JP2007016869A - Shift control device for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce cost of a shift control device for providing excellent shifting quality. <P>SOLUTION: A planetary gear type transmission mechanism 17 is assembled in the automatic transmission 12 and clutches C1 to C3 and brakes B1, B2 are selectively engaged at the time of speed change. An input clutch C0 is provided between the transmission mechanism 17 and a transmission input shaft 16 for transmitting power and clutch pressure provided for the input clutch c0 is adjusted via a clutch pressure control valve 54. The clutch pressure control valve 54 consists of a proportional controlled valve and engaging force of the input clutch C0 can be freely controlled by the clutch pressure control valve 54. As speed-change shock can be suppressed by the input clutch C0, a switch valve unit 56 consists of a 2-position switch valve with a simple structure can be used to supply operation fluid for the clutches C1 to C3 and brakes B1, B2 and thus the cost of the shift control device can be reduced. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a shift control device for an automatic transmission mounted on a vehicle.

  As an automatic transmission mounted on a vehicle, a planetary gear type automatic transmission that is changed by switching a power transmission path of a planetary gear train, or a gear train provided on a parallel shaft like a manual transmission is used. Parallel-shaft automatic transmissions have been developed that can be switched and shifted. These automatic transmission transmission mechanisms are provided with a plurality of clutches and brakes, and the power transmission path is switched by selectively engaging the clutches and brakes.

  For example, a planetary gear type automatic transmission includes a sun gear and a ring gear provided radially outward thereof, and a carrier that rotatably supports a plurality of pinion gears that mesh with these gears. Then, by selectively engaging the clutch and brake incorporated in the speed change mechanism, the sun gear, the carrier, and the ring gear function as an input element, an output element, and a reaction force element, respectively. It is possible to decelerate, increase speed and reverse.

Thus, in order to switch the gear stage by engaging the clutch or brake of the speed change mechanism, the automatic transmission incorporates an oil pump and a valve unit, and the hydraulic oil from the oil pump passes through the valve unit. After pressure regulation, it is supplied to clutches and brakes. In addition, in order to improve the shift quality by suppressing the clutch and brake engagement shock, the valve unit incorporates a proportional control valve that smoothly increases the engagement pressure according to the current value (for example, (See Patent Document 1).
JP-A-5-223132

  However, in order to shift smoothly over the entire speed range, it is necessary to incorporate a plurality of proportional control valves corresponding to each clutch and brake, resulting in an increase in cost of the hydraulic control circuit. It was.

  An object of the present invention is to achieve a reduction in cost of a shift control device capable of obtaining good shift quality.

  The shift control device for an automatic transmission according to the present invention is a shift control device for an automatic transmission provided with a shift mechanism that forms a plurality of power transmission paths between an input shaft and an output shaft, wherein the input shaft and the input shaft A clutch that is provided between the output shaft and can be switched between an engaged state and a sliding state, and a shift engagement that is provided in the transmission mechanism and that is switched between an engagement state and a released state, and switches a power transmission path of the transmission mechanism. And a control valve provided between the hydraulic pressure supply source and the shift engagement element, and a control valve provided between the hydraulic pressure supply source and the clutch. A switching valve that is switched between a communication state for supplying hydraulic oil to the engagement element and a blocking state for blocking, and when the switching valve is operated to switch the power transmission path, the control valve is operated to switch the clutch And having a shift control means for controlling the slipping state.

  The shift control device for an automatic transmission according to the present invention is characterized in that the clutch is an input clutch provided between the input shaft and the transmission mechanism and switched between an engaged state and a slip state.

  The shift control device for an automatic transmission according to the present invention is characterized in that the input clutch is switched to a released state in which the input shaft and the transmission mechanism are disconnected.

  The shift control device for an automatic transmission according to the present invention is characterized in that the switching valve is a two-position switching valve that is switched between a communication state and a cutoff state.

  The shift control device for an automatic transmission according to the present invention is characterized in that the control valve is a proportional control valve that regulates hydraulic oil in accordance with a supplied current value.

  According to the present invention, since the clutch that can be switched to the slip state is provided between the input shaft and the output shaft, it is possible to improve the shift quality by suppressing the shift shock when switching the power transmission path. It becomes possible. In other words, since it is not necessary to control the shift engagement element for switching the power transmission path to the sliding state, the hydraulic oil can be supplied to the shift engagement element using the switching valve that can be switched between the communication state and the cutoff state. And cost reduction of the shift control device can be achieved.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram showing a vehicle 11 on which a power unit 10 is mounted, and FIG. 2 is a skeleton diagram showing an internal structure of the power unit 10. The illustrated power unit 10 includes a planetary gear type automatic transmission 12, and the automatic transmission 12 is controlled by a shift control apparatus according to an embodiment of the present invention.

  As shown in FIG. 1, a power unit 10 mounted vertically on a vehicle 11 includes an automatic transmission 12 and an engine 13, and power output from the engine 13 is shifted via the automatic transmission 12. . As shown in FIG. 2, the automatic transmission 12 includes a transmission input shaft (input shaft) 16 connected to a crankshaft 15 of the engine 13 via a torque converter 14, and a transmission mechanism 17 connected to the transmission input shaft 16. The transmission output shaft 18 is connected to a front wheel output shaft 20 and a rear wheel output shaft 21 via a center differential mechanism 19. A front wheel output shaft 20 extending to the front side of the vehicle is connected to a front wheel 23 via a front differential mechanism 22, while a rear wheel output shaft 21 extending to the rear side of the vehicle is connected to a rear wheel via a propeller shaft 24 and a rear differential mechanism 25. The power unit 10 shown in the figure is a power unit applied to a four-wheel drive vehicle. The front and rear wheels 23 and 26 can be driven at a predetermined torque ratio by providing the compound planetary gear type center differential mechanism 19.

  As shown in FIG. 2, the torque converter 14 provided between the crankshaft 15 and the transmission input shaft 16 is opposed to the pump impeller 30 coupled to the crankshaft 15 and is coupled to the transmission input shaft 16. A turbine runner 31, and a stator 32 disposed between the pump impeller 30 and the turbine runner 31. Further, since the torque converter 14 is a sliding element that transmits power from the pump impeller 30 to the turbine runner 31 via hydraulic oil, a lockup clutch 33 is incorporated in the torque converter 14. By engaging the lock-up clutch 33, the crankshaft 15 and the transmission input shaft 16 can be directly connected during steady running or the like to improve power transmission efficiency.

  The transmission input shaft 16 connected to the turbine runner 31 of the torque converter 14 is provided with an input clutch (clutch) C0, and engine power is transmitted to the transmission mechanism 17 via the input clutch C0. The transmission mechanism 17 for shifting engine power is composed of two sets of planetary gear trains 40 and 41, three sets of clutches C1 to C3, and two sets of brakes B1 and B2, and clutches C1 to C1 that are shift engagement elements. By selectively engaging C3 and brakes B1 and B2, the power transmission path for transmitting engine power from the transmission input shaft 16 to the transmission output shaft 18 can be switched.

  The planetary gear train 40 incorporated on the vehicle front side of the speed change mechanism 17 includes a front sun gear 40s and a front ring gear 40r disposed radially outward thereof, and a plurality of front pinion gears meshing with these gears 40s and 40r. 40p. The plurality of front pinion gears 40p arranged at predetermined intervals are rotatably supported by the front carrier 40c. Similarly, the planetary gear train 41 incorporated on the rear side of the vehicle includes a rear sun gear 41s and a rear ring gear 41r disposed radially outward thereof, and meshes with these gears 41s and 41r and is supported by the rear carrier 41c. A plurality of rear pinion gears 41p are provided. The sun gears 40s and 41s, the carriers 40c and 41c, and the ring gears 40r and 41r constituting the planetary gear trains 40 and 41 are respectively input elements according to the combination of the clutches C1 to C3 and the brakes B1 and B2 to be fastened. It functions as an output element and a reaction force element, and it is possible to decelerate, increase speed, reverse rotation of the output element with respect to the input element, and to rotate the input element and the output element together.

  The rear sun gear 41s is connected to the clutch hub C0a of the input clutch C0 via the low-speed drive shaft 42, and the clutch drums C1b and C2b of the high clutch C1 and the reverse clutch C2 are connected. A front carrier 40c is connected to the clutch hub C1a of the high clutch C1 via a high-speed drive shaft 43, and a front sun gear 40s is connected to the clutch hub C2a of the reverse clutch C2 via a reverse drive shaft 44. Yes. That is, when the input clutch C0 is engaged, the rear sun gear 41s is driven via the low-speed drive shaft 42, and when the high clutch C1 is engaged together with the input clutch C0, the front carrier 40c is driven via the high-speed drive shaft 43. The When the reverse clutch C2 is engaged together with the input clutch C0, the front sun gear 40s is driven via the reverse drive shaft 44. Further, the transmission mechanism 17 is provided with a low clutch C3, and the front carrier 40c and the rear ring gear 41r are connected by fastening the low clutch C3. Further, the transmission mechanism 17 is provided with a 2-4 brake B1 and a low & reverse brake B2. By fastening the 2-4 brake B1, the front sun gear 40s is fixed to the transmission case 45, and the low & reverse brake The front carrier 40c is fixed to the mission case 45 by fastening B2.

  Here, FIG. 3 is an operation table showing the relationship between the engagement states of the clutches C0 to C3 and the brakes B1 and B2 and the shift speeds obtained thereby, and the circles indicate the clutches C0 to C3 and the brake B1 that are switched to the engagement state. , B2. As shown in FIG. 3, when the power transmission path is switched to set the gear position to the first speed, the input clutch C0, the low clutch C3, and the low & reverse brake B2 are switched to the engaged state. That is, when the input clutch C0 is engaged and the rear sun gear 41s is rotated while the low clutch C3 and the low & reverse brake B2 are engaged and the rear ring gear 41r is fixed, the rear pinion gear 41p is rotated around the rear sun gear 41s. It becomes possible to revolve. Therefore, the rotation of the rear sun gear 41s is transmitted to the transmission output shaft 18 from the rear carrier 41c after being decelerated via the rear pinion gear 41p.

  Further, when the power transmission path is switched to set the gear position to the second speed, the input clutch C0, the low clutch C3, and the 2-4 brake B1 are switched to the engaged state. When the input clutch C0 is engaged and the rear sun gear 41s is rotated with the front sun gear 40s fixed with the 2-4 brake B1 engaged, the rear sun gear 41s is rotated by the rear carrier 41c, the front ring gear 40r, the front It is transmitted to the low clutch C3 through the carrier 40c. Here, since the front carrier 40c and the rear ring gear 41r rotate integrally by engaging the low clutch C3, a faster rotation than the first speed for fixing the rear ring gear 41r is transmitted from the rear carrier 41c to the transmission output shaft 18. Will be.

  Further, when the power transmission path is switched to set the shift speed to the third speed, the input clutch C0, the high clutch C1, and the low clutch C3 are switched to the engaged state. With the low clutch C3 engaged and the front carrier 40c and the rear ring gear 41r coupled, the input clutch C0 and the high clutch C1 are engaged, whereby the rear sun gear 41s and the rear ring gear 41r are connected via the front carrier 40c. Can be rotated together. For this reason, the rotation of the rear sun gear 41s is directly transmitted to the transmission output shaft 18 through the rear carrier 41c.

  Further, when the power transmission path is switched to set the shift speed to the fourth speed, the input clutch C0 and the high clutch C1, 2-4 brake B1 are switched to the engaged state. 2-4 With the brake B1 engaged and the front sun gear 40s fixed, when the input clutch C0 and the high clutch C1 are engaged and the front carrier 40c is rotated, the front pinion gear 40p is moved around the front sun gear 40s. It becomes possible to revolve. That is, since the front ring gear 40r can be rotated faster than the front carrier 40c, the rotation of the front carrier 40c is accelerated through the front pinion gear 40p and then transmitted from the rear carrier 41c to the transmission output shaft 18. Become.

  Further, when the power transmission path is switched to set the shift speed to the reverse speed, the input clutch C0, reverse clutch C2, and low & reverse brake B2 are switched to the engaged state. When the input clutch C0 and the reverse clutch C2 are engaged and the front sun gear 40s is rotated while the low and reverse brake B2 is engaged and the front carrier 40c is fixed, the front sun gear 40s rotates via the front pinion gear 40p that rotates on the spot. Thus, the front ring gear 40r can be rotated in the reverse direction. In other words, the rotation of the front sun gear 40s is transmitted to the transmission output shaft 18 from the rear carrier 41c after being reversely rotated through the front pinion gear 40p.

  FIG. 4 is a schematic diagram showing the automatic transmission 12 and its hydraulic control system. As shown in FIG. 4, in order to supply hydraulic oil to the clutches C0 to C3 and the brakes B1 and B2, the automatic transmission 12 is provided with an oil pump 50 as a hydraulic supply source driven by the engine 13. Yes. A line pressure control valve 52 is connected to the discharge oil passage 51 connected to the oil pump 50, and the line pressure serving as the basic hydraulic pressure of the hydraulic control circuit is regulated via the line pressure control valve 52.

  The line pressure adjusted by the line pressure control valve 52 is supplied to the clutch pressure control valve (control valve) 54 via the line pressure path 53a, and the clutch for the input clutch is converted from the line pressure by the clutch pressure control valve 54. The pressure is regulated. The clutch pressure control valve 54 is a proportional control valve that adjusts the hydraulic oil in accordance with the current value of the solenoid. By adjusting the clutch pressure using the clutch pressure control valve 54, the input clutch C0 is released. In addition, the input clutch C0 can be controlled to be in a sliding state.

  Further, the line pressure regulated by the line pressure control valve 52 is supplied to the switching valve unit 56 via the line pressure path 53b, and a plurality of electromagnetic switching valves (switching valves) VC1 incorporated in the switching valve unit 56. The output state of the line pressure to the clutches C1 to C3 and the brakes B1 and B2 is controlled by -VC3, VB1, and VB2. Further, these electromagnetic switching valves VC1 to VC3, VB1, and VB2 are two-position switching valves that can be switched between a communication state and a cutoff state depending on whether or not the solenoid is energized.

  For example, when the electromagnetic switching valve VC1 is switched to the communication state by applying power, the line pressure is supplied from the electromagnetic switching valve VC1 to the high clutch C1 via the clutch pressure path 57, and the high clutch C1 is in the engaged state. It will be switched. On the other hand, when the electromagnetic switching valve VC1 is switched to the cut-off state by releasing the energization, the line pressure supplied to the high clutch C1 is cut off, so that the high clutch C1 is switched to the released state. . The clutch C1 is controlled via the clutch pressure paths 58 and 59 and the brake pressure paths 60 and 61 by controlling the electromagnetic switching valves VC2, VC3, VB1 and VB2 corresponding to the respective clutches C2 and C3 and the brakes B1 and B2. The line pressure can be supplied to .about.C3 and the brakes B1 and B2.

  A mission control unit as a shift control means for outputting a control signal to the line pressure control valve 52, the clutch pressure control valve 54, the electromagnetic switching valves VC1 to VC3, VB1 and VB2 and executing the shift control of the automatic transmission 12. 62 includes a microprocessor (CPU) (not shown), and a ROM, a RAM, and an I / O port are connected to the CPU via a bus line. The ROM stores a control program, various map data, and the like, and the RAM temporarily stores data processed by the CPU. Further, a detection signal indicating a vehicle state is input to the CPU from various sensors (not shown) via the I / O port. Various sensors for inputting a detection signal to the mission control unit 62 include an engine speed sensor for detecting the engine speed, a throttle opening sensor for detecting the throttle opening of the throttle valve, a vehicle speed sensor for detecting the vehicle speed, and a select lever There is a select position sensor for detecting an operation position. An engine control unit 63 is connected to the mission control unit 62 so that the automatic transmission 12 and the engine 13 are controlled in cooperation with each other.

  Hereinafter, the shift control of the automatic transmission 12 by the mission control unit 62 will be described. FIG. 5 is a flowchart showing a processing procedure when shifting from the first speed to the second speed, and FIG. 6 is a timing chart showing operating states of the clutch C0 and the brakes B1 and B2 at the time of shifting. If the upshift from the first speed to the second speed is determined by the mission control unit 62 by determining the traveling state based on the vehicle speed, the throttle opening, the select position, etc., the mission control unit 62 performs the flowchart of FIG. Thus, the upshift process is executed.

  As shown in FIGS. 5 and 6, when upshifting from the first speed to the second speed, the engaged low and reverse brake B2 is released while the released 2-4 brake B1 is engaged. Since it is necessary, first, in step S1, the energization to the electromagnetic switching valve VB2 is released. When the electromagnetic switching valve VB2 is switched to the shut-off state by this energization release, the brake pressure that has engaged the low & reverse brake B2 decreases toward the release hydraulic pressure level, so the low & reverse brake B2 is released from the engaged state to the released state. Can be switched to. Next, in step S2, the current value supplied to the clutch pressure control valve 54 is gradually reduced, and in the subsequent step S3, the reduced current value is maintained. That is, as the clutch pressure decreases, the engaging force of the input clutch C0 is reduced, and the input clutch C0 maintains the slip state with a predetermined engaging force.

  As described above, energization of the electromagnetic switching valve VB1 is started in the subsequent step S4 under the condition that the input clutch C0 is maintained in the slipping state. When the electromagnetic switching valve VB1 is switched to the communication state by this energization, the brake pressure supplied to the 2-4 brake B1 increases toward the engagement hydraulic pressure level, so the 2-4 brake B1 switches from the release state to the engagement state. It is done. When the engagement force of the 2-4 brake B1 exceeds a predetermined level, the process proceeds to step S5, where the current value supplied to the clutch pressure control valve 54 is gradually increased, and in the subsequent step S6, the increased current value is maintained. Will be. That is, the upshift from the first speed to the second speed is completed by switching the input clutch C0 to the engaged state while gradually increasing the engaging force of the input clutch C0.

  As described above, when the shift stage is switched from the first speed to the second speed by releasing the low & reverse brake B2 and engaging the 2-4 brake B1, the input clutch C0 is in the slipping state. Thus, it is possible to suppress torque fluctuations and torque interruptions associated with switching of the power transmission path. That is, by providing the input clutch C0, it is possible to suppress the shift shock and improve the shift quality. Therefore, the low and reverse brakes B2 and 2- It becomes possible to supply hydraulic oil to 4 brakes B1. As described above, the cost of the electromagnetic switching valves VC1 to VC2, VB1, and VB2 can be reduced without deteriorating the speed change quality, and the cost reduction of the speed change control device can be achieved. In addition, the mission control unit 62 does not need to control the current value supplied to the solenoid in a complicated manner when switching the electromagnetic switching valves VC1 to VC2, VB1, and VB2, which are also referred to as on / off switching valves. It can also be simplified.

  Even when the transmission mechanism 17 is in a failure state such as double engagement (interlock), the safety is achieved by switching the input clutch C0 between the transmission input shaft 16 and the transmission mechanism 17 to the disengaged state. Can be secured. Thus, in order to cope with the failure state of the transmission mechanism 17, it is necessary to incorporate a fail-safe valve in the hydraulic control circuit that supplies hydraulic oil to the clutches C1 to C3 and the brakes B1 and B2 as in the conventional automatic transmission. Therefore, the hydraulic control circuit can be greatly simplified.

  Further, as shown in FIG. 6, a cooperation command is output from the mission control unit 62 to the engine control unit 63 until the input clutch C0 is completely engaged after starting to release the low & reverse brake B2, The engine speed is controlled so as to approach the input speed after shifting. In this way, by controlling the engine speed, it is possible to synchronize the input speed and the output speed of the input clutch C0. Therefore, not only can the load on the input clutch C0 be suppressed, It is possible to suppress the engagement shock of the clutch C0. Thereby, the further improvement of transmission quality can be achieved.

  In the above description, the case where the upshift is performed from the first speed to the second speed has been described. However, the present invention is not limited to this shift state, and the case where the upshift or the downshift is performed to another shift stage. However, by controlling the input clutch C0 to the slip state, it is possible to suppress the shift shock and improve the shift quality over the entire shift range.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, the clutch pressure control valve 54 is a proportional control valve (linear solenoid valve) that regulates the clutch pressure according to the magnitude of the current value, but is not limited to this, and controls the duty ratio when energized. By doing so, it may be a duty control valve (duty solenoid valve) for adjusting the clutch pressure.

  Further, a clutch having a function equivalent to that of the input clutch C0 may be provided not only between the transmission input shaft 16 and the transmission mechanism 17 but also between the transmission output shaft 18 and the transmission mechanism 17. As a result, even when the transmission mechanism 17 is in a failure state such as double engagement (interlock), the clutch provided between the transmission output shaft 18 and the transmission mechanism 17 is switched to the released state. The transmission mechanism 17 can be disconnected with respect to the input from the wheel side, and safety can be ensured. Further, by providing clutches between the transmission input shaft 16 and the transmission mechanism 17 and between the transmission output shaft 18 and the transmission mechanism 17, it is possible to further improve safety.

  The illustrated automatic transmission 12 is an automatic transmission having a forward four-speed gear stage, but is not limited to this. For example, an automatic transmission having a fifth forward speed or a sixth forward speed is available. The shift control device of the present invention may be applied to the above. The automatic transmission 12 shown in the figure is an automatic transmission that is mounted on a four-wheel drive vehicle that drives the front and rear wheels 23 and 26, but the automatic transmission 12 that is mounted on a front-wheel drive vehicle and a rear-wheel drive vehicle. The shift control device of the invention may be applied.

  Further, the illustrated clutches C0 to C3 and the brakes B1 and B2 are multi-plate clutches or multi-plate brakes having a plurality of friction plates, but are not limited to this, so that a pair of friction plates are pressed. A single plate clutch or a single plate brake may be used. In addition, as clutches C1 to C3 and brakes B1 and B2 for switching the power transmission path, a meshing clutch or brake may be provided.

It is the schematic which shows the vehicle by which the power unit is mounted. It is a skeleton figure which shows the internal structure of a power unit. It is an operation | movement table | surface which shows the relationship between the fastening state of a clutch or a brake, and each gear stage. It is the schematic which shows an automatic transmission and its hydraulic control system. It is a flowchart which shows the process sequence at the time of shifting from 1st speed to 2nd speed. It is a timing chart which shows the operating condition of a clutch and a brake at the time of shifting.

Explanation of symbols

12 Automatic transmission 13 Engine 16 Shifting input shaft (input shaft)
17 Speed change mechanism 18 Speed change output shaft (output shaft)
50 Oil pump (hydraulic supply source)
54 Clutch pressure control valve (control valve, proportional control valve)
VC1 Solenoid switching valve (switching valve, 2-position switching valve)
VC2 Solenoid switching valve (switching valve, 2-position switching valve)
VC3 Solenoid switching valve (switching valve, 2-position switching valve)
VB1 Solenoid switching valve (switching valve, 2-position switching valve)
VB2 Solenoid switching valve (switching valve, 2-position switching valve)
62 Mission control unit (transmission control means)
C0 input clutch (clutch)
C1 High clutch (shift engagement element)
C2 Reverse clutch (shift engagement element)
C3 Low clutch (shift engagement element)
B1 2-4 brake (shift engagement element)
B2 Low & reverse brake (shift engagement element)

Claims (5)

A shift control device for an automatic transmission provided with a speed change mechanism that forms a plurality of power transmission paths between an input shaft and an output shaft,
A clutch provided between the input shaft and the output shaft, the clutch being switched between a fastening state and a sliding state;
A shift engagement element that is provided in the transmission mechanism and is switched between a fastening state and a release state, and switches a power transmission path of the transmission mechanism;
A control valve provided between a hydraulic pressure supply source and the clutch, and adjusts the hydraulic oil supplied to the clutch;
A switching valve that is provided between the hydraulic pressure supply source and the speed change engagement element and is switched between a communication state for supplying hydraulic oil to the speed change engagement element and a cutoff state for shutting off.
A shift control device for an automatic transmission, comprising: shift control means for operating the control valve to control the clutch in a slipping state when the switching valve is operated to switch the power transmission path.   2. The shift control device for an automatic transmission according to claim 1, wherein the clutch is an input clutch provided between the input shaft and the transmission mechanism and switched between a fastening state and a sliding state. Shift control device for automatic transmission.   3. The shift control apparatus for an automatic transmission according to claim 2, wherein the input clutch is switched to a release state in which the input shaft and the transmission mechanism are disconnected.   The shift control device for an automatic transmission according to any one of claims 1 to 3, wherein the switching valve is a two-position switching valve that is switched between a communication state and a cutoff state. Shift control device.   The automatic transmission shift control apparatus according to any one of claims 1 to 4, wherein the control valve is a proportional control valve that regulates hydraulic oil according to a supplied current value. A transmission control device for a transmission.

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