JP2009216175A - Hydraulic control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hydraulic control device enabling to suppress unintentional entry of hydraulic pressure into the other region even when undershoot occurs in an solenoid valve during control in one of output regions of the solenoid valve. <P>SOLUTION: The hydraulic control device uses one linear solenoid (SLP) 201 for controlling hydraulic pressure to be supplied to a primary pulley 41 of a belt type continuously variable transmission 4 and hydraulic pressure to be supplied to a forward travel clutch C1 of a forward/reverse travel change-over device 3. A low hydraulic pressure side output region X1 and a high hydraulic pressure side output region X2 are set for the hydraulic pressure to be controlled by the linear solenoid (SLP) 201. Between the low hydraulic pressure side output region X1 and the high hydraulic pressure side output region X2, a non-use region X3 is set where controlled object is not controlled. <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 (for example, refer to Patent Documents 1 and 2).

Patent Document 1 discloses a hydraulic control apparatus configured to control the hydraulic pressure supplied to the traveling friction engagement element by switching the garage control valve with a dedicated electromagnetic valve. Patent Document 2 discloses a hydraulic control device configured to control a line pressure, which is a source pressure of the hydraulic pressure of each part, using a dedicated electromagnetic valve.
JP 2006-144974 A JP 2000-130574 A

  By the way, in the hydraulic control devices of Patent Documents 1 and 2 described above, only one control object is controlled by one electromagnetic valve. However, if a configuration is used in which a plurality of control objects are controlled by one electromagnetic valve, the cost is reduced. It is possible to avoid an increase in the size and size of the apparatus. For example, when there are two objects to be controlled, a low hydraulic pressure output region (low hydraulic pressure usage region) and a high hydraulic pressure output region (high hydraulic pressure usage region) are set for the output hydraulic pressure (control hydraulic pressure) of the solenoid valve. It is conceivable to control two control objects in the use area.

  However, in this case, if an undershoot or overshoot of the solenoid valve occurs during control in one of the output areas of the solenoid valve, it will unintentionally enter the other area and the controlled object will move unintentionally. Is concerned. For example, in addition to the hydraulic pressure supplied to the traveling friction engagement element by one solenoid valve, other control objects (for example, the hydraulic pressure supplied to the primary pulley of the belt-type continuously variable transmission) are also included in the configuration of Patent Document 1 above. When it is configured to control, the above-mentioned problems are concerned. The same applies to the configuration of Patent Document 2 described above, in which the engagement pressure of the lock-up clutch is controlled in addition to the line pressure that is the original pressure of the hydraulic pressure of each part of the hydraulic control device by one solenoid valve. In addition, there are concerns about the problems as described above.

  The present invention has been made in view of such problems, and in the case where different control targets of the vehicle power transmission device are controlled by one electromagnetic valve, the output in one of the output areas of the electromagnetic valve is controlled. An object of the present invention is to provide a hydraulic control device that can suppress unintentional entry into the other region even if an undershoot or the like of a solenoid valve occurs during control.

  In the present invention, means for solving the above-described problems are configured as follows. That is, the present invention is a hydraulic control device configured to control different control targets of a vehicle power transmission device by one solenoid valve in which a high hydraulic pressure output region and a low hydraulic pressure output region are set to output hydraulic pressure. In addition, a region in which the control of each control target is not performed is set between the high hydraulic pressure output region and the low hydraulic pressure output region.

  Here, as an example of a controlled object controlled by one solenoid valve, the hydraulic pressure supplied to one of the driving pulley and the driven pulley of the belt-type continuously variable transmission and the driving friction engagement element are supplied. Hydraulic pressure. Moreover, as an example of a control object, the line pressure used as the original pressure of each part of a hydraulic control apparatus, and the engagement pressure of a lockup clutch are mentioned.

  According to the above configuration, the high hydraulic pressure side output region and the low hydraulic pressure side output region of the solenoid valve are not continuously provided, but a region where the control target is not controlled (nonuse region) is provided between them. Therefore, even if unintended fluctuations such as undershoot and overshoot occur in the output hydraulic pressure of the solenoid valve, the output hydraulic pressure is frequently switched between the high hydraulic pressure output region and the low hydraulic pressure output region. Switching and rapid switching between the high hydraulic pressure output region and the low hydraulic pressure output region are suppressed. Thereby, the unintended change of the control state of a control object can be suppressed.

  Here, the control object controlled by one electromagnetic valve is supplied to the hydraulic pressure supplied to one of the driving pulley and the driven pulley of the belt-type continuously variable transmission and to the friction engagement element for traveling. In the case of hydraulic pressure, in one of the high hydraulic pressure output region and the low hydraulic pressure output region, the hydraulic pressure supplied to the traveling friction engagement element corresponds to the fully engaged state of the traveling friction engagement element. And the hydraulic pressure supplied to one pulley controls the gear ratio in the belt-type continuously variable transmission to a hydraulic pressure that can be controlled between a predetermined maximum gear ratio and a minimum gear ratio, for example. In the other output region, the hydraulic pressure supplied to the traveling friction engagement element is controlled to the hydraulic pressure corresponding to the engagement transient state of the traveling friction engagement element, and one pulley Oil supplied to There it is preferable to low side (e.g., maximum speed ratio near) region as controlling the gear ratio to a controllable hydraulic structure as in the belt-type continuously variable transmission.

  In addition, when the control target controlled by one solenoid valve is the line pressure that is the source pressure of each part of the hydraulic control device and the engagement pressure of the lockup clutch, the line pressure in the high hydraulic pressure output region of the solenoid valve Control is performed while the engagement pressure of the lockup clutch is not controlled. In the low hydraulic pressure output region of the solenoid valve, the engagement pressure of the lockup clutch is controlled. It is preferable that the line pressure is not controlled. In this case, the control of the engagement pressure of the lockup clutch does not include the control when the lockup clutch is in the fully engaged state.

  The present invention also provides a hydraulic control device configured to control different control targets of a vehicle power transmission device by one solenoid valve in which a high hydraulic pressure output region and a low hydraulic pressure output region are set to output hydraulic pressure. A switching valve capable of switching a control state of one control target by an output hydraulic pressure from the solenoid valve, and the switching valve operates with hysteresis with respect to an output hydraulic pressure from the solenoid valve. It is characterized by that.

  Here, it is preferable that the control state of the other control object is switched as well as the control state of the one control object by switching the switching valve.

  In the above configuration, when the output hydraulic pressure of the solenoid valve is lowered, the output region of the high hydraulic pressure side of the solenoid valve is substantially expanded to the low hydraulic pressure side, or the output hydraulic pressure of the solenoid valve is increased, The output region of the low hydraulic pressure side can be substantially expanded to the high hydraulic pressure side. Thereby, even if an unintended change such as undershoot or overshoot occurs in the output hydraulic pressure of the solenoid valve, an unintended change in the control state of the controlled object can be suppressed.

  According to the present invention, the high hydraulic pressure output region and the low hydraulic pressure output region of the solenoid valve are not continuously provided, but a region in which the control target is not controlled is provided between them. Even if unintentional fluctuations such as undershoot and overshoot occur in the output hydraulic pressure of the solenoid valve, the output hydraulic pressure frequently switches between the high hydraulic pressure output region and the low hydraulic pressure output region, Rapid switching between the hydraulic side output region and the low hydraulic side output region is suppressed. Thereby, the unintended change of the control state of a control object can be suppressed.

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

-First embodiment-
In the first embodiment, the control target controlled by one solenoid valve (linear solenoid (SLP)) is the hydraulic pressure supplied to the friction engagement element for traveling and the hydraulic pressure supplied to the primary pulley of the belt-type continuously variable transmission. An example will be described.

  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. A control signal from the ECU 8 is supplied to the linear solenoid (SLP) 201, the linear solenoid (SLS) 202, and the duty solenoid (DSU) 207 for controlling the lock-up engagement pressure, which constitute the hydraulic control circuit 20. .

  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, During forward running, the gear ratio γ of the belt type continuously variable transmission 4 is selectively operated to each position such as a manual position “M” where the manual operation can increase or decrease the speed ratio γ. 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 hydraulic pressure of the hydraulic actuator 41 c (shift hydraulic pressure) of the primary pulley 41 of the belt-type continuously variable transmission 4, and the hydraulic pressure of the secondary pulley 42 based on the output signals of the various sensors. Pressure regulation control of the hydraulic pressure (clamping hydraulic pressure) of the actuator 42c, pressure regulation control of the line pressure PL, engagement / release control of the friction engagement elements for traveling (forward clutch C1, reverse brake B1), lockup clutch 24 Various controls such as engagement / release control are executed.

  Next, portions of the hydraulic control circuit 20 related to the transmission hydraulic control unit 20a and the garage control unit 20e 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.

  3 includes an oil pump 7, a manual valve 20f, a linear solenoid (SLP) 201, a linear solenoid (SLS) 202, a primary regulator valve 203, a modulator valve 205, a first shift hydraulic control valve 301, a second The shift hydraulic pressure control valve 303, the clamping hydraulic pressure control valve 305, the clutch apply control valve 401, and the clutch pressure control valve 403 are included.

  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 supplied with the control hydraulic pressure output from the linear solenoid (SLS) 202 and operates with the control hydraulic pressure as a pilot pressure. The line pressure PL regulated by the primary regulator valve 203 is supplied to the modulator valve 205, the first transmission hydraulic control valve 301, the second transmission hydraulic control valve 303, and the clamping hydraulic control valve 305.

  The modulator valve 205 is a pressure regulating valve that regulates the line pressure PL regulated by the primary regulator valve 203 to a constant pressure lower than that. The hydraulic pressure regulated by the modulator valve 205 is supplied to the manual valve 20f via the linear solenoid (SLP) 201, the linear solenoid (SLS) 202, the clutch pressure control valve 403, and the clutch apply control valve 401.

  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. The linear solenoid (SLP) 201 and the linear solenoid (SLS) 202 may be normally closed solenoid valves.

  The control hydraulic pressure output from the linear solenoid (SLP) 201 is supplied to the first shift hydraulic control valve 301, the second shift hydraulic control valve 303, and the clutch apply control valve 401. The control hydraulic pressure output from the linear solenoid (SLS) 202 is supplied to the primary regulator valve 203, the clamping hydraulic pressure control valve 305, and the clutch pressure control valve 403.

  As shown in FIG. 3, a clamping hydraulic pressure control valve 305 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 305 is provided with a spool 351 that is movable in the axial direction. A spring 352 is arranged in a compressed state on one end side (the lower end side in FIG. 3) of the spool 351, and a control hydraulic pressure port 355 is formed on one end side thereof. The above-described linear solenoid (SLS) 202 is connected to the control hydraulic pressure port 355, and the control hydraulic pressure output from the linear solenoid (SLS) 202 is applied to the control hydraulic pressure port 355.

  Further, the clamping hydraulic pressure control valve 305 is formed with an input port 353 to which the line pressure PL is supplied and an output port 354 connected (communicated) to the hydraulic actuator 42c of the secondary pulley 42.

  Then, 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 351 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 where a predetermined hydraulic pressure is supplied to the hydraulic actuator 42c of the secondary pulley 42, the spool 351 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 way, the belt clamping pressure is controlled by adjusting the line pressure PL by using the control hydraulic pressure output from the linear solenoid (SLS) 202 as a pilot pressure and supplying it to the hydraulic actuator 42c of the secondary pulley 42. In this case, for example, the secondary pulley is configured so that the necessary 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 pressure of the hydraulic actuator 42c is adjusted, and the belt clamping pressure of the belt type continuously variable transmission 4 is changed according to the clamping pressure. The clamping pressure map is a relationship between the speed ratio γ and the required 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.

  As shown in FIG. 3, the hydraulic actuator 41c of the primary pulley 41 of the belt type continuously variable transmission 4 has a first transmission hydraulic control valve 301 and a second transmission hydraulic control valve 303 via a clutch apply control valve 401. It is connected.

  The first speed change hydraulic 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 upper end side in FIG. 3) of the spool 311, and a control hydraulic pressure port 315 is formed at the end opposite to the spring 312 across the spool 311. ing. 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 first 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 that is connected (communication) to the input port 422 of the clutch apply control valve 401.

  When the clutch apply control valve 401 is switched to the engagement position described later, the first transmission hydraulic pressure control valve 301 controls the line pressure PL using the control hydraulic pressure output from the linear solenoid (SLP) 201 as a pilot pressure. To the hydraulic actuator 41c 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 increases, the spool 311 moves upward 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, 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).

  The second transmission hydraulic pressure control valve 303 is provided with a spool 331 that is movable in the axial direction. A spring 332 is disposed in a compressed state on one end side (the lower end side in FIG. 3) of the spool 331, and a first control hydraulic port 335 is provided at the end opposite to the spring 332 across the spool 331. Is formed. The linear solenoid (SLP) 201 described above is connected to the first control hydraulic pressure port 335, and the control hydraulic pressure output from the linear solenoid (SLP) 201 is applied to the first control hydraulic pressure port 335. A second control hydraulic pressure port 336 is formed on one end side of the spool 331. The second control hydraulic pressure port 336 is connected (communication) with the output port 354 of the clamping hydraulic pressure control valve 305 described above, and the hydraulic pressure output from the clamping hydraulic pressure control valve 305 is applied to the second control hydraulic pressure port 336. Is done.

  Further, the second speed change hydraulic control valve 303 is formed with an input port 341 to which the line pressure PL is supplied and an output port 342 connected (communication) to the input port 421 of the clutch apply control valve 401. Further, the second speed change hydraulic control valve 303 is provided with a feedback port 344 and drain ports 345 and 346. Further, orifices 381 and 382 are respectively provided in a supply oil passage 371 communicating with the input port 341 of the second speed change hydraulic control valve 303, an output oil passage 372 communicating with the output port 342, and a drain oil passage 373 communicating with the drain port 346, respectively. , 383 are provided.

  The second transmission hydraulic pressure control valve 303 is a control hydraulic pressure output by a linear solenoid (SLP) 201 supplied to the first control hydraulic pressure port 335 when the clutch apply control valve 401 is switched to an engagement transition position described later. The line pressure PL is regulated and supplied to the hydraulic actuator 41 c of the primary pulley 41 using the output hydraulic pressure of the clamping hydraulic control valve 305 supplied to the second control hydraulic port 336 as a pilot pressure. 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 spool 331 moves upward in FIG. 3 due to the balance between the control hydraulic pressure output by the linear solenoid (SLP) 201 and the elastic force of the spring 332 and the output hydraulic pressure of the clamping hydraulic pressure control valve 305, the primary The hydraulic pressure supplied to the hydraulic actuator 41c of the pulley 41 increases. As a result, the V-groove width of the primary pulley 41 is narrowed and the speed ratio γ is reduced (upshift). On the other hand, when the spool 331 moves downward in FIG. 3 due to the balance between the control hydraulic pressure output by the linear solenoid (SLP) 201 and the elastic force of the spring 332 and the output hydraulic pressure of the clamping hydraulic pressure control valve 305, the primary pulley 41 is moved. The hydraulic pressure supplied to the hydraulic actuator 41c decreases. As a result, the V-groove width of the primary pulley 41 is increased and the transmission gear ratio γ is increased (downshift).

  In this way, the hydraulic pressure adjusted by the first transmission hydraulic control valve 301 is supplied to the hydraulic actuator 41c of the primary pulley 41 in the fully engaged state of the traveling friction engagement element of the forward / reverse switching device 3, In the transitional state of the travel friction engagement element of the forward / reverse switching device 3, the hydraulic pressure adjusted by the second shift hydraulic pressure control valve 303 is supplied. Then, the hydraulic pressure adjusted by the first transmission hydraulic control valve 301 is supplied to the hydraulic actuator 41c of the primary pulley 41, whereby the maximum transmission ratio and the minimum transmission ratio determined in advance in the belt-type continuously variable transmission 4 are obtained. The gear ratio γ is controlled between the two. On the other hand, the hydraulic pressure adjusted by the second transmission hydraulic control valve 303 is supplied to the hydraulic actuator 41c of the primary pulley 41, so that the speed ratio γ is controlled mainly in the vicinity of the maximum speed ratio in the belt-type continuously variable transmission 4. Will come to be.

  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 manual valve 20f is connected to the hydraulic servos 3C and 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. 3, a clutch apply control valve 401 that is a friction engagement element supply hydraulic pressure switching valve is connected to the manual valve 20f.

  The clutch apply control valve 401 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, a case where the hydraulic pressure supplied to the forward clutch C1 is switched by the clutch apply control valve 401 will be described as a representative, and a description of a case where the hydraulic pressure supplied to the reverse clutch B1 is switched will be omitted.

  The clutch apply control valve 401 is switched to the engagement transition position shown in the right half of FIG. 3 when the forward clutch C1 is engaged, and when the forward clutch C1 is engaged (completely engaged), 3 is configured to be switched to the engagement position shown in the left half of FIG.

  Specifically, the clutch apply control valve 401 is provided with a spool 411 that is movable in the axial direction. A spring 412 is arranged in a compressed state on one end side (the lower end side in FIG. 3) of the spool 411, and a control hydraulic pressure port 415 is formed at an end opposite to the spring 412 across the spool 411. Yes. In addition, drain ports 416 and 417 are formed on the one end side where the spring 412 is disposed and the opposite side, respectively. The above-described linear solenoid (SLP) 201 is connected to the control hydraulic pressure port 415, and the control hydraulic pressure output from the linear solenoid (SLP) 201 is applied to the control hydraulic pressure port 415. The clutch apply control valve 401 has input ports 421, 422, 423, 424, 425 and output ports 426, 427.

  The input port 421 is connected (communication) to the output port 342 of the second speed change hydraulic control valve 303. The input port 422 is connected (communication) to the output port 314 of the first speed change hydraulic control valve 301. The input port 423 is connected (communication) to the output port 434 of the clutch pressure control valve 403. The input port 424 is connected (communication) to the modulator valve 205. The input port 425 is connected (communication) to the drain port 346 of the second speed change hydraulic control valve 303 via the drain oil passage 373. Further, the output port 426 is connected (communication) to the hydraulic actuator 41 c of the primary pulley 41 of the belt type continuously variable transmission 4. The output port 427 is connected (communication) to the input port 211 of the manual valve 20f.

  Switching of the clutch apply control valve 401 is performed by a linear solenoid (SLP) 201. When the clutch apply control valve 401 is switched to the engagement transition position where the spring 412 is in the attached state, the input port 421 and the output port 426, the input port 423 and the output port 427, and the input port 425 and the drain port 417 are displayed. Communicate with each other. Due to the communication between the input port 421 and the output port 426, the hydraulic pressure adjusted by the second shift hydraulic pressure control valve 303 is supplied to the hydraulic actuator 41c of the primary pulley 41. Due to the communication between the input port 423 and the output port 427, the hydraulic pressure adjusted by the clutch pressure control valve 403 is supplied to the hydraulic servo 3C of the forward clutch C1.

  On the other hand, when the clutch apply control valve 401 is switched to the engaged position where the spring 412 is compressed, the input port 422 and the output port 426 and the input port 424 and the output port 427 communicate with each other. Due to the communication between the input port 422 and the output port 426, the hydraulic pressure adjusted by the first shift hydraulic pressure control valve 301 is supplied to the hydraulic actuator 41 c of the primary pulley 41. Due to the communication between the input port 424 and the output port 427, the hydraulic pressure adjusted by the modulator valve 205 is supplied to the hydraulic servo 3C of the forward clutch C1. In this way, the clutch apply control valve 401 changes the hydraulic pressure supplied to the forward clutch C1 between the engagement transition state (when engaged) and the complete engagement state (when engaged) of the forward clutch C1. In addition to the corresponding switching, the hydraulic pressure supplied to the hydraulic actuator 41c of the primary pulley 41 corresponds to the engagement transition state (when engaged) and the complete engagement state (when engaged) of the forward clutch C1. Thus, it is provided as a switching valve for switching.

  As shown in FIG. 3, a clutch pressure control valve 403 is connected to the clutch apply control valve 401.

  The clutch pressure control valve 403 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) 202 as a pilot pressure.

  The clutch pressure control valve 403 is provided with a spool 431 that is movable in the axial direction. A spring 432 is disposed in a compressed state on one end side (the upper end side in FIG. 3) of the spool 431, and a control hydraulic pressure port 435 is formed at the end opposite to the spring 432 across the spool 431. ing. The above-described linear solenoid (SLS) 202 is connected to the control hydraulic pressure port 435, and the control hydraulic pressure output from the linear solenoid (SLS) 202 is applied to the control hydraulic pressure port 435.

  Further, the clutch pressure control valve 403 is formed with an input port 433 to which the output hydraulic pressure of the modulator valve 205 is supplied, and an output port 434 connected (communication) to the input port 423 of the clutch apply control valve 401. .

  The hydraulic pressure output from the output port 434 of the clutch pressure control valve 403 is supplied to the hydraulic servo 3C of the forward clutch C1 via the manual valve 20f when the clutch apply control valve 401 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 403.

  In this case, when the control hydraulic pressure output from the linear solenoid (SLS) 202 increases, the spool 431 moves upward in FIG. 3 against the elastic force of the spring 432. As a result, the hydraulic pressure output from the output port 434 increases, and the engagement transient hydraulic pressure to the forward clutch C1 increases. On the other hand, when the control hydraulic pressure output by the linear solenoid (SLS) 202 decreases, the spool 431 moves downward in FIG. 3 by the elastic force of the spring 432. As a result, the hydraulic pressure output from the output port 434 decreases, and the engagement transient hydraulic pressure to the forward clutch C1 decreases.

  In this embodiment, a single linear solenoid (SLP) 201 supplies the hydraulic pressure supplied to the travel friction engagement element (forward clutch C1, reverse brake B1) of the forward / reverse switching device 3 and the belt type continuously variable transmission. The hydraulic pressure supplied to the four primary pulleys 41 is controlled. Then, a low hydraulic pressure side output region (low hydraulic pressure side use region) and a high hydraulic pressure side output region (high hydraulic pressure side use region) are set for the control hydraulic pressure of the linear solenoid (SLP) 201, and further between the two regions. An unused area having a predetermined width is set.

  FIG. 4 is a diagram showing the characteristics of the control hydraulic pressure of the linear solenoid (SLP) 201. The linear solenoid (SLP) 201 is a normally open type solenoid valve, and its maximum output pressure is output as a control hydraulic pressure from the output port when power is not supplied. A constant hydraulic pressure regulated by the modulator valve 205 is input to the input port. On the other hand, when energized, the hydraulic pressure that is adjusted according to the current value determined by the duty signal (duty value) transmitted from the ECU 8 is output from the output port as the control hydraulic pressure.

  Specifically, as shown in FIG. 4, the control hydraulic pressure output from the linear solenoid (SLP) 201 has a characteristic that decreases as the current value increases. For the control hydraulic pressure of the linear solenoid (SLP) 201, a low hydraulic pressure output region X1 and a high hydraulic pressure output region X2 are set. In addition, a non-use area (dead zone) X3 is set between the two output areas X1 and X2. The low hydraulic pressure side output region X1 is a region corresponding to the high current side region A1 in which the current value supplied to the linear solenoid (SLP) 201 is large. The high hydraulic pressure side output region X2 is a region corresponding to the low current side region A2 where the current value of the linear solenoid (SLP) 201 is small.

  The low hydraulic pressure side output region X1 and the high hydraulic pressure side output region X2 of the linear solenoid (SLP) 201 are controls of the hydraulic pressure supplied to the hydraulic servo 3C of the forward clutch C1 of the forward / reverse switching device 3 and the belt type continuously variable transmission. This is a region where the control of the hydraulic pressure supplied to the hydraulic actuator 41c of the four primary pulleys 41 is performed according to the state of each control target. The non-use area X3 is an area that is not used for control of those control objects. The linear solenoid (SLP) 201 normally does not output the control hydraulic pressure in the non-use area X3.

  The low hydraulic pressure output region X1 of the linear solenoid (SLP) 201 is a region used when controlling the engagement transition state of the forward clutch C1 of the forward / reverse switching device 3. Further, the high hydraulic pressure side output region X2 of the linear solenoid (SLP) 201 is a region used when the forward clutch C1 is controlled to be completely engaged. That is, the low hydraulic pressure output region X1 is a region corresponding to the engagement transient state of the forward clutch C1, and the high hydraulic pressure output region X2 is a region corresponding to the complete engagement state of the forward clutch C1. It has become.

  Further, the low hydraulic pressure output region X1 of the linear solenoid (SLP) 201 is a region used when the gear ratio γ is controlled near the maximum gear ratio in the belt type continuously variable transmission 4. Further, the high hydraulic pressure side output region X2 of the linear solenoid (SLP) 201 is used when the speed ratio γ is controlled between a predetermined maximum speed ratio and a minimum speed ratio in the belt type continuously variable transmission 4. It is an area. That is, the low hydraulic pressure side output region X1 is a region corresponding to a state in which a gear ratio near the maximum gear ratio is obtained in the belt type continuously variable transmission 4, and the high hydraulic pressure side output region X2 is a belt type continuously variable transmission. This is an area corresponding to a state in which a speed ratio between a predetermined maximum speed ratio and a minimum speed ratio of the transmission 4 is obtained.

  When the linear solenoid (SLP) 201 outputs the control hydraulic pressure in the low hydraulic pressure output region X1, the hydraulic pressure supplied to the hydraulic servo 3C of the forward clutch C1 of the forward / reverse switching device 3 is controlled by the clutch pressure control valve 403. Controlled to regulated oil pressure. Specifically, in the low hydraulic pressure output region X1 of the linear solenoid (SLP) 201, the clutch apply control valve 401 is held at the above-described engagement transition position shown in the right half of FIG. At this time, the input port 423 and the output port 427 communicate with each other. As the input port 423 and the output port 427 communicate with each other, the hydraulic pressure adjusted by the clutch pressure control valve 403 (the output hydraulic pressure of the clutch pressure control valve 403) is supplied to the hydraulic servo 3C of the forward clutch C1 via the manual valve 20f. Supplied to.

  In other words, the hydraulic servo 3C of the forward clutch C1 is supplied with the hydraulic pressure (engagement transient hydraulic pressure) regulated by the clutch pressure control valve 403 using the control hydraulic pressure output from the linear solenoid (SLS) 202 as the pilot pressure. This engagement transient hydraulic pressure is a hydraulic pressure that continuously changes in accordance with the control hydraulic pressure output from the linear solenoid (SLS) 202. In this case, the higher the control hydraulic pressure of the linear solenoid (SLS) 202, the higher the output hydraulic pressure of the clutch pressure control valve 403.

  When the linear solenoid (SLP) 201 outputs the control hydraulic pressure in the low hydraulic pressure output region X1, the hydraulic pressure supplied to the hydraulic actuator 41c of the primary pulley 41 of the belt type continuously variable transmission 4 is the second shift hydraulic pressure control. The hydraulic pressure is adjusted by the valve 303. Specifically, in the low hydraulic pressure output region X1 of the linear solenoid (SLP) 201, the clutch apply control valve 401 is held at the engagement transition position, and the input port 421 and the output port 426 communicate with each other. As the input port 421 and the output port 426 communicate with each other, the hydraulic pressure adjusted by the second shift hydraulic control valve 303 (the output hydraulic pressure of the second shift hydraulic control valve 303) is supplied to the hydraulic actuator 41c of the primary pulley 41. The

  That is, the hydraulic pressure adjusted by the second transmission hydraulic pressure control valve 303 is supplied to the hydraulic actuator 41c of the primary pulley 41 using the control hydraulic pressure output from the linear solenoid (SLP) 201 as the pilot pressure. This hydraulic pressure is a hydraulic pressure that continuously changes in accordance with the control hydraulic pressure output from the linear solenoid (SLP) 201. In this case, the higher the control hydraulic pressure of the linear solenoid (SLP) 201, the lower the output hydraulic pressure of the second shift hydraulic pressure control valve 303.

  On the other hand, when the linear solenoid (SLP) 201 outputs the control hydraulic pressure in the high hydraulic pressure output region X2, the hydraulic pressure supplied to the hydraulic servo 3C of the forward clutch C1 of the forward / reverse switching device 3 is regulated by the modulator valve 205. Controlled to the hydraulic pressure. Specifically, in the high hydraulic pressure output region X2 of the linear solenoid (SLP) 201, the clutch apply control valve 401 is held at the engagement position shown in the left half of FIG. At this time, the input port 424 and the output port 427 communicate with each other. With the communication between the input port 424 and the output port 427, the hydraulic pressure adjusted by the modulator valve 205 (the output hydraulic pressure of the modulator valve 205) is supplied to the hydraulic servo 3C of the forward clutch C1 via the manual valve 20f. . That is, a constant hydraulic pressure (engagement holding hydraulic pressure) regulated by the modulator valve 205 is supplied to the hydraulic servo 3C of the forward clutch C1. This engagement holding oil pressure is set higher than the maximum pressure of the above-described engagement transient oil pressure.

  When the linear solenoid (SLP) 201 outputs the control hydraulic pressure in the high hydraulic pressure output region X2, the hydraulic pressure supplied to the hydraulic actuator 41c of the primary pulley 41 of the belt type continuously variable transmission 4 is the first shift hydraulic pressure control. The hydraulic pressure is regulated by the valve 301. Specifically, in the high hydraulic pressure output region X2 of the linear solenoid (SLP) 201, the clutch apply control valve 401 is held at the engagement position, and the input port 422 and the output port 426 communicate with each other. As the input port 422 and the output port 426 communicate with each other, the hydraulic pressure adjusted by the first shift hydraulic control valve 301 (the output hydraulic pressure of the first shift hydraulic control valve 301) is supplied to the hydraulic actuator 41c of the primary pulley 41. The

  That is, the hydraulic pressure adjusted by the first transmission hydraulic pressure control valve 301 is supplied to the hydraulic actuator 41c of the primary pulley 41 using the control hydraulic pressure output from the linear solenoid (SLP) 201 as the pilot pressure. This hydraulic pressure is a hydraulic pressure that continuously changes in accordance with the control hydraulic pressure output from the linear solenoid (SLP) 201. In this case, the higher the control hydraulic pressure of the linear solenoid (SLP) 201, the higher the output hydraulic pressure of the first shift hydraulic control valve 301. The gear ratio γ is controlled between the maximum speed ratio and the minimum speed ratio determined in the belt-type continuously variable transmission 4 by the output oil pressure of the first speed change hydraulic control valve 301.

  When the control hydraulic pressure of the linear solenoid (SLP) 201 increases and changes from the low hydraulic pressure output region X1 to the high hydraulic pressure output region X2, the hydraulic pressure supplied to the hydraulic servo 3C of the forward clutch C1 is controlled by the clutch pressure control. The engagement transient oil pressure adjusted by the valve 403 is switched to the engagement holding oil pressure adjusted by the modulator valve 205. Further, the hydraulic pressure supplied to the hydraulic actuator 41 c of the primary pulley 41 is switched from the hydraulic pressure adjusted by the second transmission hydraulic control valve 303 to the hydraulic pressure adjusted by the first transmission hydraulic control valve 301.

  On the other hand, when the control hydraulic pressure of the linear solenoid (SLP) 201 decreases and changes from the high hydraulic pressure output region X2 to the low hydraulic pressure output region X1, the hydraulic pressure supplied to the hydraulic servo 3C of the forward clutch C1 is changed to the modulator valve 205. Is switched from the engagement holding hydraulic pressure adjusted by the clutch pressure to the engagement transient hydraulic pressure adjusted by the clutch pressure control valve 403. Further, the hydraulic pressure supplied to the hydraulic actuator 41 c of the primary pulley 41 is switched from the hydraulic pressure adjusted by the first shift hydraulic control valve 301 to the hydraulic pressure adjusted by the second shift hydraulic control valve 303.

  In this embodiment, the low hydraulic pressure output region X1 and the high hydraulic pressure output region X2 of the linear solenoid (SLP) 201 are not continuously provided, but a non-use region X3 is provided therebetween. This unused area X3 is the primary pulley 41 of the hydraulic pressure and belt type continuously variable transmission 4 supplied to the control object as described above, specifically, the hydraulic servo 3C of the forward clutch C1 of the forward / reverse switching device 3. This region is not used for controlling the hydraulic pressure supplied to the hydraulic actuator 41c. That is, in the non-use region X3, the hydraulic pressure supplied to the hydraulic servo 3C of the forward clutch C1 and the hydraulic pressure supplied to the hydraulic actuator 41c of the primary pulley 41 are not controlled by the linear solenoid (SLP) 201.

  For this reason, even if unintended fluctuations such as undershoot and overshoot occur in the control hydraulic pressure of the linear solenoid (SLP) 201, the control hydraulic pressure is between the low hydraulic pressure output region X1 and the high hydraulic pressure output region X2. To prevent frequent switching. As a result, an unintended change in the hydraulic pressure supplied to the hydraulic servo 3C of the forward clutch C1 of the forward / reverse switching device 3 can be suppressed during such an abnormality, and the primary pulley 41 of the belt-type continuously variable transmission 4 can be suppressed. Unintended changes in the hydraulic pressure supplied to the hydraulic actuator 41c can be suppressed.

  Specifically, when the control hydraulic pressure of the linear solenoid (SLP) 201 is lowered, an undershoot may occur in the control hydraulic pressure of the linear solenoid (SLP) 201. For example, when performing belt return control for returning the gear ratio γ to the low side during a sudden deceleration of the vehicle, the linear solenoid (SLP) 201 is controlled to quickly reduce the hydraulic pressure of the hydraulic actuator 41c of the primary pulley 41. If the hydraulic pressure is lowered, undershoot may occur.

  Due to such an undershoot, the control hydraulic pressure of the linear solenoid (SLP) 201 may rapidly change from the high hydraulic pressure output region X2 to the low hydraulic pressure output region X1. Along with this, when the clutch apply control valve 401 is rapidly switched from the engagement position to the engagement transition position, the hydraulic pressure supplied to the forward clutch C1 may rapidly decrease and clutch slipping may occur.

  In this embodiment, the non-use region X3 is provided for the control hydraulic pressure of the linear solenoid (SLP) 201. Therefore, even if the above-described undershoot occurs, the control hydraulic pressure of the linear solenoid (SLP) 201 is high. The change from the side output region X2 to the low hydraulic pressure side output region X1 can be prevented from occurring rapidly or frequently. As a result, it is possible to prevent the clutch apply control valve 401 from being switched from the engagement position to the engagement transition position when the undershoot occurs rapidly or frequently. And the rapid fall of the hydraulic pressure supplied to forward clutch C1 can be prevented beforehand, and generation | occurrence | production of the unintended clutch slip can be suppressed.

  Further, when the control hydraulic pressure of the linear solenoid (SLP) 201 is increased, overshoot may occur in the control hydraulic pressure of the linear solenoid (SLP) 201. As an example, when the control hydraulic pressure of the linear solenoid (SLP) 201 is increased when the clutch apply control valve 401 is switched from the engagement transition position to the engagement position after the forward clutch C1 is engaged, an overshoot occurs. there's a possibility that.

  Due to such overshoot, the control hydraulic pressure of the linear solenoid (SLP) 201 may rapidly change from the low hydraulic pressure output region X1 to the high hydraulic pressure output region X2. Accordingly, when the clutch apply control valve 401 is rapidly switched from the engagement transition position to the engagement position, the hydraulic pressure supplied to the hydraulic actuator 41c of the primary pulley 41 is switched to the output hydraulic pressure of the first transmission hydraulic control valve 301. As a result, the gear ratio γ of the belt-type continuously variable transmission 4 may be rapidly reduced and upshifted. Further, immediately after the clutch apply control valve 401 is switched from the engagement transition position to the engagement position, the hydraulic pressure of the hydraulic actuator 41c is temporarily reduced, so that an unintended belt slip may occur.

  In this embodiment, since the non-use region X3 is provided for the control hydraulic pressure of the linear solenoid (SLP) 201, even if the above overshoot occurs, the low hydraulic pressure of the control hydraulic pressure of the linear solenoid (SLP) 201 is reduced. The change from the side output region X1 to the high hydraulic pressure side output region X2 can be prevented from occurring rapidly or frequently. As a result, it is possible to prevent the clutch apply control valve 401 from switching from the engagement transition position to the engagement position when the overshoot occurs rapidly or frequently. Then, the hydraulic pressure supplied to the hydraulic actuator 41c of the primary pulley 41 can be prevented from abrupt increase, and the gear ratio γ of the belt-type continuously variable transmission 4 can be prevented from being suddenly reduced. Don't upshift. Further, it is possible to prevent a decrease in the hydraulic pressure of the hydraulic actuator 41c immediately after the clutch apply control valve 401 is switched, and to prevent an unintended belt slip.

  In the above, the clutch apply control valve 401 which is the switching valve in the low hydraulic pressure output region X1 of the linear solenoid (SLP) 201 is switched to a state corresponding to the engagement transient state of the forward clutch C1, and the high hydraulic pressure output region. In X2, the clutch apply control valve 401 is switched to a state corresponding to the fully engaged state of the forward clutch C1. On the contrary, the switching valve is switched to a state corresponding to the fully engaged state of the forward clutch C1 in the low hydraulic pressure output region of the linear solenoid (SLP) 201, and the switching valve is switched in the high hydraulic pressure output region. It is good also as a structure switched to the state corresponding to the engagement transient state of the forward clutch C1.

  In this case, in the low hydraulic pressure output region of the linear solenoid (SLP) 201, the hydraulic pressure supplied to the forward clutch C1 is controlled to a hydraulic pressure corresponding to the fully engaged state of the forward clutch C1, and the primary pulley 41 The hydraulic pressure supplied to the belt type continuously variable transmission 4 may be controlled to a hydraulic pressure capable of controlling the speed ratio between a predetermined maximum speed ratio and a minimum speed ratio. Further, in the high hydraulic pressure side output region of the linear solenoid (SLP) 201, the hydraulic pressure supplied to the forward clutch C1 is controlled to a hydraulic pressure corresponding to the transition state of engagement of the forward clutch C1, and the primary pulley 41 The supplied hydraulic pressure may be controlled to a hydraulic pressure capable of controlling the gear ratio in the vicinity of the maximum gear ratio in the belt type continuously variable transmission 4.

  In addition, in the above, an example is given in which the control target controlled by one solenoid valve is the hydraulic pressure supplied to the frictional engagement element for traveling and the hydraulic pressure supplied to the primary pulley of the belt-type continuously variable transmission. Not limited to this, the control target controlled by one electromagnetic valve may be the hydraulic pressure supplied to the frictional engagement element for traveling and the hydraulic pressure supplied to the secondary pulley of the belt type continuously variable transmission.

  In this case, a low hydraulic pressure side output region and a high hydraulic pressure side output region are set for the control hydraulic pressure of the linear solenoid (SLS) 202, and a non-use region is set between the low hydraulic pressure side output region and the high hydraulic pressure side output region. You only have to set it. In one output region of the low hydraulic pressure output region and the high hydraulic pressure output region of the linear solenoid (SLS) 202, the hydraulic pressure supplied to the forward clutch C1 corresponds to the engagement transient state of the forward clutch C1. The hydraulic pressure supplied to the secondary pulley 42 may be controlled to a hydraulic pressure capable of controlling the gear ratio in the vicinity of the maximum gear ratio in the belt-type continuously variable transmission 4. On the other hand, in the other output region, the hydraulic pressure supplied to the forward clutch C1 is controlled to a hydraulic pressure corresponding to the fully engaged state of the forward clutch C1, and the hydraulic pressure supplied to the secondary pulley 42 is the belt. What is necessary is just to set it as the structure controlled by the hydraulic pressure which can control a gear ratio between the maximum gear ratio determined in the type continuously variable transmission 4, and the minimum gear ratio.

  Further, in the above, switching of the hydraulic pressure supplied to the friction engagement element for traveling and switching of the hydraulic pressure supplied to the primary pulley of the belt-type continuously variable transmission are performed by one switching valve (clutch apply control valve 401). However, the present invention is not limited to this, and the switching of the hydraulic pressure supplied to the traveling friction engagement element and the switching of the hydraulic pressure supplied to the primary pulley of the belt type continuously variable transmission may be performed by separate switching valves.

  In the above, an example in which a non-use area is provided in the control hydraulic pressure (output hydraulic pressure) of the solenoid valve has been described. However, instead of this configuration, the switching valve operates with hysteresis with respect to the control hydraulic pressure of the solenoid valve. It is good also as such a structure. An example in which this configuration is applied to a clutch apply control valve that is a friction engagement element supply hydraulic pressure switching valve will be described with reference to FIGS.

  The hydraulic control circuit shown in FIG. 5 is slightly different from the hydraulic control circuit of FIG. 3 in the configuration of the clutch apply control valve, and the other configurations are almost the same. For this reason, the same code | symbol is attached | subjected about the part of the same structure, and detailed description is abbreviate | omitted.

  The clutch apply control valve 401 'has a configuration in which a second control hydraulic port 418' is added to the clutch apply control valve 401 of FIG. The second control hydraulic port 418 'is formed at the end opposite to the spring 412'. That is, the second control hydraulic pressure port 418 'is provided on the same side as the first control hydraulic pressure port 415'. A linear solenoid (SLP) 201 ′ is connected to the second control hydraulic pressure port 418 ′, and the control hydraulic pressure output from the linear solenoid (SLP) 201 ′ is also applied to the second control hydraulic pressure port 418 ′. It is like that. The input ports 421 ′, 422 ′, 423 ′, 424 ′, 425 ′, the output ports 426 ′, 427 ′, and the drain ports 416 ′, 417 ′ of the clutch apply control valve 401 ′ are the clutch apply control valves of FIG. Compared to 401, the position provided is slightly different, but plays the same role.

  As described above, the clutch apply control valve 401 ′ has a control hydraulic pressure spool 411 of the linear solenoid (SLP) 201 ′ as much as the second control hydraulic pressure port 418 ′ is provided as compared with the clutch apply control valve 401 of FIG. It has a configuration that increases the area of action (pressure receiving area). Here, the area (pressure receiving area) of the control hydraulic pressure on the spool 411 ′ of the linear solenoid (SLP) 201 ′ introduced from the first control hydraulic port 415 ′ and the linear introduced from the second control hydraulic port 418 ′. Since the operating area (pressure receiving area) of the control hydraulic pressure of the solenoid (SLP) 201 ′ to the spool 411 ′ is the same, the operating area (pressure receiving) of the control hydraulic pressure of the linear solenoid (SLP) 201 ′ to the spool 411 ′. Area) has doubled.

  In this case, as shown in FIG. 6, a low hydraulic pressure output region X1 'and a high hydraulic pressure output region X2' are set as the control hydraulic pressure of the linear solenoid (SLP) 201 '. The two output areas X1 'and X2' are provided in succession, and the output areas X1 'and X2' are separated by the switching point XP1 '. For this reason, a non-use area (dead zone) is not set between the two output areas X1 'and X2'. This is different from the linear solenoid (SLP) 201 of FIG.

  The switching operation of the clutch apply control valve 401 ′ by the control hydraulic pressure of the linear solenoid (SLP) 201 ′ is as follows.

  First, when the control hydraulic pressure of the linear solenoid (SLP) 201 'is in the low hydraulic pressure output region X1', the clutch apply control valve 401 'is held at the engagement transition position shown in the right half of FIG. When the control hydraulic pressure is increased from this state, when the control hydraulic pressure exceeds the switching point XP1 ′ and enters the high hydraulic pressure output region X2 ′, the clutch apply control valve 401 ′ is shown in the left half of FIG. It is switched to the engagement position. The reason for this is that when the clutch apply control valve 401 ′ is held at the engagement transition position, the control hydraulic pressure of the linear solenoid (SLP) 201 ′ is only transmitted from the first control hydraulic pressure port 415 ′ to the clutch apply control valve 401 ′. This is because they are not introduced and are not introduced from the second control hydraulic pressure port 418 ′.

  On the other hand, when the control oil pressure of the linear solenoid (SLP) 201 'is in the high oil pressure side output region X2', the clutch apply control valve 401 'is held in the engaged position. When the control hydraulic pressure is lowered from this state, the clutch apply control valve 401 'is still held in the engaged position when the control hydraulic pressure falls below the switching point XP1'. The reason is that when the clutch apply control valve 401 ′ is held in the engaged position, the control hydraulic pressure of the linear solenoid (SLP) 201 ′ is supplied to the clutch apply control valve 401 ′ through the first control hydraulic pressure port 415 ′ and the second control hydraulic pressure port 415 ′. This is because it is introduced from the control hydraulic pressure port 418 ′. Then, the control hydraulic pressure of the linear solenoid (SLP) 201 ′ introduced from the first control hydraulic pressure port 415 ′ and the second control hydraulic pressure port 418 ′ is applied to the spool 411 ′ so as to oppose the elastic force of the spring 412 ′. This is because it works.

  Next, when the control hydraulic pressure of the linear solenoid (SLP) 201 ′ is further lowered, the clutch apply control valve 401 ′ is switched to the engagement transition position when it falls below the switching point XP <b> 2 ′. As a result, the hydraulic pressure supplied to the forward clutch C1 of the forward / reverse switching device 3 and the hydraulic pressure supplied to the primary pulley 41 of the belt type continuously variable transmission 4 are controlled. Here, the area of action of the control hydraulic pressure on the spool 411 ′ of the linear solenoid (SLP) 201 ′ introduced from the first control hydraulic pressure port 415 ′ and the linear solenoid (SLP) introduced from the second control hydraulic pressure port 418 ′. Since the operating area of the control oil pressure 201 ′ on the spool 411 ′ is the same, the oil pressure at the switching point XP2 ′ is set to half the oil pressure at the switching point XP1 ′.

  Thus, the clutch apply control valve is switched so that the switching from the engagement position to the engagement transition position is performed at a timing later than the time when the control hydraulic pressure of the linear solenoid (SLP) 201 ′ falls below the switching point XP1 ′. 401 'is configured. That is, the clutch apply control valve 401 ′ operates with hysteresis with respect to the control hydraulic pressure of the linear solenoid (SLP) 201 ′.

  In other words, when the control hydraulic pressure of the linear solenoid (SLP) 201 ′ is lowered, the high hydraulic pressure side output region X2 ′ of the linear solenoid (SLP) 201 ′ is substantially expanded to the low hydraulic pressure side. Yes. Specifically, the high hydraulic pressure side output region X2 'is expanded to the switching point XP2' on the low hydraulic pressure side than the switching point XP1 '.

  As a result, even when an undershoot occurs when the control hydraulic pressure of the linear solenoid (SLP) 201 ′ is in the high hydraulic pressure output region X2 ′, the clutch apply control valve 401 ′ is shifted from the engagement position to the engagement transient position. It is possible to prevent the switching from occurring rapidly or frequently. And the rapid fall of the hydraulic pressure supplied to forward clutch C1 can be prevented beforehand, and generation | occurrence | production of the unintended clutch slip can be suppressed.

  In the above description, when the clutch control valve 401 ′ is provided with the second control hydraulic pressure port 418 ′ and the control hydraulic pressure of the linear solenoid (SLP) 201 ′ is lowered, the high pressure side of the linear solenoid (SLP) 201 ′ is increased. The configuration in which the output region X2 ′ can be expanded to the low hydraulic pressure side has been described. Conversely, when the control hydraulic pressure of the linear solenoid (SLP) is increased, the low hydraulic pressure of the linear solenoid (SLP) is increased. You may employ | adopt the structure which becomes possible to extend a side output area | region to the high hydraulic pressure side.

-Second Embodiment-
In the second embodiment, an example is described in which the control object controlled by one solenoid valve (linear solenoid (SLT)) is the line pressure that is the source pressure of each part and the engagement pressure of the lock-up clutch provided in the torque converter. To do. Here, the control of the engagement pressure (lockup differential pressure) of the lockup clutch does not include the control when the lockup clutch is in the fully engaged state or the fully released state.

  FIG. 7 is a schematic configuration diagram of a vehicle according to the second embodiment.

  The vehicle illustrated in FIG. 7 is different from the vehicle shown in FIG. 1 in the configuration of the ECU 508 and the hydraulic control device 520, and other configurations are the same as those in 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. 7, 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 linear solenoid (SLT) 603, and the ON-OFF solenoid (SL1) 604 constituting the hydraulic pressure control circuit 520. The

  As shown in FIG. 8, 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 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 hydraulic actuator 42 c of the secondary pulley 42 based on the output signals of the various sensors. Pressure regulation control of the oil pressure (clamping oil pressure), pressure regulation control of the line pressure PL, engagement / release control of the frictional engagement elements for traveling (forward clutch C1, reverse brake B1), engagement of the lockup clutch 24 Various controls such as match / release control are executed.

  Next, portions of the hydraulic control circuit 520 related to the line pressure control unit 520c and the lockup clutch control unit 520d will be described with reference to FIG. The hydraulic control circuit shown in FIG. 9 is a part of the entire hydraulic control circuit 520.

  9 includes an oil pump 7, a manual valve 20f, a linear solenoid (SLP) 601, a linear solenoid (SLS) 602, a linear solenoid (SLT) 603, an ON-OFF solenoid (SL1) 604, a primary regulator valve. 605, a pressure reducing valve 607, a transmission hydraulic pressure control valve 701, a clamping hydraulic pressure control valve 703, a clutch apply control valve 801, and a lockup control valve 803.

  As shown in FIG. 9, 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 regulated by the primary regulator valve 605 is supplied to the transmission hydraulic pressure control valve 701, the clamping hydraulic pressure control valve 703, and a modulator valve (not shown). The modulator valve is a pressure regulating valve that regulates the line pressure PL regulated by the primary regulator valve 605 to a constant hydraulic pressure PM lower than that. The hydraulic pressure PM regulated by the modulator valve is supplied to a linear solenoid (SLP) 601, a linear solenoid (SLS) 602, a linear solenoid (SLT) 603, an ON-OFF solenoid (SL1) 604, and a pressure reducing valve 607. It is supplied to the manual valve 20f via the clutch apply control valve 801.

  The linear solenoid (SLP) 601, linear solenoid (SLS) 602, and linear solenoid (SLT) 603 are normally open type solenoid valves. The linear solenoid (SLP) 601, the linear solenoid (SLS) 602, and the linear solenoid (SLT) 603 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 ON-OFF solenoid (SL1) 604 is a normally closed type solenoid valve. The ON-OFF solenoid (SL1) 604 is configured to switch between an ON state and an OFF state in accordance with a command transmitted from the ECU 508. The linear solenoid (SLP) 601, linear solenoid (SLS) 602, and linear solenoid (SLT) 603 may be normally closed solenoid valves. The ON-OFF solenoid (SL1) 604 may be a normally open type solenoid valve.

  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 primary regulator valve 605 and the clamping hydraulic pressure control valve 703. The control hydraulic pressure output by the linear solenoid (SLT) 603 is supplied to the pressure reducing valve 607 and the lockup control valve 803, and is also supplied to the manual valve 20f via the clutch apply control valve 801. The control hydraulic pressure output from the ON-OFF solenoid (SL1) 604 is supplied to the clutch apply control valve 801.

  The primary regulator valve 605 is provided with a first spool 651 and a second spool 652 that are movable in the axial direction side by side along the axial direction. A spring 653 is disposed in a compressed state on one end side (the lower end side in FIG. 9) of the second spool 652. A first control oil pressure port 654 is formed so that the oil pressure is supplied to the space between the first spool 651 and the second spool 652. The linear solenoid (SLS) 602 described above is connected to the first control hydraulic pressure port 654, and the control hydraulic pressure output from the linear solenoid (SLS) 602 is applied to the first control hydraulic pressure port 654. A second control hydraulic pressure port 655 is formed so that the hydraulic pressure is supplied to the spring chamber in which the spring 653 is disposed. A pressure reducing valve 607 is connected to the second control oil pressure port 655, and the oil pressure adjusted by the pressure reducing valve 607 (the output oil pressure of the pressure reducing valve 607) is applied to the second control oil pressure port 655. The primary regulator valve 605 operates using the control hydraulic pressure of the linear solenoid (SLS) 602 and the output hydraulic pressure of the pressure reducing valve 607 as a pilot pressure, and regulates the line pressure PL.

  The primary regulator valve 605 is formed with a feedback port 656 at the end opposite to the spring 653 across the first spool 651 and the second spool 652. Further, the primary regulator valve 605 is formed with an input port 657 connected (communication) to an oil passage from the oil pump 7 and an output port 658 connected (communication) to a secondary regulator valve (not shown).

  Here, the first spool 651 and the second spool 652 are formed to have the same diameter, and the area where the output hydraulic pressure of the pressure reducing valve 607 is applied to the second spool 652 (pressure receiving area) and the linear solenoid (SLS) 602 The area of action of the control oil pressure on the first spool 651 (pressure receiving area) is the same as the area of action of the control oil pressure of the linear solenoid (SLS) 602 on the second spool 652 (pressure receiving area). For this reason, the higher hydraulic pressure of the control hydraulic pressure of the linear solenoid (SLS) 602 and the output hydraulic pressure of the pressure reducing valve 607 contributes to the regulation of the line pressure PL. Specifically, when the output hydraulic pressure of the pressure reducing valve 607 is high, the line pressure PL is regulated by integrally moving up and down in a state where the spools 651 and 652 are in contact with each other according to the output hydraulic pressure. On the other hand, when the control hydraulic pressure of the linear solenoid (SLS) 602 is high, the first spool 651 moves up and down in accordance with the control hydraulic pressure in a state of being separated from the second spool 652, thereby adjusting the line pressure PL. Done.

  The pressure reducing valve 607 is a pressure regulating valve that adjusts the hydraulic pressure introduced into the second control hydraulic pressure port 655 of the primary regulator valve 605. The pressure reducing valve 607 is provided between the primary regulator valve 605 and the linear solenoid (SLT) 603.

  The pressure reducing valve 607 is provided with a spool 671 that is movable in the axial direction. A spring 672 is disposed in a compressed state on one end side (the lower end side in FIG. 9) of the spool 671, and a control hydraulic pressure port 675 is formed at the end opposite to the spring 672 across the spool 671. ing. The above-described linear solenoid (SLT) 603 is connected to the control hydraulic pressure port 675, and the control hydraulic pressure output from the linear solenoid (SLT) 603 is applied to the control hydraulic pressure port 675.

  Further, the pressure reducing valve 607 is supplied with an input port 673 to which the hydraulic pressure PM adjusted by the modulator valve is supplied, and an output port 674 connected (communication) to the second control hydraulic pressure port 655 of the primary regulator valve 605 described above. A feedback port 676 and a drain port 677 are formed.

  The spool 671 slides up and down due to the balance between the force exerted on the spool 671 by the control oil pressure of the linear solenoid (SLT) 603 introduced into the control oil pressure port 675 and the elastic force of the spring 672. While the elastic force of the spring 672 exceeds the force of the control hydraulic pressure of the linear solenoid (SLT) 603, the spool 671 is in the upper end position, and the input port 673 and the output port 674 are Blocked. In this state, no hydraulic pressure is output to the second control hydraulic pressure port 655 of the primary regulator valve 605, and the drain port 677 and the output port 674 communicate with each other, so the hydraulic pressure at this portion is “0”.

  On the other hand, when the force applied to the spool 671 by the control oil pressure of the linear solenoid (SLT) 603 exceeds the elastic force of the spring 672, the spool 671 is allowed to move to the lower end side. Accordingly, the input port 673 and the output port 674 are communicated with each other, and the hydraulic pressure is output to the second control hydraulic pressure port 655 of the primary regulator valve 605. As the control hydraulic pressure of the linear solenoid (SLT) 603 increases, the output hydraulic pressure of the pressure reducing valve 607 increases. In this case, the output hydraulic pressure of the pressure reducing valve 607 is reduced by an amount corresponding to the elastic force (load W) of the spring 182.

  As described above, the output hydraulic pressure of the pressure reducing valve 607 can be regulated by the control hydraulic pressure of the linear solenoid (SLT) 603. As described above, the line pressure PL can be regulated by the output hydraulic pressure of the pressure reducing valve 607.

  As shown in FIG. 9, a clamping hydraulic pressure control valve 703 is connected to the hydraulic actuator 42 c of the secondary pulley 42 of the belt type continuously variable transmission 4. The nip pressure hydraulic control valve 703 has the same configuration as the nip pressure hydraulic control valve 305 shown in FIG. 3, and a detailed description thereof will be omitted.

  The above-described linear solenoid (SLS) 602 is connected to the control hydraulic pressure port 735 of the clamping hydraulic pressure control valve 703, and the control hydraulic pressure output from the linear solenoid (SLS) 602 is applied to the control hydraulic pressure port 735. When the predetermined hydraulic pressure is supplied to the hydraulic actuator 42c of the secondary pulley 42 and the control hydraulic pressure output from the linear solenoid (SLS) 602 increases, the spool 731 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) 602 decreases from the state where a predetermined hydraulic pressure is supplied to the hydraulic actuator 42c of the secondary pulley 42, the spool 731 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 way, the belt clamping pressure is controlled by adjusting the line pressure PL by using the control hydraulic pressure output from the linear solenoid (SLS) 602 as a pilot pressure and supplying it to the hydraulic actuator 42c of the secondary pulley 42.

  As shown in FIG. 9, a transmission hydraulic pressure control valve 701 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 701 has the same configuration as the clamping hydraulic pressure control valve 703 described above, and detailed description thereof is omitted.

  The above-described linear solenoid (SLP) 601 is connected to the control hydraulic pressure port 715 of the transmission hydraulic pressure control valve 701, and the control hydraulic pressure output from the linear solenoid (SLP) 601 is applied to the control hydraulic pressure port 715. When the predetermined hydraulic pressure is supplied to the hydraulic actuator 41c of the primary pulley 41 and the control hydraulic pressure output from the linear solenoid (SLP) 601 increases, the spool 711 moves upward 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) 601 decreases, the spool 711 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 way, the gear ratio γ is controlled by adjusting the line pressure PL by using the control hydraulic pressure output from the linear solenoid (SLP) 601 as the pilot pressure and supplying it to the hydraulic actuator 41c of the primary pulley 41.

  As shown in FIG. 9, a manual valve 20f is connected to each of 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 has the same configuration as that shown in FIG. 3, and a description thereof will be omitted.

  A clutch apply control valve 801 that is a friction engagement element supply hydraulic pressure switching valve is connected to the manual valve 20f. The clutch apply control valve 801 has substantially the same configuration as the clutch apply control valve 401 shown in FIG. The clutch apply control valve 801 is switched to the engagement transition position shown in the left half of FIG. 9 when the forward clutch C1 is engaged, and when the forward clutch C1 is engaged (completely engaged), 9 is configured to be switched to the engagement position shown in the right half of FIG.

  The clutch apply control valve 801 is provided with a spool 811 that is movable in the axial direction. A spring 812 is disposed in a compressed state on one end side (the lower end side in FIG. 9) of the spool 811, and a control hydraulic pressure port 815 is formed at the end opposite to the spring 812 across the spool 811. Yes. A drain port 816 is formed on one end side where the spring 812 is disposed. The above-described ON-OFF solenoid (SL1) 604 is connected to the control oil pressure port 815, and the control oil pressure output from the ON-OFF solenoid (SL1) 604 is applied to the control oil pressure port 815.

  In addition, the clutch apply control valve 801 is formed with input ports 821 and 822 and an output port 823. The input port 821 is connected (communication) to the linear solenoid (SLT) 603 described above. The input port 822 is connected (communication) to the modulator valve described above. The output port 823 is connected (communication) to the input port 211 of the manual valve 20f.

  The clutch apply control valve 801 is switched by an ON-OFF solenoid (SL1) 604. Specifically, when the ON-OFF solenoid (SL1) 604 is in an ON state in which the control hydraulic pressure is output, the clutch apply control valve 801 is switched to the engagement transition position shown in the left half of FIG. On the other hand, when the ON-OFF solenoid (SL1) 604 is in the OFF state in which the control hydraulic pressure is not output, the clutch apply control valve 801 is switched to the engagement position shown in the right half of FIG.

  When the ON-OFF solenoid (SL1) 604 is in an ON state in which the control hydraulic pressure is output and the clutch apply control valve 801 is switched to the engagement transition position, the input port 821 and the output port 823 communicate with each other. Due to the communication between the input port 821 and the output port 823, the control hydraulic pressure output from the linear solenoid (SLT) 603 is supplied to the hydraulic servo 3C of the forward clutch C1 via the manual valve 20f. For this reason, the hydraulic pressure supplied to the hydraulic servo 3C of the forward clutch C1 in the engagement transition state of the forward clutch C1 is a continuously changing hydraulic pressure (engagement transient hydraulic pressure).

  On the other hand, when the ON-OFF solenoid (SL1) 604 is in an OFF state where the control hydraulic pressure is not output and the clutch apply control valve 801 is switched to the engaged position, the input port 822 and the output port 823 communicate with each other. Due to the communication between the input port 822 and the output port 823, a constant hydraulic pressure (engagement holding hydraulic pressure) regulated by the modulator valve is supplied to the hydraulic servo 3C of the forward clutch C1 via the manual valve 20f. This engagement holding oil pressure is set higher than the maximum pressure of the above-described engagement transient oil pressure.

  As shown in FIG. 9, a lockup control valve 803 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 803 controls engagement / release of the lockup clutch 24. Specifically, the lockup control valve 803 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 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 lower end side in FIG. 9) 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. Yes. Further, a backup port 836 and a feedback port 837 are formed on one end side where the spring 832 is disposed. The above-described linear solenoid (SLT) 603 is connected to the control hydraulic pressure port 835, and the control hydraulic pressure output from the linear solenoid (SLT) 603 is applied to the control hydraulic pressure port 835. The lockup control valve 803 is formed with input ports 841 and 842, input / output ports 843 and 844, and drain ports 845 and 846.

  The input ports 841 and 842 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 input from the input ports 841 and 842.

  The input / output port 843 is connected (communication) to the engagement side oil chamber 25 of the lockup clutch 24. The input / output port 844 is connected (communication) to the release-side oil chamber 26 of the lockup clutch 24. The backup port 836 is connected (communication) to the above-described ON-OFF solenoid (SL1) 604, and the control hydraulic pressure output from the ON-OFF solenoid (SL1) 604 is introduced into the backup port 836.

  Engagement / release control of the lockup clutch 24 by the lockup control valve 803 is performed as follows.

  When the control oil pressure of the linear solenoid (SLT) 603 is introduced into the control oil pressure port 835, the lock-up control valve 803 is in a state where the spool 831 moves downward against the elastic force of the spring 832 in accordance with the control oil pressure. (ON state). In this case, the higher the control hydraulic pressure, the lower the spool 831 moves. The right half of FIG. 9 shows a state where the spool 831 has moved downward as much as possible. In the state shown in the right half of FIG. 9, the input port 841, the input / output port 843, the input / output port 844, and the drain port 846 are communicated with each other. At this time, the lockup clutch 24 is completely engaged.

  When the lockup control valve 803 is in the ON state, the spool 831 acts on the spool 831 of the control hydraulic pressure introduced into the control hydraulic pressure port 835 and the hydraulic pressure introduced into the input / output port 844 (hydraulic pressure of the release side oil chamber 26). It slides up and down by the balance between the combined force and the combined force of the force acting on the spool 831 of the hydraulic pressure introduced into the feedback port 837 (the hydraulic pressure of the engagement side oil chamber 25) and the elastic force of the spring 832. Here, the lockup clutch 24 is controlled to be engaged / released in accordance with the lockup differential pressure. The lock-up differential pressure is controlled by controlling the control hydraulic pressure of the linear solenoid (SLT) 603. Since the control hydraulic pressure of the linear solenoid (SLT) 603 changes according to the current value (see FIG. 10), the lockup differential pressure can be continuously adjusted. Accordingly, the degree of engagement (clutch capacity) of the lockup clutch 24 can be continuously changed according to the lockup differential pressure.

  More specifically, the higher the control hydraulic pressure of the linear solenoid (SLT) 603, the greater the lockup differential pressure and the greater the degree of engagement of the lockup clutch 24. In this case, 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 841 and the input / output port 843. On the other hand, the hydraulic oil in the release side oil chamber 26 is discharged through the input / output port 844 and the drain port 846. 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 linear solenoid (SLT) 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 842 and the input / output port 844. On the other hand, the hydraulic oil in the engagement side oil chamber 25 is discharged through the input / output port 843 and the drain port 845. When the lockup differential pressure becomes a negative value, the lockup clutch 24 is released.

  When the supply of the control hydraulic pressure of the linear solenoid (SLT) 603 to the control hydraulic pressure port 835 is stopped, the lock-up control valve 803 causes the spool 831 to move to the elastic force of the spring 832 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 842, the input / output port 844, the input / output port 843, and the drain port 845 are communicated with each other. At this time, the lockup clutch 24 is in a released state.

  Further, when the ON-OFF solenoid (SL1) 604 is in the ON state, the control oil pressure of the ON-OFF solenoid (SL1) 604 is introduced into the backup port 836, and therefore the engagement of the lockup clutch 24 as described above. The combination / release control is not performed, but the lock-up clutch 24 is forcibly released. In other words, when the above-described clutch apply control valve 801 is held at the engagement transition position and the engagement transition control of the forward clutch C1 is performed, the lockup clutch 24 is forcibly released.

  In this embodiment, the line pressure PL and the lockup differential pressure of the lockup clutch 24 are controlled by one linear solenoid (SLT) 603. Then, a low hydraulic pressure side output region (low hydraulic pressure side use region) and a high hydraulic pressure side output region (high hydraulic pressure side use region) are set for the control hydraulic pressure of the linear solenoid (SLT) 603, and further between the two regions. An unused area having a predetermined width is set. In this embodiment, when the ON-OFF solenoid (SL1) 604 is in the ON state, the engagement transient hydraulic pressure supplied to the forward clutch C1 is also controlled by the linear solenoid (SLT) 603. .

  FIG. 10 is a diagram showing the control oil pressure characteristics of the linear solenoid (SLT) 603. The linear solenoid (SLT) 603 is a normally open type solenoid valve, and its maximum output pressure is output from the output port as a control oil pressure when no power is supplied. A constant hydraulic pressure PM regulated by a modulator valve (not shown) is input to the input port. On the other hand, at the time of energization, the oil pressure PM adjusted from the input port according to the current value determined by the duty signal (duty value) transmitted from the ECU 508 is output as the control oil pressure from the output port.

  Specifically, as shown in FIG. 10, the control hydraulic pressure output from the linear solenoid (SLT) 603 has a characteristic that decreases as the current value increases. For the control hydraulic pressure of the linear solenoid (SLT) 603, a low hydraulic pressure output region X4 and a high hydraulic pressure output region X5 are set. In addition, a non-use area (dead zone) X6 is set between the two output areas X4 and X5. The low hydraulic pressure output region X4 is a region corresponding to the high current side region A4 in which the current value flowing through the linear solenoid (SLT) 603 is large. The high hydraulic pressure output region X5 is a region corresponding to the low current side region A5 where the current value of the linear solenoid (SLT) 603 is small.

  The low hydraulic pressure output region X4 of the linear solenoid (SLT) 603 is a region that controls the lockup differential pressure of the lockup clutch 24 but does not control the line pressure PL. That is, the low hydraulic pressure output region X4 is a lockup control region in which priority is given to the control of the lockup differential pressure of the lockup clutch 24. The high hydraulic pressure output region X5 is a region where the line pressure PL is controlled but the lockup differential pressure is not controlled. That is, the high hydraulic pressure output region X5 is a line pressure control region in which the control of the line pressure PL is performed with priority. The unused area X6 is an area that is not used for the control of those controlled objects. The linear solenoid (SLT) 603 normally does not output the control hydraulic pressure in the non-use area X6.

  When the linear solenoid (SLT) 603 outputs the control hydraulic pressure in the low hydraulic pressure output region X4, the lockup differential pressure of the lockup clutch 24 is controlled based on this control hydraulic pressure. Specifically, in the low hydraulic pressure output region X4, the lockup differential pressure of the lockup clutch 24 is controlled to increase as the control hydraulic pressure of the linear solenoid (SLT) 603 increases. Then, the engagement / release control of the lockup clutch 24 is performed so that the degree of engagement of the lockup clutch 24 increases as the lockup differential pressure increases.

  In this case, in the low hydraulic pressure output region X4 of the linear solenoid (SLT) 603, the elastic force of the spring 672 is set so that the output hydraulic pressure of the pressure reducing valve 607 described above becomes “0”. Therefore, in this low hydraulic pressure output region X4, even if the control hydraulic pressure of the linear solenoid (SLT) 603 changes, the output hydraulic pressure of the pressure reducing valve 607 is not introduced into the primary regulator valve 605. Therefore, the line pressure PL is not controlled by the control oil pressure of the linear solenoid (SLT) 603. In this low hydraulic pressure side output region X4, the control of the line pressure PL is performed based on the control hydraulic pressure of another linear solenoid (SLS) 602, so that the pressure regulation control of the line pressure PL is not performed. It is supposed not to.

  On the other hand, when the linear solenoid (SLT) 603 outputs the control hydraulic pressure in the high hydraulic pressure output region X5, the line pressure PL is controlled based on this control hydraulic pressure. Specifically, in the high hydraulic pressure output region X5, the output hydraulic pressure of the pressure reducing valve 607 is controlled to increase as the control hydraulic pressure of the linear solenoid (SLT) 603 increases. When the output hydraulic pressure of the pressure reducing valve 607 is higher than the control hydraulic pressure of the linear solenoid (SLS) 602, the line pressure PL adjusted by the primary regulator valve 605 increases as the output hydraulic pressure of the pressure reducing valve 607 increases. The pressure regulation control of the line pressure PL is performed.

  In this case, in the high hydraulic pressure side output region X5 of the linear solenoid (SLT) 603, the lockup differential pressure of the lockup clutch 24 becomes a predetermined value or more, and the lockup clutch 24 is held in the fully engaged state. The elastic force of the spring 832 of the up control valve 803 is set. For this reason, in this high hydraulic pressure side output region X5, even if the control hydraulic pressure of the linear solenoid (SLT) 603 changes, the spool 831 of the lockup control valve 803 moves downward as much as possible (in the right half of FIG. 9). In the state shown). Therefore, the lockup differential pressure of the lockup clutch 24 is not controlled by the control hydraulic pressure of the linear solenoid (SLT) 603.

  Also in this embodiment, similarly to the above embodiment, the low hydraulic pressure output region X4 and the high hydraulic pressure output region X5 of the linear solenoid (SLT) 603 are not provided continuously, but between them. A non-use area X6 is provided. This non-use region X6 is a region that is not used for control of the control object as described above, specifically, the lock-up differential pressure of the lock-up clutch 24 and the line pressure PL that is the source pressure of each part. That is, in the non-use region X6, the lockup differential pressure and the line pressure PL of the lockup clutch 24 are not controlled by the linear solenoid (SLT) 603.

  For this reason, even if unintended fluctuations such as undershoot and overshoot occur in the control hydraulic pressure of the linear solenoid (SLT) 603, the control hydraulic pressure is between the low hydraulic pressure output region X4 and the high hydraulic pressure output region X5. To prevent frequent switching. Thereby, the unintended change of the lockup differential pressure | voltage of the lockup clutch 24 can be suppressed at the time of such abnormality.

  Specifically, when the control hydraulic pressure of the linear solenoid (SLT) 603 is lowered, an undershoot may occur in the control hydraulic pressure of the linear solenoid (SLT) 603. For example, when the line pressure PL is lowered in the high hydraulic pressure output region X5 of the linear solenoid (SLT) 603, undershoot may occur if the control hydraulic pressure of the linear solenoid (SLT) 603 is lowered. Due to such an undershoot, the control hydraulic pressure of the linear solenoid (SLT) 603 may rapidly change from the high hydraulic pressure output region X5 to the low hydraulic pressure output region X4. Accordingly, there is a possibility that the lockup differential pressure of the lockup clutch 24 is suddenly reduced, the degree of engagement of the lockup clutch 24 is suddenly lowered, and the lockup clutch 24 is disengaged.

  In this embodiment, since the non-use region X6 is provided in the control hydraulic pressure of the linear solenoid (SLT) 603, even if the above undershoot occurs, the high hydraulic pressure of the control hydraulic pressure of the linear solenoid (SLT) 603 The change from the side output region X5 to the low hydraulic pressure side output region X4 can be prevented from occurring rapidly or frequently. As a result, it is possible to prevent a sudden drop in the lockup differential pressure of the lockup clutch 24 due to the occurrence of undershoot, and to prevent the occurrence of unintentional lockup failure.

  In the above, an example in which the automatic transmission provided in the power transmission device is a belt-type continuously variable transmission has been described. May be used as a planetary gear type transmission that automatically sets the gear ratio (gear ratio).

  In the above, an example in which a non-use area is provided in the control hydraulic pressure (output hydraulic pressure) of the solenoid valve has been described. However, instead of this configuration, the lockup control valve has hysteresis with respect to the control hydraulic pressure of the solenoid valve. It is good also as a structure which act | operates. This example will be described with reference to FIGS.

  The hydraulic control circuit shown in FIG. 11 is slightly different from the hydraulic control circuit shown in FIG. 9 in the configuration of the lockup control valve, and the other configurations are almost the same. For this reason, the same code | symbol is attached | subjected about the part of the same structure, and detailed description is abbreviate | omitted.

  The lockup control valve 803 'has a configuration in which a second control hydraulic port 838' is added to the lockup control valve 803 of FIG. The second control hydraulic port 838 'is formed at the end opposite to the spring 832'. That is, the second control hydraulic pressure port 838 'is provided on the same side as the first control hydraulic pressure port 835'. A linear solenoid (SLT) 603 ′ is connected to the second control hydraulic pressure port 838 ′, and the control hydraulic pressure output from the linear solenoid (SLT) 603 ′ is also applied to the second control hydraulic pressure port 838 ′. It is like that. The backup port 836 ′, feedback port 837 ′, input ports 841 ′ and 842 ′, input / output ports 843 ′ and 844 ′, and drain ports 845 ′ and 846 ′ of the lockup control valve 803 ′ are locked up as shown in FIG. Compared with the control valve 803, they are provided at substantially the same position and play the same role.

  As described above, the lock-up control valve 803 ′ has a control hydraulic pressure spool 831 of the linear solenoid (SLT) 603 ′ corresponding to the provision of the second control hydraulic pressure port 838 ′ as compared with the lock-up control valve 803 of FIG. It has a configuration that increases the area of action (pressure receiving area). Here, the area (pressure receiving area) of the control hydraulic pressure on the spool 831 ′ of the linear solenoid (SLT) 603 ′ introduced from the first control hydraulic port 835 ′ and the linear introduced from the second control hydraulic port 838 ′. Since the operating area (pressure receiving area) of the control hydraulic pressure of the solenoid (SLT) 603 ′ to the spool 831 ′ is the same, the operating area (pressure receiving) of the control hydraulic pressure of the linear solenoid (SLT) 603 ′ to the spool 831 ′. Area) has doubled.

  In this case, as shown in FIG. 12, a low hydraulic pressure output region X4 'and a high hydraulic pressure output region X5' are set as the control hydraulic pressure of the linear solenoid (SLT) 603 '. The two output areas X4 'and X5' are provided in succession, and the output areas X4 'and X5' are divided by the switching point XP3 '. For this reason, a non-use area (dead zone) is not set between the two output areas X4 'and X5'. This is different from the linear solenoid (SLT) 603 of FIG.

  The operation of the lock-up control valve 803 'by the control hydraulic pressure of the linear solenoid (SLT) 603' is as follows.

  First, when the control hydraulic pressure of the linear solenoid (SLT) 603 ′ is in the low hydraulic pressure output region X4 ′, the lockup differential pressure of the lockup clutch 24 is controlled based on this control hydraulic pressure, and the lockup clutch 24 is engaged. -Release control is performed. When the control oil pressure is increased from this state and the control oil pressure exceeds the switching point XP3 ′ and enters the high oil pressure side output region X5 ′, the lockup differential pressure of the lockup clutch 24 becomes equal to or higher than a predetermined value. The up clutch 24 is held in a fully engaged state. This is because the control oil pressure of the linear solenoid (SLT) 603 ′ is introduced only from the first control oil pressure port 835 ′ to the lockup control valve 803 ′ and not from the second control oil pressure port 838 ′. .

  On the other hand, when the control hydraulic pressure of the linear solenoid (SLT) 603 ′ is in the high hydraulic pressure side output region X5 ′, the lockup control valve 803 ′ is in a state where the spool 831 ′ shown in the right half of FIG. The lockup clutch 24 is held in a fully engaged state. When the control hydraulic pressure is lowered from this state, when the control hydraulic pressure falls below the switching point XP3 ′, the lock-up control valve 803 ′ is still held in a state where the spool 831 ′ has moved downward as much as possible. is there. As a result, the lock-up clutch 24 remains held in a fully engaged state. The reason is that when the lock-up control valve 803 ′ is held in that state, the control hydraulic pressure of the linear solenoid (SLT) 603 ′ is transferred to the lock-up control valve 803 ′ through the first control hydraulic port 835 ′ and the second control hydraulic pressure port 835 ′. This is because it is introduced from the hydraulic port 838 ′. Then, the control hydraulic pressure of the linear solenoid (SLT) 603 ′ introduced from the first control hydraulic pressure port 835 ′ and the second control hydraulic pressure port 838 ′ is applied to the spool 831 ′ so as to oppose the elastic force of the spring 832 ′. This is because it works.

  Next, when the control hydraulic pressure of the linear solenoid (SLT) 603 'is further lowered, the lock-up control valve 803' starts to move upward when it falls below the switching point XP4 '. As a result, the lockup differential pressure of the lockup clutch 24 is controlled based on the control hydraulic pressure of the linear solenoid (SLT) 603 '. Here, the area of action of the control hydraulic pressure on the spool 831 ′ of the linear solenoid (SLT) 603 ′ introduced from the first control hydraulic port 835 ′ and the linear solenoid (SLT) introduced from the second control hydraulic port 838 ′. Since the operating area of the control oil pressure 603 ′ on the spool 831 ′ is the same, the oil pressure at the switching point XP4 ′ is set to a half oil pressure at the switching point XP3 ′.

  Thus, the lockup control is performed so that the control of the lockup differential pressure of the lockup clutch 24 is started at a timing delayed from the time when the control hydraulic pressure of the linear solenoid (SLT) 603 ′ falls below the switching point XP3 ′. A valve 803 'is configured. That is, the lock-up control valve 803 'operates with hysteresis with respect to the control hydraulic pressure of the linear solenoid (SLT) 603'.

  In other words, when the control hydraulic pressure of the linear solenoid (SLT) 603 ′ is lowered, the high hydraulic pressure side output region X5 ′ of the linear solenoid (SLT) 603 ′ is substantially expanded to the low hydraulic pressure side. Yes. Specifically, the high hydraulic pressure side output region X5 'is expanded to the switching point XP4' on the low hydraulic pressure side than the switching point XP3 '.

  As a result, when the control hydraulic pressure of the linear solenoid (SLT) 603 ′ is in the high hydraulic pressure output region X5 ′, even if an undershoot occurs, a sudden decrease in the lockup differential pressure of the lockup clutch 24 is prevented in advance. It is possible to suppress the occurrence of unintentional lockup failure.

  In the above, when the lockup control valve 803 ′ is provided with the second control hydraulic pressure port 838 ′ and the control hydraulic pressure of the linear solenoid (SLT) 603 ′ is lowered, the high hydraulic pressure side of the linear solenoid (SLT) 603 ′. The configuration capable of extending the output region X5 ′ to the low hydraulic pressure side has been described. Conversely, when the control hydraulic pressure of the linear solenoid (SLT) is increased, the low hydraulic pressure side of the linear solenoid (SLT) is increased. You may employ | adopt the structure which becomes possible to expand an output area to the high hydraulic pressure side.

-Other embodiments-
In the above, an example (first embodiment) in which the controlled object controlled by one solenoid valve is the hydraulic pressure supplied to the traveling friction engagement element and the hydraulic pressure supplied to one pulley of the belt-type continuously variable transmission, and Although the example (second embodiment) in which the line pressure that is the source pressure of each part and the lockup differential pressure of the lockup clutch is given, different control targets of the vehicle power transmission device can be controlled by one electromagnetic valve. If there is, the control object of the solenoid valve is not particularly limited.

  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 part relevant to the transmission hydraulic pressure control part of the hydraulic control circuit of the vehicle of FIG. 1, and a garage control part. It is a figure which shows the characteristic of the control hydraulic pressure of the linear solenoid (SLP) in the hydraulic control circuit of the vehicle of FIG. It is a figure which shows the hydraulic control circuit of another example. It is a figure which shows the characteristic of the control hydraulic pressure of the linear solenoid (SLP) in the hydraulic control circuit 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 part relevant to the line pressure control part of the hydraulic control circuit of the vehicle of FIG. 7, and a lockup clutch control part. It is a figure which shows the characteristic of the control hydraulic pressure of the linear solenoid (SLT) in the hydraulic control circuit of the vehicle of FIG. It is a figure which shows the hydraulic control circuit of another example. It is a figure which shows the characteristic of the control hydraulic pressure of the linear solenoid (SLT) in the hydraulic control circuit of FIG.

Explanation of symbols

8 ECU
20 hydraulic control circuit 3 forward / reverse switching device C1 forward clutch B1 reverse brake 20f manual valve 4 belt type continuously variable transmission 41 primary pulley 41c hydraulic actuator 201 linear solenoid (SLP)
X1 Low hydraulic pressure output region X2 High hydraulic pressure output region X3 Non-use region 301 First shift hydraulic control valve 303 Second shift hydraulic control valve 401 Clutch apply control valve

Claims (8)

In a hydraulic control device configured to control different control targets of a vehicle power transmission device by one solenoid valve in which a high hydraulic pressure side output region and a low hydraulic pressure side output region are set to output hydraulic pressure,
A hydraulic control apparatus, wherein an area in which the control of each control target is not performed is set between the high hydraulic pressure output area and the low hydraulic pressure output area. In a hydraulic control device configured to control different control targets of a vehicle power transmission device by one solenoid valve in which a high hydraulic pressure side output region and a low hydraulic pressure side output region are set to output hydraulic pressure,
A switching valve capable of switching a control state of one control object by an output hydraulic pressure from the solenoid valve, wherein the switching valve operates with hysteresis with respect to an output hydraulic pressure from the solenoid valve; Hydraulic control device to do. In the hydraulic control device according to claim 2,
The hydraulic control device according to claim 1, wherein the control state of the other control object is switched together with the control state of the one control object by switching the switching valve. In the hydraulic control device according to any one of claims 1 to 3,
The vehicle power transmission device establishes a power transmission path when a vehicle is traveling, and a belt-type continuously variable transmission that transmits power by clamping a belt with hydraulic pressure and changes a belt engagement diameter to change a gear ratio. A hydraulic running frictional engagement element engaged for
The control object is a hydraulic pressure supplied to one of a driving pulley and a driven pulley of the belt type continuously variable transmission and a hydraulic pressure supplied to the traveling friction engagement element. Hydraulic control device to do. The hydraulic control device according to claim 4,
In one of the high hydraulic pressure output region and the low hydraulic pressure output region of the solenoid valve, the hydraulic pressure supplied to the traveling friction engagement element corresponds to the fully engaged state of the traveling friction engagement element. And the hydraulic pressure supplied to the one pulley is controlled to a hydraulic pressure capable of controlling the gear ratio in the belt-type continuously variable transmission,
In the other output region, the hydraulic pressure supplied to the traveling frictional engagement element is controlled to a hydraulic pressure corresponding to an engagement transient state of the traveling frictional engagement element, and the hydraulic pressure supplied to the one pulley. Is a hydraulic control device that is controlled to a hydraulic pressure capable of controlling a gear ratio in a low-side region in a belt-type continuously variable transmission. In the hydraulic control device according to claim 2 or 3,
The vehicle power transmission device establishes a power transmission path when a vehicle is traveling, and a belt-type continuously variable transmission that transmits power by clamping a belt with hydraulic pressure and changes a belt engagement diameter to change a gear ratio. A hydraulic running frictional engagement element engaged for
The control object is a hydraulic pressure supplied to one of the driving pulley and driven pulley of the belt type continuously variable transmission and a hydraulic pressure supplied to the traveling friction engagement element,
The switching valve is switched to a state corresponding to the fully engaged state of the traveling friction engagement element in one of the high hydraulic pressure output region and the low hydraulic pressure output region of the solenoid valve, and the other output In the region, the state is switched to a state corresponding to the engagement transient state of the traveling friction engagement element,
By switching the switching valve, in the one output region of the electromagnetic valve, the traveling frictional engagement element is supplied with hydraulic pressure corresponding to the fully engaged state of the traveling frictional engagement element. One pulley is supplied with hydraulic pressure capable of controlling the gear ratio in the belt-type continuously variable transmission, and in the other output region, the travel friction engagement element is engaged with an engagement transient of the travel friction engagement element. The hydraulic control device according to claim 1, wherein a hydraulic pressure corresponding to a state is supplied, and a hydraulic pressure capable of controlling a gear ratio in a low-side region in the belt-type continuously variable transmission is supplied to the one pulley. In the hydraulic control device according to claim 1 or 2,
The vehicle power transmission device includes an automatic transmission, a hydraulic power transmission device provided between the power source and the automatic transmission, and a hydraulic type that directly connects the power source side and the automatic transmission side. With a lock-up clutch,
The hydraulic control device according to claim 1, wherein the control targets are a line pressure that is a source pressure of each part of the hydraulic control device and an engagement pressure of the lockup clutch. The hydraulic control device according to claim 7,
In the high hydraulic pressure output region of the solenoid valve, the line pressure is controlled, while the engagement pressure of the lockup clutch is not controlled.
In the low hydraulic pressure output region of the electromagnetic valve, the engagement pressure of the lockup clutch is controlled, but the line pressure is not controlled.

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