JP2009216128A - Hydraulic control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hydraulic control device with no exclusive linear solenoid valve for controlling line pressure, for compatibly attaining improved fuel consumption and highly responsive line pressure control. <P>SOLUTION: The hydraulic control device includes a primary regulator valve 203 for regulating line pressure PL as original hydraulic pressure of each part, and a selectively reducing valve 205 for outputting regulated pilot pressure to the primary regulator valve 203 to regulate the line pressure PL. The pilot pressure which the selectively reducing valve 205 outputs is regulated depending on the output hydraulic pressure of a shift hydraulic control valve 301, the control hydraulic pressure of a linear solenoid (SLS) 202 and the control hydraulic pressure of an ON-OFF solenoid (SL1) 204. The ON-OFF solenoid (SL1) 204 is changed over between an opened condition and a closed condition to abruptly change the line pressure PL. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hydraulic control device for a vehicle power transmission device.

  As a power transmission device mounted on the vehicle, a belt-type continuously variable transmission that changes the gear ratio by changing the belt engagement diameter by transmitting the power by clamping the belt with hydraulic pressure, establishing a power transmission path when the vehicle is running There is known one that includes a hydraulic traveling friction engagement element (for example, a forward clutch, etc.) that is engaged to achieve this.

  Such a hydraulic control device for a vehicle power transmission device is provided with a number of various control valves and electromagnetic valves for controlling the control valves. For example, a line pressure control valve that regulates the line pressure that is the source pressure (control source pressure) of each part, and the line pressure that is the source pressure is regulated to control the gear ratio of the belt-type continuously variable transmission. The transmission hydraulic pressure control valve that supplies the transmission hydraulic pressure to the drive pulley (primary pulley) of the belt type continuously variable transmission, and also regulates the belt clamping pressure of the belt type continuously variable transmission by adjusting the line pressure that is the original pressure. The clamping hydraulic pressure control valve that supplies the clamping hydraulic pressure to the driven pulley (secondary pulley) of the belt-type continuously variable transmission, the hydraulic pressure supplied to the traveling friction engagement element, and the engagement transient state of the traveling friction engagement element Alternatively, a friction engagement element supply hydraulic pressure switching valve (garage control valve) that can be switched according to the fully engaged state is provided. In addition, a solenoid valve such as a linear solenoid valve, an ON-OFF solenoid valve, a duty solenoid valve, or the like for controlling each control valve is provided (see, for example, Patent Document 1).

Patent Document 1 discloses a hydraulic control device configured to control a line pressure using an existing linear electromagnetic valve without providing a dedicated linear electromagnetic valve for controlling the line pressure. Specifically, the line pressure is controlled by a linear electromagnetic valve that controls the hydraulic pressure supplied to the primary pulley and a linear electromagnetic valve that controls the hydraulic pressure supplied to the secondary pulley. In this case, the line pressure is adjusted according to the higher output hydraulic pressure among the output hydraulic pressures of the two solenoid valves. Further, the supply oil pressure (shift oil pressure) of the primary pulley and the supply oil pressure (clamping oil pressure) of the secondary pulley are adjusted according to the output oil pressure of each linear solenoid valve. The line pressure is set higher by a predetermined margin (margin pressure) than the higher one of the supply hydraulic pressure of the primary pulley and the supply hydraulic pressure of the secondary pulley (see, for example, FIG. 4). .
Japanese Patent Laid-Open No. 11-247981

  By the way, in order to reduce the drive loss of the oil pump and improve the fuel consumption, it is preferable to suppress the line pressure to the minimum necessary in the hydraulic control device. For this reason, in the hydraulic control apparatus that does not include a dedicated linear solenoid valve for line pressure control as described above, it is necessary to suppress the above margin pressure as small as possible.

  However, if the line pressure is set to be low in this way, there is a possibility that the line pressure will be insufficient when sudden shifting or sudden engagement of the clutch is performed. For example, there is a problem that the line pressure cannot be increased immediately when a sudden shift is performed during traveling in the manual mode.

  Therefore, in a conventional hydraulic control apparatus that does not include a dedicated linear solenoid valve for line pressure control, it has been difficult to achieve both improved fuel efficiency and highly responsive line pressure control.

  The present invention has been made paying attention to such points, and in a hydraulic control device that does not include a dedicated linear solenoid valve for line pressure control, it is possible to achieve both improvement in fuel efficiency and high response line pressure control. The purpose is to plan.

  In the present invention, means for solving the above-described problems are configured as follows. That is, the present invention relates to a hydraulic control device for a vehicle power transmission device including a belt-type continuously variable transmission that changes a gear ratio by changing a belt engagement diameter by clamping a belt with hydraulic pressure and transmitting power. A first control valve that outputs hydraulic pressure supplied to the driving pulley of the belt-type continuously variable transmission, and a first linear electromagnetic valve that outputs control hydraulic pressure for adjusting the hydraulic pressure supplied to the driving pulley by the first control valve. A second control valve that outputs a hydraulic pressure supplied to the driven pulley of the belt type continuously variable transmission, and a second hydraulic control valve that outputs a control hydraulic pressure for adjusting the hydraulic pressure supplied to the driven pulley by the second control valve. 2 linear solenoid valves, according to the output hydraulic pressure of the first control valve and the control hydraulic pressure of the second linear solenoid valve, or according to the output hydraulic pressure of the second control valve and the control hydraulic pressure of the first linear solenoid valve Each part oil And a line pressure adjusting means for adjusting the original pressure and becomes the line pressure, the above-mentioned line pressure adjusting means, the control oil pressure of the ON-OFF solenoid valve or duty solenoid valve is characterized in that it is a pilot.

  The hydraulic control device having the above configuration does not include a dedicated linear electromagnetic valve for controlling the line pressure, and depends on the output hydraulic pressure of the first control valve and the control hydraulic pressure of the second linear electromagnetic valve (or the second hydraulic valve). Line pressure control is performed (in accordance with the output hydraulic pressure of the control valve and the control hydraulic pressure of the first linear solenoid valve). Since the hydraulic pressure piloted by the line pressure adjusting means is changed by switching the ON-OFF solenoid valve (or duty solenoid valve) between the closed state and the open state, the line pressure is quickly changed by the line pressure adjusting means. Is possible. In this case, the cost can be reduced as compared with a configuration including a dedicated linear electromagnetic valve for line pressure control.

  And, for example, when using a normally open type ON-OFF solenoid valve as such a solenoid valve, the line pressure can be kept low by keeping the ON-OFF solenoid valve not energized during normal travel. It becomes possible. Thereby, the drive loss of an oil pump can be reduced and the fuel consumption can be improved. On the other hand, a high shift speed is required when a sudden shift is performed during traveling in the manual mode. In this case, the line pressure can be increased rapidly by energizing the ON-OFF solenoid valve to close it. That is, the line pressure can be immediately increased by an amount corresponding to the control oil pressure of the ON-OFF solenoid valve, and a situation where the line pressure is insufficient can be avoided. Therefore, it is possible to achieve both improvement in fuel efficiency and highly responsive line pressure control.

  In the present invention, it is preferable to use an existing solenoid valve as the ON-OFF solenoid valve or the duty solenoid valve. According to this configuration, it is possible to further reduce the cost.

  Here, as the existing solenoid valve, for example, the hydraulic pressure supplied to the hydraulic travel friction engagement element engaged to establish a power transmission path when the vehicle travels is supplied to the travel friction engagement element. It is possible to use an electromagnetic valve that switches according to the engagement transition state and the complete engagement state.

  According to the present invention, the cost can be reduced as compared with a configuration including a dedicated linear electromagnetic valve for line pressure control. In addition, it is possible to achieve both improvement in fuel consumption and highly responsive line pressure control.

  The best mode for carrying out the present invention will be described with reference to the accompanying drawings.

-First embodiment-
FIG. 1 is a schematic configuration diagram of a vehicle according to the first embodiment.

  The vehicle illustrated in FIG. 1 is an FF (front engine / front drive) type vehicle, and is an engine (internal combustion engine) 1 that is a driving power source, a torque converter 2 as a fluid transmission device, a forward / reverse switching device 3, A belt type continuously variable transmission (CVT) 4, a reduction gear device 5, a differential gear device 6, and an ECU (Electronic Control Unit) 8 as a control device are provided.

  A crankshaft 11 as an output shaft of the engine 1 is connected to the torque converter 2, and the output of the engine 1 is transmitted from the torque converter 2 to the forward / reverse switching device 3, the belt type continuously variable transmission 4, and the reduction gear device. 5 is transmitted to the differential gear device 6 via 5 and distributed to the left and right drive wheels (not shown). In such a vehicle, the torque converter 2, the forward / reverse switching device 3, the belt type continuously variable transmission 4, and the like constitute a power transmission device.

  The engine 1 is a multi-cylinder gasoline engine, for example. The amount of intake air taken into the engine 1 is adjusted by an electronically controlled throttle valve 12. The throttle valve 12 can electronically control the throttle opening independently of the driver's accelerator pedal operation, and the opening (throttle opening) is detected by the throttle opening sensor 102. Further, the coolant temperature of the engine 1 is detected by a water temperature sensor 103.

  The throttle opening of the throttle valve 12 is driven and controlled by the ECU 8. Specifically, the optimum intake air amount (in accordance with the operating state of the engine 1 such as the engine speed Ne detected by the engine speed sensor 101 and the accelerator pedal depression amount (accelerator opening Acc) of the driver). The throttle opening of the throttle valve 12 is controlled so as to obtain a target intake air amount. More specifically, the actual throttle opening of the throttle valve 12 is detected using the throttle opening sensor 102, and the actual throttle opening coincides with the throttle opening (target throttle opening) at which the target intake air amount can be obtained. Thus, the throttle motor 13 of the throttle valve 12 is feedback-controlled.

  The torque converter 2 includes an input-side pump impeller 21, an output-side turbine runner 22, and a stator 23 that develops a torque amplification function. Fluid (fluid) is supplied between the pump impeller 21 and the turbine runner 22. Power transmission. The pump impeller 21 is connected to the crankshaft 11 of the engine 1. The turbine runner 22 is connected to the forward / reverse switching device 3 via the turbine shaft 27.

  The torque converter 2 is provided with a lockup clutch 24 that directly connects the input side and the output side of the torque converter 2. The lockup clutch 24 controls the engagement pressure, in other words, controls the differential pressure (lockup differential pressure) between the hydraulic pressure in the engagement side oil chamber 25 and the hydraulic pressure in the release side oil chamber 26. As a result, full engagement / semi-engagement (engagement in the slip state) or release is achieved.

  By completely engaging the lockup clutch 24, the pump impeller 21 and the turbine runner 22 rotate integrally. Further, by engaging the lockup clutch 24 in a predetermined slip state (half-engaged state), the turbine runner 22 rotates following the pump impeller 21 with a predetermined slip amount during driving. On the other hand, by setting the lockup differential pressure to be negative, the lockup clutch 24 is released.

  The torque converter 2 is provided with a mechanical oil pump (hydraulic pressure generating source) 7 that is connected to and driven by the pump impeller 21.

  The forward / reverse switching device 3 includes a double pinion type planetary gear mechanism 30, a forward clutch C1, and a reverse brake B1.

  The sun gear 31 of the planetary gear mechanism 30 is integrally connected to the turbine shaft 27 of the torque converter 2, and the carrier 33 is integrally connected to the input shaft 40 of the belt type continuously variable transmission 4. The carrier 33 and the sun gear 31 are selectively coupled via a forward clutch C1, and the ring gear 32 is selectively fixed to the housing via a reverse brake B1.

  The forward clutch C1 and the reverse brake B1 are hydraulic travel friction engagement elements that are engaged and released by a hydraulic control circuit 20 described later. When the forward clutch C1 is engaged and the reverse brake B1 is released, the forward / reverse switching device 3 is integrally rotated to establish (achieve) the forward power transmission path. Is transmitted to the belt type continuously variable transmission 4 side.

  On the other hand, when the reverse brake B1 is engaged and the forward clutch C1 is released, the forward / reverse switching device 3 establishes (achieves) a reverse power transmission path. In this state, the input shaft 40 rotates in the reverse direction with respect to the turbine shaft 27, and the driving force in the reverse direction is transmitted to the belt type continuously variable transmission 4 side. Further, when both the forward clutch C1 and the reverse brake B1 are released, the forward / reverse switching device 3 is in a neutral state (blocking state) for blocking power transmission.

  The belt-type continuously variable transmission 4 includes an input-side primary pulley 41, an output-side secondary pulley 42, and a metal belt 43 wound around the primary pulley 41 and the secondary pulley 42.

  The primary pulley 41 is a variable pulley having a variable effective diameter, and a fixed sheave 41a fixed to the input shaft 40 and a movable sheave 41b disposed on the input shaft 40 so as to be slidable only in the axial direction. It is constituted by. Similarly, the secondary pulley 42 is a variable pulley having a variable effective diameter, and a movable sheave 42a fixed to the output shaft 44 and a movable sheave arranged in the output shaft 44 so as to be slidable only in the axial direction. It is constituted by a sheave 42b.

  A hydraulic actuator 41c for changing the V groove width between the fixed sheave 41a and the movable sheave 41b is disposed on the movable sheave 41b side of the primary pulley 41. Similarly, a hydraulic actuator 42c for changing the V-groove width between the fixed sheave 42a and the movable sheave 42b is also arranged on the movable sheave 42b side of the secondary pulley 42.

  In such a belt type continuously variable transmission 4, by controlling the hydraulic pressure (speed change hydraulic pressure) of the hydraulic actuator 41 c of the primary pulley 41, the V groove widths of the primary pulley 41 and the secondary pulley 42 change and the belt 43 is engaged. The diameter (effective diameter) is changed, and the gear ratio γ (= primary pulley rotational speed (input shaft rotational speed) Nin / secondary pulley rotational speed (output shaft rotational speed) Nout) continuously changes. The hydraulic pressure (clamping hydraulic pressure) of the hydraulic actuator 42c of the secondary pulley 42 is controlled so that the belt 43 is clamped with a predetermined clamping pressure that does not cause belt slip. These controls are executed by the ECU 8 and the hydraulic control circuit 20.

  As shown in FIG. 1, the hydraulic control circuit 20 controls the hydraulic pressure of the hydraulic pressure control unit 20 a that controls the hydraulic pressure of the hydraulic actuator 41 c of the primary pulley 41 of the belt-type continuously variable transmission 4 and the hydraulic pressure of the hydraulic actuator 42 c of the secondary pulley 42. A clamping pressure hydraulic control unit 20b, a line pressure control unit 20c that controls a line pressure PL that is a source pressure (control source pressure) of each part, and a lockup clutch control unit that controls engagement / release of the lockup clutch 24. 20d, a garage control unit 20e that controls engagement / release of the travel friction engagement elements (forward clutch C1, reverse brake B1), and a manual valve 20f. The linear solenoid (SLP) 201, the linear solenoid (SLS) 202, the ON-OFF solenoid (SL1) 204, and the duty solenoid (DSU) 207 for lock-up engagement pressure control that constitute the hydraulic pressure control circuit 20 include: A control signal from the ECU 8 is supplied.

  Next, the ECU 8 will be described with reference to FIG. As shown in FIG. 2, the ECU 8 includes a CPU 81, a ROM 82, a RAM 83, a backup RAM 84, and the like.

  The ROM 82 stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU 81 executes arithmetic processing based on various control programs and maps stored in the ROM 82. The RAM 83 is a memory that temporarily stores the calculation results of the CPU 81, data input from each sensor, and the like. The backup RAM 84 is a nonvolatile memory that stores data to be saved when the engine 1 is stopped. Sex memory.

  The CPU 81, ROM 82, RAM 83, and backup RAM 84 are connected to each other via a bidirectional bus 87 and are connected to an input interface 85 and an output interface 86.

  Various sensors are connected to the input interface 85 in order to detect the operation state (or running state) of the vehicle. Specifically, the input interface 85 includes an engine speed sensor 101, a throttle opening sensor 102, a water temperature sensor 103, a turbine speed sensor 104, a primary pulley speed sensor 105, a secondary pulley speed sensor 106, an accelerator position sensor. 107, a CVT oil temperature sensor 108, a brake pedal sensor 109, and a lever position sensor 110 for detecting a lever position (operation position) of the shift lever 9 are connected. Then, the output signals of the various sensors, that is, the engine speed (engine speed) Ne, the throttle opening degree θth of the throttle valve 12, the cooling water temperature Tw of the engine 1, the rotational speed of the turbine shaft 27 are sent to the ECU 8. (Turbine rotational speed) Nt, primary pulley rotational speed (input shaft rotational speed) Nin, secondary pulley rotational speed (output shaft rotational speed) Nout, accelerator pedal operation amount (accelerator function) Acc, oil temperature of hydraulic control circuit 20 (CVT oil temperature Thc), presence / absence of operation of a foot brake as a service brake (brake ON / OFF), and a signal indicating a lever position (operation position) of the shift lever 9 are supplied.

  To the output interface 86, the throttle motor 13, the fuel injection device 14, the ignition device 15, and the hydraulic control circuit 20 are connected.

  Here, among the signals supplied to the ECU 8, the turbine rotational speed Nt coincides with the primary pulley rotational speed (input shaft rotational speed) Nin during forward travel in which the forward clutch C1 of the forward / reverse switching device 3 is engaged. The secondary pulley rotational speed (output shaft rotational speed) Nout corresponds to the vehicle speed V. Further, the accelerator opening Acc represents the driver's required output amount.

The shift lever 9 includes a parking position “P” for parking, a reverse position “R” for reverse traveling, a neutral position “N” for interrupting power transmission, a drive position “D” for forward traveling, When traveling forward in so-called manual mode, the belt-type continuously variable transmission 4 is selectively operated at various positions such as a manual position “M” for increasing or decreasing the gear ratio γ of the belt-type continuously variable transmission 4 by manual operation. . The manual position “M” includes a plurality of ranges in which a downshift position and an upshift position for increasing / decreasing the speed ratio γ, or a plurality of speed ranges in which the upper limit of the speed range (the side where the speed ratio γ is smaller) are different can be selected Position etc. are provided. The lever position sensor 110 is, for example, a parking position “P”, a reverse position “R”, a neutral position “N”, a drive position “D”, a manual position “M”, an upshift position, a downshift position, or a range position. A plurality of ON / OFF switches for detecting that the shift lever 9 is operated are provided.

  The ECU 8 controls the output of the engine 1, the supply hydraulic pressure (hydraulic pressure) of the hydraulic actuator 41 c of the primary pulley 41 of the belt type continuously variable transmission 4, and the secondary pulley 42 based on the output signals of the various sensors. Control of supply hydraulic pressure (clamping hydraulic pressure) of hydraulic actuator 42c, control of control of line pressure PL, engagement / release control of travel friction engagement elements (forward clutch C1, reverse brake B1), lock-up Various controls such as engagement / release control of the clutch 24 are executed.

  Next, portions of the hydraulic control circuit 20 related to the transmission hydraulic control unit 20a, the clamping hydraulic control unit 20b, and the line pressure control unit 20c will be described with reference to FIG. The hydraulic control circuit shown in FIG. 3 is a part of the entire hydraulic control circuit 20.

  The hydraulic control circuit shown in FIG. 3 includes an oil pump 7, a linear solenoid (SLP) 201, a linear solenoid (SLS) 202, an ON-OFF solenoid (SL1) 204, a modulator valve 206, a transmission hydraulic control valve 301, and a clamping hydraulic control. It includes a valve 303 and further includes a primary regulator valve 203 and a select reducing valve 205 as line pressure adjusting means.

  As shown in FIG. 3, the hydraulic pressure generated by the oil pump 7 is regulated by the primary regulator valve 203 to generate the line pressure PL. The primary regulator valve 203 is provided with a spool 231 that is movable in the axial direction. A spring 232 is disposed in a compressed state on one end side (the lower end side in FIG. 3) of the spool 231 and a control hydraulic pressure port 235 is formed on one end side thereof. A select reducing valve 205 is connected to the control oil pressure port 235, and the oil pressure output from the select reducing valve 205 is applied to the control oil pressure port 235. The primary regulator valve 203 operates using the output hydraulic pressure of the select reducing valve 205 as a pilot pressure to regulate the line pressure PL. Details of the select reducing valve 205 will be described later.

  The line pressure PL adjusted by the primary regulator valve 203 is supplied to the transmission hydraulic pressure control valve 301, the clamping hydraulic pressure control valve 303, and the modulator valve 206. The modulator valve 206 is a pressure regulating valve that regulates the line pressure PL regulated by the primary regulator valve 203 to a constant hydraulic pressure (modulator hydraulic pressure) lower than that. The modulator hydraulic pressure output from the modulator valve 206 is supplied to a linear solenoid (SLP) 201, a linear solenoid (SLS) 202, an ON-OFF solenoid (SL1) 204, and a select reducing valve 205.

The linear solenoid (SLP) 201 and the linear solenoid (SLS) 202 are normally open type solenoid valves. The linear solenoid (SLP) 201 and the linear solenoid (SLS) 202 output a control hydraulic pressure (output hydraulic pressure) according to a current value determined by a duty signal (duty value) transmitted from the ECU 8. Linear solenoid (
The control hydraulic pressure output from the (SLP) 201 is supplied to the transmission hydraulic pressure control valve 301. The control hydraulic pressure output from the linear solenoid (SLS) 202 is supplied to the clamping hydraulic pressure control valve 303 and the select reducing valve 205. The linear solenoid (SLP) 201 and the linear solenoid (SLS) 202 may be normally closed solenoid valves.

  The ON-OFF solenoid (SL1) 204 is a normally open type solenoid valve. The ON-OFF solenoid (SL1) 204 is configured to be switched to an open state in which the control hydraulic pressure is output to the select reducing valve 205 when not energized and to a closed state in which the control hydraulic pressure is not output when energized. The ON-OFF solenoid (SL1) 204 may be a normally closed type solenoid valve.

  As shown in FIG. 3, a transmission hydraulic pressure control valve 301 is connected to the hydraulic actuator 41 c of the primary pulley 41 of the belt type continuously variable transmission 4.

  The transmission hydraulic pressure control valve 301 is provided with a spool 311 that is movable in the axial direction. A spring 312 is disposed in a compressed state on one end side (the lower end side in FIG. 3) of the spool 311 and a control hydraulic pressure port 315 is formed on one end side thereof. The above-described linear solenoid (SLP) 201 is connected to the control hydraulic pressure port 315, and the control hydraulic pressure output from the linear solenoid (SLP) 201 is applied to the control hydraulic pressure port 315.

  Further, the transmission hydraulic pressure control valve 301 is formed with an input port 313 to which the line pressure PL is supplied, and an output port 314 connected (communication) to the hydraulic actuator 41c of the primary pulley 41 and the select reducing valve 205. Has been.

  The transmission hydraulic pressure control valve 301 regulates the line pressure PL using the control hydraulic pressure output from the linear solenoid (SLP) 201 as a pilot pressure, and supplies it to the hydraulic actuator 41 c of the primary pulley 41. As a result, the hydraulic pressure supplied to the hydraulic actuator 41c of the primary pulley 41 is controlled, and the gear ratio γ of the belt-type continuously variable transmission 4 is controlled.

  Specifically, when the control hydraulic pressure output from the linear solenoid (SLP) 201 is increased from the state where a predetermined hydraulic pressure is supplied to the hydraulic actuator 41c of the primary pulley 41, the spool 311 moves to the upper side in FIG. As a result, the hydraulic pressure supplied to the hydraulic actuator 41c of the primary pulley 41 increases, the V groove width of the primary pulley 41 becomes narrower, and the speed ratio γ becomes smaller (upshift).

  On the other hand, when the control hydraulic pressure output from the linear solenoid (SLP) 201 decreases from the state where a predetermined hydraulic pressure is supplied to the hydraulic actuator 41c of the primary pulley 41, the spool 311 moves downward in FIG. As a result, the hydraulic pressure supplied to the hydraulic actuator 41c of the primary pulley 41 decreases, the V groove width of the primary pulley 41 becomes wider, and the gear ratio γ increases (downshift).

  In this case, for example, the target input shaft rotational speed set based on the vehicle state indicated by the actual vehicle speed V and the accelerator opening Acc from the shift map stored in advance in the ROM 82 of the ECU 8 and the actual input shaft rotational speed Nin. Is matched with the rotational speed difference (deviation) of the belt type continuously variable transmission 4. The shift map indicates a shift condition, and is, for example, the relationship between the vehicle speed V and the target input shaft rotation speed that is the target input rotation speed of the belt-type continuously variable transmission 4 with the accelerator opening Acc as a parameter.

  As shown in FIG. 3, a clamping hydraulic pressure control valve 303 is connected to the hydraulic actuator 42 c of the secondary pulley 42 of the belt type continuously variable transmission 4. The clamping hydraulic pressure control valve 303 has the same configuration as the above-described transmission hydraulic pressure control valve 301, and detailed description thereof is omitted.

  The above-described linear solenoid (SLS) 202 is connected to the control oil pressure port 335 of the clamping oil pressure control valve 303, and the control oil pressure output from the linear solenoid (SLS) 202 is applied to the control oil pressure port 335. The clamping hydraulic pressure control valve 303 adjusts the line pressure PL using the control hydraulic pressure output from the linear solenoid (SLS) 202 as a pilot pressure, and supplies it to the hydraulic actuator 42 c of the secondary pulley 42. Thereby, the hydraulic pressure supplied to the hydraulic actuator 42c of the secondary pulley 42 is controlled, and the belt clamping pressure of the belt type continuously variable transmission 4 is controlled.

  Specifically, when the control hydraulic pressure output from the linear solenoid (SLS) 202 increases from the state where a predetermined hydraulic pressure is supplied to the hydraulic actuator 42c of the secondary pulley 42, the spool 331 moves upward in FIG. Thereby, the hydraulic pressure supplied to the hydraulic actuator 42c of the secondary pulley 42 increases, and the belt clamping pressure increases.

  On the other hand, when the control hydraulic pressure output from the linear solenoid (SLS) 202 decreases from the state in which the predetermined hydraulic pressure is supplied to the hydraulic actuator 42c of the secondary pulley 42, the spool 331 moves downward in FIG. Thereby, the hydraulic pressure supplied to the hydraulic actuator 42c of the secondary pulley 42 decreases, and the belt clamping pressure decreases.

  In this case, for example, the secondary pressure is obtained so that the necessary target belt clamping pressure set based on the vehicle state indicated by the actual gear ratio γ and the accelerator opening Acc is obtained from the clamping pressure map stored in advance in the ROM 82 of the ECU 8. The clamping hydraulic pressure of the hydraulic actuator 42c of the pulley 42 is adjusted, and the belt clamping pressure of the belt type continuously variable transmission 4 is changed according to the clamping hydraulic pressure. The clamping pressure map is a relationship between the transmission gear ratio γ and the target belt clamping pressure with the accelerator opening Acc as a parameter, and is a relationship that is experimentally obtained in advance so that belt slip does not occur.

  Here, the supply hydraulic pressure (transmission hydraulic pressure) of the hydraulic actuator 41c of the primary pulley 41 and the supply hydraulic pressure (clamping hydraulic pressure) of the hydraulic actuator 42c of the secondary pulley 42 are obtained by adjusting the line pressure PL as the original pressure. The line pressure PL needs to be at least higher than the transmission hydraulic pressure and the clamping hydraulic pressure. For this reason, the oil pump 7 is set so as to obtain a target transmission hydraulic pressure and a line pressure PL equal to or higher than the target clamping hydraulic pressure required for controlling the transmission gear ratio γ and the clamping pressure of the belt type continuously variable transmission 4. Need to drive. In this case, the required target oil pressure and target clamping oil pressure are set as shown in FIG. 4, for example. FIG. 4 shows the set values of the target transmission hydraulic pressure and the target clamping hydraulic pressure required according to the transmission gear ratio γ of the belt-type continuously variable transmission 4 under the condition that the input shaft rotational speed Nin and the input torque are constant. An example of the change is shown. The broken line in the figure indicates the change in the target transmission hydraulic pressure L2, and the alternate long and short dash line L3 indicates the change in the target clamping pressure hydraulic pressure.

  On the speed increasing side (left side in the figure) where the speed ratio γ is lower than γ1, the target transmission hydraulic pressure is set higher than the target clamping hydraulic pressure, and the difference increases as the acceleration increases. On the other hand, on the deceleration side (right side in the figure) where the gear ratio γ is higher than γ1, the target clamping hydraulic pressure is set higher than the target transmission hydraulic pressure, and the difference increases as the deceleration increases. That is, the set values of the target transmission hydraulic pressure and the target clamping hydraulic pressure reverse with the change of the transmission gear ratio γ (using the transmission gear ratio γ1 as a switching point).

The line pressure PL is set higher by a predetermined margin pressure than the higher one of the target transmission hydraulic pressure and the target clamping hydraulic pressure, as indicated by the solid line L1 in the figure. In this case, in order to suppress the drive loss of the oil pump 7, it is preferable to set the margin pressure as small as possible. Specifically, when the gear ratio γ is higher than γ1, the line pressure PL is set to be slightly higher than the target clamping hydraulic pressure, and when the gear ratio γ is lower than γ1, the line pressure PL is set to the target transmission hydraulic pressure. It is preferable to set it slightly higher than

  Next, the select reducing valve 205 will be described.

  The select reducing valve 205 adjusts a pilot pressure for adjusting the line pressure PL and supplies it to the primary regulator valve 203. The select reducing valve 205 is provided with a first spool 251 and a second spool 252 that are movable in the axial direction and arranged side by side along the axial direction. A spring 253 is disposed in a compressed state on one end side (the lower end side in FIG. 3) of the lower second spool 252, and the end opposite to the spring 253 across the first spool 251 and the second spool 252. A first control hydraulic port 254 is formed in the part. The first control hydraulic pressure port 254 is connected (communication) with the output port 314 of the transmission hydraulic pressure control valve 301 described above, and the hydraulic pressure regulated by the transmission hydraulic pressure control valve 301 is applied to the first control hydraulic pressure port 254. The

  The select reducing valve 205 is formed with a second control hydraulic pressure port 255 so that the hydraulic pressure is supplied to the space between the first spool 251 and the second spool 252. The above-described linear solenoid (SLS) 202 is connected to the second control hydraulic pressure port 255, and the control hydraulic pressure output from the linear solenoid (SLS) 202 is applied to the second control hydraulic pressure port 255. Further, the select reducing valve 205 is formed with a third control hydraulic pressure port 256 at an end portion on one end side where the spring 253 is disposed. The above-described ON-OFF solenoid (SL1) 204 is connected to the third control hydraulic pressure port 256, and the control hydraulic pressure output from the ON-OFF solenoid (SL1) 204 is applied to the third control hydraulic pressure port 256.

  The select reducing valve 205 is formed with a feedback port 257 at an end portion on one end side where the spring 253 is disposed. Further, the select reducing valve 205 is formed with an input port 258 connected to the modulator valve 206 and an output port 259 connected (communication) to the control hydraulic pressure port 235 of the primary regulator valve 203.

  The select reducing valve 205 includes an output hydraulic pressure of the transmission hydraulic pressure control valve 301 introduced from the first control hydraulic pressure port 254, a control hydraulic pressure of the linear solenoid (SLS) 202 introduced from the second control hydraulic pressure port 255, 3 The control hydraulic pressure of the ON-OFF solenoid (SL1) 204 introduced from the control hydraulic pressure port 256 is operated as a pilot pressure.

  Here, in adjusting the output oil pressure of the select reducing valve 205, the force acting on the first spool 251 of the output oil pressure of the transmission oil pressure control valve 301 and the control oil pressure of the linear solenoid (SLS) 202 are applied to the second spool 252. Of the forces that act, the larger force contributes. Specifically, when the force acting on the first spool 251 of the output hydraulic pressure of the transmission hydraulic pressure control valve 301 is large, the first spool 251 and the second spool 252 are in contact with each other as shown in the right half of FIG. Move up and down together. Then, the output oil pressure from the output port 259 is adjusted according to the output oil pressure of the transmission oil pressure control valve 301.

On the other hand, when the force acting on the second spool 252 of the control hydraulic pressure of the linear solenoid (SLS) 202 is large, the first spool 251 and the second spool 252 are shown in the left half of FIG.
And the second spool 252 moves up and down. Then, the output hydraulic pressure from the output port 259 is adjusted according to the control hydraulic pressure of the linear solenoid (SLS) 202.

  Further, the control hydraulic pressure of the ON-OFF solenoid (SL1) 204 acts on the second spool 252 only in the open state (when not energized) and does not act in the closed state (when energized). That is, the control hydraulic pressure of the ON-OFF solenoid (SL1) 204 contributes only to the adjustment of the hydraulic pressure output from the output port 259 to the primary regulator valve 203, and does not contribute to the adjustment in the closed state. .

  For this reason, in the open state, the balance between the combined force of the force acting on the second spool 252 of the control hydraulic pressure of the ON-OFF solenoid (SL1) 204 and the elastic force of the spring 253 and the larger force described above The first spool 251 and the second spool 252 slide up and down. As a result, the hydraulic pressure (modulator hydraulic pressure) from the modulator valve 206 input to the input port 258 is adjusted and output from the output port 259.

  On the other hand, in the closed state, the first spool 251 and the second spool 252 slide up and down due to the balance between the elastic force of the spring 253 and the larger force. Thereby, the modulator hydraulic pressure input to the input port 258 is adjusted and output from the output port 259.

  Then, the primary regulator valve 203 is operated using the output oil pressure of the select reducing valve 205 as a pilot pressure to adjust the line pressure PL.

  Here, if the output hydraulic pressure of the transmission hydraulic pressure control valve 301 and the control hydraulic pressure of the linear solenoid (SLS) 202 do not change, the ON-OFF solenoid (SL1) 204 is ON when compared to the open state when the ON-OFF solenoid (SL1) 204 is closed. The first spool 251 and the second spool 252 move downward as much as the control hydraulic pressure of the OFF solenoid (SL1) 204 does not act on the second spool 252, and the output hydraulic pressure of the select reducing valve 205 increases. Then, the line pressure PL adjusted by the primary regulator valve 203 increases.

  On the other hand, when the ON-OFF solenoid (SL1) 204 is in the open state, the first spool is more than the amount in which the control hydraulic pressure of the ON-OFF solenoid (SL1) 204 is applied to the second spool 252 as compared to the closed state. 251 and the second spool 252 move upward, and the output oil pressure of the select reducing valve 205 is lowered. Then, the line pressure PL adjusted by the primary regulator valve 203 becomes low.

  Thus, the output hydraulic pressure of the select reducing valve 205 corresponds to the control hydraulic pressure of the ON-OFF solenoid (SL1) 204 by switching the ON-OFF solenoid (SL1) 204 between the closed state and the open state. It can be changed by minutes. Further, the line pressure PL can be increased or decreased by an amount corresponding to the control oil pressure of the ON-OFF solenoid (SL1) 204 by the switching.

In this embodiment, even if the output hydraulic pressure of the transmission hydraulic pressure control valve 301 and the control hydraulic pressure of the linear solenoid (SLS) 202 are not changed, the ON / OFF solenoid (SL1) 204 is switched between the closed state and the open state, thereby selecting the selector. It becomes possible to quickly change the output hydraulic pressure of the reducing valve 205. This makes it possible to change the line pressure PL quickly. Therefore, the line pressure PL can be changed with good responsiveness without providing a dedicated linear solenoid valve for controlling the line pressure PL. That is, the line pressure PL can be changed with high responsiveness by simply providing the ON-OFF solenoid (SL1) 204 and switching between the open state and the closed state. And cost reduction can be aimed at compared with the case where a dedicated linear solenoid valve is provided.

  Here, during normal running, the line pressure PL can be kept low by leaving the ON-OFF solenoid (SL1) 204 open without being energized. For example, as indicated by the solid line L1 in FIG. 4, the line pressure PL can be kept low by setting the line pressure PL slightly higher than the higher one of the target transmission hydraulic pressure and the target clamping hydraulic pressure. Become. Thereby, the drive loss of the oil pump 7 can be reduced and the fuel consumption can be improved. On the other hand, a high shift speed is required when a sudden shift is performed during traveling in the manual mode. In this case, the line pressure PL can be rapidly increased by energizing the ON-OFF solenoid (SL1) 204 to close it. For example, as indicated by an arrow in FIG. 4, the line pressure PL can be immediately increased by the hydraulic pressure X1 corresponding to the control hydraulic pressure of the ON-OFF solenoid (SL1) 204, and the situation where the line pressure PL is insufficient is avoided. be able to. Therefore, it is possible to achieve both improvement in fuel efficiency and highly responsive line pressure control.

(Modification)
In the above embodiment, the control oil pressure of the ON-OFF solenoid (SL1) 204 is supplied to the select reducing valve 205. However, the control oil pressure of the ON-OFF solenoid is not supplied to the select reducing valve. A configuration may be adopted in which the pilot pressure is directly supplied to the primary regulator valve. In this case, the primary regulator valve may be configured as shown in FIG. 5, for example. FIG. 5 shows only the primary regulator valve 203 ′ and the ON-OFF solenoid (SL1) 204 ′.

  The primary regulator valve 203 'shown in FIG. 5 has a configuration in which a second control hydraulic port 236 is added to the primary regulator valve 203 shown in FIG. The second control hydraulic port 236 is formed at an end portion (upper end portion in FIG. 5) opposite to the control hydraulic port 235 with the spool 231 interposed therebetween. An ON-OFF solenoid (SL1) 204 'is connected to the second control hydraulic pressure port 236, and the control hydraulic pressure of the ON-OFF solenoid (SL1) 204' is applied to the second control hydraulic pressure port 236. The ON-OFF solenoid (SL1) 204 'is a normally open type solenoid valve similar to the ON-OFF solenoid (SL1) 204 shown in FIG.

  The primary regulator valve 203 'operates using the output hydraulic pressure of the select reducing valve 205 and the control hydraulic pressure of the ON-OFF solenoid (SL1) 204' as a pilot pressure to adjust the line pressure PL. In this configuration, if the output oil pressure of the select reducing valve 205 does not change, the ON-OFF solenoid (SL1) 204 ′ is in the closed state (when energized) compared to when it is in the open state (not energized). The spool 231 moves upward by the amount that the control hydraulic pressure of the ON-OFF solenoid (SL1) 204 ′ does not act on the spool 231, and the line pressure PL adjusted by the primary regulator valve 203 ′ increases. Conversely, when the ON-OFF solenoid (SL1) 204 ′ is in the open state (when power is not supplied), the control hydraulic pressure of the ON-OFF solenoid (SL1) 204 ′ is higher than that in the closed state (when power is supplied). Accordingly, the spool 231 moves downward by the amount acting on the line pressure PL, and the line pressure PL adjusted by the primary regulator valve 203 ′ is lowered. Thus, the line pressure PL is increased or decreased by an amount corresponding to the control oil pressure of the ON-OFF solenoid (SL1) 204 ′ by switching the ON-OFF solenoid (SL1) 204 ′ between the closed state and the open state. Can do.

In the above, the select reducing valve 205 operates using the output oil pressure of the transmission oil pressure control valve 301, the control oil pressure of the linear solenoid (SLS) 202, and the control oil pressure of the ON-OFF solenoid (SL1) 204 as pilot pressures. As an example, the select reducing valve controls the output pressure of the clamping hydraulic pressure control valve 303, the control hydraulic pressure of the linear solenoid (SLP) 201, and the control hydraulic pressure of the ON-OFF solenoid (SL1) 204 as a pilot pressure. It is good also as a structure which operate | moves as. In this case, for adjusting the output oil pressure of the select reducing valve, the force acting on the first spool of the output oil pressure of the clamping hydraulic pressure control valve 303 and the second spool of the control oil pressure of the linear solenoid (SLP) 201 are applied. Of the forces, the configuration may be such that the larger force contributes.

  In the above, an example in which the ON-OFF solenoid is a normally open type has been described. However, a normal close type ON-OFF solenoid may be used instead of the normally open type ON-OFF solenoid. Here, from the viewpoint of power consumption, a configuration in which the line pressure PL is increased by energizing the ON-OFF solenoid is preferable to a configuration in which the line pressure PL is decreased by energizing the ON-OFF solenoid. That is, during normal operation, the ON-OFF solenoid is not energized, the line pressure PL is set low, and the ON-OFF solenoid is energized to increase the line pressure PL only during a sudden shift or the like. A configuration is preferred. For this reason, when a normally closed type ON-OFF solenoid is used, the control hydraulic pressure of the ON-OFF solenoid may be piloted to the side where the line pressure PL is adjusted to be high when the ON-OFF solenoid is energized.

  In the above description, the primary regulator valve 203 and the select reducing valve 205 serving as the line pressure adjusting means are configured as separate valves. However, both may be configured as an integral valve. In this case, for example, the primary regulator valve has a function of a select reducing valve, specifically, a function of selecting one of two supplied hydraulic pressures and contributing to the adjustment of the line pressure. Also good.

  In the above, an example in which the line pressure PL is changed by the ON-OFF solenoid has been described, but a configuration in which a duty solenoid is used instead of the ON-OFF solenoid may be employed. Also in this case, the cost can be reduced as compared with the case where a dedicated linear solenoid valve for controlling the line pressure PL is provided.

-Second Embodiment-
In the first embodiment, the example in which the ON-OFF solenoid (SL1) 204 is provided to change the line pressure PL has been described. However, in the second embodiment, the line pressure PL is changed using the existing ON-OFF solenoid. An example of changing will be described.

  FIG. 6 is a schematic configuration diagram of a vehicle according to the second embodiment.

  The vehicle illustrated in FIG. 6 is different from the vehicle shown in FIG. 1 in the configuration of the ECU 508 and the hydraulic control circuit 520, and the other configuration is the same as that of the vehicle shown in FIG. For this reason, the same code | symbol is attached | subjected about the part of the same structure, and detailed description is abbreviate | omitted.

  As shown in FIG. 6, the hydraulic control circuit 520 controls the hydraulic pressure of the hydraulic pressure control unit 520 a that controls the hydraulic pressure of the hydraulic actuator 41 c of the primary pulley 41 of the belt type continuously variable transmission 4 and the hydraulic pressure of the hydraulic actuator 42 c of the secondary pulley 42. A clamping pressure hydraulic control unit 520b, a line pressure control unit 520c that controls a line pressure PL that is a source pressure of each part, a lockup clutch control unit 520d that controls engagement / release of the lockup clutch 24, and a friction for traveling The garage control unit 520e that controls the engagement / release of the engagement elements (the forward clutch C1 and the reverse brake B1) and the manual valve 20f are included. A control signal from the ECU 508 is supplied to the linear solenoid (SLP) 601, the linear solenoid (SLS) 602, the duty solenoid (DSU) 603, and the ON-OFF solenoid (SL1) 604 constituting the hydraulic pressure control circuit 520.

  As shown in FIG. 7, the ECU 508 includes a CPU 581, a ROM 582, a RAM 583, a backup RAM 584, and the like, which are almost the same as the configuration of the ECU 8 shown in FIG. 2. The CPU 581, ROM 582, RAM 583, and backup RAM 584 are connected to each other via a bidirectional bus 587, and are connected to an input interface 585 and an output interface 586.

  Similar to the input interface 85 of the ECU 8 shown in FIG. 2, various sensors 101 to 110 are connected to the input interface 585. Similarly to the output interface 86 of the ECU 8 shown in FIG. 2, the throttle motor 13, the fuel injection device 14, the ignition device 15, and the hydraulic control circuit 520 are connected to the output interface 586.

  The ECU 508 controls the output of the engine 1, the supply hydraulic pressure (shift hydraulic pressure) of the hydraulic actuator 41c of the primary pulley 41 of the belt-type continuously variable transmission 4, and the hydraulic actuator of the secondary pulley 42 based on the output signals of the various sensors. Pressure regulation control of the supply hydraulic pressure (clamping hydraulic pressure) 42c, pressure regulation control of the line pressure PL, engagement / release control of the friction engagement elements for travel (forward clutch C1, reverse brake B1), lockup clutch 24 Various controls such as engagement / release control are executed.

  Next, in the hydraulic control circuit 520, refer to FIG. 8 for portions related to the transmission hydraulic control unit 520a, the clamping hydraulic control unit 520b, the line pressure control unit 520c, the lockup clutch control unit 520d, and the garage control unit 520e. To explain. The hydraulic control circuit shown in FIG. 8 is a part of the entire hydraulic control circuit 520.

  The hydraulic control circuit shown in FIG. 8 includes an oil pump 7, a manual valve 20f, a linear solenoid (SLP) 601, a linear solenoid (SLS) 602, a duty solenoid (DSU) 603, an ON-OFF solenoid (SL1) 604, a first modulator. It includes a valve 606, a second modulator valve 607, a transmission hydraulic pressure control valve 701, a clamping hydraulic pressure control valve 703, a clutch apply control valve 801, a clutch pressure control valve 803, and a lockup control valve 805, and further, as line pressure adjusting means The configuration includes a primary regulator valve 605 and a select reducing valve 608.

  As shown in FIG. 8, the hydraulic pressure generated by the oil pump 7 is regulated by a primary regulator valve 605 to generate a line pressure PL. The line pressure PL adjusted by the primary regulator valve 605 is supplied to the first modulator valve 606, the transmission hydraulic pressure control valve 701, and the clamping hydraulic pressure control valve 703.

  The first modulator valve 606 is a pressure regulating valve that regulates the line pressure PL regulated by the primary regulator valve 605 to a constant hydraulic pressure (first modulator hydraulic pressure PM1) lower than that. The first modulator hydraulic pressure PM1 output from the first modulator valve 606 is supplied to a linear solenoid (SLP) 601, a linear solenoid (SLS) 602, a second modulator valve 607, and a select reducing valve 608, and clutch apply control. It is supplied to the manual valve 20 f and the lockup control valve 805 via the valve 801.

The second modulator valve 607 is a pressure regulating valve that regulates the first modulator hydraulic pressure PM1 regulated by the first modulator valve 606 to a constant hydraulic pressure (second modulator hydraulic pressure PM2) lower than that. The second modulator hydraulic pressure PM2 output from the second modulator valve 607 is supplied to the duty solenoid (DSU) 603 and the ON-OFF solenoid (SL1) 604, and is also selected via the clutch apply control valve 801. To be supplied.

  The linear solenoid (SLP) 601 and the linear solenoid (SLS) 602 are normally open type solenoid valves. The linear solenoid (SLP) 601 and the linear solenoid (SLS) 602 output a control hydraulic pressure (output hydraulic pressure) according to a current value determined by a duty signal (duty value) transmitted from the ECU 508. The control hydraulic pressure output from the linear solenoid (SLP) 601 is supplied to the transmission hydraulic pressure control valve 701. The control hydraulic pressure output from the linear solenoid (SLS) 602 is supplied to the select reducing valve 608, the clamping hydraulic pressure control valve 703, and the clutch pressure control valve 803. The linear solenoid (SLP) 601 and the linear solenoid (SLS) 602 may be normally closed solenoid valves.

  A duty solenoid (DSU) 603 is a normally closed type solenoid valve. A duty solenoid (DSU) 603 outputs a control hydraulic pressure (output hydraulic pressure) according to a current value determined by a duty signal (duty value) transmitted from the ECU 508. The control hydraulic pressure output from the duty solenoid (DSU) 603 is supplied to the lock-up control valve 805, and is also supplied to the clutch apply control valve 801 via the lock-up control valve 805. The duty solenoid (DSU) 603 may be a normally open type solenoid valve.

  The ON-OFF solenoid (SL1) 604 is a normally open type solenoid valve. The ON-OFF solenoid (SL1) 604 is configured to be switched to an open state in which the control hydraulic pressure is output to the clutch apply control valve 801 when not energized and to a closed state in which the control hydraulic pressure is not output when energized. The ON-OFF solenoid (SL1) 604 may be a normally closed type solenoid valve.

  As shown in FIG. 8, the transmission hydraulic pressure control valve 701 and the clamping hydraulic pressure control valve 703 have substantially the same configuration as the transmission hydraulic pressure control valve 301 and the clamping hydraulic pressure control valve 303 of the first embodiment.

  As shown in FIG. 8, a lockup control valve 805 is connected to the engagement side oil chamber 25 and the release side oil chamber 26 of the lockup clutch 24.

  The lockup control valve 805 controls engagement / release of the lockup clutch 24. Specifically, the lockup control valve 805 controls the engagement / release of the lockup clutch 24 by controlling the lockup differential pressure (= the hydraulic pressure of the engagement side oil chamber 25−the hydraulic pressure of the release side oil chamber 26). Is configured to control.

The lockup control valve 805 is provided with a spool 851 that can move in the axial direction. A spring 852 is disposed in a compressed state on one end side (the lower end side in FIG. 8) of the spool 851, and a control hydraulic pressure port 855 is formed at the end opposite to the spring 852 across the spool 851. Yes. Further, a backup port 856 and a feedback port 857 are formed on one end side where the spring 852 is disposed. The above-described duty solenoid (DSU) 603 is connected to the control hydraulic pressure port 855, and the control hydraulic pressure output from the duty solenoid (DSU) 603 is applied to the control hydraulic pressure port 855. The lock-up control valve 805 is formed with input ports 861 and 862, an output port 865, input / output ports 863, 864, 867, and drain ports 866, 868.

  The input ports 861 and 862 are connected to secondary regulator valves (not shown) connected to the primary regulator valve 605, respectively. The secondary hydraulic pressure PSEC regulated by the secondary regulator valve is inputted from the input ports 861 and 862.

  The input / output port 863 is connected (communication) to the engagement side oil chamber 25 of the lockup clutch 24. The input / output port 864 is connected (communication) to the release-side oil chamber 26 of the lockup clutch 24. The input / output port 867 is connected (communication) to the second control hydraulic pressure port 816 of the clutch apply control valve 801. The backup port 856 is connected (communication) to the input / output port 827 of the clutch apply control valve 801.

  Engagement / release control of the lockup clutch 24 by the lockup control valve 805 is performed as follows.

  When the control hydraulic pressure of the duty solenoid (DSU) 603 is introduced into the control hydraulic pressure port 855, the lock-up control valve 805 is in a state where the spool 851 moves downward against the elastic force of the spring 852 in accordance with the control hydraulic pressure. (ON state). In this case, the spool 851 moves downward as the control hydraulic pressure is increased. The right half of FIG. 8 shows a state where the spool 851 has moved downward as much as possible. In the state shown in the right half of FIG. 8, the input port 861 and the input / output port 863, the input / output port 864 and the drain port 866, and the control hydraulic pressure port 855 and the input / output port 867 are communicated with each other. At this time, the lockup clutch 24 is completely engaged.

  When the lock-up control valve 805 is in the ON state, the spool 851 has a control hydraulic pressure of the duty solenoid (DSU) 603 introduced into the control hydraulic pressure port 855 and a hydraulic pressure introduced into the input / output port 864 (the hydraulic pressure of the release side oil chamber 26). ) And the combined force of the hydraulic force introduced to the feedback port 857 (the hydraulic pressure of the engagement side oil chamber 25) and the combined force of the elastic force of the spring 852. To slide. Here, the lockup clutch 24 is controlled to be engaged / released in accordance with the lockup differential pressure. The control of the lockup differential pressure is performed by controlling the control hydraulic pressure of the duty solenoid (DSU) 603, and the degree of engagement (clutch capacity) of the lockup clutch 24 is continuously changed according to this lockup differential pressure. It is possible to make it.

  More specifically, the higher the control hydraulic pressure of the duty solenoid (DSU) 603, the greater the lockup differential pressure and the greater the degree of engagement of the lockup clutch 24. In this case, the hydraulic oil from the secondary regulator valve is supplied to the engagement side oil chamber 25 of the lockup clutch 24 via the input port 861 and the input / output port 863. On the other hand, the hydraulic oil in the release side oil chamber 26 is discharged through the input / output port 864 and the drain port 866. When the lockup differential pressure becomes a predetermined value or more, the lockup clutch 24 reaches the above-described complete engagement.

  Conversely, the lower the control hydraulic pressure of the duty solenoid (DSU) 603, the smaller the lockup differential pressure and the smaller the degree of engagement of the lockup clutch 24. In this case, hydraulic oil from the secondary regulator valve is supplied to the release-side oil chamber 26 via the input port 862 and the input / output port 864. On the other hand, the hydraulic oil in the engagement side oil chamber 25 is output via the input / output port 863 and the output port 865. When the lockup differential pressure becomes a negative value, the lockup clutch 24 is released.

  Then, when the supply of the control hydraulic pressure of the duty solenoid (DSU) 603 to the control hydraulic pressure port 855 is stopped, the lock-up control valve 805 causes the spool 851 to have the elastic force of the spring 852 as shown in the left half of FIG. As a result, it moves upward and is held in its original position (OFF state). In this OFF state, the input port 862 and the input / output port 864, the input / output port 863 and the output port 865, and the input / output port 867 and the drain port 868 are communicated with each other. At this time, the lockup clutch 24 is in a released state.

  When the clutch apply control valve 801 is held at the engagement transition position, the first modulator hydraulic pressure PM1 regulated by the first modulator valve 606 described above is introduced into the backup port 856. Such engagement / release control of the lockup clutch 24 is not performed, and control for forcibly releasing the lockup clutch 24 is performed.

  As shown in FIG. 8, a manual valve 20f is connected to the hydraulic servos 3C, 3B of the forward clutch C1 and the reverse brake B1 of the forward / reverse switching device 3.

  The manual valve 20f is a switching valve that switches the hydraulic pressure supply to the hydraulic servos 3C and 3B of the forward clutch C1 and the reverse brake B1 of the forward / reverse switching device 3 according to the operation of the shift lever 9. The manual valve 20f is switched corresponding to each shift position such as the parking position "P", the reverse position "R", the neutral position "N", the drive position "D", etc. of the shift lever 9.

  When the manual valve 20f is switched corresponding to the parking position “P” and the neutral position “N” of the shift lever 9, the hydraulic servo 3C of the forward clutch C1 and the hydraulic servo 3B of the reverse brake B1 are hydraulically Is not supplied. The hydraulic pressures of the hydraulic servos 3C and 3B of the forward clutch C1 and the reverse brake B1 are drained via the manual valve 20f. As a result, both the forward clutch C1 and the reverse brake B1 are released.

  When the manual valve 20f is switched corresponding to the reverse position “R” of the shift lever 9, the input port 211 and the output port 213 are communicated, and the hydraulic pressure is supplied to the hydraulic servo 3B of the reverse brake B1. On the other hand, the hydraulic pressure of the hydraulic servo 3C of the forward clutch C1 is drained via the manual valve 20f. As a result, the reverse brake B1 is engaged and the forward clutch C1 is released.

  When the manual valve 20f is switched corresponding to the drive position “D” of the shift lever 9, the input port 211 and the output port 212 are communicated, and the hydraulic pressure is supplied to the hydraulic servo 3C of the forward clutch C1. On the other hand, the hydraulic pressure of the hydraulic servo 3B of the reverse brake B1 is drained through the manual valve 20f. As a result, the forward clutch C1 is engaged and the reverse brake B1 is released.

  As shown in FIG. 8, a clutch apply control valve 801, which is a friction engagement element supply hydraulic pressure switching valve, is connected to the manual valve 20f.

The clutch apply control valve 801 supplies the hydraulic pressure supplied to the travel friction engagement elements (forward clutch C1 and reverse brake B1) of the forward / reverse switching device 3 to the engagement transient state (engagement of the travel friction engagement elements). This is a switching valve that can be switched between a transition state and a completely engaged state (when engaged). For example, when the shift lever 9 is operated from a non-travel position such as a parking position “P” or a neutral position “N” to a travel position such as a drive position “D” when the vehicle starts, etc., the clutch apply control valve By switching 401, the hydraulic pressure supplied to the hydraulic servo 3C of the forward clutch C1 via the manual valve 20f described above is the engagement transient hydraulic pressure corresponding to the engagement transition and the engagement holding hydraulic pressure corresponding to the complete engagement. And can be switched. Similarly, when the shift lever 9 is operated to the reverse position “R”, the hydraulic pressure supplied to the hydraulic servo 3B of the reverse brake B1 via the manual valve 20f is switched by switching the clutch apply control valve 401. Is switched between the engagement transient hydraulic pressure corresponding to the engagement transition and the engagement holding hydraulic pressure corresponding to the complete engagement. Hereinafter, the case where the hydraulic pressure supplied to the forward clutch C1 is switched by the clutch apply control valve 801 will be described as a representative, and the description about the case where the hydraulic pressure supplied to the reverse clutch B1 is switched will be omitted.

  The clutch apply control valve 801 is switched to the engagement transition position shown in the right half of FIG. 8 when the forward clutch C1 is engaged, and when the forward clutch C1 is engaged (completely engaged), 8 is configured to be switched to the engagement position shown in the left half of FIG.

  Specifically, the clutch apply control valve 801 is provided with a spool 811 that is movable in the axial direction. A spring 812 is arranged in a compressed state on one end side (the lower end side in FIG. 8) of the spool 811, and the first control hydraulic port 815 and the first control port 815 are arranged at the end opposite to the spring 812 across the spool 811. A two-control hydraulic port 816 is formed. Further, drain ports 817 and 818 are formed on the one end side where the spring 812 is disposed.

  The above-described ON-OFF solenoid (SL1) 604 is connected to the first control hydraulic pressure port 815, and the control hydraulic pressure output from the ON-OFF solenoid (SL1) 604 is applied to the first control hydraulic pressure port 815. . An input / output port 867 of the lockup control valve 805 is connected (communication) to the second control hydraulic pressure port 816. When the control hydraulic pressure of the duty solenoid (DSU) 603 increases and the control hydraulic pressure port 855 of the lockup control valve 805 communicates with the input / output port 867, the control hydraulic pressure of the duty solenoid (DSU) 603 is transferred to the second control hydraulic pressure port 816. Will be applied.

  The clutch apply control valve 801 has input ports 822, 823, 824, output ports 825, 826, and an input / output port 827. The input port 822 is connected to the second modulator valve 607 described above. The input port 823 is connected to the clutch pressure control valve 803. The input port 824 is connected to the first modulator valve 606 described above. The output port 825 is connected (communicated) to the third control hydraulic pressure port 686 of the select reducing valve 608. The output port 826 is connected (communication) to the input port 211 of the manual valve 20f. The input / output port 827 is connected (communication) to the backup port 856 of the lockup control valve 805.

  Switching of the clutch apply control valve 801 is performed by an ON-OFF solenoid (SL1) 604 and a duty solenoid (DSU) 603.

  When the ON-OFF solenoid (SL1) 604 is in the open state, the clutch apply control valve 801 is held at the engaged position where the spring 812 is compressed regardless of the state of the lockup control valve 805. On the other hand, when the ON-OFF solenoid (SL1) 604 is in the closed state, the clutch apply control valve 801 is engaged at the engagement position or the spring 812 is in the attached state according to the control hydraulic pressure of the duty solenoid (DSU) 603. Switch to the transient position.

  Specifically, the control hydraulic pressure of the ON-OFF solenoid (SL1) 604 introduced into the first control hydraulic pressure port 815 acts on the spool 811 only in the open state (when not energized) and in the closed state (when energized). Sometimes it doesn't work. The action area (pressure receiving area) of the control oil pressure of the ON-OFF solenoid (SL1) 604 on the spool 811 differs depending on the action area acting upward in FIG. 8 and the action area acting downward. Yes. That is, the area of action of the control hydraulic pressure of the ON-OFF solenoid (SL1) 604 on the spool 811 differs depending on the area of action in the same direction as the direction of action of the elastic force of the spring 812 and the area of action in the opposite direction. Yes. In this case, the acting area in the opposite direction is set larger than the acting area in the same direction as the acting direction of the elastic force of the spring 812.

  Therefore, when the control oil pressure is input to the first control oil pressure port 815 when the ON-OFF solenoid (SL1) 604 is in the open state, the clutch apply control valve 801 is switched to the engaged position. At this time, the first control hydraulic pressure port 815 and the output port 825, the input port 824 and the output port 826, and the input / output port 827 and the drain port 818 communicate with each other. Due to the communication between the first control hydraulic pressure port 815 and the output port 825, the control hydraulic pressure of the ON-OFF solenoid (SL 1) 604 is supplied to the third control hydraulic pressure port 686 of the select reducing valve 608. Due to the communication between the input port 824 and the output port 826, the first modulator hydraulic pressure PM1 regulated by the first modulator valve 606 is supplied to the hydraulic servo 3C of the forward clutch C1.

  On the other hand, when the ON-OFF solenoid (SL1) 604 is closed, the control hydraulic pressure of the duty solenoid (DSU) 603 is small, and the control hydraulic pressure port 855 and the input / output port 867 of the lockup control valve 805 are shut off. Meanwhile, the clutch apply control valve 801 is switched to the engagement transition position. On the other hand, when the control hydraulic pressure of the duty solenoid (DSU) 603 increases and the control hydraulic pressure port 855 of the lockup control valve 805 communicates with the input / output port 867, the control hydraulic pressure of the duty solenoid (DSU) 603 becomes the second control hydraulic pressure port 816. The clutch apply control valve 801 is switched to the engaged position.

  When the clutch apply control valve 801 is switched to the engagement transition position, the input port 822 and the output port 825, the input port 823 and the output port 826, and the input port 824 and the input / output port 827 communicate with each other. Due to the communication between the input port 822 and the output port 825, the second modulator hydraulic pressure PM2 regulated by the second modulator valve 607 is supplied to the third control hydraulic pressure port 686 of the select reducing valve 608. Due to the communication between the input port 823 and the output port 826, the hydraulic pressure regulated by the clutch pressure control valve 803 is supplied to the hydraulic servo 3C of the forward clutch C1. The first modulator hydraulic pressure PM1 regulated by the first modulator valve 606 is introduced into the backup port 856 of the lockup control valve 805 by the input port 824 and the input / output port 827.

  As shown in FIG. 8, a clutch pressure control valve 803 is connected to the clutch apply control valve 801. The clutch pressure control valve 803 is a pressure regulating valve that regulates the engagement transient hydraulic pressure to the forward clutch C1 using the control hydraulic pressure output from the linear solenoid (SLS) 602 as a pilot pressure.

The clutch pressure control valve 803 is provided with a spool 831 that is movable in the axial direction. A spring 832 is disposed in a compressed state on one end side (the upper end side in FIG. 8) of the spool 831, and a control hydraulic pressure port 835 is formed at the end opposite to the spring 832 across the spool 831. ing. The above-described linear solenoid (SLS) 602 is connected to the control hydraulic pressure port 835, and the control hydraulic pressure output from the linear solenoid (SLS) 602 is applied to the control hydraulic pressure port 835.

  Further, the clutch pressure control valve 803 is connected to (communicated with) an input port 833 to which the first modulator hydraulic pressure PM1 output from the first modulator valve 606 is supplied and an input port 824 of the clutch apply control valve 801. A port 834 is formed.

  The hydraulic pressure output from the output port 834 of the clutch pressure control valve 803 is supplied to the hydraulic servo 3C of the forward clutch C1 via the manual valve 20f when the clutch apply control valve 801 is switched to the engagement transition position. The In other words, the engagement transient hydraulic pressure supplied to the forward clutch C1 when the forward clutch C1 is engaged is controlled by the clutch pressure control valve 803.

  In this case, when the control hydraulic pressure output from the linear solenoid (SLS) 602 increases, the spool 831 moves upward in FIG. 8 against the elastic force of the spring 832. As a result, the hydraulic pressure output from the output port 834 increases, and the engagement transient hydraulic pressure to the forward clutch C1 increases. On the other hand, when the control hydraulic pressure output from the linear solenoid (SLS) 602 decreases, the spool 831 moves downward in FIG. 8 by the elastic force of the spring 832. As a result, the hydraulic pressure output from the output port 834 decreases, and the engagement transient hydraulic pressure to the forward clutch C1 decreases.

  Next, the select reducing valve 608 will be described.

  The select reducing valve 608 has substantially the same configuration as the select reducing valve 205 of the first embodiment. The select reducing valve 608 is formed with a first control hydraulic port 684, a second control hydraulic port 685, and a third control hydraulic port 686 similar to the select reducing valve 205 of the first embodiment. .

  An output port 714 of the transmission hydraulic pressure control valve 701 is connected (communication) to the first control hydraulic pressure port 684, and the hydraulic pressure regulated by the transmission hydraulic pressure control valve 701 is applied to the first control hydraulic pressure port 684. A linear solenoid (SLS) 602 is connected to the second control hydraulic pressure port 685, and the control hydraulic pressure output from the linear solenoid (SLS) 602 is applied to the second control hydraulic pressure port 685.

  An output port 825 of the clutch apply control valve 801 is connected (communication) to the third control hydraulic pressure port 686. When the clutch apply control valve 801 is held in the engaged position, the control hydraulic pressure output from the ON-OFF solenoid (SL1) 604 is applied to the third control hydraulic pressure port 686, and the clutch apply control valve 801 is engaged. When held at the transient position, the second modulator hydraulic pressure PM2 output from the second modulator valve 607 is applied. The control hydraulic pressure of the ON-OFF solenoid (SL1) 604 and the second modulator hydraulic pressure PM2 are set to the same pressure.

  The select reducing valve 608 includes an output hydraulic pressure of the transmission hydraulic pressure control valve 701 introduced from the first control hydraulic pressure port 684, a control hydraulic pressure of the linear solenoid (SLS) 602 introduced from the second control hydraulic pressure port 685, 3 The hydraulic pressure introduced from the control hydraulic pressure port 686 (the control hydraulic pressure of the ON-OFF solenoid (SL1) 604 or the second modulator hydraulic pressure PM2) is operated as a pilot pressure.

  Here, in adjusting the output hydraulic pressure of the select reducing valve 608, the force acting on the first spool 681 of the output hydraulic pressure of the transmission hydraulic pressure control valve 701 and the control hydraulic pressure of the linear solenoid (SLS) 602 are applied to the second spool 682. Of the forces that act, the larger force contributes. Specifically, when the force acting on the first spool 681 of the output hydraulic pressure of the transmission hydraulic pressure control valve 701 is large, the first spool 681 and the second spool 682 are in contact with each other as shown in the right half of FIG. Move up and down together. Then, the output oil pressure from the output port 689 is adjusted according to the output oil pressure of the transmission oil pressure control valve 701.

  On the other hand, when the force acting on the second spool 682 of the control hydraulic pressure of the linear solenoid (SLS) 602 is large, the first spool 681 and the second spool 682 are separated as shown in the left half of FIG. The second spool 682 moves up and down. Then, the output hydraulic pressure from the output port 689 is adjusted according to the control hydraulic pressure of the linear solenoid (SLS) 602.

  When the clutch apply control valve 801 is held in the engaged position, the control hydraulic pressure of the ON-OFF solenoid (SL1) 604 acts on the second spool 682 only when it is in the open state (when not energized). It does not work when closed (when energized). In other words, the control hydraulic pressure of the ON-OFF solenoid (SL1) 604 contributes only to the adjustment of the hydraulic pressure output from the output port 689 to the primary regulator valve 605, and does not contribute when the valve is closed. .

  For this reason, in the open state, the balance between the combined force of the force acting on the second spool 682 of the control hydraulic pressure of the ON-OFF solenoid (SL1) 604 and the elastic force of the spring 683 and the larger force described above The first spool 681 and the second spool 682 slide up and down. As a result, the first modulator hydraulic pressure PM1 input from the input port 688 is adjusted, output from the output port 689, and supplied to the control hydraulic pressure port 655 of the primary regulator valve 605.

  On the other hand, in the closed state, the first spool 681 and the second spool 682 slide up and down due to the balance between the elastic force of the spring 683 and the larger force. As a result, the first modulator hydraulic pressure PM1 input from the input port 688 is adjusted, output from the output port 689, and supplied to the control hydraulic pressure port 655 of the primary regulator valve 605. In this closed state, the clutch apply control valve 801 is held at the engaged position by the control hydraulic pressure of the duty solenoid (DSU) 603.

  Then, the primary regulator valve 605 is operated using the output hydraulic pressure of the select reducing valve 608 as a pilot pressure, and the line pressure PL is adjusted.

  Here, if the output hydraulic pressure of the transmission hydraulic pressure control valve 701 and the control hydraulic pressure of the linear solenoid (SLS) 602 do not change, the ON-OFF solenoid (SL1) 604 is ON when it is closed compared to when it is open. The first and second spools 681 and 682 move downward as much as the control hydraulic pressure of the OFF solenoid (SL1) 604 does not act on the second spool 682, and the output hydraulic pressure of the select reducing valve 608 increases. Then, the line pressure PL adjusted by the primary regulator valve 605 increases.

  On the other hand, when the ON-OFF solenoid (SL1) 604 is in the open state, the first spool is more than the amount when the control hydraulic pressure of the ON-OFF solenoid (SL1) 604 is applied to the second spool 682, compared to when it is in the closed state. 681, the second spool 682 moves upward, and the output hydraulic pressure of the select reducing valve 608 is lowered. Then, the line pressure PL adjusted by the primary regulator valve 605 is lowered.

  Thus, the output hydraulic pressure of the select reducing valve 608 corresponds to the control hydraulic pressure of the ON-OFF solenoid (SL1) 604 by switching the ON-OFF solenoid (SL1) 604 between the closed state and the open state. It can be changed by minutes. Further, the line pressure PL can be increased or decreased by an amount corresponding to the control hydraulic pressure of the ON-OFF solenoid (SL1) 604 by the switching. Therefore, also in this embodiment, the same effect as the first embodiment can be obtained. That is, it is possible to achieve both improvement in fuel consumption and highly responsive line pressure control. Moreover, since the line pressure PL is changed using the existing ON-OFF solenoid (SLS) 604, the cost can be further reduced as compared with the first embodiment.

  On the other hand, when the clutch apply control valve 801 is held at the engagement transition position, the second modulator hydraulic pressure PM2 acts on the second spool 682. In this case, the ON-OFF solenoid (SL1) 604 is closed, but the second modulator oil pressure PM2 is supplied from the third control oil pressure port 686 instead of the control oil pressure of the ON-OFF solenoid (SL1) 604. Therefore, in this case, unlike the case where the clutch apply control valve 801 is held in the engaged position, the line pressure PL does not increase even when the ON-OFF solenoid (SL1) 604 is closed. It has become.

  In the second embodiment, the same modification example as in the first embodiment can be given. For example, the control hydraulic pressure of the ON-OFF solenoid may be directly supplied as a pilot pressure to the primary regulator valve instead of the select reducing valve. The select reducing valve may be configured to operate using the output oil pressure of the clamping oil pressure control valve, the control oil pressure of the linear solenoid (SLP), and the control oil pressure of the ON-OFF solenoid (SL1) as pilot pressures. Instead of the normally open type ON-OFF solenoid, a normally closed type ON-OFF solenoid may be used. Further, the primary regulator valve and the select reducing valve as the line pressure adjusting means may be configured as an integral valve. Further, a duty solenoid may be used instead of the ON-OFF solenoid.

-Other embodiments-
In the above, an example in which the present invention is applied to a power transmission device for a vehicle equipped with a gasoline engine has been shown. However, the present invention is not limited to this, and a power transmission device for a vehicle equipped with another engine such as a diesel engine. It is also applicable to. In addition to the engine (internal combustion engine), the vehicle power source may be an electric motor or a hybrid power source including both the engine and the electric motor.

  The present invention is not limited to FF (front engine / front drive) type vehicles, but can also be applied to FR (front engine / rear drive) type vehicles and four-wheel drive vehicles.

1 is a schematic configuration diagram illustrating a vehicle according to a first embodiment to which the present invention is applied. It is a block diagram which shows the structure of control systems, such as ECU of the vehicle of FIG. It is a circuit block diagram which shows the hydraulic control apparatus of the vehicle of FIG. It is a figure which shows the change of the line pressure of the hydraulic control apparatus of the vehicle of FIG. It is a figure which shows the modification of the hydraulic control apparatus of the vehicle of FIG. It is a schematic block diagram which shows the vehicle which concerns on 2nd Embodiment to which this invention is applied. It is a block diagram which shows the structure of control systems, such as ECU of the vehicle of FIG. It is a circuit block diagram which shows the hydraulic control apparatus of the vehicle of FIG.

Explanation of symbols

8 ECU
20 Hydraulic control circuit 4 Belt type continuously variable transmission 41 Primary pulley (drive pulley)
41c Hydraulic actuator 42 Secondary pulley (driven pulley)
42c Hydraulic Actuator 201 Linear Solenoid (First Linear Solenoid Valve)
202 Linear solenoid (second linear solenoid valve)
204 ON-OFF solenoid 203 Primary regulator valve 205 Select reducing valve 301 Variable speed hydraulic control valve (first control valve)
303 Nipping pressure control valve (second control valve)

Claims (3)

In a hydraulic control device for a vehicle power transmission device including a belt-type continuously variable transmission that transmits a power by pinching a belt with hydraulic pressure and changes a gear ratio by changing a belt engagement diameter,
A first control valve that outputs hydraulic pressure to be supplied to a driving pulley of the belt type continuously variable transmission;
A first linear solenoid valve that outputs a control hydraulic pressure for adjusting the supply hydraulic pressure of the driving pulley by the first control valve;
A second control valve that outputs hydraulic pressure supplied to the driven pulley of the belt type continuously variable transmission;
A second linear solenoid valve that outputs a control hydraulic pressure for adjusting the supply hydraulic pressure of the driven pulley by the second control valve;
Depending on the output hydraulic pressure of the first control valve and the control hydraulic pressure of the second linear electromagnetic valve, or the output hydraulic pressure of the second control valve and the control hydraulic pressure of the first linear electromagnetic valve, A line pressure adjusting means for adjusting the line pressure to be a pressure,
The line pressure adjusting means is piloted by a control oil pressure of an ON-OFF solenoid valve or a duty solenoid valve. The hydraulic control device according to claim 1,
The hydraulic control device, wherein the ON-OFF solenoid valve or the duty solenoid valve is an existing solenoid valve. In the hydraulic control device according to claim 2,
The vehicle power transmission device includes a hydraulic travel friction engagement element that is engaged to establish a power transmission path when the vehicle travels,
The existing electromagnetic valve is an electromagnetic valve that switches the hydraulic pressure supplied to the traveling friction engagement element according to an engagement transient state and a complete engagement state of the traveling friction engagement element. Hydraulic control device to do.

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