 of the servo piston 45a
The support release pressure is introduced to 5c, and the 2-4 brake 45 is released.

A line 124 is branched from the forward line 111, and this line 124 is also led to the first shift valve 63. The line 124 communicates with a line 125 that communicates with the second shift valve 64 when the first solenoid valve 66 is OFF and the spool of the first shift valve 63 is located on the right side. On the other hand, the second shift valve 64 turns on the second solenoid valve 67.
A line 126 is connected to the line 125 when the spool of the valve 64 is located on the left side, and the line 126 is led to the third shift valve 65 via the ball valve 78 and the line 127. And
This line 127 indicates that the third solenoid valve 68 is OF
At F, when the spool of the third shift valve 65 is located on the left side, it is connected to the line 128, that is, the low reverse brake line 128 leading to the low reverse brake 46 via the low reducing valve 79. Therefore,
When the first, second, and third solenoid valves 66, 67, 68 are OFF, ON, OFF in the D, S, L ranges, respectively, that is, in the L range of the first speed, the low reverse brake 4
6 is concluded.

In the R range, the retreat line 112 communicating with the main line 110 is connected to the third shift valve 65 via the line 129 branched from the line 112, the orifice 80, the one-way orifice 81, the ball valve 78 and the line 127. When the third solenoid valve 68 is turned off and the spool of the valve 63 is located on the left side, it is communicated with the low reverse brake line 128. The reverse line 112 serves as a reverse clutch line 130 and reaches the reverse clutch 44 via a one-way valve 82 that blocks passage of hydraulic oil in the discharge direction. Therefore, in the R range, the low reverse brake 46 is engaged while the reverse clutch 44 is always engaged when the third solenoid valve 68 is OFF. The one-way orifice 8
1 and the ball valve 78, the line 129
An NR accumulator 83 is connected to the line 131 branched from.

The hydraulic control circuit 60 also includes a lockup clutch 2 in the torque converter 20 shown in FIG.
A fourth shift valve 84 for controlling 6 and a lockup control valve 85 are provided.

The fourth shift valve 84 and the lock-up control valve 85 include a regulator 61.
From the converter relief valve 86 is connected to the converter line 132, and the control port 84a provided at one end of the fourth shift valve 84 is connected to the control line 84 via the line 133 to the main line 110. Line 134 is connected. A fourth solenoid valve 87 for lockup is connected to the control pressure line 134.
Is provided and the spool of the fourth shift valve 84 is located on the left side when the fourth solenoid valve 87 is OFF, so that the converter line 132 communicates with the lockup release chamber 26a in the torque converter 20. And the lockup clutch 26 is released to enter the converter state.

On the other hand, the fourth solenoid valve 87 is turned off.
N and the control port 84a of the fourth shift valve 84
When the spool of the valve 84 moves to the right side in the drawing due to the discharge of the control pressure from the converter line 132, the converter line 132 communicates with the fastening line 136 leading to the lock-up fastening chamber 26b in the torque converter 20. Thus, the lockup clutch 26 is engaged. At this time, the release line 135 communicates with the lockup control valve 85 via the fourth shift valve 84 and the intermediate line 137, and the working pressure adjusted by the lockup control valve 85 is used as the lockup release pressure. It is supplied to the lockup release chamber 26a of the lockup clutch 26.

That is, the control pressure line 138 led from the main line 110 through the solenoid ducing valve 88 is connected to the control port 85a at one end of the lockup control valve 85, and
A pressure regulation block line 139 leading to the forward line 111 is connected to the pressure regulation block port 85b on the other end side. The orifice 8 provided in the control pressure line 138
On the downstream side of 9, the first duty solenoid valve 90
Is installed, and this first duty solenoid valve 90
The control pressure supplied to the control port 85a of the lock-up control valve 85 is adjusted according to the duty ratio given to the pressure control valve 85, so that the pressure control blocking port 85b on the other end side is controlled via the pressure control blocking line 139. Converter line 1 provided that no pressure is supplied
The differential pressure between the fastening pressure supplied to the lock-up fastening chamber 26a via 32 and the fastening line 136 and the release pressure fed to the lock-up releasing chamber 26b via the intermediate line 137 and the release line 135 is adjusted. The lockup clutch 26 is controlled to a predetermined slip state.

On the other hand, the lockup control valve 8
5 to the pressure regulation prevention port 85b
When the line pressure is supplied through the control valve 85, the spool of the control valve 85 is fixed with the spool positioned on the left side. Therefore, the operating pressure of the lock-up release chamber 26a of the lock-up clutch 26 is equal to the release line 13
The pressure is discharged from the drain port of the lockup control valve 85 via the fifth and fourth shift valves 84 and the intermediate line 137.
Will be in the lock-up state in which it has been completely fastened. In that case, the drain port is provided with an orifice whose diameter is appropriately set, whereby the fastening line 13
Even if the hydraulic oil supplied to the engagement chamber 26b of the lockup clutch 26 via 6 flows into the lockup release chamber 26a in the communicating state, it is not excessively discharged.

Here, the operating characteristic of the first duty solenoid valve 90 is set to a characteristic in which the duty control pressure decreases as the duty ratio D increases.
That is, the duty ratio D is 100%, the drain port is always open, and the pressure level of the control pressure line 138 on the downstream side of the orifice 89 becomes zero.
On the other hand, when the duty ratio D is 0 and the drain port is always shut off, the pressure level is maintained at the maximum pressure.

Further, the hydraulic pressure control circuit 60 includes a throttle modulator valve 91 and a second duty solenoid valve 92 for operating the valve for controlling the line pressure adjusted by the regulator valve 61.
Is provided.

A line 140 leading to the main line 110 is led to the throttle modulator valve 91 via the solenoid ducing valve 88, and a control port 91a on one end side is periodically opened and closed. The duty control pressure adjusted by the two-duty solenoid valve 92 is introduced, and the throttle modulator pressure according to the duty ratio D of the duty solenoid valve 92 is generated. In that case,
The duty ratio D is set according to, for example, the throttle opening degree of the engine, and the throttle modulator pressure corresponding to this is set via the line 141 to the first pressure increasing port 61a of the regulator valve 61. The line pressure adjusted by the valve 61 is increased in accordance with the increase of the throttle opening. On the other hand, a line 142 branched from the retreat line 112 is connected to the second pressure increasing port 61b provided in the regulator valve 61. As a result, the line pressure is further increased in the R range.

In this embodiment, the duty control pressure generated by the first duty solenoid valve 90 for adjusting the engagement force of the lockup clutch 26 is the control port 9 of the accumulator modulator valve 93.
3a is also supplied. This modulator valve 93 is connected from the main line 110 to the line 143.
The line pressure supplied via the first duty solenoid valve 90 is adjusted in accordance with the duty control pressure from the first duty solenoid valve 90 to generate a modulator pressure, and the modulator pressure is generated via a line 144 in the NR accumulator 83. The pressure is supplied to the back pressure chamber 83a and the like.

A line 145 branched from the line 144 is connected to the control port 77a of the 3-4 control valve 77 on the 3-4 clutch line 121. Therefore, when the duty control of the first duty solenoid valve 90 is performed, a modulator pressure corresponding to the duty ratio D is generated by the accumulator modulator valve 93 and introduced into the control port 77a of the 3-4 control valve 77. As a result, the hydraulic pressure (3-4 clutch pressure) adjusted by the 3-4 control valve 77 is also adjusted to a value corresponding to the duty ratio D.

On the other hand, this 3-4 control valve 77
Is provided at one end thereof with a pressure regulation blocking port 77b for blocking a pressure regulation (pressure reduction) operation, and the pressure regulation blocking port 77b is connected to the main line 110 via the switching valve 94 and the line 146. The line 147 is connected. When the pressure regulation blocking line 147 communicates with the line 146 through the switching valve 94, the line pressure of the main line 110 is supplied to the pressure regulation blocking port 77b of the 3-4 control valve 77,
The pressure regulating operation of the control valve 77 is blocked.

That is, the control port 94a at one end of the switching valve 94 has the orifice 89 and the first duty solenoid valve 90 in the control pressure line 138.
A line 148 branched from the control pressure line 138 is connected to the balance port 94b on the other end side, and a line 149 branched from the control pressure line 138 is connected to the balance port 94b on the other end side. Then, when the duty control pressure generated by the first duty solenoid valve 90 is equal to or higher than a predetermined value, the spool of the switching valve 94 is located on the left side in the drawing, and the pressure regulation blocking line 147 becomes the main line 110. Line 146 leading to
To the main line 110 through the line 146.
The line pressure is supplied to the pressure regulating blocking port 77b of the 3-4 control valve 77, whereby the pressure regulating operation of the control valve 77 is blocked. On the other hand, when the duty control pressure generated by the first duty solenoid valve 90 becomes lower than a predetermined value, the spool of the switching valve 94 overcomes the spring force and moves to the right side, whereby the pressure regulation blocking line 147. Is disconnected from the line 146.

Here, the switching valve 94 is connected with a line 150 which communicates with the pressure regulation blocking line 147 when the spool is located on the right side. This line 15
0 is led to the fourth shift valve 84 for lock-up control, and when the spool of the shift valve 84 is located on the right side, 0 is communicated with the line 151 communicating with the main line 110 via the line 133. There is. That is, when the fourth solenoid valve 87 is turned on and the engagement force of the lockup clutch 26 can be controlled, the line pressure of the main line 110 passes through the lines 133, 151, the fourth shift valve 84, and the line 150. Will be guided to the pressure regulation prevention line 147. In the converter state where the spool of the fourth shift valve 84 is located on the left side, the line 150 communicates with the drain port provided in the shift valve 84.

A drain line 151, which communicates with the servo apply line 118 when the spool of the first shift valve 63 is located on the right side, is connected to the switching valve 94. The drain line 151 is selectively communicated with two drain ports having different throttle amounts. In this embodiment, the drain port located on the right side of the drawing has a smaller aperture than that on the left side.

Here, the first shift valve 63 is connected to the line 152 branched from the pressure regulation blocking line 147 for the 3-4 control valve, and the first solenoid valve 66 is turned on to turn the first shift valve 63 into the first shift valve 63. When the spool of the shift valve 63 is located on the left side, a line 153 leading to the second back pressure chamber 74b of the 1-2 accumulator 74 to which the line pressure of the main line 110 is constantly introduced from the first back pressure chamber 74a, It is configured to communicate with the line 152. Therefore, when the line pressure is supplied to the pressure regulation blocking line 147, the first shift valve 63
This line pressure is introduced into the second back pressure chamber 74b of the 1-2 accumulator 74 through the line 152 and the line 153 only when the spool is located on the left side.

Further, the servo apply line 1 communicating with the apply port 45b of the hydraulic actuator 45a.
The accumulator valve 73 branched from 18 and installed on the line 119 leading to the accumulator 74.
To the control port 73a at one end of the 3-4 clutch line 12 at the downstream side of the 3-4 control valve 77.
The line 154 branched from 1 is connected, and the accum-cut prevention port 73 provided on the other end side
A line 156 is connected to b through a ball valve 95 and a line 155, which leads to a pressure regulation blocking line 139 for blocking pressure regulation of the lockup control valve 85. A line 157 branched from the line 126 connected to the second shift valve 64 is connected to the intermediate port 73c provided at the intermediate portion of the accumulation cut valve 73.

The switching valve 94 is connected to the ball valve 95 to which the line 156 leading to the accumulation cut prevention port 73b of the accumulation cut valve 73 is connected.
15 installed between the fourth shift valve 84 and the
A line 158 branched from 0 is also connected.

In addition to the above configuration, this hydraulic control circuit 6
At 0, the fifth shift valve 96, which is mainly used for adjusting the shift timing, has the servo apply line 118.
A first bypass line 160 that bypasses the upper orifice 72 and a second bypass line 161 that bypasses the one-way valve 82 on the reverse clutch line 130.
And the lock-up pressure regulation block line 1 guided to the pressure regulation block port 85b of the lock-up control valve 85.
The control pressure line 162 branched from the main line 110 is introduced to the control port 96a on one end side while being installed over the control line 96. Then, by turning on and off the fifth solenoid valve 97 installed in the control pressure line 162, the position of the spool of the fifth solenoid valve 97 is switched, and the first and second bypass lines 160, 161 and The pressure regulation blocking line 139 is opened or closed.

That is, when the fifth solenoid valve 97 is OFF and the spool of the fifth shift valve 96 is located on the right side in the drawing, the first bypass line 160 and the pressure regulation blocking line 139 are opened while the first bypass line 160 and the pressure regulation blocking line 139 are opened. The second bypass line 161 is cut off. At this time, the downstream portion of the second bypass line 161 communicates with the line 129 provided with the orifice 80 and the one-way orifice 81, and then communicates with the reverse clutch line 130 to the reverse line 112 via the line 129. On the other hand, the fifth solenoid valve 97 is turned on, and the fifth solenoid valve 97 is turned on.
When the spool of the shift valve 96 moves to the left side in the drawing, the first bypass line 160 and the pressure regulation blocking line 139 are each blocked, and the second bypass line 161 is opened.

Further, the first bypass line 160 is provided with a one-way orifice 98 located downstream of the fifth shift valve 96 for performing a throttling action in the hydraulic oil supply direction. A normal orifice 99 is provided on the upstream side of the shift valve 96. In the branch line 163 branched from the first bypass line 160 on the upstream side of the orifice 99, the orifice 100 having a smaller throttle amount than the orifice 99 and the passage of hydraulic oil in the supply direction are blocked. One-way valve 101 is provided. The branch line 163 is connected to the fifth solenoid valve 9
7 is turned on, the fifth solenoid valve 97 is turned on,
When the spool of the fifth shift valve 96 is located on the left side, the first bypass line 6 is provided downstream of the valve 96.
It is designed to join 0.

As shown in FIG. 5, the automatic transmission 10 includes first to third solenoid valves 6 for gear shift control.
6 to 68, fourth solenoid valve 87 for lockup
And a controller 200 for controlling the operation of the first duty solenoid valve 90, the second duty solenoid valve 92 for adjusting the line pressure, and the fifth solenoid valve 97.
Is provided.

As shown in FIG. 5, the controller 200 includes a signal from a vehicle speed sensor 201 that detects the vehicle speed of the vehicle, a signal from a throttle opening sensor 202 that detects the throttle opening of a throttle valve, and the automatic shift. A signal from a shift position sensor 203 for detecting the position (range) of a shift lever provided on the machine 10, a signal from an engine speed sensor 204 for detecting the engine speed,
A signal from a turbine rotation speed sensor 205 that detects the turbine rotation speed of the torque converter 20, a signal from an oil temperature sensor 206 that detects the oil temperature of hydraulic oil, and the like are input, and the operating state and the driver indicated by these signals are input. The solenoid valves 66 to 68, 87, 97 and the duty solenoid valves 90, 92 are controlled in operation in accordance with the request of the above.

Specifically, the controller 200 is shown in FIG.
As shown in FIG. 1, the first shift hydraulic pressure setting means 200A for receiving the output of the throttle opening degree sensor 202 as the engine load detecting means and setting the operating pressure at the time of shifting corresponding to the throttle opening degree (engine load), and the input side Second shift hydraulic pressure setting means 200B that receives the output of the turbine rotation speed sensor 205 that detects the turbine rotation speed as the rotation speed and sets the operating pressure at the time of shifting corresponding to the turbine rotation speed (input side rotation speed).
And the first and second shift hydraulic pressure setting means 200A, 20
The final hydraulic pressure setting means 2 which receives the output of 0B and sets the operating pressure at the time of shifting to the higher operating pressure of the operating pressures set by the first and second shift hydraulic pressure setting means 200A, 200B.
00C and. Therefore, the working pressure at the time of shifting is set to the higher working pressure of the working pressures set by the first and second shift hydraulic pressure setting means 200A, 200B. However, if the turbine speed remains high, the operating pressure during shifting will be set to a high value in response to the turbine speed, and the hydraulic pressure will not suddenly change during shifting. .

With the above arrangement, for example, during the 1 → 2 shift in the D range, the fifth solenoid valve 97 is turned on to supply the S / A pressure, and the 2-4 brake 24 is engaged. At this time, since the 1-2 accumulator 74 operates, the supplied S / A pressure becomes a pressure reduced from the line pressure regulated by the pressure regulator valve 61, that is, a shelf pressure during the operation of the accumulator. Therefore,
This shelf pressure is high when the line pressure is high, and is low when the line pressure is low.

The line pressure is regulated by the regulator valve 61.
The pressure is adjusted to a pressure according to the modulator pressure, and this modulator pressure is adjusted by the modulator valve 91 according to the pressure adjusted by the second duty solenoid valve 92.

In order to make the gear shift shock favorable, it is necessary to control the above shelf pressure to an optimum value. Therefore, the hydraulic pressure at the time of gear shift is determined by the value determined by the throttle opening and the gear shift command. Of the values determined by the turbine speed (or engine speed) at the time of output, the larger value is set. That is, the throttle opening base table (see FIG. 7) that sets the hydraulic pressure during shifting based on the throttle opening, and the hydraulic pressure during shifting based on the turbine speed (when a shift command is issued) are set. A turbine rotation speed-based table (see FIG. 8) is used, and the hydraulic pressure is controlled so that the larger one of the values determined from each table during gear shifting.

Next, specific control contents will be described with reference to FIG.

For example, when there is a 1 → 2 shift command, first, the turbine rotation speed sensor 205 reads the turbine rotation speed TREV (step S1), and accordingly, the hydraulic pressure Pt based on the turbine rotation speed is calculated as shown in FIG. It is calculated by the table 1 shown in 11 (step S2).

Then, the throttle opening TV0 is read (step S3), and the hydraulic pressure Pv based on the throttle opening is calculated by the table T2 shown in FIG. 12 (step S4).

Then, it is judged whether or not the hydraulic pressure Pt based on the turbine speed is higher than the hydraulic pressure Pv based on the throttle opening (step S5). If the hydraulic pressure Pt is high, the control hydraulic pressure Pe (line pressure) g The hydraulic pressure Pt based on the turbine speed is set (step S6). On the other hand, if it is not large, the control hydraulic pressure Pe is set to the hydraulic pressure Pv based on the throttle opening (step S7) and based on the turbine speed. The control oil pressure is set to the larger one of the oil pressure Pt and the oil pressure Pv based on the throttle opening.

Thereafter, the duty ratio De at which the line pressure becomes the hydraulic pressure Pe is calculated (step S8), and the duty ratio De is output as a signal to the second duty solenoid valve 92 (step S9).

Then, it is judged whether or not the shift is completed (step S10), and if the shift is completed, the process is ended as it is, and if the shift is not completed, the process returns to step S3 to continue the line pressure control.

Therefore, as shown in FIG. 10, the hydraulic pressure Pv based on the throttle opening becomes dominant at the initial stage of the backout shift, and the control hydraulic pressure is controlled to the hydraulic pressure Pv set by the throttle opening. After that, the hydraulic pressure Pt based on the turbine rotational speed becomes dominant, and the control hydraulic pressure Pe is held at the hydraulic pressure Pt set by the turbine rotational speed when the shift command is issued.

In the above embodiment, an example in which the line pressure is controlled by controlling the second duty solenoid valve 92 has been described. However, since it is sufficient that the clutch engagement pressure does not change extremely, other It can also be applied to pressure control of the 3-4 clutch 43 by controlling the first duty solenoid valve 90.

[0069]

As described above, according to the present invention, the larger one of the working pressure set corresponding to the engine load and the working pressure set corresponding to the input speed is Since the operating pressure at the time of gear shifting is set, it is possible to prevent a shortage of hydraulic pressure at the time of shift-up due to a decrease in engine load in the case of, for example, backout gear shifting, and to suppress the shock of transient changes. You can also

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of an automatic transmission.

FIG. 2 is a circuit diagram showing a hydraulic control circuit of an automatic transmission.

FIG. 3 is an enlarged view of the left half of the hydraulic control circuit shown in FIG.

FIG. 4 is an enlarged view of the right half of the hydraulic control circuit shown in FIG.

5 is a control system diagram for each valve in the hydraulic control circuit of FIG. 2. FIG.

6 is a control system diagram for a second duty solenoid valve in the hydraulic control circuit of FIG.

FIG. 7 is a diagram showing the relationship between throttle opening and line pressure during shifting.

FIG. 8 is a diagram showing a relationship between turbine rotational speed and line pressure during shifting.

FIG. 9 is a flowchart showing a control flow of a second duty solenoid valve.

FIG. 10 is a timing chart of throttle opening, turbine rotation, output shaft torque, and S / A pressure.

FIG. 11 is a diagram showing a hydraulic pressure table based on turbine rotation speed.

FIG. 12 is a diagram showing a hydraulic pressure table based on throttle opening.

FIG. 13 is a time chart showing the relationship between turbine rotation, output shaft torque, and S / A pressure.

FIG. 14 is a time chart showing the relationship between turbine rotation, output shaft torque, and S / A pressure.

FIG. 15 is a shift diagram for explaining backout shift and schedule shift.

FIG. 16 is a timing chart of throttle opening, turbine rotation, output shaft torque, and S / A pressure.

[Explanation of symbols]

 10 Automatic transmission 20 Torque converter 45 2-4 Brake 61 Regulator valve 74 1-2 Accumulator 91 Modulator valve 92 Second duty solenoid valve 97 Fifth solenoid valve 200 Controller (control means) 200A First shift hydraulic pressure setting means 200B Second shift hydraulic pressure setting means 200C Final hydraulic pressure setting means

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Yuji Nakahara No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) Inventor Gen. Nakano No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Corporation (72) Inventor Toshihisa Maruesue 3-1, Shinchi Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Mitsutoshi Abe 3-3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima (72) Invention Hiroyuki Matsumoto 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Motor Corporation

Claims (1)

[Claims] 1. A hydraulic control device for an automatic transmission, comprising a control means for electronically controlling the working pressure of a friction element, the engine load detecting means for detecting an engine load, and the output of the engine load detecting means. First shift hydraulic pressure setting means for setting an operating pressure at the time of shifting according to an engine load, rotation speed detecting means for detecting an input side rotation speed, and an output of the rotation speed detecting means corresponding to an input side rotation speed By receiving the outputs of the second shift hydraulic pressure setting means for setting the working pressure at the time of shifting and the first and second shift hydraulic pressure setting means, the working pressure at the time of shifting is set by the first and second shift hydraulic pressure setting means. A hydraulic control device for an automatic transmission, comprising: a final hydraulic pressure setting means for setting a higher operating pressure of the set operating pressures.