JP2004044614A - Control unit of automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To simplify a structure of an unit by decreasing control valves, hydraulic switches, solenoid valves or the like as far as possible. <P>SOLUTION: The control unit arranging a 2nd-speed gear train 12 by engaging with a 2nd-speed clutch 22, and arranging a 4th-speed gear train 14 by engaging with a 4-R clutch 24 comprises a first linear solenoid valve 45 and a second linear solenoid valve 46 regulating and supplying hydraulic oil for engaging, and a cut valve 66 switching a supply position capable of supplying controlled oil pressure for engaging of the second linear solenoid valve to the 4-R clutch 24 and supply of the controlled oil pressure for engaging and a releasing position capable of blocking supply of the controlled oil pressure for engaging and interconnecting the 4-R clutch 24 with a drain. The cut valve 66 is switched by receiving the controlled oil pressure supplied to the 2nd-speed clutch 22. The cut valve is arranged at a supply position when the controlled oil pressure is less than that of oil pressure of the cut valve, and is arranged at a releasing position when exceeding the oil pressure operating the cut valve. <P>COPYRIGHT: (C)2004,JPO

Description

【００２３】
ここでまず、この制御装置による第１速〜第４速の各変速段の設定制御について説明する。
【００２４】
まず、第１速段（ＬＯＷモード）では、第１オンオフソレノイドバルブ４１がオフ、第２オンオフソレノイドバルブ４２がオンにされる。第２オンオフソレノイドバルブ４２がオンとなると、油路１０２にライン圧ＰＬが供給され、このライン圧ＰＬが第２シフトバルブ５６の左端に作用し、そのスプール５７をスプリング５８の付勢力に抗して右動させる押圧力を加える。なお、このとき、第２シフトバルブ５６の右端に繋がる油路１４３はカットバルブ６６に繋がるが、カットバルブ６６の右端ポート６６ａに繋がる油路１０６は第２シフトバルブ５６を介して油路１２７に繋がり、Ｄ位置に位置したマニュアルバルブ５０を介してドレンに繋がる。このため、カットバルブ６６のスプール６７はスプリング６８に付勢されて右動した状態となり、油路１４３はドレンに繋がり、第２シフトバルブ５６のスプール５７は左端に作用するライン圧により右動される。
【００２５】
このようにスプール５７が右動された状態では、Ｄ位置に位置したマニュアルバルブ５０を介して油路１００に繋がってライン圧ＰＬが供給される油路１０４が第２シフトバルブ５６を介して油路１０５に繋がる。この油路１０５は１速クラッチ２１に繋がっており、１速クラッチ２１にライン圧ＰＬが供給されて第１速段が設定される。ここで油路１０５から分岐する油路１０５ａはＤインヒビターバルブ６３の右端ポート６３ａに繋がり、ポート６３ａに作用するライン圧ＰＬがそのスプール６４をスプリング６５の付勢に抗して左方向に押圧する。一方、Ｄインヒビターバルブ６３の左端ポート６３ｂに繋がる油路１０９はＤレンジ位置に位置したマニュアルバルブ５０に繋がってドレンされている。このため、Ｄレンジにおいて１速クラッチ２１にライン圧ＰＬが供給されてこれが係合されているときには、Ｄインヒビターバルブ６３のスプール６４は左動された状態となる。
【００２６】
一方、第１オンオフソレノイドバルブ４１の出力側に繋がる油路１０３はその分岐油路１０３ａからＬＣシフトバルブ３１の右端に繋がるが、第１オンオフソレノイドバルブ４１はオフであり油路１０３はドレンに開放されるため、第１速段においてはロックアップクラッチＬＣは常時解放される。
【００２７】
次に、第２速段（２ＮＤモード）では、第１オンオフソレノイドバルブ４１がオン・オフ制御され、第２オンオフソレノイドバルブ４２がオンにされる。第２オンオフソレノイドバルブ４２がオンであると上記と同様にして１速クラッチ２１が係合され、Ｄインヒビターバルブ６３のスプール６４が左動される。さらに、このモードでは第２リニアソレノイドバルブ４６（リニアソレノイドバルブＢ）が作動されて、油路１２１にその制御油圧Ｐｃが出力される。この油路１２１から分岐した油路１２１ａが上述のようにスプール５７が右動された第２シフトバルブ５６を介して油路１２２と繋がり、油路１２２は２ＮＤコントロールバルブ７０に繋がる。
【００２８】
ここで、２ＮＤコントロールバルブ７０のスプール７１を右方向に押圧するように油圧を作用させるポート７３ａに繋がる油路１２３は３ＲＤコントロールバルブ７５に繋がる。このとき３ＲＤコントロールバルブ７５の右端ポート７５ａに繋がる油路１０７は油路１０４に繋がりライン圧ＰＬを受けるため、３ＲＤコントロールバルブ７５のスプール７６はスプリング７７の付勢力に抗して左方向への押圧力が作用する。一方、３ＲＤコントロールバルブ７５の左端ポート７５ｂに繋がる油路１４１は油路１２１に繋がる。この油路１２１には上述のように第２リニアソレノイドバルブ４６からの制御油圧Ｐｃが供給される。このため、３ＲＤコントロールバルブ７５のスプール７６は右端ポート７５ａに作用するライン圧ＰＬと左端ポート７５ｂに作用する制御油圧Ｐｃとスプリング７７の付勢力のバランスで位置が決まる。このため、上記油路１２３はスプール７６の位置に応じて油路１０８に繋がったり、直接ドレンに解放されたりする。この油路１０８は第３リニアソレノイドバルブ４７（リニアソレノイドバルブＣ）の出力油路１３１に直結するがこのモードでは出力油路１３１は第３リニアソレノイドバルブ４７においてドレンに繋がる。このため、油路１２３はドレンに繋がり、ポート７３ａからの油圧力がスプール７１に作用することがない。
【００２９】
また、２ＮＤコントロールバルブ７０のスプール７１を右方向に押圧するように油圧を作用させるポート７３ｂに繋がる油路１２４は油路１４３に繋がり、カットバルブ６６を介してドレンに繋がる。さらに、スプール７１を左方向に押圧するように油圧を作用させるポート７３ｃに繋がる油路１２５は、３ＲＤコントロールバルブ７５のスプール７６の位置に応じて油路１２６もしくは油路１４２に繋がる。油路１２６はスプール５７が右動された第２シフトバルブ５６を介して油路１２７に繋がり、油路１２７はＤ位置に位置したマニュアルバルブ５０を介してドレンに繋がる。また、油路１４２はＤレンジ位置に位置したマニュアルバルブ５０においてドレンに繋がる。
【００３０】
この結果、２ＮＤコントロールバルブ７０のスプール７１はスプリング７２の付勢力により左動された状態となり、上記油路１２２は２速クラッチ２２に繋がる油路１２８と繋がる。このため、第２リニアソレノイドバルブ４６からの制御油圧Ｐｃは２速クラッチ２２に供給されてこれが係合され、第２速段が設定される。なお、２ＮＤモードでは上述のように１速クラッチ２１も係合されるが、１速ギヤ列１１の１速従動ギヤ１１ｂにはワンウエイクラッチ１１ｃが設けられているため、１速クラッチ２１および２速クラッチ２２が係合された状態では第２速段が設定される。
【００３１】
２ＮＤモードでは、第１オンオフソレノイドバルブ４１がオフ・オン制御されるが、上述のように第１オンオフソレノイドバルブ４１の出力側に繋がる油路１０３の分岐油路１０３ａはＬＣシフトバルブ３１の右端に繋がっており、第１オンオフソレノイドバルブ４１のオフ・オン制御によりＬＣシフトバルブ３１の作動制御が行われる。第１オンオフソレノイドバルブ４１がオン作動されるとライン圧ＰＬがＬＣシフトバルブ３１の右端に作用してそのスプール３１ａが左動される。ここで、第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ（１）を受ける油路１１１は分岐油路１１１ａからＬＣシフトバルブ３１に繋がり、上記のようにスプール３１ａが左動されたＬＣシフトバルブ３１を介して油路１５１に繋がり、油路１５１はＬＣコントロールバルブ３２の右端に繋がる。このため、第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ（１）によりＬＣコントロールバルブ３２に作用してロックアップクラッチＬＣの係合制御が行われる。なお、第１オンオフソレノイドバルブ４１のオフ・オン制御および第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ（１）によるロックアップクラッチＬＣの係合制御は第３速段および第４速段モードでも同様である。
【００３２】
第３速段（３ＲＤモード）では、第１オンオフソレノイドバルブ４１がオン・オフ制御され、第２オンオフソレノイドバルブ４２がオンにされる。第２オンオフソレノイドバルブ４２がオンであると上記と同様にして１速クラッチ２１が係合される。３ＲＤモードではさらに、第３リニアソレノイドバルブ４７（リニアソレノイドバルブＣ）が作動されて、油路１３１にその制御油圧Ｐｃが出力される。油路１３１はそのまま油路１０８と繋がり、油路１０８は３ＲＤコントロールバルブ７５に繋がる。ここで、３ＲＤコントロールバルブ７５の右端ポート７５ａには上述と同様にライン圧ＰＬを受けるが、第２リニアソレノイドバルブ４６の出力油路１２１に繋がる左端ポート７５ｂは第２リニアソレノイドバルブ４６においてドレンされる。これにより、３ＲＤコントロールバルブ７５のスプール７６は左動された状態になり、油路１０８は油路１２３に繋がり、油路１２３は３速クラッチ２３に繋がり、第３リニアソレノイドバルブ４７の制御油圧Ｐｃが３速クラッチ２３に供給されて第３速段が設定される。なお、３ＲＤモードにおいても１速クラッチ２１が同時に係合されるが、ワンウエイクラッチ１１ｃの作用により、１速クラッチ２１および３速クラッチ２３が係合された状態では第３速段が設定される。
【００３３】
第４速段（４ＴＨモード）では、第１オンオフソレノイドバルブ４１がオン・オフ制御され、第２オンオフソレノイドバルブ４２がオフにされる。第２オンオフソレノイドバルブ４２がオフであると油路１０２がドレンに繋がり、第２シフトバルブ５６の左端に作用する油圧力がなくなるため、そのスプール５７がスプリング５８に付勢されて左動する。この状態では、Ｄ位置に位置したマニュアルバルブ５０を介して油路１００に繋がってライン圧ＰＬが供給される油路１０４の分岐油路１０４ａが第２シフトバルブ５６を介して油路１０５に繋がる。この油路１０５は１速クラッチ２１に繋がっており、１速クラッチ２１にライン圧ＰＬが供給されてこれが係合される。すなわち、第４速段においても１速クラッチ２１が係合される。
【００３４】
この４ＴＨモードでは第２リニアソレノイドバルブ４６（リニアソレノイドバルブＢ）が作動されて油路１２１にその制御油圧Ｐｃが出力される。この油路１２１は油路１４１に直結して３ＲＤコントロールバルブ７５の左端ポート７５ｂに作用するとともに、分岐油路１２１ａから第２シフトバルブ５６に繋がる。第２シフトバルブ５６のスプール５７は左動されているため、油路１２１ａは油路１１５に繋がり、油路１１５はカットバルブ６６に繋がる。
【００３５】
カットバルブ６６の右端ポート６６ａに繋がる油路１０６は分岐油路１０６ａから第２シフトバルブ５６を介して油路１１６に繋がり、油路１１６はＤインヒビターバルブ６３に繋がる。Ｄインヒビターバルブ６３のスプール６４は上述のように左動されているため、油路１１６はＤインヒビターバルブ６３を介して油路１１７に繋がり、油路１１７は油路１０７と直結しており、油路１０７にはＤレンジ位置にあるマニュアルバルブ５０からライン圧ＰＬが供給される。このため、カットバルブ６６の右端ポート６６ａにはライン圧ＰＬが作用する。一方、カットバルブ６６の左端ポート６６ｂに繋がる油路１１８は油路１２８に直結し、３ＲＤコントロールバルブ７５を介してドレンに繋がる。このことから分かるように、このモードではカットバルブ６６のスプール６７は右端ポート６６ａに作用するライン圧ＰＬにより左動される。
【００３６】
この結果、カットバルブ６６に繋がる油路１１５は油路１４３と繋がる。油路１４３には油路１２４が直結しており、第２リニアソレノイドバルブ４６から出力される制御油圧Ｐｃが３ＲＤコントロールバルブ７５の左端ポート７３ｂに作用する。一方、油路１４３の分岐油路１４３ａが第３シフトバルブ６０に繋がる。第３シフトバルブ６０の右端ポート６０ａに繋がる油路１１７は油路１１６に直結しており、上述のように油路１１６にはライン圧ＰＬが供給されるため、右端ポート６０ａにはライン圧ＰＬが作用する。一方、第３シフトバルブ６０の左端ポート６０ｂに繋がる油路１１８は第１オンオフソレノイドバルブ４１の出力油圧を受ける油路１０３に繋がる。このように第３シフトバルブ６０の左端ポート７３ｂに第１オンオフソレノイドバルブ４１の出力油圧が作用するが、右端ポート６０ａとスプリング６２の付勢力による押圧力が勝るため、そのスプール６１は左動された状態となる。
【００３７】
このため、第３シフトバルブ６０に繋がる油路１４３ａは油路１３５に繋がり、油路１３５は４−Ｒクラッチ２４に繋がり、第２リニアソレノイドバルブ４６の制御油圧Ｐｃが４−Ｒクラッチ２４に供給されてこれが係合される。なお、第４速段を設定するにはドグ歯クラッチ５により４速従動ギヤ１５ｂをカウンタ軸２と係合させる必要がある。ドグ歯クラッチ５の作動を制御するためサーボバルブ６が設けられており、サーボバルブ６のスプール６ａを図示のように左動させればドグ歯クラッチ５のスリーブ５ａを図１において右動させて４速従動ギヤ１５ｂをカウンタ軸２と係合させるように構成されている。ここで、上述のようにライン圧ＰＬが供給される油路１１６から油路１１６ａが分岐するとともにこの油路１１６ａがサーボバルブ６の右油室７ｂに繋がっており、右油室７ｂにライン圧ＰＬが供給される。一方、左油室７ａに繋がる油路１１９は第３サーボバルブ６０においてドレンに繋がる。このため、スプール６ａが左動されて４速従動ギヤ１５ｂがカウンタ軸２と係合して、第４速段が設定される。
【００３８】
以上、Ｄレンジにおける第１速〜第４速段の設定について説明したが、次に、第４速段から第２速段へのシフトダウン変速（４−２シフトダウン変速）の制御について説明する。この変速のときには第１および第２オンオフソレノイドバルブ４１，４２がともにオフにされる。上記のように第１および第２オンオフソレノイドバルブ４１，４２がともにオフにされると、第２シフトバルブ５６のスプール５７が左動され、第１および第３シフトバルブ５３，６０のスプール５４，６１も左動状態となる。４−２シフトダウン変速は４−Ｒクラッチ２４の解放制御および２速クラッチの係合制御により行われるが、４−Ｒクラッチ２４は第２リニアソレノイドバルブ４６（リニアソレノイドバルブＢ）からの制御油圧Ｐｃ（２）により解放制御され、２速クラッチ２２は第１リニアソレノイドバルブ４５（リニアソレノイドバルブＡ）からの制御油圧Ｐｃ（１）により係合制御される。
【００３９】
まず、第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ（２）は油路１２１に出力されるが、油路１２１は分岐油路１２１ａから第２シフトバルブ５６を介して油路１１５に繋がり、油路１１５はカットバルブ６６に繋がる。ここで、カットバルブ６６の右端ポート６６ａに繋がる油路１０６は分岐油路１０６ａから第２シフトバルブ５６を介して油路１１６に繋がるが、この油路１１６には前述のようにＤインヒビターバルブ６３を介してライン圧ＰＬが供給されており、カットバルブ６６の右端ポート６６ａにはライン圧ＰＬが作用する。一方、左端ポート６６ｂに繋がる油路１１８は２速クラッチ２２に繋がっている。このため、４−２シフトダウン変速の開始段階ではカットバルブ６６のスプール６７は左動されており、油路１１５はカットバルブ６６を介して油路１４３に繋がり、油路１４３は分岐油路１４３ａから第３シフトバルブ６０を介して油路１３５に繋がり、油路１３５は４−Ｒクラッチ２４に繋がる。このため、第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ（２）が４−Ｒクラッチ２４に供給され、４−Ｒクラッチ２４の解放制御が行われる。
【００４０】
なお、このようにカットバルブ６６の右端ポート６６ａにはライン圧ＰＬが供給されてスプール６７は左方向の押圧力を受け、左端ポート６６ｂには２速クラッチ２２の係合作動圧が供給されてスプール６７は右方向の押圧力を受け、且つそのスプール６７はスプリング６８により右方向に付勢されている。このため、２速クラッチ２２の係合作動圧がライン圧ＰＬに近い所定油圧以上となると、スプール６７は右動されるが、この所定油圧をカットバルブ作動圧と称する。
【００４１】
一方、第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ（１）は油路１１１に出力され、その分岐油路１１１ａが第１シフトバルブ５３に繋がる。第１シフトバルブ５３のスプール５４は上述のように左動しているため、油路１１１ａは第１シフトバルブ５３を介して油路１１２に繋がり、油路１１２はＤレンジ位置に位置したマニュアルバルブ５０を介して油路１１３に繋がる。油路１１３は第２シフトバルブ５６を介して油路１２２と繋がり、油路１２２は２ＮＤコントロールバルブ７０に繋がる。
【００４２】
ここで、２ＮＤコントロールバルブ７０の左端ポート７３ｂは油路１２４に繋がり、油路１２４は４−Ｒクラッチ２４への係合作動油圧の供給油路１４３が繋がっているため、左端ポート７３ｂには４−Ｒクラッチ２４の制御油圧、すなわち第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ（２）が作用している。一方、右端ポート７３ｃは油路１２５から３ＲＤコントロールバルブ７５を介して油路１２６に繋がり、油路１２６は第２シフトバルブ５６を介して油路１１６に繋がる。油路１１６はＤインヒビターバルブ６３を介して油路１１７に繋がる。油路１１７には前述のようにライン圧ＰＬが供給されるため、２ＮＤコントロールバルブ７０の右端ポート７３ｃにライン圧ＰＬが供給され、そのスプール７１は左動される。この結果、油路１２２は２速クラッチ２２に繋がる油路１２８と繋がり、２速クラッチ２２には第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ（１）が供給され、係合制御が行われる。
【００４３】
このように、４−２シフトダウン変速においては、第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ（２）が４−Ｒクラッチ２４に供給されて４−Ｒクラッチ２４の解放制御が行われ、第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ（１）が２速クラッチ２２に供給されて係合制御が行われる。この制御における４−Ｒクラッチ２４の係合制御圧と、２速クラッチ２２の係合制御圧と、第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ（２）と、第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ（１）との時間変化を図９に示しており、この図を参照して４−２シフトダウン変速制御での係合作動を説明する。
【００４４】
ここでは、第４速段が設定された状態から、時間ｔ１において第２速段にシフトダウンする指令（４−２シフトダウン変速指令）が出力された場合を示している。この時点ｔ１から、第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ（２）が図示のように徐々に低下され、この制御油圧Ｐｃ（２）がそのまま４−Ｒクラッチ２４に供給されて４−Ｒクラッチ２４の係合作動圧も同様に低下する。一方、同時に時間ｔ１から、第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ（１）が図示のように徐々に増加され、この制御油圧Ｐｃ（１）がそのまま２速クラッチ２２に供給されて２速クラッチ２２の係合作動油圧が同様に上昇する。これにより４−Ｒクラッチ２４が徐々に解放されるとともに２速クラッチ２２が徐々に係合される。
【００４５】
そして、２速クラッチ２２の係合作動油圧がカットバルブ作動圧にまで上昇すると（時間ｔ２）、上述のようにカットバルブ６６のスプール６７が右動される。この結果、４−Ｒクラッチ２４に繋がる油路１４３がカットバルブ６６においてドレンに繋がり、４−Ｒクラッチ２４の係合作動圧が図示のように急速に低下する。一方、第２リニアソレノイドバルブ４６の出力油路１２１に繋がる油路１１５はカットバルブ６６によりブロックされる。このため、第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ（２）はクラッチ作動用には使用されなくなるが、時間ｔ２から所定の時間遅れをおいた時間ｔ３に制御油圧Ｐｃ（２）は最大油圧（ライン圧ＰＬ）まで上昇される。なお、この間においても、第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ（１）は図示のように徐々に増加されて、最大油圧（ライン圧ＰＬ）まで上昇する。
【００４６】
そして、時間ｔ３から時間遅れをおいた時間ｔ４において、４−２シフトダウン変速を完了して第２速段（２ＮＤモード）を設定する指令が出力され、第２オンオフソレノイドバルブ４２がオフからオンに切り換えられる。この結果、第２シフトバルブ５６のスプール５７が右動され、第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ（１）が供給される油路１１３が第２シフトバルブ５６においてブロックされ、第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ（２）が供給される油路１２１ａが２速クラッチ２２に繋がる油路１２２と繋げられる。これにより、２速クラッチ２２には、時間ｔ４までは第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ（１）が供給されるが、時間ｔ４からは第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ（２）が供給されて、２速クラッチ２２が係合され、第２速段が設定される。
【００４７】
上記説明から分かるように、第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ（２）は、第４速段における４−Ｒクラッチ２４の係合制御、４−２シフトダウン変速における時間ｔ２までの４−Ｒクラッチ２４の解放制御および時間ｔ４からの２速クラッチ２２の係合制御に用いられる。このように第２リニアソレノイドバルブ４６を複数の制御に用いることができるため、従来に比べてリニアソレノイドバルブ等の数を少なくすることができる。
【００４８】
また、第１リニアソレノイドバルブ４５は時間ｔ４までの２速クラッチ２２の係合制御に用いられるだけであり、時間ｔ４以降は、他の制御に用いることができ、これによっても必要なバルブ数を低減することが可能である。本実施形態においては、第１オンオフソレノイドバルブ４１がオン作動されてロックアップシフトバルブ３１が作動され、ロックアップクラッチＬＣが作動されるときに、第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ（１）は、上述したようにロックアップコントロールバルブ３２に作用してロックアップクラッチＬＣの係合制御を行うようになっている。
【００４９】
【発明の効果】
以上説明したように、本発明によれば、第２作動油圧供給バルブからの第２係合作動油圧を第２所定係合ユニットに供給可能とする供給位置および第２係合作動油圧の第２所定係合ユニットへの供給を遮断するとともに第２所定係合ユニットをドレンに連通させる開放位置に切換設定されるカットバルブを、第１所定係合ユニットに供給される第１係合作動油圧を受けて供給位置と開放位置とに切換設定されるように構成し、第１係合作動油圧が所定油圧以下のときに供給位置に設定され、第１係合作動油圧が所定油圧を越えるときに開放位置に設定されるように構成されている。このため、例えば、第２作動油圧供給バルブからの第２係合作動油圧を第２所定係合ユニット（例えば、４−Ｒクラッチ）に供給してこれを係合させて第２所定動力伝達経路（例えば、第４速ギヤ列）による変速段（例えば、第４速段）を設定した状態から、第１係合作動油圧を第１所定係合ユニット（例えば、２速クラッチ）に供給してこれを係合させ、第１所定動力伝達経路（例えば、第２速ギヤ列）による変速段（例えば、第２速段）への変速を行うようなときに、第１係合作動油圧が所定油圧を超えるとカットバルブが解放位置に切り換えられる。これにより、それまで第２所定係合ユニットの係合に用いられていた第２作動油圧供給バルブからの第２係合作動油圧を別の制御に用いることができるので、装置全体としての必要バルブ数を少なくして、装置構成をシンプル化できる。
【００５０】
また、この自動変速機の制御装置に、第１係合作動油圧を第１所定係合ユニットに供給可能とする第１位置および第２係合作動油圧を第１所定係合ユニットに供給可能とする第２位置に切換設定されるシフトバルブ（例えば、第２シフトバルブ５６）と、シフトバルブを第１位置および第２位置に切換設定するシフトバルブ位置切換手段（例えば、第２オンオフソレノイドバルブ４２）とを設け、第２所定係合ユニットが係合されて第２所定動力伝達経路が設定された変速段（例えば、第４速段）から、第２所定係合ユニットの係合を解放するとともに第１所定係合ユニットを係合させて第１所定動力伝達経路が設定される変速段（例えば、第２速段）に変速させる制御を行うときには、第２作動油圧供給バルブにより第２所定係合ユニットに供給する第２係合作動油圧を低下させてこれを解放し、シフトバルブを第１位置に位置させて第１所定係合ユニットに第１作動油圧供給バルブから第１係合作動油圧を調圧供給させてこれを徐々に係合させ、第１係合ユニットに供給された第１係合作動油圧が所定油圧を越えてカットバルブが開放位置に切り換えられた後に、シフトバルブを第２位置に位置させて第１所定係合ユニットに第２作動油圧供給バルブから第２係合作動油圧を供給させて第１所定係合ユニットを係合させ、第１所定動力伝達経路が設定される変速段への変速を行わせるように構成するのが好ましい。
【００５１】
このように構成すれば、変速前の段階において第２所定係合ユニットの係合に用いられていた第２作動油圧供給バルブからの第２係合作動油圧が変速中において低下されて第２所定係合ユニットを解放させる制御が行われ、変速後半段階においてカットバルブが開放位置に切り換えられると第２作動油圧供給バルブから第２所定係合ユニットへの第２係合作動油圧の供給が遮断される。このため、第２係合作動油圧を他の用途に使用可能となり、上記のようにシフトバルブを第２位置に位置させて第２係合作動油圧を、今度は第１所定係合ユニットの係合制御に用いることができる。このように、第２作動油圧供給バルブを、変速前および変速中における第２所定係合ユニットの係合制御と、変速完了時およびその後における第１所定係合ユニットの係合制御とに用いることができるため、制御装置に必要なバルブの数を少なくして装置構成を簡単にすることができる。なお、このようにすれば、変速完了時からは第１作動油圧供給バルブの出力油圧を別の用途（例えば、ロックアップクラッチの係合制御）に用いることができ、必要バルブ数の低減を図ることができる。
【図面の簡単な説明】
【図１】本発明に係る自動変速機の動力伝達経路構成を示す概略図である。
【図２】本発明に係る自動変速機の制御装置の構成を示す全体油圧回路図である。
【図３】本発明に係る自動変速機の制御装置の構成を示す部分油圧回路図である。
【図４】本発明に係る自動変速機の制御装置の構成を示す部分油圧回路図である。
【図５】本発明に係る自動変速機の制御装置の構成を示す部分油圧回路図である。
【図６】本発明に係る自動変速機の制御装置の構成を示す部分油圧回路図である。
【図７】本発明に係る自動変速機の制御装置の構成を示す部分油圧回路図である。
【図８】本発明に係る自動変速機の制御装置の構成を示す部分油圧回路図である。
【図９】上記制御装置による２−４シフトダウン変速での制御油圧変化を示すグラフである。
【符号の説明】
１１　第１速ギヤ列
１２　第２速ギヤ列
１３　第３速ギヤ列
１４　第４速ギヤ列
１５　リバースギヤ列
ＴＭ　平行軸式変速機構
２１　１速クラッチ
２２　２速クラッチ
２３　３速クラッチ
２４　４−Ｒクラッチ
４２　第２オンオフソレノイドバルブ（シフトバルブ位置切換手段）
４５　第１リニアソレノイドバルブ（第１作動油圧供給バルブ）
４６　第２リニアソレノイドバルブ（第２作動油圧供給バルブ）
５６　第２シフトバルブ（シフトバルブ）
６６　カットバルブ[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention provides, for example, a power transmission mechanism that includes a plurality of gear trains and configures a plurality of power transmission paths for setting a gear position, and one of the power transmission paths that operates by receiving hydraulic pressure such as a hydraulic clutch or the like. More specifically, the present invention relates to an automatic transmission configured to include a plurality of hydraulic engagement units for selectively setting a hydraulic engagement unit, and more particularly, to a control device for an automatic transmission that performs automatic transmission control by controlling hydraulic pressure supply to these hydraulic engagement units. About.
[0002]
[Prior art]
Such automatic transmissions are generally used for vehicles and the like, and are configured to automatically control the operation of a hydraulic clutch and the like in accordance with the running state of the vehicle to perform automatic shift control. Therefore, a control device that controls the operation of the automatic transmission generally includes a plurality of control valves, a solenoid valve that controls the operation of these control valves, and a manual valve that is operated in response to a shift lever operation by a driver. And is configured. Then, a manual valve is operated by operating the shift lever to selectively set a plurality of ranges such as a parking range, a reverse range, a neutral range, and a forward range (D range, 2 ranges, etc.). (In the forward range), a control for automatically changing the gear position according to the traveling state, that is, an automatic shift control.
[0003]
[Problems to be solved by the invention]
By the way, when performing automatic shift control by such a shift control device of an automatic transmission, it is necessary to perform control for selectively setting a plurality of shift speeds and control for performing a shift between the plurality of shift speeds. There is. Conventionally, in order to accurately perform such various shift controls, the shift control device is conventionally provided with a plurality of control valves, a hydraulic switch for detecting the operating oil pressure of each clutch, a plurality of solenoid valves, and the like. In addition, a large number of hydraulic switches and solenoid valves are required, which complicates the configuration of the control device and raises the cost of the device. For example, if a plurality of operating hydraulic pressure supply valves that independently supply engagement operating hydraulic pressure to a hydraulic engagement unit that sets a plurality of gear positions are provided, not only the selection setting control of each of the plurality of gear positions but also Although the shift control between the gears can be freely performed, there is a problem that the required number of operating hydraulic pressure supply valves is increased, the device configuration is complicated, and the cost is increased.
[0004]
The present invention has been made in view of such a problem, and has as its object to simplify the device configuration by minimizing the number of control valves, hydraulic switches, solenoid valves, and the like constituting a control device for an automatic transmission.
The present invention also provides a hydraulic oil supply unit that supplies an engagement hydraulic pressure to a hydraulic engagement unit (a hydraulic engagement clutch or the like) for setting a gear position so that a plurality of hydraulic engagement units can share an operating hydraulic pressure supply valve. It is an object of the present invention to provide a control device having a configuration capable of reducing the number of shifts and appropriately performing shift control between shift speeds set by the plurality of hydraulic engagement units.
[0005]
[Means for Solving the Problems]
In order to achieve such an object, in the present invention, a plurality of power transmission paths for setting a gear position (for example, the first gear train 11, the second gear train 12, the third gear train 13, A power transmission mechanism (for example, the parallel shaft type transmission mechanism TM in the embodiment) constituting the fourth speed gear train 14 and the reverse gear train 15) and a power transmission path are provided, and operate by receiving hydraulic pressure. And a plurality of hydraulic engagement units (for example, a first-speed clutch 21, a second-speed clutch 22, a third-speed clutch 23, and a 4-R clutch 24 in the embodiment) for selectively setting the plurality of power transmission paths. The control device for the automatic transmission is configured to perform the automatic transmission control by performing the hydraulic pressure supply control to the hydraulic engagement unit. Further, the control device engages a first predetermined engagement unit (e.g., the second speed clutch 22 in the embodiment) of the hydraulic engagement units to cause a first predetermined power transmission path (e.g., A second speed gear train 12) in the embodiment is set, and a second predetermined engagement unit (for example, the 4-R clutch 24 in the embodiment) of the hydraulic engagement units is engaged to set the second speed gear train 12) in the power transmission path. The second predetermined power transmission path (for example, the fourth gear train 14 in the embodiment) is set.
[0006]
In addition, the control device includes first and second operating oil pressure supply valves (for example, the first linear solenoid valve 45 and the second linear solenoid valve 46 in the embodiment) that supply and regulate the engagement operating oil pressure, respectively. A supply position at which the second engagement hydraulic pressure can be supplied from the second hydraulic pressure supply valve to the second predetermined engagement unit, and a supply of the second engagement hydraulic pressure to the second predetermined engagement unit is cut off, and A cut valve that is set to be switched to an open position for communicating the predetermined engagement unit with the drain, and the cut valve receives the first engagement hydraulic pressure supplied to the first predetermined engagement unit and opens and closes the supply position. The supply position is set when the first engagement operating oil pressure is equal to or lower than a predetermined oil pressure, and the release position is set when the first engagement operation oil pressure exceeds the predetermined oil pressure. It is set to.
[0007]
When the control device having such a configuration is used, for example, the second engagement hydraulic pressure from the second hydraulic pressure supply valve is supplied to the second predetermined engagement unit (for example, a 4-R clutch) to be engaged. Then, from the state in which the speed (for example, the fourth speed) is set by the second predetermined power transmission path (for example, the fourth speed gear train), the first engagement operating oil pressure is changed to the first predetermined engagement unit (for example, When a shift is made to a shift speed (for example, a second speed) by a first predetermined power transmission path (for example, a second speed gear train), the gear is supplied to the second speed clutch) to be engaged. When the first engagement operating oil pressure exceeds a predetermined oil pressure, the cut valve is switched to the release position. Thus, the second engagement hydraulic pressure from the second hydraulic pressure supply valve, which has been used to engage the second predetermined engagement unit, can be used for another control. The number of devices can be reduced and the device configuration can be simplified.
[0008]
Further, the control device of the automatic transmission may be configured to supply a first position and a second engagement operating oil pressure that enable the first engagement operating oil pressure to be supplied to the first predetermined engagement unit. (For example, the second shift valve 56 in the embodiment) and a shift valve position switching means (for example, in the embodiment) for switching the shift valve between the first position and the second position. A second on / off solenoid valve 42, a second predetermined engagement unit (for example, the 4-R clutch 24) is engaged and a second predetermined power transmission path is set (for example, a fourth speed) ), The second predetermined engagement unit is disengaged and the first predetermined engagement unit (for example, the second speed clutch 22) is engaged to set the first predetermined power transmission path (for example, When performing the control for shifting to the second speed, the second engagement hydraulic pressure supplied to the second predetermined engagement unit by the second hydraulic pressure supply valve (for example, the second linear solenoid valve 46) is reduced, and this is reduced. Disengaged, the shift valve is positioned at the first position, the first predetermined engagement unit is regulated to supply the first engagement hydraulic pressure from the first hydraulic pressure supply valve, and the first engagement hydraulic unit is gradually engaged, and the first engagement unit is engaged. After the first engagement hydraulic pressure supplied to the engagement unit exceeds the predetermined hydraulic pressure and the cut valve is switched to the open position, the shift valve is moved to the second position, and the second predetermined hydraulic pressure is applied to the first predetermined engagement unit. It is preferable that the first predetermined engagement unit is engaged by supplying the second engagement hydraulic pressure from the supply valve, and the gear is shifted to the speed at which the first predetermined power transmission path is set.
[0009]
According to this structure, the second engagement operating oil pressure from the second operating oil pressure supply valve used for engagement of the second predetermined engagement unit at the stage before the gear shift is reduced during the gear shift and the second predetermined operating oil pressure is reduced. Control is performed to release the engagement unit, and when the cut valve is switched to the open position in the second half of the shift, the supply of the second engagement hydraulic pressure from the second hydraulic pressure supply valve to the second predetermined engagement unit is shut off. You. For this reason, the second engagement operating oil pressure can be used for other purposes, and the shift valve is located at the second position as described above, and the second engagement operating oil pressure is now applied to the first predetermined engagement unit. It can be used for joint control. As described above, the second working hydraulic pressure supply valve is used for engagement control of the second predetermined engagement unit before and during gear shifting, and for engagement control of the first predetermined engagement unit after gear shifting is completed and thereafter. Therefore, the number of valves required for the control device can be reduced, and the device configuration can be simplified. In this case, the output hydraulic pressure of the first operating hydraulic pressure supply valve can be used for another purpose (for example, engagement control of a lock-up clutch) from the time of completion of the shift, thereby reducing the number of required valves. be able to.
[0010]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a power transmission path configuration of an automatic transmission in which automatic transmission control and the like are performed by the control device according to the present invention. The automatic transmission AT includes a torque converter TC connected to an engine output shaft (not shown), a parallel shaft transmission mechanism TM connected to an output member (turbine) of the torque converter TC, and an output side of the transmission mechanism TM. And a differential mechanism DF provided in the control unit. Note that the torque converter TC has a lock-up clutch LC.
[0011]
The parallel shaft type transmission mechanism TM is configured by disposing a plurality of gear trains meshing with each other between an input shaft 1 and a counter shaft 2 extending in parallel with each other. The gear train includes a first speed gear train 11, a second speed gear train 12, a third speed gear train 13, a fourth speed gear train 14, and a reverse gear train 15, which are composed of driving and driven gears meshing with each other. The first speed gear train 11 includes a first speed drive gear 11 a rotatably disposed on the input shaft 1, a first speed clutch 21 for engaging and disengaging the first speed drive gear 11 a with the input shaft 1, and a counter shaft 2. And a first-speed driven gear 11b connected via a one-way clutch 11c. The second speed gear train 12 includes a second speed drive gear 12 a rotatably disposed on the input shaft 1, a second speed clutch 22 for engaging and disengaging the second speed drive gear 12 a with the input shaft 1, and a counter shaft 2. And a second speed driven gear 12b coupled thereto. The third speed gear train 13 includes a third speed driving gear 13a coupled to the input shaft 1, a third speed driven gear 13b rotatably disposed on the counter shaft 2, and a third speed driven gear 13b as a counter shaft. And a third speed clutch 23 to be disengaged.
[0012]
The fourth speed gear train 14 includes a fourth speed drive gear 14 a rotatably disposed on the input shaft 1, a 4-R clutch 24 for engaging and disengaging the fourth speed drive gear 14 a with the input shaft 1, and a countershaft 2. And a four-speed driven gear 14b rotatably disposed above. The reverse gear train 15 is connected to the fourth speed drive gear 14a and is rotatably disposed on the input shaft 1 and is engaged with and disengaged from the input shaft 1 by the 4-R clutch 24. And a reverse driven gear 15b rotatably disposed on the second driven gear 2. Further, a dog tooth clutch 5 for selectively engaging and disengaging the fourth speed driven gear 14b and the reverse driven gear 15b with the counter shaft 2 is provided between the fourth speed driven gear 14b and the reverse driven gear 15b. The reverse drive gear 15a and the reverse driven gear 15b mesh with each other via a reverse idler gear (not shown).
[0013]
As can be seen from this, the fourth speed is set by engaging the 4-R clutch 24 and engaging the fourth speed driven gear 14b with the counter shaft 2 by the dog tooth clutch 5, and the reverse speed is set by the 4-R clutch. 24 and the reverse driven gear 15b is engaged with the counter shaft 2 by the dog tooth clutch 5 for setting. This engagement control is performed by moving the sleeve 5a of the dog tooth clutch 5 in the axial direction by the servo valve 6 described later. When the sleeve 5a is moved rightward in the drawing, the fourth speed driven gear 14b is engaged with the counter shaft 2. The reverse driven gear 15b can be engaged with the counter shaft 2 by moving it to the left.
[0014]
An output drive gear 16a is connected to the counter shaft 2, and the output drive gear 16a meshes with an output driven gear 16b formed integrally with the differential mechanism DF.
[0015]
In the automatic transmission AT configured as described above, the first to fourth gears are controlled by controlling the operation of the first-speed clutch 21, the second-speed clutch 22, the third-speed clutch 23, the 4-R clutch 24, and the dog-tooth clutch 5. By selecting the power transmission by the trains 11 to 14 or the reverse gear train 15, it is possible to set the first to fourth speeds or the reverse speeds and to perform the shift control between these speeds.
[0016]
A shift control device for performing this shift control will be described with reference to hydraulic circuit diagrams of FIGS. FIGS. 3 to 8 are enlarged views of portions divided by alternate long and short dash lines A to F as shown in FIG. Further, in these hydraulic circuit diagrams, a portion where the oil passage is open means that it is connected to the drain.
[0017]
This control device has a regulator valve 30 for adjusting the hydraulic pressure of the hydraulic oil discharged from the hydraulic pump OP to the oil passage 100 to a predetermined line pressure PL, and the hydraulic oil having this line pressure PL The oil is supplied from the oil passage 100 into the circuit according to the operation position of the manual valve 50. Excess oil when the pressure is regulated by the regulator valve 30 is supplied to the torque converter TC, supplied for operating the lock-up clutch LC, and supplied to the lubrication of each part. Therefore, an LC shift valve 31, an LC control valve 32, a TC check valve 33, a cooler relief valve 34, a lubrication relief valve 35, and the like are provided as shown in the figure. The hydraulic oil used for lubrication is cooled through the oil cooler 36, returned to the oil tank 37, and sucked by the oil pump OP through the strainer 37a in the tank.
[0018]
On the other hand, the hydraulic oil having the line pressure PL regulated by the regulator valve 30 is supplied from the manual valve 50 to the first shift valve 53, the second shift valve 56, the third shift valve 60, the D inhibitor valve 63, the cut valve 66. The first-speed (LOW) clutch 21, the second-speed clutch 22, the third-speed clutch 23, the 4-R clutch 24 and the servo valve 6 are appropriately supplied through a 2ND control valve 70 and a 3RD control valve 75, and control their operation. Is performed. The servo valve 6 controls the operation of the dog tooth clutch 5. As shown, accumulators 21a to 24a are connected to the clutches 21 to 24, respectively.
[0019]
First and second on / off solenoid valves 41 and 42 and first to third linear solenoid valves 45 to 47 are provided as shown in the figure to operate the valves and control the clutch supply hydraulic pressure. Here, the hydraulic oil discharged from the oil pump OP to the oil passage 100 and adjusted to the line pressure PL by the regulator valve 30 is supplied to the oil passage 101 through the manual valve 50, and is branched from the oil passage 101. It is supplied to the first and second on / off solenoid valves 41 and 42 via a passage 101a. The first and second on / off solenoid valves 41, 42 are normally closed type opening / closing valves, and perform control to supply / discharge the line pressure PL to the oil passages 102, 103 by turning on / off the solenoids 41a, 42a. The first to third linear solenoid valves 45 to 47 reduce the line pressure PL supplied from the oil passages 110, 120, and 130 to a desired oil pressure by controlling the energization of the linear solenoids 45a to 47a. The control to supply to the roads 111, 121 and 131 is performed.
[0020]
In the shift control device having the above-described configuration, the range position of the manual valve 50 is switched, the operation of the first and second on / off solenoid valves 41 and 42 is controlled, and the energization control of the first to third linear solenoid valves 45 to 47 is performed. Based on the above, the setting of each shift speed and the shift control are performed. The manual valve 50 switches the position of the spool 51 in response to the operation of the shift lever in the driver's seat, and is set to be switched to the position P, R, N, D, and two ranges surrounded by a square frame in FIG. You. FIG. 7 shows a state where the shift lever is located at the neutral position (N position) and the spool 51 is located at the N range position. Therefore, for example, when the shift lever is switched to the D position, the spool 51 of the manual valve 50 is moved rightward in the figure to the D range position.
[0021]
In the state where the manual valve 50 is located at the D range position, the shift position setting control and the shift control by the shift control device having the above-described configuration include the first and second on / off solenoid valves 41 and 42 and the first to third linear solenoid valves. 45 to 47 are controlled as shown in Table 1 below. In the mode column of this table, the LOW IN-GEAR mode is a mode that is set when switching from the N range to the D range, and the LOW, 2ND, 3RD, and 4TH modes are first speed to first speed, respectively. A fourth speed stage is shown, and 1-2, 2-3, 3-4, 4-2, and 3-2 show upshifting or downshifting between corresponding speed stages. SOL. ON and OFF in the column of valve mean ON and OFF operation of the corresponding on / off solenoid valve. Further, in the column of clutch, PL means that line pressure is supplied, and symbols A, B, and C control the supply of hydraulic pressure from the first, second, and third linear solenoid valves 45 to 47, respectively. The symbol x means that the corresponding clutch is connected to the drain.
[0022]
[Table 1]

[0023]
First, the control of setting the first to fourth speeds by the control device will be described.
[0024]
First, in the first speed (LOW mode), the first on / off solenoid valve 41 is turned off, and the second on / off solenoid valve 42 is turned on. When the second on / off solenoid valve 42 is turned on, the line pressure PL is supplied to the oil passage 102, and this line pressure PL acts on the left end of the second shift valve 56, causing the spool 57 to resist the urging force of the spring 58. To the right. At this time, the oil passage 143 connected to the right end of the second shift valve 56 is connected to the cut valve 66, but the oil passage 106 connected to the right end port 66 a of the cut valve 66 is connected to the oil passage 127 via the second shift valve 56. It connects to the drain via the manual valve 50 located at the D position. For this reason, the spool 67 of the cut valve 66 is biased by the spring 68 to move to the right, the oil passage 143 is connected to the drain, and the spool 57 of the second shift valve 56 is moved to the right by the line pressure acting on the left end. You.
[0025]
In this manner, when the spool 57 is moved to the right, the oil passage 104 connected to the oil passage 100 via the manual valve 50 located at the position D and supplied with the line pressure PL is connected to the oil passage 104 via the second shift valve 56. It leads to road 105. The oil passage 105 is connected to the first speed clutch 21, and the first speed is set by supplying the line pressure PL to the first speed clutch 21. Here, the oil passage 105a branched from the oil passage 105 is connected to the right end port 63a of the D inhibitor valve 63, and the line pressure PL acting on the port 63a presses the spool 64 leftward against the bias of the spring 65. . On the other hand, an oil passage 109 connected to the left end port 63b of the D inhibitor valve 63 is connected to and drained from the manual valve 50 located at the D range position. Therefore, when the line pressure PL is supplied to the first speed clutch 21 in the D range and the line pressure PL is engaged, the spool 64 of the D inhibitor valve 63 is in a left-moved state.
[0026]
On the other hand, the oil passage 103 connected to the output side of the first on / off solenoid valve 41 is connected from the branch oil passage 103a to the right end of the LC shift valve 31, but the first on / off solenoid valve 41 is off and the oil passage 103 is opened to the drain. Therefore, in the first speed, the lock-up clutch LC is always released.
[0027]
Next, in the second speed (2ND mode), the first on / off solenoid valve 41 is on / off controlled, and the second on / off solenoid valve 42 is turned on. When the second on / off solenoid valve 42 is on, the first speed clutch 21 is engaged in the same manner as described above, and the spool 64 of the D inhibitor valve 63 is moved to the left. Further, in this mode, the second linear solenoid valve 46 (linear solenoid valve B) is operated, and the control oil pressure Pc is output to the oil passage 121. The oil passage 121a branched from the oil passage 121 is connected to the oil passage 122 via the second shift valve 56 in which the spool 57 is moved to the right as described above, and the oil passage 122 is connected to the 2ND control valve 70.
[0028]
Here, an oil passage 123 connected to a port 73 a for applying a hydraulic pressure so as to press the spool 71 of the 2ND control valve 70 rightward is connected to the 3RD control valve 75. At this time, the oil passage 107 connected to the right end port 75a of the 3RD control valve 75 is connected to the oil passage 104 and receives the line pressure PL, so that the spool 76 of the 3RD control valve 75 is pushed leftward against the urging force of the spring 77. Pressure acts. On the other hand, an oil passage 141 connected to the left end port 75b of the 3RD control valve 75 is connected to the oil passage 121. The control oil pressure Pc from the second linear solenoid valve 46 is supplied to the oil passage 121 as described above. Therefore, the position of the spool 76 of the 3RD control valve 75 is determined by the balance between the line pressure PL acting on the right end port 75a, the control oil pressure Pc acting on the left end port 75b, and the urging force of the spring 77. Therefore, the oil passage 123 is connected to the oil passage 108 or directly released to the drain depending on the position of the spool 76. This oil passage 108 is directly connected to the output oil passage 131 of the third linear solenoid valve 47 (linear solenoid valve C). In this mode, the output oil passage 131 is connected to the drain at the third linear solenoid valve 47. Therefore, the oil passage 123 is connected to the drain, and the oil pressure from the port 73a does not act on the spool 71.
[0029]
An oil passage 124 connected to a port 73b for applying a hydraulic pressure so as to press the spool 71 of the 2ND control valve 70 rightward is connected to an oil passage 143, and is connected to a drain via a cut valve 66. Further, an oil passage 125 connected to a port 73c for applying a hydraulic pressure so as to press the spool 71 leftward is connected to an oil passage 126 or an oil passage 142 according to the position of the spool 76 of the 3RD control valve 75. The oil passage 126 is connected to the oil passage 127 via the second shift valve 56 in which the spool 57 is moved to the right, and the oil passage 127 is connected to the drain via the manual valve 50 located at the D position. Further, the oil passage 142 is connected to the drain in the manual valve 50 located at the D range position.
[0030]
As a result, the spool 71 of the 2ND control valve 70 is moved leftward by the urging force of the spring 72, and the oil passage 122 is connected to the oil passage 128 connected to the second speed clutch 22. For this reason, the control oil pressure Pc from the second linear solenoid valve 46 is supplied to the second speed clutch 22, which is engaged, and the second speed is set. In the 2ND mode, the first-speed clutch 21 is also engaged as described above, but the first-speed driven gear 11b of the first-speed gear train 11 is provided with the one-way clutch 11c, so that the first-speed clutch 21 and the second-speed clutch 21 are engaged. When the clutch 22 is engaged, the second speed is set.
[0031]
In the 2ND mode, the first on / off solenoid valve 41 is controlled to be turned on / off. However, the branch oil passage 103a of the oil passage 103 connected to the output side of the first on / off solenoid valve 41 is located at the right end of the LC shift valve 31 as described above. The operation of the LC shift valve 31 is controlled by the on / off control of the first on / off solenoid valve 41. When the first on / off solenoid valve 41 is turned on, the line pressure PL acts on the right end of the LC shift valve 31 to move the spool 31a to the left. Here, the oil passage 111 receiving the control oil pressure Pc (1) from the first linear solenoid valve 45 is connected from the branch oil passage 111a to the LC shift valve 31, and the LC shift valve 31 with the spool 31a left-moved as described above. And the oil passage 151 is connected to the right end of the LC control valve 32. Thus, the control oil pressure Pc (1) from the first linear solenoid valve 45 acts on the LC control valve 32 to control the engagement of the lock-up clutch LC. The on / off control of the first on / off solenoid valve 41 and the engagement control of the lock-up clutch LC by the control oil pressure Pc (1) from the first linear solenoid valve 45 are the same in the third speed mode and the fourth speed mode. It is.
[0032]
In the third speed (3RD mode), the first on / off solenoid valve 41 is on / off controlled, and the second on / off solenoid valve 42 is turned on. When the second on / off solenoid valve 42 is on, the first speed clutch 21 is engaged in the same manner as described above. In the 3RD mode, the third linear solenoid valve 47 (linear solenoid valve C) is further operated, and the control oil pressure Pc is output to the oil passage 131. The oil passage 131 is directly connected to the oil passage 108, and the oil passage 108 is connected to the 3RD control valve 75. Here, the line pressure PL is received at the right end port 75a of the 3RD control valve 75 in the same manner as described above, but the left end port 75b connected to the output oil passage 121 of the second linear solenoid valve 46 is drained at the second linear solenoid valve 46. You. Thereby, the spool 76 of the 3RD control valve 75 is moved leftward, the oil passage 108 is connected to the oil passage 123, the oil passage 123 is connected to the third speed clutch 23, and the control hydraulic pressure Pc of the third linear solenoid valve 47 is controlled. Is supplied to the third speed clutch 23 to set the third speed. In the 3RD mode, the first speed clutch 21 is simultaneously engaged, but the third speed is set by the action of the one-way clutch 11c when the first speed clutch 21 and the third speed clutch 23 are engaged.
[0033]
In the fourth speed (4TH mode), the first on / off solenoid valve 41 is on / off controlled, and the second on / off solenoid valve 42 is turned off. When the second on / off solenoid valve 42 is off, the oil passage 102 is connected to the drain, and there is no oil pressure acting on the left end of the second shift valve 56. Therefore, the spool 57 is biased by the spring 58 to move to the left. In this state, the branch oil passage 104 a of the oil passage 104 connected to the oil passage 100 via the manual valve 50 located at the position D and supplied with the line pressure PL is connected to the oil passage 105 via the second shift valve 56. . The oil passage 105 is connected to the first speed clutch 21, and the line pressure PL is supplied to the first speed clutch 21 to be engaged. That is, the first speed clutch 21 is also engaged in the fourth speed.
[0034]
In the 4TH mode, the second linear solenoid valve 46 (linear solenoid valve B) is operated, and the control oil pressure Pc is output to the oil passage 121. The oil passage 121 is directly connected to the oil passage 141, acts on the left end port 75b of the 3RD control valve 75, and is connected from the branch oil passage 121a to the second shift valve 56. Since the spool 57 of the second shift valve 56 is moved to the left, the oil passage 121a is connected to the oil passage 115, and the oil passage 115 is connected to the cut valve 66.
[0035]
The oil passage 106 connected to the right end port 66a of the cut valve 66 is connected from the branch oil passage 106a to the oil passage 116 via the second shift valve 56, and the oil passage 116 is connected to the D inhibitor valve 63. Since the spool 64 of the D inhibitor valve 63 is moved to the left as described above, the oil passage 116 is connected to the oil passage 117 via the D inhibitor valve 63, and the oil passage 117 is directly connected to the oil passage 107. The line 107 is supplied with the line pressure PL from the manual valve 50 located at the D range position. Therefore, the line pressure PL acts on the right end port 66a of the cut valve 66. On the other hand, the oil passage 118 connected to the left end port 66b of the cut valve 66 is directly connected to the oil passage 128, and is connected to the drain via the 3RD control valve 75. As can be seen from this, in this mode, the spool 67 of the cut valve 66 is moved leftward by the line pressure PL acting on the right end port 66a.
[0036]
As a result, the oil passage 115 connected to the cut valve 66 is connected to the oil passage 143. The oil passage 124 is directly connected to the oil passage 143, and the control oil pressure Pc output from the second linear solenoid valve 46 acts on the left end port 73 b of the 3RD control valve 75. On the other hand, a branch oil passage 143 a of the oil passage 143 is connected to the third shift valve 60. The oil passage 117 connected to the right end port 60a of the third shift valve 60 is directly connected to the oil passage 116. Since the line pressure PL is supplied to the oil passage 116 as described above, the line pressure PL is supplied to the right end port 60a. Works. On the other hand, the oil passage 118 connected to the left end port 60b of the third shift valve 60 is connected to the oil passage 103 that receives the output oil pressure of the first on / off solenoid valve 41. As described above, the output oil pressure of the first on / off solenoid valve 41 acts on the left end port 73b of the third shift valve 60. However, the pressing force by the urging force of the right end port 60a and the spring 62 prevails, so that the spool 61 is moved to the left. State.
[0037]
Therefore, the oil passage 143a connected to the third shift valve 60 is connected to the oil passage 135, the oil passage 135 is connected to the 4-R clutch 24, and the control hydraulic pressure Pc of the second linear solenoid valve 46 is supplied to the 4-R clutch 24. And this is engaged. In order to set the fourth speed, it is necessary to engage the fourth speed driven gear 15 b with the counter shaft 2 by the dog tooth clutch 5. A servo valve 6 is provided for controlling the operation of the dog tooth clutch 5. When the spool 6a of the servo valve 6 is moved to the left as shown, the sleeve 5a of the dog tooth clutch 5 is moved to the right in FIG. The fourth speed driven gear 15b is configured to engage with the counter shaft 2. Here, as described above, the oil passage 116a branches from the oil passage 116 to which the line pressure PL is supplied, and this oil passage 116a is connected to the right oil chamber 7b of the servo valve 6, and the line oil pressure is applied to the right oil chamber 7b. PL is supplied. On the other hand, an oil passage 119 connected to the left oil chamber 7a is connected to a drain in the third servo valve 60. Therefore, the spool 6a is moved leftward, the fourth speed driven gear 15b is engaged with the counter shaft 2, and the fourth speed is set.
[0038]
The setting of the first to fourth speeds in the D range has been described above. Next, control of the downshift from the fourth speed to the second speed (4-2 downshift) will be described. . During this shift, the first and second on / off solenoid valves 41 and 42 are both turned off. When the first and second on / off solenoid valves 41 and 42 are both turned off as described above, the spool 57 of the second shift valve 56 is moved to the left, and the spools 54 and 54 of the first and third shift valves 53 and 60 are moved. 61 also moves to the left. The 4-2 downshifting is performed by the release control of the 4-R clutch 24 and the engagement control of the second speed clutch, and the 4-R clutch 24 is controlled by the control hydraulic pressure from the second linear solenoid valve 46 (linear solenoid valve B). The release is controlled by Pc (2), and the engagement of the second speed clutch 22 is controlled by the control oil pressure Pc (1) from the first linear solenoid valve 45 (linear solenoid valve A).
[0039]
First, the control oil pressure Pc (2) from the second linear solenoid valve 46 is output to the oil passage 121. The oil passage 121 is connected from the branch oil passage 121a to the oil passage 115 via the second shift valve 56, and The path 115 is connected to the cut valve 66. Here, the oil passage 106 connected to the right end port 66a of the cut valve 66 is connected from the branch oil passage 106a to the oil passage 116 via the second shift valve 56, and the oil passage 116 is connected to the D inhibitor valve 63 as described above. , And the line pressure PL acts on the right end port 66a of the cut valve 66. On the other hand, an oil passage 118 connected to the left end port 66b is connected to the second speed clutch 22. For this reason, at the start stage of the 4-2 downshift, the spool 67 of the cut valve 66 is moved to the left, the oil passage 115 is connected to the oil passage 143 via the cut valve 66, and the oil passage 143 is connected to the branch oil passage 143a. To the oil passage 135 via the third shift valve 60, and the oil passage 135 is connected to the 4-R clutch 24. Therefore, the control oil pressure Pc (2) from the second linear solenoid valve 46 is supplied to the 4-R clutch 24, and release control of the 4-R clutch 24 is performed.
[0040]
In this way, the line pressure PL is supplied to the right end port 66a of the cut valve 66, the spool 67 receives a leftward pressing force, and the engagement operating pressure of the second speed clutch 22 is supplied to the left end port 66b. The spool 67 receives a rightward pressing force, and the spool 67 is urged rightward by a spring 68. Therefore, when the engagement operating pressure of the second speed clutch 22 becomes equal to or higher than a predetermined oil pressure close to the line pressure PL, the spool 67 is moved rightward, and this predetermined oil pressure is referred to as a cut valve operating pressure.
[0041]
On the other hand, the control oil pressure Pc (1) from the first linear solenoid valve 45 is output to the oil passage 111, and the branch oil passage 111a is connected to the first shift valve 53. Since the spool 54 of the first shift valve 53 is moving to the left as described above, the oil passage 111a is connected to the oil passage 112 via the first shift valve 53, and the oil passage 112 is a manual valve located at the D range position. It is connected to the oil passage 113 via 50. The oil passage 113 is connected to the oil passage 122 via the second shift valve 56, and the oil passage 122 is connected to the 2ND control valve 70.
[0042]
Here, since the left end port 73b of the 2ND control valve 70 is connected to the oil passage 124, and the oil passage 124 is connected to the supply oil passage 143 of the engagement hydraulic pressure to the 4-R clutch 24, the left end port 73b is connected to the left end port 73b. -The control oil pressure of the R clutch 24, that is, the control oil pressure Pc (2) from the second linear solenoid valve 46 is applied. On the other hand, the right end port 73c is connected to the oil passage 126 from the oil passage 125 via the 3RD control valve 75, and the oil passage 126 is connected to the oil passage 116 via the second shift valve 56. The oil passage 116 is connected to the oil passage 117 via the D inhibitor valve 63. Since the line pressure PL is supplied to the oil passage 117 as described above, the line pressure PL is supplied to the right end port 73c of the 2ND control valve 70, and the spool 71 is moved to the left. As a result, the oil passage 122 is connected to the oil passage 128 connected to the second speed clutch 22, and the control oil pressure Pc (1) from the first linear solenoid valve 45 is supplied to the second speed clutch 22 to perform engagement control.
[0043]
As described above, in the 4-2 downshift, the control oil pressure Pc (2) from the second linear solenoid valve 46 is supplied to the 4-R clutch 24, and the release control of the 4-R clutch 24 is performed. The control oil pressure Pc (1) from the first linear solenoid valve 45 is supplied to the second speed clutch 22 to perform engagement control. In this control, the engagement control pressure of the 4-R clutch 24, the engagement control pressure of the second speed clutch 22, the control hydraulic pressure Pc (2) from the second linear solenoid valve 46, and the control pressure from the first linear solenoid valve 45. FIG. 9 shows a time change with respect to the control oil pressure Pc (1), and the engagement operation in the 4-2 downshift control will be described with reference to FIG.
[0044]
Here, a case where a command to shift down to the second speed (a 4-2 downshift command) is output at time t1 from the state where the fourth speed is set. From this point in time t1, the control oil pressure Pc (2) from the second linear solenoid valve 46 is gradually decreased as shown in the figure, and this control oil pressure Pc (2) is supplied to the 4-R clutch 24 as it is to produce the 4-R clutch. The engagement operating pressure of the clutch 24 also decreases. On the other hand, at the same time, from time t1, the control oil pressure Pc (1) from the first linear solenoid valve 45 is gradually increased as shown in FIG. Similarly, the engagement hydraulic pressure of the clutch 22 increases. Thereby, the 4-R clutch 24 is gradually released and the second speed clutch 22 is gradually engaged.
[0045]
Then, when the engagement operating oil pressure of the second speed clutch 22 increases to the cut valve operating pressure (time t2), the spool 67 of the cut valve 66 is moved rightward as described above. As a result, the oil passage 143 connected to the 4-R clutch 24 is connected to the drain at the cut valve 66, and the engagement operating pressure of the 4-R clutch 24 rapidly decreases as illustrated. On the other hand, the oil passage 115 connected to the output oil passage 121 of the second linear solenoid valve 46 is blocked by the cut valve 66. For this reason, the control oil pressure Pc (2) from the second linear solenoid valve 46 is not used for clutch operation, but the control oil pressure Pc (2) becomes the maximum oil pressure at time t3 which is a predetermined time delay from time t2. (Line pressure PL). During this time, the control oil pressure Pc (1) from the first linear solenoid valve 45 is gradually increased as shown in the figure, and rises to the maximum oil pressure (line pressure PL).
[0046]
Then, at time t4, which is a time delay from time t3, a command for completing the 4-2 downshift and setting the second speed (2ND mode) is output, and the second on / off solenoid valve 42 is turned on from off. Is switched to. As a result, the spool 57 of the second shift valve 56 is moved to the right, and the oil passage 113 to which the control oil pressure Pc (1) is supplied from the first linear solenoid valve 45 is blocked by the second shift valve 56, and the second linear valve An oil passage 121a to which the control oil pressure Pc (2) is supplied from the solenoid valve 46 is connected to an oil passage 122 connected to the second speed clutch 22. As a result, the control oil pressure Pc (1) from the first linear solenoid valve 45 is supplied to the second speed clutch 22 until time t4, but from time t4, the control oil pressure Pc () from the second linear solenoid valve 46 is supplied. 2) is supplied, the second speed clutch 22 is engaged, and the second speed is set.
[0047]
As can be understood from the above description, the control oil pressure Pc (2) from the second linear solenoid valve 46 is controlled by the engagement control of the 4-R clutch 24 in the fourth speed, and the control oil pressure Pc (2) until time t2 in the 4-2 downshift. -Used for release control of the R clutch 24 and engagement control of the second speed clutch 22 from time t4. As described above, since the second linear solenoid valve 46 can be used for a plurality of controls, the number of linear solenoid valves and the like can be reduced as compared with the related art.
[0048]
In addition, the first linear solenoid valve 45 is used only for the engagement control of the second speed clutch 22 until time t4, and can be used for other control after time t4. It is possible to reduce. In the present embodiment, when the first on-off solenoid valve 41 is turned on to operate the lock-up shift valve 31 and the lock-up clutch LC is operated, the control hydraulic pressure Pc (1) from the first linear solenoid valve 45 is activated. ) Acts on the lock-up control valve 32 to control engagement of the lock-up clutch LC as described above.
[0049]
【The invention's effect】
As described above, according to the present invention, the supply position at which the second engagement hydraulic pressure from the second hydraulic pressure supply valve can be supplied to the second predetermined engagement unit and the second engagement hydraulic pressure The cut valve, which is set to an open position to cut off the supply to the predetermined engagement unit and communicate the second predetermined engagement unit to the drain, is used to reduce the first engagement hydraulic pressure supplied to the first predetermined engagement unit. The receiving position is set to be switched between the supply position and the release position, and is set to the supply position when the first engagement operating oil pressure is equal to or less than a predetermined oil pressure, and when the first engagement operating oil pressure exceeds the predetermined oil pressure. It is configured to be set to the open position. For this reason, for example, a second engagement hydraulic pressure from a second hydraulic pressure supply valve is supplied to a second predetermined engagement unit (for example, a 4-R clutch) to be engaged and a second predetermined power transmission path is provided. From a state in which a shift speed (for example, fourth speed) by a (for example, fourth speed gear train) is set, the first engagement operating oil pressure is supplied to a first predetermined engagement unit (for example, second speed clutch). When the gear is engaged to perform a shift to a gear (for example, a second gear) by a first predetermined power transmission path (for example, a second gear train), the first engagement operating oil pressure becomes predetermined. When the oil pressure is exceeded, the cut valve is switched to the release position. Thus, the second engagement hydraulic pressure from the second hydraulic pressure supply valve, which has been used to engage the second predetermined engagement unit, can be used for another control. The number of devices can be reduced and the device configuration can be simplified.
[0050]
Further, the control device of the automatic transmission may be configured to supply a first position and a second engagement operating oil pressure that enable the first engagement operating oil pressure to be supplied to the first predetermined engagement unit. And a shift valve position switching means (for example, the second on / off solenoid valve 42) for switching and setting the shift valve between the first position and the second position. ), And the second predetermined engagement unit is disengaged from the speed (for example, the fourth speed) in which the second predetermined power transmission path is set by the engagement of the second predetermined engagement unit. When the first predetermined engagement unit is engaged and the control is performed to shift to a speed (for example, a second speed) at which the first predetermined power transmission path is set, the second predetermined hydraulic pressure supply valve is used to perform the second predetermined hydraulic pressure supply valve. Engagement unit The second engagement hydraulic pressure to be supplied is reduced and released, the shift valve is located at the first position, and the first predetermined engagement unit is regulated from the first hydraulic pressure supply valve to the first engagement hydraulic pressure. The shift valve is moved to the second position after the first engagement hydraulic pressure supplied to the first engagement unit exceeds the predetermined hydraulic pressure and the cut valve is switched to the open position. The gear position in which the first predetermined engagement unit is engaged and the first predetermined engagement unit is engaged by supplying the second engagement hydraulic pressure from the second hydraulic pressure supply valve to the first predetermined engagement unit. It is preferable that the gearshift is performed so that the gearshift is performed.
[0051]
According to this structure, the second engagement operating oil pressure from the second operating oil pressure supply valve used for engagement of the second predetermined engagement unit at the stage before the gear shift is reduced during the gear shift and the second predetermined operating oil pressure is reduced. Control is performed to release the engagement unit, and when the cut valve is switched to the open position in the second half of the shift, the supply of the second engagement hydraulic pressure from the second hydraulic pressure supply valve to the second predetermined engagement unit is shut off. You. For this reason, the second engagement operating oil pressure can be used for other purposes, and the shift valve is located at the second position as described above, and the second engagement operating oil pressure is now applied to the first predetermined engagement unit. It can be used for joint control. As described above, the second working hydraulic pressure supply valve is used for engagement control of the second predetermined engagement unit before and during gear shifting, and for engagement control of the first predetermined engagement unit after gear shifting is completed and thereafter. Therefore, the number of valves required for the control device can be reduced, and the device configuration can be simplified. In this case, the output hydraulic pressure of the first operating hydraulic pressure supply valve can be used for another purpose (for example, engagement control of a lock-up clutch) from the time of completion of the shift, thereby reducing the number of required valves. be able to.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing a power transmission path configuration of an automatic transmission according to the present invention.
FIG. 2 is an overall hydraulic circuit diagram showing a configuration of a control device for an automatic transmission according to the present invention.
FIG. 3 is a partial hydraulic circuit diagram showing a configuration of a control device for an automatic transmission according to the present invention.
FIG. 4 is a partial hydraulic circuit diagram showing a configuration of a control device for an automatic transmission according to the present invention.
FIG. 5 is a partial hydraulic circuit diagram showing a configuration of a control device for an automatic transmission according to the present invention.
FIG. 6 is a partial hydraulic circuit diagram showing a configuration of a control device for an automatic transmission according to the present invention.
FIG. 7 is a partial hydraulic circuit diagram showing a configuration of a control device for an automatic transmission according to the present invention.
FIG. 8 is a partial hydraulic circuit diagram showing a configuration of a control device for an automatic transmission according to the present invention.
FIG. 9 is a graph showing a control oil pressure change in the 2-4 downshift by the control device.
[Explanation of symbols]
11 first speed gear train 12 second speed gear train 13 third speed gear train 14 fourth speed gear train 15 reverse gear train TM parallel shaft type transmission mechanism 21 first speed clutch 22 second speed clutch 23 third speed clutch 24 4-R Clutch 42 Second ON / OFF solenoid valve (shift valve position switching means)
45 1st linear solenoid valve (1st hydraulic pressure supply valve)
46 2nd linear solenoid valve (2nd working oil pressure supply valve)
56 2nd shift valve (shift valve)
66 Cut valve

Claims (2)

A power transmission mechanism that configures a plurality of power transmission paths for setting a gear position; and a plurality of hydraulic pressures that are provided corresponding to the power transmission paths and operate by receiving hydraulic pressure to select and set the plurality of power transmission paths. A control unit for an automatic transmission, comprising an engagement unit, and configured to perform an automatic shift control by performing a hydraulic pressure supply control to the plurality of hydraulic engagement units,
A first predetermined power transmission path of the power transmission path is set by engaging a first predetermined engagement unit of the hydraulic pressure engagement units, and a second predetermined engagement unit of the hydraulic pressure engagement unit Is configured to set a second predetermined power transmission path of the power transmission path,
First and second operating hydraulic pressure supply valves for respectively adjusting the operating hydraulic pressure, and a second engaging hydraulic pressure supplied from the second operating hydraulic pressure supply valve to the second predetermined engaging unit. A cut valve which is set to a supply position to be enabled and to an open position for interrupting the supply of the second engagement hydraulic pressure to the second predetermined engagement unit and communicating the second predetermined engagement unit with the drain; With
The cut valve is configured to be switched to the supply position and the release position by receiving a first engagement operating oil pressure supplied to the first predetermined engagement unit from the first operation oil pressure supply valve, The automatic transmission is set to the supply position when the first engagement operating oil pressure is equal to or lower than a predetermined oil pressure, and is set to the release position when the first engagement operating oil pressure exceeds the predetermined oil pressure. Machine control device. A first position at which the first engagement hydraulic pressure can be supplied to the first predetermined engagement unit and a second position at which the second engagement hydraulic pressure can be supplied to the first predetermined engagement unit. Shift valve,
Shift valve position switching means for switching and setting the shift valve to the first position and the second position,
From the gear position in which the second predetermined engagement unit is engaged and the second predetermined power transmission path is set, the engagement of the second predetermined engagement unit is released and the first predetermined engagement unit is engaged. When performing control to shift to the gear position in which the first predetermined power transmission path is set,
Reducing the second engagement operating oil pressure supplied to the second predetermined engagement unit by the second operating oil pressure supply valve,
Positioning the shift valve at the first position, causing the first predetermined engagement unit to regulate and supply the first engagement hydraulic pressure from the first hydraulic pressure supply valve,
After the first engagement operating oil pressure supplied to the first engagement unit exceeds the predetermined oil pressure and the cut valve is switched to the open position, the shift valve is moved to the second position, Causing the first predetermined engagement unit to supply the second engagement hydraulic pressure from the second hydraulic pressure supply valve to engage the first predetermined engagement unit;
2. The control device for an automatic transmission according to claim 1, wherein the control device is configured to perform a shift to a shift speed at which the first predetermined power transmission path is set. 3.

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