JP3435735B2 - Control device for automatic transmission - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission, and more particularly to a torque converter for transmitting an engine output to a speed change mechanism equipped with a lockup clutch and a friction element for speed change which is fastened to an oil passage for fastening. The present invention relates to a control device for an automatic transmission in which a pressure regulating valve that adjusts pressure is installed.

[0002]

2. Description of the Related Art A torque converter and a speed change mechanism are combined, and a power transmission path of the speed change mechanism is switched by selectively operating a plurality of friction elements such as a clutch and a brake, so that a speed change step can be performed in accordance with an operating state of the vehicle. In the automatic transmission in which the automatic transmission is automatically switched, in order to reduce the driving loss in the torque converter and improve the fuel efficiency, in the operating region where the torque increasing action and the shift shock absorbing action are not required, A lock-up clutch that directly connects the input side and the output side of the torque converter may be provided. In that case, for example, Japanese Patent Laid-Open No. 4-
As disclosed in Japanese Patent No. 140569, a hydraulic pressure control circuit of an automatic transmission of this type adjusts a differential pressure between a fastening chamber that exerts a fastening pressure on a lock-up clutch and a release chamber that releases a fastening state. By installing a pressure valve and changing the control pressure supplied to the control port of the pressure regulating valve by operating a variable pressure solenoid valve such as a duty solenoid valve, the lockup clutch is controlled to a half-engaged slip state. There are things I tried to do.

On the other hand, there is an automatic transmission of this type in which the engagement pressure supplied to the friction element for speed change is controlled using a pressure regulating valve. For example, JP-A-1-150
Japanese Patent Publication No. 055 discloses a configuration in which a pressure regulating valve is installed in an engagement oil passage of a speed change friction element, and a control pressure supplied to the pressure regulating valve is variably controlled by a variable pressure solenoid valve. According to this, it becomes possible to freely control the fastening pressure supplied to the friction element,
For example, while it is possible to favorably perform the releasing operation or the engaging operation of the friction element at the time of gear shifting to reduce the gear shift shock, after the gear shifting, the torque transmission capacity of the friction element is changed to the input torque to the friction element. By adapting to, it is possible to reliably transmit the required torque while avoiding the drive loss of the oil pump and the like due to the unnecessarily high torque transmission capacity.

[0004]

However, as in the prior art described in the above publication, a variable pressure solenoid valve dedicated to adjusting the control pressure of the pressure regulating valve installed in the oil passage for fastening the friction element is provided. When used, there is a problem that the number of parts increases correspondingly.

Therefore, the present invention focuses on a variable pressure solenoid valve for controlling the engagement force of a lock-up clutch in an automatic transmission in which a pressure regulating valve is installed in an engagement oil passage of a friction element for gear shifting. Then, the engagement pressure supplied to the friction element at the time of gear shift in which the friction element is involved is
The purpose of the present invention is to enable appropriate control using a pressure regulating valve without providing a dedicated variable pressure solenoid valve, so that various controls can be performed without unnecessarily increasing the number of parts. .

[0006]

[0007]

Means for Solving the Problems That is, the present application claims
A control device for an automatic transmission according to a first aspect of the invention (hereinafter referred to as the first aspect of the invention) is provided with a variable pressure solenoid valve for controlling the engagement force of a lockup clutch that directly connects the input side and the output side of a torque converter. In a machine, a pressure regulating valve installed in an oil passage for engaging a speed change friction element, for regulating and outputting a control source pressure to a pressure according to a control pressure supplied to a control port, and the variable pressure solenoid valve A control pressure supply means for supplying the pressure adjusted by the control pressure control valve to the control port of the pressure control valve, and a switching valve for supplying the pressure adjusted by the variable pressure solenoid valve as the control pressure are also provided. Is operated when the control pressure supplied to the control port is equal to or higher than a predetermined value, and the pressure regulating port of the pressure regulating valve prevents the pressure regulating operation of the pressure regulating valve in the pressure reducing direction. Characterized by being configured to provide that pressure regulating blocking pressure.

Further, the present invention of claim 2 (hereinafter, the second
A control device for an automatic transmission according to the invention is the above first
In addition to the inventions of the configuration, the engagement force control state of the lock-up clutch with variable pressure solenoid valve, the pressure regulating operation of the vacuum direction by pressure regulating valve installed in the fastening pressure oil passage leading to the speed-change friction element It is characterized in that a pressure regulating operation inhibiting means for inhibiting is provided.

[0009]

According to the above construction, the following operation can be obtained.

That is, in both the first and second aspects of the invention, the pressure adjusted by the variable pressure solenoid valve used for controlling the engagement force of the lockup clutch of the torque converter is converted into the oil passage for engagement of the friction element for shifting. Since it is supplied to the control port of the pressure regulating valve installed in
The engagement pressure supplied to the friction element at the time of gear shift involving the friction element can be controlled using the pressure regulating valve without providing a dedicated variable pressure solenoid valve,
This makes it possible to effectively control the engagement force of the lock-up clutch and the engagement force of the friction element at the time of shifting without unnecessarily increasing the number of parts.

In addition, a switching valve to which the pressure adjusted by the variable pressure solenoid valve is supplied as a control pressure is provided, and this switching valve is provided when the control pressure supplied to its control port is a predetermined value or more. Since the pressure regulating blocking port of the pressure regulating valve installed in the fastening oil passage of the friction element is configured to supply the pressure regulating blocking pressure that blocks the pressure regulating operation in the pressure reducing direction, It is possible to set a small value, which makes it possible to precisely control the engagement pressure at the time of gear shifting, reflecting the operating state, and to ensure that the friction element is securely engaged after gear shifting. Become.

Further, according to the second aspect of the present invention, when the lockup clutch using the variable pressure solenoid valve is in the engagement force control state, the pressure reducing valve is installed in the engagement pressure oil passage communicating with the speed change friction element to reduce the pressure. Since the pressure adjusting operation preventing means for preventing the pressure adjusting operation is provided, even if the lockup clutch is slip-controlled while the friction element is engaged, the friction element is retained in the securely engaged state. Will be.

[0013]

EXAMPLES Examples of the present invention will be described below.

First, the mechanical structure of the automatic transmission 10 according to the embodiment will be described with reference to FIG.
Is a torque converter 20 as a main component,
Transmission mechanism 30 driven by the output of the converter 20
And a plurality of friction elements 41 to 46 such as clutches and brakes for switching the power transmission path of the mechanism 30 and one-way clutches 51 and 52, by which the D, S, L and R ranges as a travel range are provided. And 1 to 4 speeds in the D range, 1 to 3 speeds in the S range, and 1 in the L range
You can get 2nd speed.

The torque converter 20 is a pump 2 fixed in a case 21 connected to the engine output shaft 1.
2 and the pump 22 disposed so as to face the pump 22.
A turbine 23 driven by hydraulic oil by means of a hydraulic fluid, and a stator 25 interposed between the pump 22 and the turbine 23 and supported by the transmission case 11 via a one-way clutch 24 to perform a torque increasing action. , Case 2 above
1 and the turbine 23, and is constituted by a lockup clutch 26 that directly connects the engine output shaft 1 and the turbine 23 via the case 21. The rotation of the turbine 23 is output to the transmission mechanism 30 side via the turbine shaft 27. Here, a pump shaft 12 penetrating the inside of the turbine shaft 27 is connected to the engine output shaft 1, and the oil pump 13 provided at the rear end portion of the transmission by the shaft 12
Are being driven.

On the other hand, the speed change mechanism 30 is constituted by a Ravigneaux type planetary gear device, and the turbine shaft 27
A small-sized small sun gear 31 loosely fitted on the upper side, and a turbine shaft 27 on the rear side of the sun gear 31
A large sun gear 32 having a large diameter loosely fitted above, a plurality of short pinion gears 33 meshed with the small sun gear 31, and a front half of the short pinion gear 33.
A long pinion gear 34 whose rear half is meshed with the large sun gear 32, a carrier 35 rotatably supporting the long pinion gear 34 and the short pinion gear 33, and a ring gear 36 meshed with the long pinion gear 34. It is composed of.

A forward clutch 41 and a first one-way clutch 51 are provided in series between the turbine shaft 27 and the small sun gear 31, and a coast clutch 42 is provided in parallel with these clutches 41 and 51. A 3-4 clutch 43 is provided between the turbine shaft 27 and the carrier 35, and the turbine shaft 27 and the large sun gear 3 are provided.
A reverse clutch 44 is interposed between the two. Further, between the large sun gear 32 and the reverse clutch 44, a 2-4 brake 45, which is a band brake for fixing the large sun gear 32, is provided, and
A second one-way clutch 52 that receives the reaction force of the carrier 35 and a low reverse brake 46 that fixes the carrier 35 are provided in parallel between the carrier 35 and the transmission case 11. The ring gear 36 is connected to the output gear 14, and the rotation is transmitted from the output gear 14 to the left and right wheels (not shown) via a differential device.

Here, the friction elements 41 to 46 such as the above-mentioned clutches and brakes and the one-way clutches 51 and 52.
In the first speed, the forward clutch 41 is engaged and the first and second one-way clutches 51 and 52 are in the locked state. Therefore, the output rotation of the torque converter 20 is input from the turbine shaft 27 to the small sun gear 31 of the speed change mechanism 30 via the forward clutch 41 and the first one-way clutch 51. In this case, since the carrier 35 is fixed by the action of the second one-way clutch 52, the transmission mechanism 30 includes the small sun gear 31, the short pinion gear 33, and the long pinion gear 3.
It operates as a fixed gear train that does not perform a differential operation of transmitting rotation to the ring gear 36 via the gear train 4. As a result, a first speed state with a large reduction ratio corresponding to the diameter ratio of the small sun gear 31 and the ring gear 36 is obtained.

Next, in the 2nd speed, the 2-4 brake 45 is engaged in addition to the state of the 1st speed described above, and the transmission mechanism 30
The large sun gear 32 in is fixed and the second
The one-way clutch 52 is idling. for that reason,
The rotation transmitted from the turbine shaft 27 to the small sun gear 31 is transmitted to the long pinion gear 34 via the short pinion gear 33, and the long pinion gear 34 meshes with the large sun gear 32.
Because it is fixed, it revolves on the large sun gear 32,
Along with this, the carrier 35 rotates. As a result, the rotation of the ring gear 36 is increased by the amount of rotation of the carrier 35 (the amount of revolution of the long pinion gear 34) compared to the first speed state, and the second speed state in which the reduction ratio is smaller than that in the first speed state is obtained.
Here, the 2-4 brake 45 is configured such that its braking force acts in the leading direction of the rotating elements that form the speed change mechanism 30.

Further, in the third speed, the 2-4 brake 45 is released from the above-described second speed state and at the same time,
The 4-clutch 43 is engaged. Therefore, the rotation of the turbine shaft 27 is rotated by the small sun gear 3 via the forward clutch 41 and the first one-way clutch 51.
At the same time as 1 is input, it is also input to the carrier 35 via the 3-4 clutch 43. As a result, the entire speed change mechanism 30 integrally rotates, and the third speed state in which the ring gear 36 rotates at the same speed as the turbine shaft 27 is obtained.

In the fourth speed, the 2-4 brake 45, which was once released in the third speed, is re-engaged. Therefore, the turbine shaft 27 rotates in the 3-4 clutch 4
3 is input to the carrier 35 of the speed change mechanism 30 and the long pinion gear 34 is revolved. However, since the large sun gear 32 meshing with the long pinion gear 34 is fixed by the 2-4 brake 45,
The long pinion gear 34 rotates while revolving with the carrier 35. As a result, the ring gear 36 meshing with the long pinion gear 34 is rotated by the rotation of the carrier 35 (rotation of the turbine shaft 27) by the rotation amount of the long pinion gear 34.
As a result, the fourth speed in the overdrive state is obtained. In this case, the forward clutch 41 is in the engaged state, but the first one-way clutch 51 in series with this is engaged.
Is rotated, the rotation of the turbine shaft 27 is not input to the small sun gear 31.

Further, at the reverse speed, the reverse clutch 44 and the low reverse brake 46 are engaged, the rotation of the turbine shaft 27 is input to the large sun gear 32 of the speed change mechanism 30, and the carrier 3 of the mechanism 30 is engaged.
5 is fixed. Therefore, the rotation is transmitted from the large sun gear 32 via the long pinion gear 34 to the ring gear 36 via a fixed gear train, and the reduction ratio corresponding to the diameter ratio of the large sun gear 34 and the ring gear 36. Is obtained, in which case the ring gear 3
The rotation direction of 6 is opposite to the rotation direction of the turbine shaft 27 or the large sun gear 32.

The first one-way clutch 51 that transmits rotation at the first to third speeds and the second one-way clutch 52 that receives the reaction force at the first speed idles during coasting, so that the engine brake does not operate at these gears. By the way, the 3rd speed in the D range and the 2nd and 3rd in the L range
In the 1st and 2nd speeds of the L range, the parallel coast clutch 42 is engaged with the first one-way clutch 51, and in the 1st speed of the L range, the parallel low reverse brake 46 is engaged with the 2nd one-way clutch 52. The engine brake can be obtained at these shift speeds.

Here, the friction elements 41 to 46 such as the above-mentioned clutches and brakes and the one-way clutches 51 and 52.
Table 1 below summarizes the relationship between the operating state and the gear position.

[0025]

[Table 1] Next, a hydraulic control circuit that supplies and discharges hydraulic pressure to and from the actuators of the friction elements 41 to 46 will be described.
The automatic transmission 10 is provided with a hydraulic control circuit 60 as shown in FIG. Here, among the above actuators, the hydraulic actuator 4 of the 2-4 brake 45
5a is composed of a servo piston having an apply port 45b and a release port 45c.
When the hydraulic pressure is supplied only to 5b, the 2-4 brake 45 is engaged, and when the hydraulic pressure is not supplied to both ports 45b and 45c and when the hydraulic pressure is supplied to both ports 45b and 45c, 2 -4 The brake 45 is released. In addition, other friction elements 41 to 4
The actuators 4, 46 are composed of normal hydraulic pistons, and when the hydraulic pressure is supplied, the friction elements are engaged.

The hydraulic control circuit 60 has, as main components, a regulator valve 61 for adjusting the pressure of the hydraulic oil discharged from the oil pump 13 shown in FIG. 1 to the main line 110 to a predetermined line pressure, and a manual operation. A manual valve 62 for selecting a range by means of each of the friction elements (actuators) 41 to 4 which operates in accordance with a gear position.
First, second, and third shift valves 63, 64, and 65 for supplying and discharging hydraulic pressure to and from the engine 6 are provided.

The manual valve 62 includes D, S, L
Each forward range, R range, N range, and P range can be set. In the forward range, the main line 110 is connected to the forward line 111, and in the R range, it is connected to the backward line 112. It has become.

The first, second, and third shift valves 63, 64, 65 each have a control port 63 at one end.
a, 64a, 65a are provided. And the first,
Control ports 63a, 6 of the second shift valves 63, 64
The first and second control pressure lines 113 and 114 branched from the forward line 111 are connected to 4a,
Further, a third control pressure line 115 branched from the main line 110 is connected to the control port 65a of the third shift valve 65, and these control pressure lines 113, 114, 115 are respectively used for shifting. The first of
Second and third solenoid valves 66, 67, 68 are provided. Of these, the first and second solenoid valves 66,
67 is a control port 63 corresponding to each when ON
The control pressures of a and 64a are discharged, the spools of the first and second shift valves 63 and 64 are positioned on the left side in the drawing, and when the spools are off, the first and second control of the control ports 63a and 64a are performed. A control pressure is introduced from the pressure lines 113 and 114 to position the spools on the right side against the biasing force of the springs. Further, regarding the third solenoid valve 68, when it is ON, the control pressure of the corresponding control port 65a is exhausted, and the third shift valve 6
No. 5 spool is located on the right side in the drawing, and when it is OFF, the third control pressure line 115 is connected to the control port 65a.
The control pressure is introduced from the position so that the spool is positioned on the left side against the biasing force of the spring in this case as well.

Here, these solenoid valves 66 ...
68 is ON / OFF controlled based on a map preset according to the vehicle speed of the vehicle and the throttle opening degree of the engine by a signal from a controller described later,
Accordingly, the positions of the spools of the shift valves 63 to 65 are switched and the oil passages to the friction elements 41 to 46 are switched, so that the friction elements 41 to 46 are fastened in the combinations shown in Table 1 above. As a result, the shift speed can be switched according to the operating state. In this case, the relationship between each shift speed in the D, S, and L forward ranges and the ON / OFF combination pattern of the solenoid valves 66 to 68 is set as shown in Table 2 below.

[0030]

[Table 2] On the other hand, the spool of the manual valve 62 is set to D, S,
Main line 110 when set to each forward range of L
A line 116 is branched from a forward line 111 that is communicated with the line. The line 116 serves as a forward clutch line, and the orifice 69 and the one-way orifice 7 are connected.
It is guided to the forward clutch 41 via 0. Therefore, in the D, S, and L ranges, the forward clutch 4
1 will always be concluded. An ND accumulator 71 is connected to the forward clutch line 116 on the downstream side of the one-way orifice 70 via a line 117.

The forward line 111 is guided to the first shift valve 63, and the first solenoid valve 66 is turned on.
When the spool of the shift valve 63 becomes N on the left side, it communicates with the servo apply line 118 and reaches the apply port 45b of the servo piston 45a through the orifice 72. Therefore, when the first solenoid valve 66 is ON in the D, S, and L ranges, that is, the second, third, and fourth speeds in the D range, the second and third speeds in the S range, and the second speed in the L range, the apply port 45b is used. 2-4 when the hydraulic pressure (servo apply pressure) is introduced to the release port 45c and the hydraulic pressure (servo release pressure) is not introduced to the release port 45c.
The brake 45 will be engaged. A 1-2 accumulator 74 is connected to the apply port 45b via a line 119 and an accumulation cut valve 73.

The forward line 111 is also led to the third shift valve 65, and when the third solenoid valve 68 is OFF and the spool of the shift valve 65 is located on the left side, it communicates with the coast clutch line 120. .
The coast clutch line 120 reaches the coast clutch 42 via the coast reducing valve 75 and the one-way orifice 76. Therefore, D,
When the third solenoid valve 68 is OFF in the S and L ranges, that is, the coast clutch 42 is engaged in the D and S ranges of the third speed, the S and L ranges of the second speed, and the L range of the first speed.

Further, the forward line 111 is also led to the second shift valve 64. And the line 111
Is in communication with the 3-4 clutch line 121 when the second solenoid valve 67 is OFF and the spool of the second shift valve 64 is located on the right side. This line 121
Further, it reaches the 3-4 clutch 43 via the 3-4 control valve 77. Therefore, when the second solenoid valve 67 is OFF in the D, S, and L ranges, that is, the 3-4 clutch 43 is engaged in the 3rd and 4th speeds of the D range and the 3rd speed of the S range.

Here, the above-mentioned 3-4 clutch line 121
The line 122 branched from is a servo release line that leads to the release port 45c of the servo piston 45a when the third solenoid valve 68 is OFF and the spool of the shift valve 65 is located on the left side. 123. Therefore, D,
Second and third solenoid valves 67 and 68 in the S and L ranges
Are both OFF, that is, in the third speed of the D range and the third speed of the S range, the servo release pressure is introduced into the release port 45c of the servo piston 45a, and the 2-4 brake 45 is released.

A line 124 is branched from the forward line 111, and this line 124 is also led to the first shift valve 63. The line 124 communicates with a line 125 that communicates with the second shift valve 64 when the first solenoid valve 66 is OFF and the spool of the first shift valve 63 is located on the right side. On the other hand, the second solenoid valve 67 is turned on to the second shift valve 64.
When the spool of the valve 64 is located on the left side, a line 126 communicating with the line 125 is connected, and the line 126 is guided to the third solenoid valve 68 via a ball valve 79 and a line 128. Then, this line 128 is a low reverse brake line 128 that communicates with the low reverse brake 46 via the low reducing valve 79 when the third solenoid valve 68 is OFF and the spool of the third shift valve 65 is located on the left side. Communicate with. Therefore, in the D, S, and L ranges, the first, second, and third solenoid valves 66 to 68 are
Are OFF, ON, and OFF respectively, that is, L
The low reverse brake 46 is engaged at the first speed in the range.

Further, the retreat line 112 communicating with the main line 110 in the R range is the third shift valve via the line 129 branched from the line 112, the orifice 80, the one-way orifice 81, the ball valve 78 and the line 127. When the third solenoid valve 68 is turned off and the spool of the valve 63 is located on the left side, the low reverse brake line 128 is introduced.
Communicate with. The reverse line 112 serves as a reverse clutch line 130 and reaches the reverse clutch 44 via a one-way valve 82 that blocks passage of hydraulic oil in the discharge direction. Therefore, in the R range,
The low reverse brake 46 is engaged when the third solenoid valve 68 is OFF, while the reverse clutch 4 is engaged.
4 will always be concluded. The line 131 branched from the line 129 between the one-way orifice 81 and the ball valve 78 has an N-R
The accumulator 83 is connected.

Further, the hydraulic control circuit 60 includes a lockup clutch 2 in the torque converter 20 shown in FIG.
A fourth shift valve 84 for controlling 6 and a lockup control valve 85 are provided.

The converter line 132 led from the regulator valve 61 through the converter relief valve 86 is connected to the fourth shift valve 84 and the lockup control valve 85, and
Control port 8 provided at one end of the fourth shift valve 84
A control pressure line 134 communicating with the main line 110 via a line 133 is connected to 4a. A fourth solenoid valve 87 for lockup is connected to this line 134.
Is provided, and the spool of the fourth shift valve 84 is located on the left side when the solenoid valve 87 is OFF, so that the converter line 132 communicates with the release line 135 that communicates with the lockup release chamber 26a in the torque converter 20. As a result, the lockup clutch 26 is released, and the converter state is established.

On the other hand, the fourth solenoid valve 87 is turned off.
N and the control port 84a of the fourth shift valve 84
When the spool of the valve 84 moves to the right side in the drawing due to the discharge of the control pressure from the converter line 132, the converter line 132 communicates with the fastening line 136 leading to the lock-up fastening chamber 26b in the torque converter 20. Thus, the lockup clutch 26 is engaged. At this time, the release line 135 communicates with the lockup control valve 85 via the fourth shift valve 84 and the intermediate line 137, and the control valve 8
The operating pressure adjusted in 5 is supplied to the lockup release chamber 26a of the lockup clutch 26 as the lockup release pressure.

That is, the control pressure line 138 guided from the main line 110 via the solenoid reducing valve 88 is connected to the control port 85a at one end of the lockup control valve 85, and the other end side thereof is connected. Forward line 11 is attached to the pressure regulation prevention port 85b.
A pressure regulation prevention line 139 leading to 1 is connected. The first duty solenoid valve 9 is provided downstream of the orifice 89 provided in the control pressure line 138.
0 is installed and this first duty solenoid valve 9
By adjusting the control pressure supplied to the control port 85a of the lock-up control valve 85 in accordance with the duty ratio given to 0, the pressure-adjustment prevention port 85b on the other end side is adjusted via the pressure-adjustment prevention line 139. On condition that the line pressure is not supplied, the engagement pressure supplied to the lock-up engagement chamber 26a via the converter inline 132 and the engagement line 136, and the intermediate line 137.
And lock-up release chamber 26 via release line 135
The pressure difference from the release pressure supplied to b is adjusted, and the lockup clutch 26 is controlled to a predetermined slip state.

On the other hand, the lockup control valve 8
5 to the pressure regulation prevention port 85b
When the line pressure is supplied through the control valve 85, the spool of the control valve 85 is fixed with the spool positioned on the left side. Therefore, the operating pressure of the lockup release chamber 26a in the lockup clutch 26 is discharged from the drain port of the lockup control valve 85a via the release line 135, the fourth shift valve 84 and the intermediate line 137, The lockup clutch 26 is in the lockup state in which it is completely engaged. In that case, the drain port is provided with an orifice whose diameter is appropriately set, whereby the engagement chamber 2 of the lockup clutch 26 is connected via the engagement line 136.
Release chamber 26a in which the hydraulic oil supplied to 6b is in a communicating state
Even if it flows into, it will not be excessively discharged.

Here, the operation characteristic of the first duty solenoid valve 90 is set so that the duty control pressure decreases as the duty ratio D increases. That is, when the duty ratio D is 100%, the drain port is always open and the orifice 89
The pressure level of the control pressure line 132 on the downstream side becomes 0. On the other hand, when the duty ratio D is 0,
The pressure level is maintained at the maximum pressure because the drain port is always shut off.

Further, the hydraulic pressure control circuit 60 includes a throttle modulator valve 91 and a second duty solenoid valve 92 for operating the valve for controlling the line pressure adjusted by the regulator valve 61.
Is provided.

A line 140 leading to the main line 110 is led to the throttle modulator valve 91 via the solenoid reducing valve 88, and the control port 91a on one end side is periodically opened and closed. The duty control pressure adjusted by the second duty solenoid valve 92 is introduced, and the throttle modulator pressure according to the duty ratio D of the duty solenoid valve 92 is generated. In that case, the duty ratio D is set according to, for example, the throttle opening of the engine, and the throttle modulator pressure corresponding to this is increased by the first increase of the regulator valve 61 via the line 141. Pressure port 61a
The line pressure adjusted by the valve 61 is increased in accordance with the increase of the throttle opening. On the other hand, a line 142 branched from the retreat line 112 is connected to the second pressure increasing port 61b provided in the regulator valve 61. This allows
In the R range, the line pressure will be further increased.

In this embodiment, the duty control pressure generated by the first duty solenoid valve 90 for adjusting the engagement force of the lockup clutch 26 is the control port 9 of the accumulator modulator valve 93.
3a is also supplied. This modulator valve 93 is connected from the main line 110 to the line 143.
A line pressure supplied via the first solenoid valve 66 is adjusted according to the duty control pressure from the first solenoid valve 66 to generate a modulator pressure, and the modulator pressure is supplied via a line 144 to the back of the N-R accumulator 83. The pressure chamber 83a and the like are supplied.

A line 145 branched from the line 144 is connected to the control port 77a of the 3-4 control valve 77 on the 3-4 clutch line 121. Therefore, if the duty control of the first duty solenoid valve 90 is performed, a modulator pressure according to the duty ratio D is generated by the accumulator modulator valve 93 and introduced into the control port 77a of the 3-4 control valve 77. As a result, the hydraulic pressure (3-4 clutch pressure) adjusted by the control valve 77 is also adjusted to a value corresponding to the duty ratio D.

On the other hand, this 3-4 control valve 77
Is provided with a pressure regulation blocking port 77b for blocking a pressure regulation (pressure reduction) operation at one end side thereof, and the pressure regulation blocking port 77b is connected to the main line 110 via the switching valve 94 and the line 146. The pressure blocking line 147 is connected. When the pressure regulation blocking line 147 communicates with the line 146 via the switching valve 94, the line pressure of the main line 110 is supplied to the pressure regulation blocking port 77b of the 3-4 control valve 77, The pressure regulating operation of the control valve 77 is blocked.

That is, in the control port 94a on one end side of the switching valve 94, the orifice 89 and the first duty solenoid valve 90 in the control pressure line 138 are provided.
A line 148 branched from the control pressure line 138 is connected to the balance port 94b on the other end side, and a line 149 branched from the control pressure line 138 is connected to the balance port 94b on the other end side. Then, when the duty control pressure generated by the first duty solenoid valve 90 is equal to or higher than a predetermined value, the spool of the switching valve 94 is located on the left side in the drawing, and the pressure regulation blocking line 147 becomes the main line 110. Line 146 leading to
To the main line 110 through the line 146.
By supplying the line pressure of (3) to the pressure regulation blocking port 77b of the 3-4 control valve 77, the pressure regulation operation of the control valve 77 is blocked. On the other hand, when the duty control pressure generated by the first duty solenoid valve 90 falls below a predetermined value, the spool of the switching valve 94 overcomes the spring force and moves to the right side, whereby the pressure regulation blocking line 17 is generated.
7 is disconnected from the line 146.

Here, the switching valve 94 is connected to a line 150 which communicates with the pressure regulation blocking line 177 when the spool is located on the right side. This line 15
0 is led to the fourth shift valve 84 for lock-up control, and when the spool of the shift valve 84 is located on the right side, 0 is communicated with the line 151 communicating with the main line 110 via the line 133. There is. That is, when the fourth solenoid valve 87 is turned on and the engagement force of the lockup clutch 26 can be controlled, the line pressure of the main line 110 passes through the lines 133, 151, the fourth shift valve 84, and the line 150. Will be guided to the pressure regulation prevention line 177. In addition,
In the converter state in which the spool of the fourth shift valve 84 is located on the left side, the line 150 communicates with the drain port provided in the shift valve 84.

The switching valve 94 has a drain line 1 which communicates with the servo apply line 118 when the spool of the first shift valve 63 is located on the right side.
51 is connected. And this drain line 15
1 is selectively communicated with two drain ports having different throttle amounts. In this embodiment, the drain port located on the right side of the drawing has a smaller aperture than that on the left side.

Here, the first shift valve 63 has a 3-
When the line 152 branched from the pressure regulation blocking line 147 for the 4th control valve is connected, and the first solenoid valve 66 is turned on and the spool of the first shift valve 63 is located on the left side, A line 153 communicating with the second back pressure port 74b of the 1-2 accumulator 74, to which the line pressure of the main line 110 is constantly introduced from the pressure chamber 74a, is configured to communicate with the line 152. Therefore, the pressure regulation prevention line 14
When the line pressure is supplied to 7, only when the spool of the first shift valve 63 is located on the left side,
This line pressure is introduced into the second back pressure chamber 74b of the 1-2 accumulator 74 via the lines 152 and 153.

Further, the servo apply line 118 leading to the apply port 45b of the servo piston 45a.
In the accumulation cut valve 73 installed on the line 119 leading to the 1-2 accumulator 74, the control port 73a on one end side is connected to the 3-4 clutch on the downstream side of the 3-4 control valve 77. A line 154 branched from the line 121 is connected to the accumulation cut prevention port 73b provided on the other end side for preventing pressure regulation of the lockup control valve 85 via a ball valve 95 and a line 155. The line 156 leading to the pressure regulation prevention line 139 is connected. And this accumulation cut valve 73
A line 157 branched from the line 126 connected to the second shift valve 64 is connected to the intermediate port 73c provided at the intermediate portion of the.

The ball valve 95 connected to the line 156 leading to the accumulation cut prevention port 73b of the accumulation cut valve 73 is connected to the ball valve 95, which is provided between the switching valve 94 and the fourth shift valve 84. The line 158 branched from is also connected.

In addition to the above configuration, this hydraulic control circuit 6
0 is equipped with a fifth shift valve 96 mainly used for adjusting the shift timing. The fifth shift valve 96 includes a first bypass line 160 that bypasses the orifice 72 on the servo apply line 118.
And a second bypass line 161 that bypasses the one-way valve 82 on the reverse clutch line 130, and the pressure regulation blocking port 8 of the lockup control valve 85.
The control pressure line 162 branching from the main line 110 is introduced to the control port 96a on one end side while being installed so as to straddle the lockup pressure regulation prevention line 139 guided to 5b. Then, the fifth solenoid valve 97 installed in the control pressure line 162 is turned on,
When turned off, the fifth solenoid valve 97
The position of the spool is switched so that the first and second bypass lines 160 and 161 and the pressure regulation blocking line 139 are opened or closed.

That is, when the fifth solenoid valve 97 is OFF and the spool of the fifth shift valve 96 is located on the right side in the drawing, the first bypass line 160 and the pressure regulation blocking line 139 are opened while the first bypass line 160 and the pressure regulation blocking line 139 are opened. The second bypass line 161 is cut off. At this time, the downstream portion of the second bypass line 161 communicates with the line 129 provided with the orifice 80 and the one-way orifice 81, and then communicates with the reverse clutch line 130 or the reverse line 112 via the line 129. On the other hand, the fifth solenoid valve 97 is turned on, and the fifth solenoid valve 97 is turned on.
When the spool of the shift valve 96 moves to the left side in the drawing, the first bypass line 160 and the pressure regulation blocking line 139 are shut off, and the second bypass line 160 is opened.

Further, the first bypass line 160 is provided with a one-way orifice 98 located downstream of the fifth shift valve 96 for performing a throttling action in the hydraulic oil supply direction, and at the same time, the fifth bypass valve 160 is provided. A normal orifice 99 is provided on the upstream side of the shift valve 96. In the branch line 163 branched from the first bypass line 160 on the upstream side of the orifice 99, the orifice 100 having a smaller throttle amount than the orifice 99 and the passage of hydraulic oil in the supply direction are blocked. One-way valve 101 is provided. The branch line 163 is connected to the fifth solenoid valve 9
When 7 is turned on and the spool of the fifth shift valve 96 is positioned on the left side, it is joined to the first bypass line 160 on the downstream side of the valve 96.

As shown in FIG. 3, the automatic transmission 10 includes first to third solenoid valves 66 to 68 for gear shift control and a fourth solenoid valve 8 for lockup.
The controller 200 controls the operations of the seventh and first duty solenoid valves 90, the second duty solenoid valve 92 for adjusting the line pressure, and the fifth solenoid valve 97. This controller 200
A signal from a vehicle speed sensor 201 that detects the vehicle speed of the automobile, a signal from a throttle opening sensor 202 that detects the throttle opening of the engine, and a position (range) of a shift lever included in the automatic transmission 10 are detected. A signal from the shift position sensor 203, a signal from an engine speed sensor 204 that detects an engine speed, a signal from a turbine speed sensor 205 that detects a turbine speed of the torque converter 20, and an oil temperature of hydraulic oil are detected. Signals and the like from the oil temperature sensor 206 are input, and the operation of each solenoid valve is controlled in accordance with the operating state indicated by these signals and the driver's request.

The automatic transmission 10 according to this embodiment has the above-mentioned structure. For example, when the 3-4 clutch 43 whose engagement pressure is adjusted by the 3-4 control valve 77 is involved in the gear shifting operation, The first duty solenoid valve 90 for lockup control controls the engagement pressure supplied to the 3-4 clutch 43 as follows.

Now, assuming that the operation mode of the lock-up clutch 26 is set to the converter mode in the second speed of the automobile, the fourth solenoid valve 8 for controlling the operation of the fourth shift valve 84 for lock-up.
7 is turned off, and as a result, the spool 84b of the shift valve 84 is located on the left side in the drawing, as shown in FIG. In this state, the line 150 led from the switching valve 94 to the fourth shift valve 84 is communicated with the drain port 84c provided in the shift valve 84.

At this time, assuming that the first duty solenoid valve 90 is at rest, the control pressure line 13
The pressure level of No. 8 is maintained at the maximum pressure, and the pressing force by the hydraulic pressure introduced from the control port 94a is superimposed on the spring force that acts on the spool 94c of the switching valve 94 from the right side in the drawing. Spool 94
c is held in the state of being positioned on the left side against the pressing force by the hydraulic pressure acting from the left side of the drawing. In this state, 3-4 control pressure regulating blocking lines 147 leading to the pressure regulating blocking port 77b of the valve 77, since it communicates with the line 146 leading to the main line 110, the line pressure of the main line 110, line 146 And the pressure regulation prevention port 7 through the pressure regulation prevention line 147.
7b is introduced. And by this line pressure 3-
4 The plug 77c built in the control valve 77 is pressed to the left side in the drawing, and the spool 77d also plugs 77
It is pushed by c and held in a state of being located on the left side in the drawing. As a result, the input port 77e and the output port 77f of the 3-4 control valve 77 are in complete communication.

In such a state, the operating state is changed to shift up the shift stage from the second gear to the third gear 2-3
If a shift command is issued, the second solenoid valve 67 that controls the operation of the second shift valve 64 is switched from ON to OFF according to the point shown in Table 2 above, and accordingly, the spool of the second shift valve 64 is changed. 64
Although b is moved to the left from the state shown in the figure, at that time, the controller 200 sends the first duty control signal such that the duty control pressure of the first duty solenoid valve 90 becomes smaller than the predetermined value Po. It is output to the duty solenoid valve 90. Thereby, the balance port 94b in the switching valve 94
The pressure introduced from the control port 94b becomes relatively larger than the pressure introduced from the control port 94b, and the spool 94c of the switching valve 94 moves to the right side against the pressing force by the spring force or the like acting from the right side. become.

Therefore, as shown in FIG.
The pressure regulation blocking line 147 communicating with the pressure regulation blocking port 77b of the No. 4 control valve 77 is separated from the line 146 communicating with the main line 110 and communicates with the line 150 communicating with the fourth shift valve 84. Therefore, the line pressure supplied to the pressure regulation blocking port 77b of the 3-4 control valve 77 is changed to the pressure regulation blocking line 1
The pressure is drained from the drain port 84c of the fourth shift valve 84 via the line 47 and the line 150, whereby the plug 77d of the 3-4 control valve 77 is discharged.
But the spring 77g placed between it and the spool 77d
Then, it is pushed back to move to the right, and the pressure control (pressure reduction) operation of the 3-4 control valve 77 becomes possible. When the first duty solenoid valve 90 is duty-controlled at a predetermined duty ratio D, a modulator pressure corresponding to the duty ratio D is generated by the accumulator modulator valve 93, and the 3-4 control valve 77. Line pressure supplied to the input port 77e of the valve 77 while being introduced into the control port 77a of the valve 77 is adjusted to a pressure corresponding to the modulator pressure, and then applied to the 3-4 clutch 43 as the 3-4 clutch pressure. It will be supplied. In that case, if the first duty solenoid valve 90 is driven at a duty ratio D such that the 3-4 clutch pressure becomes a predetermined shelf pressure state, the 3-4 clutch 43 causes an excessive engagement shock. Without it, it will be in a completely fastened state in a short time.

When the 3-4 clutch 43 is completely engaged and the 2-4 brake 45, which precedes the releasing operation, is completely released, the shifting operation to the third speed is completed. A duty control signal is output to the 1-duty solenoid valve 90 so that the duty control pressure becomes equal to or higher than a predetermined value Po. Therefore, the spool 94c of the switching valve 94 located on the right side in the drawing
Moves to the left side, and accordingly, the line 146 communicating with the main line 110 communicates with the pressure regulation blocking line 147 again. Therefore, the line pressure of the main line 110 is supplied to the pressure regulation blocking port 77a of the 3-4 control valve 77 via the line 146 and the pressure regulation blocking line 147, whereby the plug 77 of the valve 77 is supplied.
As c moves to the left side, the input port 7
The spool 77d is held so that 7e and the output port 77f are in complete communication. Accordingly, the line pressure from the forward line 111 supplied from the second shift valve 64 to the 3-4 control valve 77 via the 3-4 clutch line 121 is supplied to the 3-4 clutch 43 without being reduced. I mean,
The clutch 43 is securely engaged.

Thus, the 3-4 control valve 7
Pressure regulation prevention line 14 leading to pressure regulation prevention port 77b of No. 7
7 and the line 146 leading to the main line 110, the switching valve 94 is provided when the duty control pressure from the first duty solenoid valve 90 introduced into the control port 94a is equal to or higher than the predetermined value Po. Since the pressure regulation blocking line 147 and the line 147 are configured to communicate with each other, the engagement pressure of the 3-4 clutch 43 is shown in FIG. 6 with respect to the duty control pressure adjusted by the first duty solenoid valve 90. The characteristics will change as shown. That is, the engagement pressure at the time of shifting is variably controlled in the range of the region X where the duty control pressure is smaller than the predetermined value Po, and the 3-4 control valve 77 is controlled in the region Y where the control pressure exceeds the predetermined value Po. By blocking the pressure regulating operation, the maximum fastening pressure equal to the line pressure can be obtained. Therefore, the control range R in the region X where the duty control pressure is smaller than the predetermined value Po can be set small, and the engagement pressure at the time of gear shift can be precisely controlled by reflecting the operating state.

On the other hand, if the control mode of the lockup clutch is switched from the converter mode to the slip mode while the 3-4 clutch 43 is engaged as described above, the fourth and fifth solenoid valves 8
7, 97 are respectively turned on, and the respective spools of the fourth shift valve 84 and the fifth shift valve 96 in the hydraulic control circuit 60 of FIG. 2 move to the right and left sides, respectively. Therefore, as shown in FIG. 7, the converter line 132 guided to the fourth shift valve 84.
Is connected to the engagement line 136 that communicates with the engagement chamber 26 b of the lockup clutch 26, while the intermediate line 137 that communicates with the lockup control valve 85.
Are communicated with a release line 135 communicating with the release chamber 26a of the lockup clutch 26. At this time, the pressure regulation block line 139 that supplies the line pressure of the forward line 111 to the pressure regulation block port 85b of the lockup converter 85.
Is shut off by the fifth shift valve 96, and the hydraulic oil on the downstream side is discharged from the drain port of the shift valve 96. Therefore, the pressure regulation blocking port 85b
A control line supplied to the lock-up control valve 85 by duty-controlling the control pressure supplied to the control port 85a located on the opposite side of the spool 85c with the first duty solenoid valve 90. The working pressure of 132 is adjusted to a pressure corresponding to the duty control pressure, and then the intermediate line 13
7 is output to the release chamber 26a of the lockup clutch 26 as a release pressure via the intermediate line 137, the fourth shift valve 84 and the release line 135. On the other hand, the lockup clutch 2
The operating pressure of the converter line 132 guided to the fourth shift valve 84 is directly supplied to the sixth fastening chamber 26b as the fastening pressure via the fastening line 136. Therefore, the lockup clutch 26 is slip-controlled according to the pressure difference between the two (engagement pressure-release pressure).

At this time, since the spool 84b of the fourth shift valve 84 is located on the right side, the line 151 communicating with the main line 110 via the line 133 communicates with the line 150 communicating with the switching valve 94. . Therefore, the duty control pressure of the first duty solenoid valve 90 is set to the predetermined value Po for slip control.
The spool 9 of the switching valve 94 as shown in the figure.
Even if 4c is located on the right side, the line pressure of the main line 110 supplied to the line 151 is blocked by the pressure regulation of the 3-4 control valve 77 via the line 150, the switching valve 94 and the pressure regulation blocking line 147. Port 7
As a result, the pressure reducing operation due to the movement of the spool 77d is blocked. As a result, the 3-4 clutch 43 is held in the securely engaged state.

The present invention is not limited to the embodiments.

[0068]

As described above, according to the present invention, the pressure adjusted by the variable pressure solenoid valve used for controlling the engagement force of the lockup clutch of the torque converter is applied to the engagement oil passage of the speed change friction element. Since it is supplied to the control port of the installed pressure regulating valve, the engagement pressure supplied to the friction element at the time of gear shift in which the friction element concerned is regulated without providing a dedicated variable pressure solenoid valve. It is possible to control by using a valve, which makes it possible to effectively control the engagement force of the lock-up clutch and the engagement force of the friction element during shifting without unnecessarily increasing the number of parts.

In addition, a switching valve to which the pressure adjusted by the variable pressure solenoid valve is supplied as a control pressure is provided, and when the control pressure supplied to the control port is a predetermined value or more, Since the pressure regulating blocking port of the pressure regulating valve installed in the fastening oil passage of the friction element is configured to supply the pressure regulating blocking pressure that blocks the pressure regulating operation in the pressure reducing direction, It is possible to set a small value, which enables precise control of the engagement pressure at the time of gear shift, reflecting the operating state, and it is possible to maintain the friction element securely engaged after the gear shift. Becomes

Further, according to the second aspect of the invention, in the state of controlling the engagement force of the lockup clutch using the variable pressure solenoid valve, the pressure reducing valve by the pressure regulating valve installed in the engagement pressure oil passage leading to the friction element for speed change can be used. Since the pressure adjusting operation preventing means for preventing the pressure adjusting operation is provided, even if the lockup clutch is slip-controlled while the friction element is engaged, the friction element is retained in the securely engaged state. Will be.

[Brief description of drawings]

FIG. 1 is a skeleton diagram of an automatic transmission according to an embodiment.

FIG. 2 is a circuit diagram showing a hydraulic control circuit of an automatic transmission according to an embodiment.

FIG. 3 is a control system diagram for each valve in the hydraulic control circuit of FIG.

FIG. 4 is an enlarged view of a main part of a hydraulic control circuit in a second speed state.

FIG. 5 is an enlarged view of a main part of a hydraulic control circuit during 2-3 shift.

FIG. 6 is a characteristic diagram showing a relationship between a duty control pressure by a first duty solenoid valve and a 3-4 clutch pressure.

FIG. 7 is an enlarged view of a main part of a hydraulic control circuit in a slip control state of a lockup clutch.

[Explanation of symbols]

10 automatic transmission 20 Torque converter 26 Lockup clutch 43 3-4 Clutch 64 Second shift valve 77 3-4 Control valve 84 4th shift valve 85 Lock-up control valve 87 4th solenoid valve 90 First duty solenoid valve 93 Modulator valve for accumulator 94 switching valve 110 main line 121 3-4 Clutch line 143 lines 144 lines 145 lines 146 lines 147 Pressure regulation prevention line 150 lines 151 lines 200 controller

─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Ryori Mizo No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) Inventor Hiroaki Yokota No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Matsu Da Co., Ltd. (72) Inventor Shinya Kamata 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (56) Reference JP-A-2-176259 (JP, A) JP-A-4-145262 ( JP, A) JP-A-2-278076 (JP, A) JP-A-4-140569 (JP, A) JP-A-1-150055 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) F16H 61/04 F16H 61/14

Claims (2)

(57) [Claims] 1. A control device for an automatic transmission, comprising a variable pressure solenoid valve for controlling the engagement force of a lock-up clutch that directly connects the input side and the output side of a torque converter, wherein the engagement oil of a speed change friction element is provided. Is installed in the channel and regulates the control source pressure to the pressure corresponding to the control pressure supplied to the control port and outputs the pressure, and the pressure regulated by the variable pressure solenoid valve A control pressure supply means for supplying the control port and a switching valve for supplying the pressure adjusted by the variable pressure solenoid valve as the control pressure are provided, and the switching valve is supplied to the control port. Is operated when the control pressure is equal to or higher than a predetermined value, and a pressure regulating blocking pressure that blocks the pressure regulating operation of the pressure regulating valve in the pressure reducing direction is supplied to the pressure regulating blocking port. A control device for an automatic transmission, which is characterized by being formed. 2. A regulator for preventing pressure regulation operation in a pressure reducing direction by a pressure regulator valve installed in a fastening pressure oil passage communicating with a speed change friction element in a state of controlling a fastening force of a lockup clutch using a variable pressure solenoid valve. 2. The control device for an automatic transmission according to claim 1, further comprising a pressure operation blocking means.