JPH10205616A - Control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control an oil level for lessening an efficiency drop due to the agitation of oil with a rotary member when a high speed gear ratio is selected, while preventing an automatic transmission from drawing the air at low oil temperature. SOLUTION: An automatic transmission T has an oil sump 1 with an oil pump intake port 41a under rotary members 19, 21 and 32 operable under the feed of oil, and another oil sump 2 separated from the rotary members 19, 21 and 32. The oil sump 2 has an oil hole 2a for feeding back oil to the oil sump 1 while limiting the flow thereof. A control device has a feed means 3 for feeding oil to the oil sump 2 at a high-speed gear ratio, and a prohibition means for prohibiting the achievement of a high-speed gear ratio at low oil temperature. According to this construction, an oil level in the oil sump 1 is raised at low oil temperature for preventing the air intake of the oil pump. Furthermore, oil is reserved in the oil sump 2 at the high-speed gear ratio at high oil temperature for lowering an oil level in the oil sump 1 and the agitation of the oil with the rotary members 19, 21 and 32 is thereby prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission and, more particularly, to a control device for appropriately controlling an oil level in a sump of hydraulic oil circulating in the automatic transmission in accordance with an operation state of the automatic transmission.

[0002]

2. Description of the Related Art An automatic transmission is commonly used for hydraulic control of a transmission mechanism, lubrication and cooling of various parts of a power transmission device including the transmission mechanism, and transmission of torque in a torque converter. A circulation system for hydraulic oil (ATF, simply referred to as oil in this specification) is provided. In this circulation system, the oil level of the oil in the oil sump that collects the oil discharged from each part of the device is reduced by the oil level when the oil temperature is low or when the oil level changes when the vehicle accelerates or decelerates. In order to prevent this, and to prevent insufficient lubrication of the gear meshing part and the shaft supporting part of the device, it is better to set the position as high as possible.On the contrary, at high oil temperature, the oil expands due to oil expansion. Since the surface level rises, the oil in the oil sump is agitated by these rotating members, especially in a transaxle type automatic transmission in which rotating members such as a differential gear and a counter gear mechanism are disposed above. Thus, when the rotation of the rotating member is high, the pressure in the transmission case increases, and in extreme cases, there is a concern that breather blowing may occur. Therefore, conventionally, the oil level of the oil reservoir is set as high as possible in consideration of a range in which breather blowing does not occur and a range in which air suction does not occur.

[0003]

As described above, the oil level of the oil sump in the automatic transmission is set at a relatively high position. Therefore, particularly at a high oil temperature when the oil level rises, the rotating member causes the oil level to increase. It is unavoidable that the stirrer will be in a state of considerable agitation, and even if breather blowing does not occur, this agitation resistance, which increases significantly at the time of achieving the high speed stage where the rotation of the rotating member is high, will increase the power transmission efficiency of the automatic transmission. It hinders improvement.
Therefore, in order to address such problems, it is desirable to control the oil level according to the oil temperature. However, it is meaningless that the control of the oil level requires some power, which itself results in a loss of power transmission efficiency of the automatic transmission.

Accordingly, the present invention provides an oil level which minimizes a decrease in efficiency due to agitation of oil of a rotating member when a high-speed stage is achieved, while preventing air suction and insufficient lubrication at low oil temperature and vehicle acceleration / deceleration. It is a first object of the present invention to provide a control device for an automatic transmission capable of performing the above control.

A second object of the present invention is to make it possible to control the oil level by the control device without consuming oil from a hydraulic source for that purpose.

Further, a third object of the present invention is to make the control of the oil level by the control device capable of promptly responding to a transient change in the operating state of the automatic transmission.

[0007]

SUMMARY OF THE INVENTION In order to achieve the first object, the present invention provides an automatic transmission including a transmission mechanism for achieving a plurality of shift speeds and including a power transmission device that operates in a state of oil supply. In the control device, a first oil pump is provided below the rotating member of the power transmission device to collect oil circulating in the transmission, and a suction port of an oil pump for recirculating the collected oil is provided opposite to the first oil pump. An oil sump, a second oil sump provided in the transmission at a distance from the rotary member and storing oil separately from the first oil sump, and a second oil sump provided in the second oil sump. Oil stored in the oil sump
An oil hole for returning to the first oil sump while restricting the flow, a supply means for supplying oil to the second oil sump when a high-speed stage is achieved by the speed change mechanism, and a high-speed operation by the speed change mechanism when the oil temperature is low. Prohibiting means for prohibiting achievement of a step.

In order to achieve the second object, the hydraulic pressure of the frictional engagement element engaged for achieving the high speed stage by the speed change mechanism is adjusted by discharging the excess oil from the hydraulic pressure source. A pressure regulating means for supplying the oil to the second pressure regulating means and a surplus oil discharged from the pressure regulating means to the second pressure regulating means.
Oil passage leading to the oil sump.

Further, in order to achieve the third object, the second oil sump has an opening for returning oil to the first oil sump due to a change in the oil level of the oil collected therein. Is done.

[0010]

According to the structure of the first aspect,
When the oil temperature is low, the achievement of the high speed stage is prohibited, and no oil is supplied to the second oil sump, and the oil is accumulated only in the first oil sump. Oil is stored and no air is sucked by the oil pump. When the oil temperature increases, the achievement of the high-speed stage is permitted. Therefore, the oil is accumulated in the second oil sump, so that the amount of oil in the first oil sump decreases, the oil level decreases, and the rotation speed increases. The stirring of the oil by the member is reduced, and the increase in the stirring resistance is suppressed. The change in the oil level due to the acceleration and deceleration of the vehicle is small at the high speed stage where the acceleration is relatively small and is large at the low speed stage. Therefore, by storing the oil in the second oil sump only at the high speed stage, Air suction due to acceleration and deceleration of the vehicle can also be prevented. Further, when the oil stored in the second oil reservoir is no longer at the high-speed stage, the oil is returned from the second oil reservoir to the first oil reservoir through the oil hole, and an appropriate oil level at the low-speed stage is secured. You. By controlling the supply of oil to the second oil sump in accordance with the shift speed in this way, it is possible to prevent the suction of air at low oil temperatures or during acceleration and deceleration of the vehicle, and to prevent the oil of the rotating member rotating at high speed from rotating. A decrease in power transmission efficiency due to agitation can be suppressed, and as a result, the power transmission efficiency of the automatic transmission can be improved.

According to the second aspect of the present invention, the supply of the oil to the second oil reservoir uses the discharge oil from the pressure regulating means for supplying the hydraulic pressure to the hydraulic servo for achieving the high speed gear. The oil level can be lowered in accordance with the increase of the oil stirring resistance of the rotating member without using the oil of the hydraulic power source and using the speed change control, thereby further improving the power transmission efficiency. be able to.

Further, according to the third aspect of the present invention, when the oil level changes due to the inertial force due to acceleration / deceleration of the vehicle or the forward / backward inclination due to the shift to the uphill / downhill traveling, the oil is discharged from the opening of the second oil reservoir. Since the oil is discharged, the oil can be quickly returned to the first oil reservoir and the oil level can be recovered without waiting for the slow discharge from the oil hole. It is also possible to reduce the possibility of the occurrence of air suction accompanying the operation.

[0013]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows an automatic transmission to which the present invention is applied in the form of a lateral transaxle for a vehicle. The automatic transmission T includes a transmission mechanism M that achieves a plurality of shift speeds, includes a power transmission device that operates in a state where oil is supplied, and rotation members 19 and 2 of the power transmission device.
A first oil sump 1 is provided below the oil sump 1 and 32 to collect oil circulating in the transmission, and a suction port 41a of an oil pump for recirculating the collected oil is provided opposite to the oil sump 1. Is provided.

A second oil sump 2 in the form of a dish for storing oil separately from the first oil sump 1 is provided in the transmission at a distance from the rotating members 19, 21, 32. The second oil sump 2 has an oil hole 2a for returning the oil stored therein to the first oil sump 1 while restricting the flow, and a second oil sump when the transmission mechanism M achieves a high-speed stage. A supply means 3 for supplying oil to the oil supply 2 is provided. In the present embodiment, the supply means 3 serves as a hydraulic control device for the automatic transmission T and supplies excess oil discharged from a pressure adjusting means (not shown) in a valve body 40a mounted on the front side of the transmission to a second oil reservoir 2.
To the oil passage 3a. The detailed configuration related to this will be described later in detail in the description of the hydraulic control device. Furthermore,
The second oil sump 2 has an opening 2b for returning oil to the first oil sump 1 due to a change in the oil level of the oil collected therein.

As shown in FIG. 2, a mechanism (shown by a broken line in the figure) of a power transmission device in the automatic transmission T is a lock connected to an engine (E / G) of the vehicle. A torque converter 12 with an up clutch (L / C), a transmission mechanism M for shifting the output of the transmission to five forward speeds and one reverse speed, and a differential 30
And a differential gear 30 for transmitting the transmitted output to the left and right wheels of the vehicle. These transmission mechanism M, counter gear mechanism 2
In this embodiment, the zero gear and the differential 30 are arranged such that their mutual axial positions are located at the vertices of a triangle, as shown in FIG. Slightly above, the counter gear mechanism 20 is located at the uppermost position.

The transmission mechanism M has three planetary gear sets M1, M2, and M3.
The pinion gears P ₁ , P ₂ having different large and small diameters of the two planetary gear sets M 1, M ₂ are directly connected, and the ring gears R ₁ , R _{3 of} the two planetary gear sets M ₁ , M ₃ and the carriers C ₃ , C ₁ are mutually connected. cage, sun gear S ₁ and the carrier C ₁ of the planetary gear set M1 are to be an input element, each input friction clutch (C-1,
C-2) Turbine shaft 1 of torque converter 12
3 is connected to the input shaft 14. Further, the ring gear R ₁ and the carrier C ₃ which are connected to each other is connected to the output gear 19 as an output element of the transmission mechanism. Further, the sun gear S ₁ of the planetary gear set M1 can be retained on the transmission case 10 by the band brake (B-1), the sun gear S of the planetary gear set M2
₂ is a transmission case 1 by a band brake (B-2).
0 can be retained, the sun gear S ₃ of the planetary gear set M3 can be retained in the same transmission case 10 by the band brake (B-3), a ring gear R ₃ connected to the carrier C ₁ is reverse Multi-plate brake (B-
R) allows the transmission case 10 to be locked.
In the drawings, the hydraulic servos of the clutches and brakes are not shown.

The automatic transmission T thus constructed is controlled by a hydraulic control unit 40 and an electronic control unit (ECU) 50 constituting the control unit under control of a hydraulic servo corresponding to each clutch and brake. The gears are achieved by engaging and disengaging them (shown by a circle in the figure) and disengaging them (shown by a blank mark in the figure) as shown in FIG. That is, the first speed (1ST) is achieved by engagement of the clutch (C-1) and the brake (B-3).
At this time, motive power from the engine (E / G) enters the input shaft 14 via the torque converter 12, and the clutch (C
-1) enters the sun gear S ₁ via the brake (B-3)
Is output by the engagement with the output gear 19 as the rotation of the carrier C _3, which is the most reduction in locking of the sun gear S _3, is decelerated by the counter gear mechanism 20, transmitted to the left and right driving wheels of the vehicle via the differential device 30 Is done.

On the other hand, the second speed (2ND) is achieved by engagement of the clutch (C-2) and the brake (B-3). At this time, the carrier C ₁ is transmitted via the clutch (C-2).
Input entered is directly entered to the ring gear R ₃ via the carrier C _1, the output sun gear S _3, which is engaged in the engagement of the brake (B-3) as a differential rotation of the carrier C ₃ to reaction element Output to the gear 19. Third gear (3R
D) is achieved by the direct connection of the first planetary gear set M1 by the engagement of both clutches (C-1, C-2). At this time the rotation of the input shaft 14 is output to the output gear 19 as the rotation of the carrier C _3. In the present embodiment, the first to third speeds are referred to as low speed stages according to the present invention.

The fourth speed (4TH) of the automatic transmission T is overdriven, and the fourth speed (4TH) is set to the clutch (C-
And engagement of 2), a brake for locking the sun gear S ₁ (B-
This is achieved by the engagement of 1). At this time, the power entering the input shaft 14 is transmitted from the carrier C ₃ to the output gear 19 as the rotation of the rotation component acceleration has been ring gear R ₁ of the pinion gears P ₁ relative to the rotation of the carrier C _1. On the other hand, the fifth speed (5TH) is achieved by the engagement of the clutch (C-2) and the engagement of the brake (B-2).
The power entering 4 is the rotation of the ring gear R ₁ further rotated by the rotation of the small-diameter pinion gear P ₂ that takes a reaction force to the large-diameter sun gear S ₂ as compared with the rotation of the carrier C ₁ when the fourth speed is achieved. From the carrier C ₃ to the output gear 19. Here, in the present embodiment, the fourth speed and the fifth speed are defined as the high speed stages according to the present invention.

The reverse (REV) is controlled by the clutch (C-
1) is achieved by engagement of the brake (BR). At this time, with respect to the input to the sun gear S ₁ via the clutch (C-1), the carrier C ₁ is prevented from rotating by the engagement of the case 10 of the ring gear R ₃ by the engagement of the brake (B-R), output via rotation carrier C ₃ of the ring gear R ₁ which by rotation of the pinion gear P ₁ is decelerated in the reverse gear 19
Output from

Next, the hydraulic control device 40 for controlling the power transmission device having such a configuration sucks oil from a suction port 41a facing the oil reservoir 1 through a strainer 41b as shown in a circuit configuration in FIG. Oil pump (PUMP) 41 for discharging oil pressure to line pressure oil passage a
And a hydraulic pressure source including a not-shown primary regulator valve, a throttle linear solenoid valve, and the like, which adjust the hydraulic pressure of the line pressure oil passage a to a line pressure (P _L ) corresponding to the input torque of the transmission. And this circuit is
Further, a solenoid modulator valve 42 for reducing the line pressure (P _L ) of the line pressure oil passage a and outputting the modulator pressure (P _M ) to the modulator pressure oil passage e, and a line pressure oil passage a
A B1 control valve 44 for controlling the supply of hydraulic pressure to the hydraulic servo 43 of the fourth speed brake (B-1) from
Similarly, the 5th speed brake from the line pressure oil passage a (B-2)
B2 control valve 45 for controlling the supply of hydraulic pressure to hydraulic servo 46 of the controller, and B1 control valve for controlling the modulator pressure (P _M ) of modulator pressure oil passage e in accordance with a solenoid signal output from electronic control unit 50. 4
A B1 brake linear solenoid valve 47 for applying a solenoid signal pressure (P _{S 1} ) to the solenoid valve 4 and a modulator pressure (P _M ) for the modulator pressure oil passage e in accordance with the solenoid signal. And a B2 brake linear solenoid valve 48 for applying pressure (P _S2 ).

An electronic control unit (ECU) 50 for applying a solenoid signal to each of the solenoid valves includes a drive circuit for outputting a signal to the solenoid of each of the solenoid valves mainly by a microcomputer having a shift control program built therein, and a solenoid circuit for each of the solenoid valves. And a feedback circuit that feeds back a signal from the controller. Various sensors are provided in each section as input means for control by the electronic control device 50. FIG.
As shown in FIG. 4, a vehicle speed sensor 51 for detecting a vehicle speed from the rotation of the large-diameter gear 21 of the counter gear mechanism 20 as a sensor related to control which is a subject of the present invention, and a temperature of oil in a line pressure oil passage a shown in FIG. , And a throttle opening sensor 53 for detecting a throttle opening from an electronic throttle Ea of the engine (E / G).

The control device including the hydraulic control device 40 and the electronic control device 50 having the above-described configurations executes the hydraulic control for controlling the oil level, which is the subject of the present invention, by the processing flow according to the flowchart shown in FIG. . First,
In step S-1 at the beginning of the control start, the throttle opening (θ) input from the throttle opening sensor 53 of the electronic throttle Ea shown in FIG.
The vehicle speed (V) input from the vehicle speed sensor 51 and the oil temperature (T) input from the oil temperature sensor 52 of the hydraulic control device 40 are read.

Next, at step S-2, the oil temperature (T0) set in advance on the program of the electronic control unit 50 is determined by:
A comparison is made between the current oil temperature (T) read in the previous step. Here, the set oil temperature (T0) is provided with a hysteresis as a different value between when the oil temperature rises and when the oil temperature falls, thereby preventing control hunting. For example, the rising oil temperature T0 = A (° C.) and the falling oil temperature T0 = B (° C.)
C) and A> B.

When the determination of the oil temperature is established (Y), the normal shift point map stored in the electronic control unit 50 is selected in the next step S-3. Here, the normal shift point map defines a shift-up point and a shift-down point in relation to the vehicle speed (V) and the throttle opening (θ) for each shift control mode. Means map data. In contrast, step S-2
Is negative (N), a different shift point map in accordance with the subject of the present invention in which the fourth speed and the fifth speed are prohibited is selected in step S-4. Therefore, this step constitutes a prohibiting means for prohibiting the transmission mechanism M from achieving the high speed stage when the oil temperature is low according to the present invention. Then, in step S-5, each shift speed is set from a shift point map based on the throttle opening (θ) and the vehicle speed (V) previously read in step S-1.

FIG. 6 shows an example of the normal shift point map and an example of the fourth speed (4th) and fifth speed (5th) prohibited shift point maps. In this example, as shown at the bottom of the figure, 4
In the th and 5th prohibited shift point maps, 1 → 2 upshift and 2 → 3 upshift (shown by solid lines in the figure) and 3
→ 2 downshift and 2 → 1 downshift (shown by a dotted line in the figure) are set in the same manner as the normal shift point map,
Even if the vehicle speed (V) and throttle opening (θ) increase,
The setting is such that the shift to the fourth or higher speed is not performed.

Finally, in step S-6, hydraulic control according to the gear position is performed. Specifically, the hydraulic control is performed by controlling the hydraulic pressure applied to the hydraulic servo (not shown) of each brake in the hydraulic control device 40 so that the hydraulic pressure is adjusted according to the input torque of the automatic transmission T in the steady state of each shift speed. This is performed by the pressure control operation of each control valve as the pressure adjusting means. Therefore, this pressure regulation produces drainage oil as a drain for each of these valves. At the time of shifting, each control valve adjusts the pressure so as to have a predetermined step-up or step-down characteristic by changing the signal value of the solenoid signal from the electronic control device applied to the corresponding linear solenoid valve over time. Controlled.

With the above control, at the fourth speed, a solenoid signal is output from the electronic control unit 50 to the B1 brake linear solenoid valve 47 of the hydraulic control unit 40, and the solenoid signal pressure (output from the valve 47) is output. Since P _{S 1} ) is applied to the B1 control valve 44, the B1 control valve 44 is supplied with a line pressure (P _L ) corresponding to the throttle pressure at that time,
In accordance with the feedback pressure of the supply pressure to the B-1 brake hydraulic servo 43 as appropriate, the excess pressure is discharged to the second oil sump 2 and the servo pressure is adjusted to a value necessary for locking the brake. Therefore, in this embodiment, the B1 control valve 44 and the oil passage 3a for guiding the drain of the B1 control valve 44 to the second oil sump 2 constitute the supply means 3 for supplying oil.

The oil discharged from the drain port (EX) of the B1 control valve 44 is supplied to the second oil sump 2 shown in FIG. 1 via the oil passage 3a. As a result, the first oil sump 1 Therefore, the amount of oil collected at the bottom of the case 10 decreases, so that the oil level of the first oil sump 1 decreases. At the time of the fourth speed, since the gear is in the overdrive state as described above, the differential case 31 of the differential device 30 as the rotating member of the power transmission device at the lowest position and the differential case 31 fixed thereto. Although the rotation of the ring gear 32 is also high, the agitation accompanying the high-speed rotation of these rotating members is reduced because the oil level is lowered to the position of _{LL in} the figure.

Similarly, at the fifth speed, the B2 brake linear solenoid valve 48 and the B2 control valve 45 perform the same operation, and the B2 control valve 4
The oil discharged from the drain port (EX) of No. 5 is supplied to the second oil sump 2 through the oil passage 3a, and the level of the oil level is similarly reduced to reduce the agitation. Therefore, when the fifth speed is achieved, the B2 control valve 45 and the oil passage 3a for guiding the drain to the second oil reservoir 2 constitute the supply means 3 for supplying oil.

Since the second oil reservoir 2 has an oil hole 2a functioning as a drain orifice at the bottom thereof, the oil discharged from the B1 control valve 44 or the B2 control valve 45 is not supplied. When the vehicle is in the first gear position (first to third speeds and reverse in this embodiment) and when the vehicle is not running (parking or neutral), the oil is slowly returned from the second oil reservoir 2 to the first oil reservoir 1. made is, eventually the oil level returns to the normal level shown L _H. Further, since the upper surface of the second oil reservoir 2 is an open opening 2b, the second oil reservoir 2 can be used even when the oil level is likely to change, such as when the vehicle goes up or down a slope or sudden acceleration / deceleration. Due to the inclination of the oil surface with respect to 2, the oil is rapidly collected in the first oil reservoir 1 due to the overflow of the oil, so that it is sufficiently possible to cope with a response delay due to slow recovery from the oil hole 2a.

Thus, according to the present embodiment, when the oil temperature is low, the achievement of the fourth and fifth speeds corresponding to the high speed stage is prohibited, and no oil is supplied to the second oil sump 2; Since only the first oil sump 1 is accumulated, a sufficient amount of oil is accumulated in the first oil sump 1 and no air is sucked by the oil pump 41. When the oil temperature increases, the fourth speed and the fifth speed are allowed to be achieved. Therefore, when the shift speed is reached, oil is stored in the second oil sump 2 so that the first oil sump 1 The amount of oil is reduced, the oil level is reduced, and the agitation of the oil due to the rotation of the differential device 30 is reduced, so that the increase in agitation resistance is suppressed. The change in the oil level due to the acceleration and deceleration of the vehicle is small at the high speed stage where the acceleration is relatively small, and is large at the low speed stage. Therefore, the oil is stored in the second oil reservoir 2 only at the high speed stage. Also, air suction due to acceleration and deceleration of the vehicle can be prevented. Further, the oil stored in the second oil sump 2 is removed from the oil hole 2 when the high-speed gear is stopped.
The oil is returned from the second oil sump 2 to the first oil sump 1 through a to secure an appropriate oil level at the low speed stage. In this way, by controlling the supply of oil to the second oil sump 2 according to the shift speed, the rotating members 31, which rotate at high speed while preventing air suction at a low oil temperature or during acceleration and deceleration of the vehicle. The reduction in power transmission efficiency due to the agitation of the oil of No. 32 can be suppressed, and as a result, the power transmission efficiency of the automatic transmission can be improved.

Further, since the oil discharged from the B1 control valve 44 and the B2 control valve 45 as the pressure adjusting means is used for controlling the oil level, the oil pressure from the line pressure oil passage a leading to the drive loss of the oil pump 41 is increased. Without affecting the oil consumption, and by using the speed change control, the oil level can be lowered as the oil stirring resistance of the rotating member increases, further improving the power transmission efficiency Can be achieved.

Further, when the oil level changes due to the inertial force due to the acceleration and deceleration of the vehicle and the front-back inclination due to the shift to the uphill / downhill traveling,
The oil is discharged from the opening 2b of the second oil sump 2 and the oil is quickly returned to the first oil sump 1 to recover the oil level without waiting for the slow discharge from the oil hole 2a. Therefore, it is possible to reduce the possibility of the occurrence of air suction due to the control for lowering the oil level.

Although the present invention has been described in detail based on an embodiment in which the present invention is applied to a specific automatic transmission, the present invention is widely applicable to various automatic transmissions. Various specific details of the configuration can be changed within the scope of the items described in the section. For example, in order to increase the effectiveness with a simpler configuration, the high-speed stage in which the achievement is prohibited when the oil temperature is low may be set to only the fifth speed in which the stirring resistance by the rotating member increases.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view schematically illustrating an automatic transmission in the form of a transaxle to which the present invention is applied.

FIG. 2 is a system configuration diagram showing the transaxle with a mechanical unit developed by a skeleton and a control unit by a block;

FIG. 3 is an operation chart of the automatic transmission.

FIG. 4 is a partial circuit diagram of a hydraulic control unit of the control device.

FIG. 5 is a flowchart of control executed by an electronic control unit of the control device.

FIG. 6 is a graph showing a shift point map in the electronic control unit used for the control.

[Explanation of symbols]

 T Automatic transmission M Transmission mechanism B-1, B-2 Brake (friction engagement element) a Line pressure oil passage (hydraulic power source) 1 First oil reservoir 2 Second oil reservoir 2a Oil hole 3a Oil passage (supply Means) 31 Differential case (rotating member) 32 Ring gear (rotating member) 40 Hydraulic control device (control device) 41 Oil pump (hydraulic source) 41a Suction port 44 B1 control valve (pressure adjusting means, supply means) 45 B2 control valve (adjusting means) Pressure means, supply means) 43, 46 hydraulic servo 50 electronic control unit (control unit)

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Satoru Kasuya 10 Takane, Fujii-cho, Anjo-shi, Aichi Prefecture Inside Aisin AW Co., Ltd.

Claims (3)

[Claims] 1. A control device for an automatic transmission including a transmission mechanism for achieving a plurality of shift speeds and including a power transmission device that operates in a state of oil supply, wherein the inside of the transmission is provided below a rotating member of the power transmission device. A first oil pump provided to collect the circulating oil, and a suction port of an oil pump for recirculating the collected oil provided oppositely;
An oil sump, a second oil sump provided in the transmission at a distance from the rotating member and storing oil separately from the first oil sump, and a second oil sump provided in the second oil sump. An oil hole for returning the oil stored in the oil reservoir to the first oil reservoir while restricting the flow, supply means for supplying oil to the second oil reservoir when a high-speed stage is achieved by the transmission mechanism, A control device for an automatic transmission, comprising: a prohibition unit for prohibiting achievement of a high speed stage by a transmission mechanism when an oil temperature is low. 2. A pressure regulating means for regulating and supplying a hydraulic pressure from a hydraulic pressure source while discharging excess oil to a hydraulic servo of a friction engagement element engaged for achieving a high gear by the transmission mechanism. The said supply means was made into the oil path which guides the excess oil discharged | emitted from the pressure regulation means and the pressure regulation means to a 2nd oil reservoir.
A control device for an automatic transmission according to the above. 3. The automatic transmission according to claim 1, wherein the second oil sump has an opening for returning oil to the first oil sump due to a change in the oil level of the oil trapped in the second oil sump. Control device.