JP2016138593A - Hydraulic control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hydraulic control device capable of estimating a supply quantity of a hydraulic fluid to friction elements even if the number of hydraulic pressure detection means is reduced.SOLUTION: In a hydraulic control device 1, friction elements 5a to 5e are provided with solenoid valves 35a to 35e regulating an original pressure generated by a hydraulic supply device 1a and outputting the regulated original pressure to the friction elements 5a to 5e; hydraulic sensors 53a to 53e; and orifices 56a to 56e disposed between the solenoid valves 35a to 35e and the hydraulic sensors 35a to 35e, respectively. The hydraulic control device 1 comprises: original-pressure detection means detecting the original pressure; and a TCU 50 which calculates an estimated value of a hydraulic pressure between each solenoid valve and each orifice from a detection value of the original pressure and which estimates a quantity of a hydraulic fluid supplied to each friction element from the estimated value of the hydraulic pressure and a detection value of a supply pressure by each hydraulic sensor. As a result, only by providing the friction elements 5a to 5e with the hydraulic sensors 53a to 53e, respectively, it is possible to estimate the supply quantity of the hydraulic fluid supplied to the respective friction elements 5a to 5e.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a hydraulic control device that controls the hydraulic pressure supplied to an automatic transmission.

Conventionally, a supply pressure, which is a hydraulic pressure supplied to each of a plurality of friction elements of an automatic transmission for a vehicle, is controlled, and each of the plurality of friction elements has a source pressure generated by a predetermined hydraulic pressure generation source. Hydraulic control in which an electromagnetic valve that regulates and outputs to a friction element, a supply pressure detection means that detects supply pressure, and an orifice that is arranged between the solenoid valve and the supply pressure detection means to reduce the cross-sectional area of the oil passage are provided The device is well known.
Here, the orifice is introduced in order to reduce the so-called shift shock by restricting the oil passage cross-sectional area and suppressing a rapid change in the supply pressure supplied to the friction element.

Each friction element includes a piston that can be moved by a supply pressure, a return spring that presses the piston against the supply pressure, and a first engagement plate that is engaged and disengaged by the movement of the piston. And a second engagement plate.
When the hydraulic control device is in an engaged state in which the first engagement plate and the second engagement plate are engaged with each friction element, the hydraulic control device is interposed between the first engagement plate and the second engagement plate. Torque transmission is generated, and when the first engagement plate and the second engagement plate are disengaged, the torque transmission between the first engagement plate and the second engagement plate is interrupted and supplied. The amount of torque transmitted between the first engagement plate and the second engagement plate is controlled by controlling the pressure.
Each friction element is moved from the open state to the first engagement plate when the piston is first driven to contact the first engagement plate and the piston presses the first engagement plate in response to an increase in supply pressure. And an engagement state in which the second engagement plate engages.

By the way, the hydraulic control device provides a so-called backlash period when shifting the friction element from the open state to the engaged state in the shifting operation.
Here, the backlashing period is a period until the piston and the first engagement plate come into contact with each other, and is a period until immediately before the first engagement plate and the second engagement plate are engaged.
In the conventional hydraulic control device, even if the total amount of hydraulic oil supplied to the friction element required for completion of backlashing is known in advance, means for estimating how much hydraulic oil is actually supplied to the friction element is provided. Since it did not have it, the safety was taken into consideration, and a margin was provided for a period and the backlash was stuffed. Specifically, the command value of the supply pressure in the so-called filling phase is set low and the period of the filling phase is set long, the period in the so-called standby phase is provided to complete the backlashing at a relatively low supply pressure, etc. Measures were taken.
However, this backlash period is not a period directly related to the speed change operation in which the first engagement plate and the second engagement plate are engaged with each other. For shortening, it has been conventionally desired to shorten the backlash period.

In view of this, a means has been considered in which the amount of hydraulic oil supplied to the friction element is estimated, the completion of backlashing is predicted, and backlashing is completed in a minimum necessary period, thereby shortening the backlashing period.
As a configuration capable of estimating the amount of hydraulic oil supplied to the friction element, a configuration in which a first hydraulic pressure detection means is provided between the solenoid valve and the orifice and a second hydraulic pressure detection means is provided between the orifice and the friction element is known. (See Patent Document 1). In this hydraulic pressure control device, it is possible to estimate the amount of hydraulic oil supplied to the friction element from the differential pressure between the hydraulic pressure detection value of the first hydraulic pressure detection means and the hydraulic pressure detection value of the second detection means. .

  However, in such a configuration of the hydraulic control device, each of the plurality of friction elements is provided with a plurality of hydraulic pressure detection units of the first hydraulic pressure detection unit and the second hydraulic pressure detection unit. There has been a problem that the weight and cost are increased.

US Patent Application Publication No. 20110208396 A1

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a hydraulic control capable of estimating the amount of hydraulic oil supplied to the friction element even if the number of hydraulic pressure detecting means is reduced. To provide an apparatus.

According to the first invention of this application, the hydraulic control device controls supply pressure, which is hydraulic pressure supplied to each of the plurality of friction elements of the automatic transmission for a vehicle.
Each of the plurality of friction elements includes an electromagnetic valve that regulates an original pressure generated by a predetermined hydraulic pressure generation source and outputs the pressure to the friction element, a supply pressure detection unit that detects supply pressure, and a solenoid valve and supply pressure detection An orifice is provided between the means and restricts the cross-sectional area of the oil passage.

  Then, the hydraulic control device calculates the estimated value of the hydraulic pressure between the solenoid valve and the orifice from the detected value of the original pressure acquired by the original pressure detecting means that detects the original pressure, and the hydraulic pressure. And an oil amount estimating means for estimating the amount of oil supplied to the friction element from the detected value of the supply pressure by the supply pressure detecting means.

Thereby, each friction element can estimate the supply amount of the hydraulic oil supplied to each friction element only by providing the supply pressure detection means which is each one hydraulic pressure detection means.
For this reason, even if the number of hydraulic pressure detecting means is reduced, the supply amount of hydraulic oil to the friction element can be estimated.

According to the second aspect of the present invention, the source pressure detecting means is a supply pressure detecting means for the friction element to which the source pressure is supplied.
Thereby, since the supply pressure detection means of the friction element to which the original pressure is supplied also serves as the original pressure detection means, the number of hydraulic pressure detection means can be further reduced.

It is a block diagram of the automatic transmission for vehicles using a hydraulic control apparatus (Example). It is an engagement table | surface of a friction element (Example). It is explanatory drawing of the principal part of a hydraulic control apparatus (Example). It is explanatory drawing about the estimation of the supply quantity of the hydraulic fluid to a friction element (Example). It is a block diagram of the automatic transmission for vehicles using a hydraulic control apparatus (modification).

  Hereinafter, modes for carrying out the invention will be described based on examples.

FIG. 1 shows an automatic transmission 2 for a vehicle using a hydraulic control apparatus 1 according to an embodiment of the present invention.
The hydraulic control device 1 controls supply pressure supplied to the plurality of friction elements 5 a to 5 e of the vehicle automatic transmission 2.
Note that an idling stop system is employed in a vehicle on which the vehicle automatic transmission 2 is mounted.
The idling stop system controls the internal combustion engine (not shown) to stop when the shift range is in the forward travel range and the vehicle speed is a predetermined value or less.

The vehicle automatic transmission 2 shifts a torque converter (not shown) connected to a crankshaft (not shown) of an internal combustion engine, a planetary gear type transmission mechanism (not shown), and a transmission mechanism. 1 is a stepped transmission including the hydraulic friction elements 5a to 5e and the hydraulic control device 1.
The speed change mechanism has a plurality of planetary gears (not shown), and the friction elements 5a to 5e use the torque of a rotating element such as a sun gear, a carrier, or a ring gear included in the planetary gear as a rotating element of another planetary gear. Alternatively, it is transmitted to a transmission case or the like.

  The friction elements 5a to 5e include a wet multi-plate clutch or a wet multi-plate brake having a first engagement plate 6a and a second engagement plate 6b. The vehicle automatic transmission 2 engages and disengages the friction elements 5a to 5e by engaging the first engagement plate 6a and the second engagement plate 6b, or the first engagement plate 6a and the second engagement plate 6b. Of the plurality of shift stages by switching the power transmission path between the turbine shaft (not shown) and the output shaft (not shown) of the torque converter. Either one is established.

Here, the friction elements 5a to 5e include a piston 7 that can be moved by the supply pressure, and a return spring 8 that presses the piston 7 against the supply pressure, and the first engagement plate is moved by the movement of the piston 7. 6a and the second engagement plate 6b are engaged or disengaged.
When the first engagement plate 6a and the second engagement plate 6b are engaged, torque is transmitted between the first engagement plate 6a and the second engagement plate 6b, and the first engagement plate 6a. When the engagement between the first engagement plate 6b and the second engagement plate 6b is released, torque transmission between the first engagement plate 6a and the second engagement plate 6b is interrupted.

The hydraulic pressure control device 1 includes a hydraulic pressure supply device 1 a as a “hydraulic pressure generation source” for supplying hydraulic pressure to each member constituting the vehicle automatic transmission 2.
The hydraulic pressure supply device 1a supplies hydraulic oil pumped up from the oil pan 9 to the pistons 7 and the torque converters of the friction elements 5a to 5e.
The hydraulic pressure supply device 1a includes a mechanical pump 10, an electric pump 11, a line pressure control valve 12, a manual valve 13, and the like.

The mechanical pump 10 is driven as the internal combustion engine rotates. The mechanical pump 10 sucks the hydraulic oil stored in the oil pan 9 through the oil passage 14. The mechanical pump 10 pressurizes the hydraulic oil sucked from the suction port connected to the oil passage 14 in the mechanical pump 10 and discharges it to the oil passage 15 from the discharge port.
The oil passage 15 connects the discharge port of the mechanical pump 10 and the introduction port 13 a of the manual valve 13. The hydraulic oil discharged from the mechanical pump 10 passes through the oil passage 15 and is supplied to the inlet 13 a of the manual valve 13.
The check valve 16 provided in the oil passage 15 allows the flow of hydraulic oil from the mechanical pump 10 to the manual valve 13 and prohibits the flow of hydraulic oil from the manual valve 13 to the mechanical pump 10.

The electric pump 11 is driven by a motor that generates hydraulic pressure regardless of the internal combustion engine and rotates when energized. The electric pump 11 sucks the hydraulic oil stored in the oil pan 9 through the oil passage 18. The electric pump 11 pressurizes the hydraulic oil sucked from the suction port connected to the oil passage 18 in the electric pump 11 and discharges the hydraulic oil to the oil passage 19 from the discharge port.
The oil passage 19 connects the discharge port of the electric pump 11 and the oil passage 15 on the manual valve 13 side from the check valve 16 of the oil passage 15. The hydraulic oil discharged from the electric pump 11 is supplied from the oil passage 19 through the oil passage 15 to the inlet 13 a of the manual valve 13.
The check valve 20 provided in the oil passage 19 allows the flow of hydraulic oil flowing from the electric pump 11 to the manual valve 13 and prohibits the flow of hydraulic oil from the manual valve 13 to the electric pump 11.
Note that both the mechanical pump 10 and the electric pump 11 have rotation speed detection means, and these rotation speeds are monitored by a TCU or the like.

The line pressure control valve 12 is a pilot-type pressure regulating valve, and is connected to a branch path 22 that branches from the check valve 16 of the oil path 15 from the mechanical pump 10 side. The line pressure control valve 12 adjusts the line pressure as “original pressure”, which is the hydraulic pressure supplied to the manual valve 13.
The spool of the line pressure control valve 12 receives a biasing force of the spring, a force received from the hydraulic oil in the shunt 22, and a force received from the hydraulic pressure controlled by the electromagnetic valve 23 controlled according to the load of the vehicle automatic transmission 2. The balance is moved to open and close the relief port 12a.

When the hydraulic pressure discharged from the mechanical pump 10 or the electric pump 11 is higher than the line pressure, excess hydraulic oil is returned to the oil pan 9 through the oil passage 25 from the relief port 12a.
The hydraulic oil discharged from the relief port 12b of the line pressure control valve 12 is supplied to a lockup circuit of the torque converter.
The oil temperature of the hydraulic oil is acquired by the temperature sensor 27.
Further, a shunt 28 that further branches from the shunt 22 is provided, and this shunt 28 is connected to a lubricating portion that supplies hydraulic oil to each member as lubricating oil. A check valve 29 is provided in the shunt 28.

The select bar 30 is operated to, for example, five operation positions by the driver of the vehicle.
Here, the five operation positions are an L range for forward travel to which engine brake is applied, a D range for forward travel, a P range for parking, an R range for reverse travel, and power transmission. N range for blocking. The spool 13 b of the manual valve 13 is mechanically or electrically connected to the select bar 30 and operates according to the operation position of the select bar 30.

When the operation position of the select bar 30 is in the D range, the manual valve 13 causes the oil passage 15 and the forward oil passage 32 to communicate with each other, and the oil passage 15 and the reverse oil passage 33 are blocked. At this time, the hydraulic oil in the oil passage 15 and the oil passage 19 can be supplied to the electromagnetic valves 35b, 35c, and 35d corresponding to the forward friction elements 5b, 5c, and 5d through the forward oil passage 32.
The forward friction elements 5b, 5c, and 5d are friction elements that are supplied with hydraulic pressure through the forward oil passage 32 and are involved in the establishment of the forward shift speed.

When the operation position of the select bar 30 is in the R range, the manual valve 13 communicates the oil passage 15 and the reverse oil passage 33 and blocks the oil passage 15 and the forward oil passage 32. At this time, the hydraulic oil in the oil passage 15 and the oil passage 19 can be supplied to the electromagnetic valve 35e corresponding to the reverse friction element 5e through the reverse oil passage 33.
The reverse friction element 5 e is a friction element to which hydraulic pressure is supplied through the reverse oil passage 33.

When the operation position of the select bar 30 is in the P range or the N range, the manual valve 13 blocks the forward oil passage 32, the reverse oil passage 33, and the oil passage 15.
Note that there is a friction element 5a to which hydraulic oil is directly supplied from the oil passage 15 without going through the manual valve 13, but this friction element 5a is a wet multi-plate brake, and the operation position of the select bar 30 is in the L range. In some cases, the engine brake is applied by operating in cooperation with the friction element 5d which is a part of the forward friction element. Then, when the operating position of the select bar 30 is in the R range, it operates in cooperation with the reverse friction element 5e to form reverse (hereinafter, this friction element 5a may be referred to as a brake friction element). ).

Corresponding to the forward friction elements 5b, 5c, 5d, electromagnetic valves 35b, 35c, 35d are provided. Which of the forward friction elements 5b, 5c, 5d is engaged is determined for each of a plurality of forward shift speeds. An electromagnetic valve 35e is provided corresponding to the reverse friction element 5e, and an electromagnetic valve 35a is provided corresponding to the brake friction element 5a.
That is, electromagnetic valves 35a to 35e are provided through the oil passages 40a to 40e, respectively, for the plurality of friction elements 5a to 5e.

The solenoid valves 35a to 35e are spool valve type hydraulic control valves capable of continuously changing the output hydraulic pressure. The electromagnetic valves 35a to 35e have a movable body made of a magnetic body driven by magnetic flux generated along with energization of the coil and a valve body driven by the movable body, and the hydraulic pressure generated by the hydraulic pressure supply device 1a. Is adjusted to the supply pressure by the movement of the valve body and output to the friction elements 5a to 5e.
The electromagnetic valves 35a to 35e control the supply pressure, which is the output hydraulic pressure, by balancing the electromagnetic thrust corresponding to the current command value given from the TCU 50 and the static hydraulic pressure introduced from the output hydraulic pressure.
The electromagnetic valves 35 a to 35 e can adjust the pressure of the hydraulic oil supplied directly from the oil passage 15 or via the forward oil passage 32 or the reverse oil passage 33 from the manual valve 13 and can be supplied to the piston 7. .
The amount of torque transmitted between the first engagement plate 6a and the second engagement plate 6b is controlled by controlling the supply pressure from the electromagnetic valves 35a to 35e.

The TCU 50 includes a supply pressure command unit 50a, a current command unit 50b, a driver 50c that drives the electromagnetic valves 35a to 35e, and the like.
In the vehicular automatic transmission 2, the friction elements 5a to 5e are changed according to a hydraulic pattern that is a predetermined pattern when the friction elements 5a to 5e are shifted.
Therefore, the supply pressure command means 50a calculates a command value of supply pressure to be given to the friction elements 5a to 5e based on this hydraulic pressure pattern.
Then, the current command means 50b applies the command value of the supply pressure to the current command characteristic, calculates the command value of the current flowing through the coil, and outputs a control signal indicating the command value of this current.

The driver 50c causes a current to flow through the coil in response to the input of a control signal, and has an electric circuit including a switching element and the like. An actual current corresponding to the command value of the current from the current command means 50b is supplied to the solenoid valve 35a. ~ 35e.
The driver 50c corresponds to each of the electromagnetic valves 35a to 35e, and the TCU 50 gives different current command values to the driver 50c, that is, gives different current values to the electromagnetic valves 35a to 35e. Can do.

Here, the current command characteristic is a correlation between a command value of current given to each driver 50c and a command value of hydraulic pressure, and is obtained for each of the friction elements 5a to 5e.
The current command characteristic in the initial state is produced by detecting the command value of the current applied to the plurality of drivers 50c and the supply pressure applied to the friction element, and using the detected supply pressure average value. .

The oil passages 40a to 40e are provided with hydraulic pressure sensors 53a to 53e which are “supply pressure detecting means” for detecting the supply pressure.
In addition, orifices 56a to 56e are provided in the oil passages 40a to 40e between the solenoid valves 35a to 35e and the hydraulic pressure sensors 53a to 53e, respectively, for reducing the oil passage cross-sectional area.

Further, the detected value of the supply pressure acquired by the hydraulic sensors 53a to 53e is sent to the TCU 50.
Not only the detected value of the supply pressure but also a value such as a detected value of the oil temperature acquired by the temperature sensor 27 is sent to the TCU 50.
The TCU 50 not only gives current command values to the solenoid valves 35a to 35e but also sends control signals to various members constituting the vehicle automatic transmission 2 from various data to be acquired, and makes various judgments from various data. Or do.

Here, a characteristic configuration of the present invention will be described with reference to FIGS.
FIG. 2 is an engagement table corresponding to the five operation positions of the select bar 30.
From this engagement table, for example, it is assumed that the current speed is 2nd and the next speed is 3rd.
In FIG. 2, L / C is the friction element 5d, 2-4 / B is the friction element 5c, H / C is the friction element 5b, LR / B is the friction element 5a, and R / C is the friction element. This corresponds to 5e.

Here, from the engagement table of FIG. 2, when the gear position is changed from the second speed to the third speed, the friction element whose engagement state does not change is the friction element 5d.
The friction element 5d is in an engaged state in which the first friction element 6a and the second friction element 6b do not rotate relative to each other, and the electromagnetic valve 35d corresponding to the friction element 5d is fully opened. 5 d is supplied with a line pressure which is “original pressure” via the manual valve 13.

Further, from the engagement table of FIG. 2, when the gear position is changed from the second speed to the third speed, the friction element that shifts from the released state to the engaged state is the friction element 5b.
Here, as shown in FIG. 3, since the hydraulic pressure sensor 53d is a supply pressure detection means for the friction element 5d to which the original pressure is supplied, the detected value of the supply pressure detected by the hydraulic pressure sensor 53d is the original pressure. The detected value is a certain line pressure.
Therefore, since the detected value of the line pressure is known, the estimated value of the hydraulic pressure between the solenoid valve 35b and the orifice 56b can be calculated.
The amount of oil supplied to the friction element 5b is estimated by the TCU 50, which is an “oil amount estimating means”, from the estimated value of the oil pressure and the detected value of the supply pressure by the oil pressure sensor 53b.

A specific example of estimating the amount of oil supplied to the friction element 5b will be described with reference to FIG.
Amount of hydraulic oil supplied to the frictional element 5b is equal to the pass oil amount Q _O of the orifice 56b.
Here, the passing oil amount Q _O of the orifice 56b is as shown in the equation (1).
Further, the flow coefficient _{C O} of the opening area _{A O} and the orifice 56b of the orifice 56b is known in advance.
If the temperature change of the density of the hydraulic oil is known in advance, the density ρ of the hydraulic oil at the oil temperature can be calculated based on the detected value of the oil temperature detected by the temperature sensor 27.

Then, P _C is a hydraulic between the orifice 56b and the friction element 5b is a detected value of the supply pressure, which is acquired by the oil pressure sensor 53b is supplied pressure detecting means.
Thus, knowing the value of the pressure at which P _S between the electromagnetic valve 35b and the orifice 56b from the equation (1), passing oil amount Q _O of the orifice _56b, i.e., the supply amount of oil into the friction element 5b is seen become.

Here, passing oil amount Q _S of the solenoid valve 35b is are as shown in Equation (2).
Further, the flow coefficient _{C S} of the opening area _{A S} and the solenoid valve 35b of the electromagnetic valve 35b is known in advance.
In the present embodiment, the amount of oil supplied to the friction element 5b is estimated during a so-called backlashing period in which hydraulic oil moves, and the electromagnetic valve 35b is fully opened at that time. . Then, the value at the time of the solenoid valve 35b is fully opened is obtained in advance, it is used as the flow coefficient C _S of the opening area A _S and the solenoid valve 35b of the electromagnetic valve 35b.
The line pressure P _L is known as the detection value of the supply pressure detected by the oil pressure sensor 53d provided a pressure detecting means of the friction element 5d unchanged in engagement.

Here, since Q _S = Q 2 _O from the fluid continuity equation, the value of P _S is as shown in equation (3).
_{Here, C O, A O, C} S, the value of _{A S} is known in _advance, P C, the values of _{P L,} respectively, is obtained as the detection value of the supply pressure by the hydraulic sensor 53b and the hydraulic sensor 53d since known by, it is possible to calculate the P _S is the pressure between the solenoid valve 35b and the orifice 56b in accordance with equation (3).
Then, by substituting the value of the calculated P _S in equation (1), it is possible to estimate the amount of oil supplied to the friction element 5b.
The calculation of _{P S,} estimated like amount of oil supplied to the frictional element 5b is performed by TCU 50.

Note that although an example in the case of a fully opened as flow coefficient C _S of the opening area A _S and the solenoid valve 35b of the electromagnetic valve 35b, fit into the opening area of the solenoid valve in play reduction or the like, the opening area of the solenoid valve A _S and The flow coefficient C _S of the solenoid valve may be set as appropriate. Also, a plurality of flow coefficients C _S for a plurality of opening areas A _S may be stored as mapping data.

[Effects of Examples]
The hydraulic control apparatus 1 according to the embodiment controls a supply pressure that is a hydraulic pressure supplied to each of the plurality of friction elements 5 a to 5 e of the vehicle automatic transmission 2.
Then, in each of the plurality of friction elements 5a to 5e, electromagnetic valves 35a to 35e that regulate the line pressure that is the original pressure generated by the hydraulic pressure supply device 1a and output the pressure to the friction elements 5a to 5e, and the supply pressure are detected. Oil pressure sensors 53a to 53e and orifices 56a to 56e arranged between the solenoid valves 35a to 35e and the oil pressure sensors 35a to 35e are provided to restrict the oil passage cross-sectional area.

  Then, the hydraulic control device 1 calculates the estimated value of the hydraulic pressure between the solenoid valve 35b and the orifice 56b from the detected value of the original pressure acquired by the original pressure detecting means 53d and the original pressure detecting means. The TCU 50 estimates the amount of oil supplied to the friction element 5b from the estimated value of the oil pressure and the detected value of the supply pressure by the oil pressure sensor 53b.

Accordingly, each of the friction elements 5a to 5e is provided with only one hydraulic pressure sensor 53a to 53e, each of which is a hydraulic pressure detection means, and the amount of hydraulic oil supplied to each of the friction elements 5a to 5e is estimated. Can do.
For this reason, even if the number of oil pressure sensors as oil pressure detecting means is reduced, it is possible to estimate the amount of hydraulic oil supplied to the friction elements 5a to 5e.

In the hydraulic control apparatus 1 of the embodiment, the original pressure detecting means 53d is the hydraulic sensor 53d of the friction element 5d to which the original pressure is supplied.
Thereby, since the hydraulic pressure sensor 53d, which is a supply pressure detection means of the friction element 5d to which the original pressure is supplied, also serves as the original pressure detection means, the number of hydraulic sensors as the hydraulic pressure detection means can be further reduced.

[Modification]
Various modifications can be considered for the present invention without departing from the gist thereof.
According to the embodiment, the hydraulic pressure sensor 53d, which is the supply pressure detection means of the friction element 5d to which the original pressure is supplied, is the original pressure detection means. However, as shown in FIG. 58 may be provided separately. Thereby, the value of the line pressure which is the original pressure can be acquired more directly.

  Even if the number of hydraulic sensors 58 is increased, it is sufficient that the line pressure, which is the original pressure, can be detected at one location. Therefore, the total number of hydraulic sensors in the vehicular automatic transmission 2 is six. Compared with the arrangement of two hydraulic sensors 40a to 40e (total number of hydraulic sensors: 10), it does not lead to an increase in physique or cost.

According to the embodiment, the hydraulic fluid density ρ is calculated based on the detected value of the oil temperature acquired by the temperature sensor 27. However, the oil temperature is not detected, and the hydraulic oil density ρ is used as the most frequent temperature. A value of (for example, 80 ° C.) may be used.
Thereby, the temperature sensor 27 can be eliminated.

DESCRIPTION OF SYMBOLS 1 Hydraulic control apparatus 1a Hydraulic supply apparatus (hydraulic pressure generation source) 2 Automatic transmission 5a-5e for vehicles Friction element 35a-35e Solenoid valve 50 TCU (oil quantity estimation means)
53a to 53e Oil pressure sensor (supply pressure detecting means) 56a to 56e Orifice 53d Oil pressure sensor (original pressure detecting means)

Claims (2)

Controlling a supply pressure, which is a hydraulic pressure supplied to each of the plurality of friction elements (5a to 5e) of the vehicle automatic transmission (2),
Each of the plurality of friction elements (5a to 5e) is a solenoid valve (35a to 35e) that regulates an original pressure generated by a predetermined oil pressure generation source (1a) and outputs the pressure to the friction elements (5a to 5e), Supply pressure detection means (53a to 53e) for detecting the supply pressure, and an orifice arranged between the solenoid valve (35a to 35e) and the supply pressure detection means (53a to 53e) to reduce the oil passage sectional area. In the hydraulic control device (1) provided with (56a to 56e),
A source pressure detecting means (53d) for detecting the source pressure;
An estimated value of oil pressure between the solenoid valve (53b) and the orifice (56b) is calculated from the detected value of the original pressure acquired by the original pressure detecting means (53d), and the estimated value of the oil pressure and the supply are calculated. An oil pressure control device (1) comprising oil amount estimating means (50) for estimating the amount of oil supplied to the friction element (53b) from a detected value of the supply pressure by the pressure detecting means (53b). In the hydraulic control device (1) according to claim 1,
The hydraulic pressure control device (1), wherein the original pressure detection means (53d) is the supply pressure detection means (53d) of the friction element (5d) to which the original pressure is supplied.

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