JP3948399B2 - Hydraulic control device for power transmission device for vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hydraulic control device for a vehicle power transmission device, and particularly suitable for a switching shock that occurs when an operation position of a shift operation member is operated from the neutral position to the travel position immediately after the operation position is operated from the travel position to the neutral position. It is related to the technology to suppress.
[0002]
[Prior art]
A power transmission device that is brought into a traveling state by engagement operation of a predetermined hydraulic frictional engagement device, and a manual valve that is selectively switched to a neutral (N) position and a traveling (D or R) position by operation of a shift operation member. And a vehicle power transmission device of the type in which the predetermined hydraulic friction engagement device is operated based on a traveling output pressure output from the manual valve when the manual valve is operated to a traveling position. A hydraulic control apparatus is known. For example, this is a hydraulic control device for a vehicle power transmission device described in Patent Document 1.
[0003]
[Patent Document 1]
JP 2002-213590 A
[Patent Document 2]
JP 2002-213594 A
[0004]
By the way, in the hydraulic control device for a vehicle power transmission device as described above, hydraulic oil is supplied to the forward or backward hydraulic friction engagement device by switching the manual valve. When the operation is operated from the neutral position to the traveling position and hydraulic oil is supplied to the hydraulic friction engagement device, the engagement hydraulic pressure of the hydraulic friction engagement device rapidly increases, and shift shock or N → There was a disadvantage that an engagement shock, also called a D (R) shock, occurred.
[0005]
[Problems to be solved by the invention]
On the other hand, for example, when the shift operation member is operated from the neutral position to the traveling position, the hydraulic friction engagement device is engaged gently or smoothly by being raised in a preset first raised state. There has been proposed a hydraulic control device provided with shift hydraulic control means. However, even in such a hydraulic control device, the engagement shock at the time of the shift operation may not be resolved yet.
[0006]
For example, if the shift operating member is operated again from the neutral position to the traveling position immediately after being operated from the traveling position to the neutral position, the engagement transient hydraulic pressure is increased in the first rising state. The 1-up state is determined on the assumption that the hydraulic pressure of the hydraulic friction engagement device is completely released at the neutral position, so that the hydraulic pressure in the hydraulic friction engagement device is increased earlier than expected. Since the engagement of the hydraulic frictional engagement device is started abruptly, there is a disadvantage that an engagement shock occurs.
[0007]
The present invention has been made in the background of the above circumstances, and the object of the present invention is to provide vehicle power that can suitably prevent an engagement shock when the shift operation member is re-operated from the neutral position to the travel position. The object is to provide a hydraulic control device for a transmission device.
[0008]
[Means for Solving the Problems]
  In order to achieve such an object, the gist of the present invention is that a power transmission device that is brought into a traveling state by an engagement operation of a predetermined hydraulic friction engagement device, and a neutral position and a traveling device by operation of a shift operation member. There is a manual valve selectively switched to a position, and when the manual valve is operated to the travel position, a transitional hydraulic pressure to be supplied from the manual valve to the predetermined hydraulic friction engagement device is preset. A hydraulic control device for a vehicle power transmission device that is raised in a first ascending state, and (a) calculates an elapsed time after an operation of the shift operation member from the travel position to the neutral position is detected. An elapsed time calculating means, and (b) an elapsed time calculated by the elapsed time calculating means when a re-operation determination is preset. When the shift operation member is re-operated from the neutral position to the travel position before reaching the predetermined position, the predetermined hydraulic frictional engagement is performed in a lift state that is suppressed from the first lift state. Shift hydraulic pressure control means for increasing the engagement transient hydraulic pressure supplied to the combined device.See (c) The re-operation determination time is a value that differs depending on whether the return operation from the neutral position of the shift operation member to the neutral position immediately before re-operation from the neutral position is from the reverse travel position or from the forward travel position. Is set to.
[0009]
【The invention's effect】
  According to this configuration, the shift operation member from the neutral position to the travel position before the elapsed time calculated by the elapsed time calculation unit reaches the preset re-operation determination time by the shift hydraulic pressure control unit. When the re-operation is performed, the engagement transient hydraulic pressure supplied to the predetermined hydraulic friction engagement device is raised in the raised state that is more suppressed than the first raised state. Even if there is residual pressure in the engagement device, the hydraulic friction engagement device is preferably prevented from starting engagement too early, and the shift is performed when the shift operation member is re-operated from the neutral position to the travel position. Engagement shock during operation is preferably prevented.The re-operation determination time is determined depending on whether the shift operation member returns to its neutral position immediately before re-operation from the neutral position to the travel position from the reverse travel position or from the forward travel position. Since the values are set to different values, even when the volume of the reverse hydraulic friction engagement device is different from the volume of the forward hydraulic friction engagement device, the engagement transient hydraulic pressure supplied thereto is appropriately suppressed. The
[0010]
Other aspects of the invention
Here, it is preferable that the shift hydraulic pressure control means transfers the predetermined hydraulic friction engagement device to a predetermined hydraulic friction engagement device according to a predetermined pressure increasing procedure including a quick filling period in which an engagement transient hydraulic pressure is supplied quickly at the beginning of supply. The predetermined hydraulic pressure is controlled in a rising state that is suppressed from the first rising state by executing shift hydraulic pressure control for increasing the supplied transitional hydraulic pressure and decreasing the transitional hydraulic pressure during the rapid filling period. The engagement transient hydraulic pressure supplied to the type frictional engagement device is increased. In this way, by reducing (decreasing or shortening) the engagement transient oil pressure during the rapid filling period, the oil pressure is supplied to the predetermined hydraulic friction engagement device in a raised state that is more suppressed than the first raised state. Since the applied transient hydraulic pressure is increased, the engagement shock during the shift operation when the shift operation member is re-operated from the neutral position to the travel position is preferably prevented.
[0011]
Preferably, (c) a hydraulic source for supplying hydraulic oil to the hydraulic friction engagement device, and (d) an engagement transient hydraulic pressure that regulates the hydraulic pressure from the hydraulic source according to the command is generated. An engagement transient hydraulic pressure regulating valve; (e) a first position for supplying an engagement transient hydraulic pressure output from the engagement transient hydraulic pressure regulating valve to the manual valve; and a hydraulic pressure from the hydraulic source to the manual valve. A shift valve that is switched to a second position, and the shift hydraulic pressure control means switches an engagement transient hydraulic pressure that is supplied to the manual valve through the switch valve after being switched to the first position. Is used to control the rising state of the engagement transient hydraulic pressure supplied to the predetermined hydraulic friction engagement device. In this way, the engagement transient oil pressure is suitably supplied to the hydraulic friction engagement device.
[0012]
Preferably, the travel position is a forward travel position or a reverse travel position. In this way, when the shift operation is performed again from the neutral position to the forward travel position or the reverse travel position, the engagement shock during the shift operation is suitably prevented.
[0013]
Preferably, the re-operation determination time is at least one function of the hydraulic oil temperature, the vehicle travel distance, the engine cumulative operation time, and the engine rotation speed. In this case, an appropriate value corresponding to at least one of the hydraulic oil temperature, the travel distance of the vehicle, the cumulative operation time of the engine, and the engine rotation speed is used as the re-operation determination time.
[0015]
Preferably, the hydraulic friction engagement device includes a forward travel hydraulic friction engagement device that is engaged when the shift operation member is operated to the forward travel position, and the forward travel hydraulic pressure. A reverse travel hydraulic friction engagement device that has a larger torque capacity than the friction engagement device and that is engaged when the shift operation member is operated to the reverse travel position, The shift hydraulic pressure control means is supplied to the predetermined hydraulic friction engagement device when the shift operation member is operated to the reverse travel position compared to when the shift operation member is operated to the forward travel position. The engagement transient oil pressure is greatly suppressed. In this way, during the re-shift operation for forward travel or reverse travel, the shift operation is performed regardless of the torque capacity difference between the forward travel hydraulic friction engagement device and the reverse travel hydraulic friction engagement device. Each of the engagement shocks is preferably prevented.
[0016]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0017]
FIG. 1 is a skeleton diagram of a vehicle power transmission device 10 to which a hydraulic control device of the present invention is applied. The vehicle power transmission device 10 is a horizontal automatic transmission, which is suitably employed in an FF (front engine / front drive) type vehicle, and includes an engine 12 as a driving force source for traveling. Yes. The output of the engine 12 constituted by the internal combustion engine is different from the torque converter 14 as a fluid power transmission device through a forward / reverse switching device 16, a belt type continuously variable transmission (CVT) 18, and a reduction gear device 20. It is transmitted to the moving gear device 22 and distributed to the left and right drive wheels 24L, 24R. The torque converter 14, the forward / reverse switching device 16, the belt type continuously variable transmission 18 and the like constitute a power transmission mechanism.
[0018]
The torque converter 14 includes a pump impeller 14p connected to the crankshaft of the engine 12 and a turbine impeller 14t connected to the forward / reverse switching device 16 via a turbine shaft 34, and transmits power through a fluid. Is supposed to do. Further, a lock-up clutch 26 is provided between the pump impeller 14p and the turbine impeller 14t, and the engagement side oil chamber and the release side are provided by a switching valve of a hydraulic control circuit 86 (see FIG. 2). By switching the hydraulic pressure supply to the oil chamber, it is engaged or released, and the pump impeller 14p and the turbine impeller 14t are integrally rotated by being completely engaged. The pump impeller 14p includes a mechanical oil pump 28 that generates hydraulic pressure for controlling the shift of the belt-type continuously variable transmission 18, generating belt clamping pressure, or supplying lubricating oil to each portion. Is provided. The turbine shaft 34 corresponds to an output side member of the torque converter 14.
[0019]
The forward / reverse switching device 16 is mainly composed of a double pinion type planetary gear device, and the turbine shaft 34 of the torque converter 14 is integrally connected to the sun gear 16 s, and the input shaft 36 of the belt type continuously variable transmission 18. Is integrally connected to the carrier 16c, while the carrier 16c and the sun gear 16s are selectively connected via the forward clutch C1, and the ring gear 16r is selectively fixed to the housing via the reverse brake B1. It is like that. The forward clutch C1 and the reverse brake B1 correspond to an interrupting device, both of which are hydraulic friction engagement devices that are frictionally engaged by a hydraulic cylinder. The forward clutch C1 is engaged and the reverse brake By releasing B1, the forward / reverse switching device 16 is brought into an integral rotation state, thereby establishing a forward power transmission path and transmitting the forward driving force to the belt type continuously variable transmission 18 side. On the other hand, when the reverse brake B1 is engaged and the forward clutch C1 is released, the forward / reverse switching device 16 establishes a reverse power transmission path, and the input shaft 36 is connected to the turbine shaft 34. Thus, the drive force in the reverse direction is transmitted to the belt type continuously variable transmission 18 side. Further, when both the forward clutch C1 and the reverse brake B1 are released, the forward / reverse switching device 16 becomes neutral (interrupted state) for interrupting power transmission.
[0020]
The forward clutch C1 and the reverse brake B1 are engaged and released by mechanically switching the manual valve 120 (see FIG. 3) of the hydraulic control circuit 86 according to the operation of the shift lever 77 that functions as a shift operation member. It has come to be. The shift lever 77 is sequentially positioned in the “P” position for parking, the “R” position for reverse travel, the “N” position for interrupting power transmission, the “D” position and “L” for forward travel. In the “P” position and “N” position, the hydraulic oil in the forward clutch C1 and the reverse brake B1 are both drained from the manual valve 120 and are both operated. To be released. The input port 120a of the manual valve 120 is supplied with an engagement transient hydraulic pressure PG adjusted by the garage shift control valve 112 through a garage shift valve 114 through a garage shift valve 114. The hydraulic oil pressure-regulated from the line pressure to a constant modulator hydraulic pressure PM is supplied by a modulator valve 122 that functions as a hydraulic pressure source of the apparatus. Therefore, in the “R” position, the reverse travel output pressure from the reverse output port 120r of the manual valve 120, that is, the engagement transient hydraulic pressure PG or the modulator hydraulic pressure PM is supplied to the reverse brake B1 to be engaged therewith. At the same time, the hydraulic oil in the forward clutch C1 is drained from the manual valve 120 and released. In the “D” position and the “L” position, the forward travel output pressure from the forward output port 120f of the manual valve 120, that is, the engagement transient hydraulic pressure PG or the modulator hydraulic pressure PM is supplied to the forward clutch C1. And the hydraulic oil in the reverse brake B1 is drained from the manual valve 120 and released.
[0021]
Returning to FIG. 1, the belt-type continuously variable transmission 18 includes an input-side variable pulley 42 having a variable effective diameter provided on the input shaft 36 and an output-side variable having a variable effective diameter provided on the output shaft 44. A pulley 46 and a transmission belt 48 wound around the variable pulleys 42 and 46 are provided, and power is transmitted through a frictional force between the variable pulleys 42 and 46 and the transmission belt 48. The variable pulleys 42 and 46 each have a variable V-groove width and are configured to include a hydraulic cylinder. The hydraulic pressure of the hydraulic cylinder of the input-side variable pulley 42 is controlled by a hydraulic control circuit 86, so that both variable pulleys 42. , 46 is changed to change the engagement diameter (effective diameter) of the transmission belt 48, and the gear ratio γ (= input shaft rotational speed NIN / output shaft rotational speed NOUT) is continuously changed.
[0022]
On the other hand, the hydraulic pressure of the hydraulic cylinder of the output side variable pulley 46 is regulated by the clamping pressure control valve 110 (see FIG. 3) of the hydraulic control circuit 86 so that the transmission belt 48 does not slip. The clamping pressure control valve 110 is provided so as to be movable in the axial direction, and thereby a spool valve element 110a that opens and closes the output port 110t, and a spring 110b as an urging means that urges the spool valve element 110a in the valve opening direction. The control oil pressure P, which is the output oil pressure of the linear solenoid valve SLT that is duty-controlled by the electronic control device 60 to accommodate the spring 110b and to apply thrust in the valve opening direction to the spool valve element 110a._SLTOil chamber 110c that receives the pressure and the clamping pressure control pressure P that is output to give the thrust in the valve closing direction to the spool valve element 110a._BELTAnd a control oil pressure P from the linear solenoid valve SLT._SLTThe line pressure PL is continuously regulated and controlled using the pilot pressure as the clamping pressure P_BELTIs output, and this clamping pressure control pressure P_BELTAccordingly, the belt clamping pressure, that is, the frictional force between the variable pulleys 42 and 46 and the transmission belt 48 is increased or decreased. The linear solenoid valve SLT has, for example, a driving current I_SLTThe control hydraulic pressure P, which is the output hydraulic pressure as the value increases_SLTHas the characteristic of decreasing.
[0023]
FIG. 2 is a block diagram for explaining a control system provided in the vehicle for controlling the engine 12, the belt type continuously variable transmission 18, and the like of FIG. 1. The electronic controller 60 includes an engine rotation speed sensor 62. , Turbine rotational speed sensor 64, vehicle speed sensor 66, throttle sensor 68 with idle switch, cooling water temperature sensor 70, CVT oil temperature sensor 72, accelerator operation amount sensor 74, foot brake switch 76, lever position sensor 78, etc. 12, rotational speed (engine rotational speed) NE, turbine shaft 34 rotational speed (turbine rotational speed) NT, vehicle speed V, electronic throttle valve 80 in a fully closed state (idle state) and its opening (throttle valve opening) θ_TH, Cooling water temperature T of engine 12_W, Oil temperature T of hydraulic circuit such as belt type continuously variable transmission 18_CVT, Operation amount (accelerator operation amount) Acc of an accelerator operation member such as an accelerator pedal, presence / absence of operation of a foot brake as a service brake, lever position (operation position) P of the shift lever 77_SH, Etc. are supplied. The turbine rotational speed NT coincides with the rotational speed (input shaft rotational speed) NIN of the input shaft 36 during forward traveling with the forward clutch C1 engaged, and the vehicle speed V is the output shaft of the belt type continuously variable transmission 18. This corresponds to a rotational speed 44 (output shaft rotational speed) NOUT. The accelerator operation amount Acc represents the driver's requested output amount. The lever position sensor 78 includes a plurality of switches such as a neutral position detection switch, a drive position detection switch, and a reverse position detection switch.
[0024]
The electronic control unit 60 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM, and performs signal processing according to a program stored in the ROM in advance. By performing the processing, output control of the engine 12, shift control of the belt-type continuously variable transmission 18, belt clamping pressure control, engagement and release control of the lock-up clutch 26, and the like are executed. Depending on the situation, the engine control and the shift control are divided. The output control of the engine 12 is performed by an electronic throttle valve 80, a fuel injection device 82, an ignition device 84, etc., and the shift control of the belt type continuously variable transmission 18, the belt clamping pressure control, and the engagement and release of the lockup clutch 26. All the controls are performed by a hydraulic control circuit 86. The hydraulic control circuit 86 is a solenoid valve that opens and closes the oil passage when excited by the electronic control device 60, a linear solenoid valve that performs hydraulic control, and opens and closes the oil passage according to the signal pressure output from those solenoid valves. It includes an on-off valve, a pressure regulating valve, and the like.
[0025]
FIG. 3 shows a garage shift (N) in which the belt clamping pressure control of the belt-type continuously variable transmission 18 in the hydraulic control circuit 86 and the shift lever 77 are operated from the “N” position to the “D” position or the “R” position. (→ D shift or N → R shift) is a main part hydraulic circuit diagram showing a part related to the engagement transient hydraulic control of the forward clutch C1 or the reverse brake B1, in addition to the clamping pressure control valve 110 and the manual valve 120. A garage shift control valve 112 that functions as an engagement transient hydraulic pressure regulating valve that outputs the engagement transient hydraulic pressure PG, a first position for supplying the engagement transient hydraulic pressure PG to the forward clutch C1 or B1 via the manual valve 120, and the modulator pressure. Second to supply PM to the forward clutch C1 or B1 via the manual valve 120 And a garage shift valve 114 which functions as a switching valve for switching on the location.
[0026]
The garage shift control valve 112 functions as an engagement transient hydraulic pressure regulating valve. The garage shift control valve 112 is provided so as to be movable in the axial direction, thereby opening and closing the output port 112t, and closing the spool valve element 112a. A spring 112b as a biasing means for biasing in the direction, and a control hydraulic pressure P that is an output hydraulic pressure of the linear solenoid valve SLT duty-controlled by the electronic control unit 60 to apply a thrust in the valve opening direction to the spool valve element 112a._SLTAnd an oil chamber 112c for receiving the pressure as a pilot pressure, and the modulator hydraulic pressure PM is controlled by the control hydraulic pressure P._SLTIt is configured so as to output a pressure regulation control to an engagement transient hydraulic pressure (garage shift hydraulic pressure) PG having a magnitude corresponding to the output. This engagement transient hydraulic pressure PG functions as a garage shift hydraulic pressure that is transiently supplied to the forward clutch C1 or B1 in the N → D shift or N → R shift. Then, the forward clutch C1 or the reverse brake B1 is smoothly engaged by being supplied to the forward clutch C1 or the reverse brake B1, and the shock at the time of engagement is suppressed.
[0027]
Further, the garage shift valve 114 is provided so as to be movable in the axial direction, so that the engagement transient hydraulic pressure PG from the garage shift control valve 112 is output from the output port 114t to the manual valve 120. The spool valve element 114a positioned at the second position (OFF position) for outputting the modulator pressure PM from the output port 114t to the manual valve 120, and the biasing means for biasing the spool valve element 114a toward the second position As a spring 114b, an oil chamber 114c that receives the signal pressure of the solenoid valve SL to apply a thrust toward the first position to the spool valve element 114a, and the spring 114b, and the spool valve element 114a has a second position. By the electronic control unit 60 in order to apply thrust toward And an oil chamber 114d that receives the signal pressure of the solenoid valve DSU that is controlled to open and close (output when the solenoid is not energized), and is always held at the OFF position shown in the right half of the figure, so that the modulator hydraulic pressure PM is maintained as it is. The reverse brake B1 and the forward clutch C1 are held in the engaged state by the modulator hydraulic pressure PM, but the solenoid of the solenoid valve DSU is excited during a transition related to the garage shift, and the signal pressure from that is When the output is stopped, the garage shift hydraulic pressure PG output from the garage shift control valve 112 is output to the manual valve 120 side by switching to the ON position shown in the left half of the figure. This garage shift valve 114 functions as a switching valve.
[0028]
Here, the linear solenoid valve SLT is normally used for controlling the belt clamping pressure of the belt-type continuously variable transmission 18 via the clamping pressure control valve 110, while a shift like a garage shift is performed. The garage shift hydraulic pressure PG, which is the engagement pressure of the forward clutch C1 or the reverse brake B1, is controlled only at the time of start shift operation by the lever 77, that is, at the time of N → D operation or N → R operation. Signal oil pressure, ie, control oil pressure P_SLTIs functioning as a common control valve device. In this case, the control hydraulic pressure P from the linear solenoid valve SLT is also applied during the garage shift._SLTAccordingly, the belt clamping pressure is controlled by the clamping pressure control valve 110. However, for example, the belt slip may occur even with the transmission torque generated when the forward clutch C1 is engaged according to the garage shift hydraulic pressure PG. The urging force of the spring 110b of the clamping pressure control valve 110 is determined so that a predetermined belt clamping pressure as low as possible can be obtained in a non-existing range.
[0029]
FIG. 4 shows a main part of various functions executed by signal processing of the electronic control unit 60, such as a part related to control of the engagement transient hydraulic pressure (garage shift hydraulic pressure PG) of the forward clutch C1 at the time of garage shift. It is a functional block diagram to explain.
[0030]
In FIG. 4, the shift position detection means 90 detects the operation position of the shift lever (shift operation member) 77 or the manual valve 120 based on the signal from the lever position sensor 78. The elapsed time calculation means 92 after the N (neutral) position operation is an elapsed time t after the shift lever 77 is operated from the travel position (“D” position or “R” position) to the “N (neutral)” position._ELIs calculated. The first elapsed time determining means 94 is the elapsed time t calculated by the N-position post-operation time calculating means 92._ELIs within a preset first re-operation determination time α. Further, the second elapsed time determining means 96 is the elapsed time t calculated by the N position post-operation elapsed time calculating means 92._ELIs determined to exceed the first re-operation determination time α and within a preset second re-operation determination time β that is longer than the first re-operation determination time α. The first re-operation determination time α and the second re-operation determination time β are determined by the hydraulic friction engagement device according to the volume or structure of the hydraulic friction engagement device engaged immediately before the shift operation to the traveling position. It is a value for confirming a state where torque is no longer present, and is a constant value selected from the range of 100 to 500 ms, for example. For example, the first re-operation determination time α is a value used when the operation to the “N” position immediately before the shift operation to the travel position is an R → N operation, and the second re-operation determination time β is the travel position. This value is used when the operation to the “N” position immediately before the shift operation is a D → N operation.
[0031]
The shift hydraulic pressure control means 98 performs N → D shift operation or N → R shift operation from the “N” position to the “D (travel)” position or the “R (reverse)” position (travel position) by the shift position detection means 90. Is detected, by switching the garage shift valve 114 to its first position, the supply of the engagement transient hydraulic pressure PG from the garage shift control valve 112 to the input port 120a of the manual valve 120 is started, and the linear solenoid valve SLT Control hydraulic pressure P_SLTIs used to increase the engagement transient hydraulic pressure PG supplied from the garage shift control valve 112 to the forward clutch C1 or the reverse brake B1 via the manual valve 120 (t in FIG. 5).₂To t_FiveTime). This state is shown. Next, when the engagement of the forward clutch C1 or the reverse brake B1 (travel hydraulic friction engagement device) is completed (t in FIG. 5)._FiveTime), by switching the garage shift valve 114 from its first position to its second position, a constant modulator pressure PM is supplied to the input port 120a of the manual valve 120, and the forward clutch C1 or Supply to reverse brake B1.
[0032]
In a transition period from when the N → D shift operation or the N → R shift operation by the shift lever 77 is detected until the engagement of the forward clutch C1 or the reverse brake B1 (travel hydraulic friction engagement device) is completed, The elapsed time t calculated by the second elapsed time determination means 96 and the elapsed time calculation means 92 after the N-position operation._ELIs determined to exceed the preset first re-operation determination time α, a re-operation from the “N” position to the “D” position or the “R” position by the shift lever 77 is detected. And the shift hydraulic pressure control means 98 is t₂To t_FiveAs shown in the section, the engagement transient hydraulic pressure PG supplied to the forward clutch C1 or the reverse brake B1 is boosted along a predetermined first rising state. At this time, the third first fill control means 104 or the fourth first fill control means 106₂To t_ThreeThe oil pressure during the filling period (first fill period) is controlled as shown by the dotted line in FIG. The elapsed time t_ELIs over the preset second re-operation determination time β, the shift hydraulic pressure control means 98 does not execute the shift hydraulic pressure control, and other normal hydraulic pressure control is executed.
[0033]
However, the shift hydraulic pressure control means 98 does not change the elapsed time t._ELIs determined to be equal to or shorter than the preset first re-operation determination time α or second re-operation determination time β, the engagement transient hydraulic pressure PG supplied to the reverse brake B1 or the forward clutch C1 is set to a predetermined value. Boost control is performed in an ascending state that is more relaxed than the first ascending state. For example, when a re-operation from the “N” position to the “D” position or the “R” position by the shift lever 77 is detected, if the previous return operation is an R → N operation, the elapsed time t_ELIs determined to be less than or equal to the preset first re-operation determination time α, or when the immediately preceding return operation is a D → N operation, the elapsed time t_ELIs determined to be less than or equal to a preset second re-operation determination time β, for example, t in FIG.₂To t_ThreeAs shown in the filling section, the first first fill control means 100 or the second first fill control means 102 indicates the hydraulic pressure in the filling period (first fill period) as indicated by a solid line or a one-dot chain line in FIG. Control is made smaller than the normal first ascending state. Since the torque capacity of the reverse brake B1 is larger than that of the forward clutch C1, the command value of the first fill pressure for the reverse brake B1 by the first fast fill control means 100 is the forward clutch C1 by the second fast fill control means 102. The command value of the first fill pressure is set to be small or short.
[0034]
FIG. 6 is a flowchart for explaining a main part of the control operation of the electronic control unit 60, that is, the engagement transient hydraulic control operation at the time of the N → D shift re-operation or the N → R shift re-operation by the shift lever 77.
[0035]
In FIG. 6, in a step (hereinafter, step is omitted) S <b> 1 corresponding to the first elapsed time determination means 94, an elapsed time t from the R → N operation._ELIs less than or equal to a preset first re-operation determination time α. If the determination in S1 is negative, the elapsed time t from the D → N operation in S2 corresponding to the second elapsed time determination means 96._ELIs less than or equal to a preset second re-operation determination time β. If the determination in S1 or S2 is affirmative, it is determined in S3 corresponding to the shift position detecting means 90 whether or not the operation is the re-operation from the “N” position to the “D” position. Is negative, it is determined in S4 corresponding to the shift position detecting means 90 whether or not the operation is a re-operation from the “N” position to the “R” position.
[0036]
If the determination in S4 is affirmative, in S5 corresponding to the first first fill control means 100, for example, t in FIG.₂To t_FiveAmong the transitional hydraulic pressures raised within the transition period, the first fill period (t in FIG. 5)₂To t_ThreeAs shown by the solid line in FIG. 5, the first fill hydraulic pressure at () is suppressed as compared with the normal first rising state. If the determination in S3 is affirmative, in S6 corresponding to the second first fill control means 102, for example, t in FIG.₂To t_FiveAmong the transitional hydraulic pressures raised within the transition period, the first fill period (t in FIG. 5)₂To t_Three) Is suppressed as compared with the normal first ascending state as shown by the one-dot chain line in FIG.
[0037]
If the determination in S2 is negative, it is determined in S7 corresponding to the shift position detecting means 90 whether or not the operation is the re-operation from the “N” position to the “D” position, and the determination in S7 is negative. If so, it is determined in S8 corresponding to the shift position detecting means 90 whether or not the operation is the re-operation from the “N” position to the “R” position. If the determination in S7 is affirmative, in S9 corresponding to the third first fill control means 104, for example, t in FIG.₂To t_FiveAmong the transitional hydraulic pressures raised within the transition period, the first fill period (t in FIG. 5)₂To t_ThreeThe first fill hydraulic pressure at) is controlled as indicated by the broken line in FIG. If the determination in S8 is affirmative, in S10 corresponding to the fourth first fill control means 106, for example, t in FIG.₂To t_FiveThe first fill hydraulic pressure among the engagement transient hydraulic pressures raised within the transition period is set to a normal first rising state as indicated by the broken line as in S9. If the determination in S8 is negative, another normal hydraulic control is executed.
[0038]
As described above, according to the present embodiment, the elapsed time calculated by the elapsed time calculation unit 92 is changed from the “N” position to the traveling position before reaching the preset re-operation determination time α or β. When the shift lever 77 is re-operated, the forward travel clutch C1 or the reverse travel clutch is operated in a lift state that is suppressed by the shift hydraulic pressure control means 98 (S5, S6) from the normal first lift state. Since the engagement transient hydraulic pressure supplied to the brake B1 (hydraulic friction engagement device) is increased, even if there is residual pressure in the hydraulic friction engagement device, the forward travel clutch C1 or the reverse travel travel is performed. Engagement shock at the time of shift operation when the brake B1 is prevented from starting too early and the shift lever 77 is re-operated from the “N” position to the “D” or “R” position. Is preferably prevented.
[0039]
Further, in this embodiment, the shift hydraulic pressure control means 98 is a quick filling period (t in FIG.₂To t_Three) Is executed in accordance with a predetermined pressure increase procedure including a shift hydraulic pressure control for increasing the engagement transient hydraulic pressure PG supplied to the forward travel clutch C1 or the reverse travel brake B1 (hydraulic friction engagement device). Then, the forward travel clutch C1 or the reverse travel brake B1 (hydraulic friction engagement device) in the raised state suppressed from the first raised state by reducing the engagement transient hydraulic pressure PG during the rapid filling period. ) When the shift lever 77 is re-operated from the “N” position to the “D” or “R” position (traveling position). Or the engagement shock at the time of N → R shift re-operation is prevented suitably.
[0040]
Further, in this embodiment, a modulator valve (hydraulic power source) 122 for supplying an engagement transient hydraulic pressure PG to the forward travel clutch C1 or the reverse travel brake B1 (hydraulic friction engagement device), and the modulator according to the command. A garage shift control valve (engagement transient hydraulic pressure regulating valve) 112 that generates an engagement transient hydraulic pressure PG in which the hydraulic pressure from the valve 122 is regulated, and the engagement transient hydraulic pressure PG output from the garage shift control valve 112 are manual valves. A garage shift valve (switching valve) 114 that can be switched between a first position to be supplied to 120 and a second position to supply the modulator hydraulic pressure PM from the modulator valve 122 to the manual valve 120; Garage shift valve after switching to its first position 14, the engagement transient hydraulic pressure PG supplied to the manual valve 120 through the garage shift control valve 112 is adjusted to increase the engagement transient hydraulic pressure PG supplied to the forward travel clutch C1 or the reverse travel brake B1. Since the state is controlled, the engagement transient hydraulic pressure PG is suitably supplied to the forward travel clutch C1 or the reverse travel brake B1.
[0041]
In this embodiment, the re-operation determination times α and β are returned from the “N” position of the shift lever 77 to the “D” or “R” position (traveling position) to the “N” position immediately before the re-operation. Since the operation is set to a different value between the “R” (reverse travel) position and the “D” (forward travel) position, the volume of the reverse brake B1 and the forward clutch C1 are set differently. Even when the volumes are different, the engagement transient hydraulic pressure PG supplied thereto is appropriately suppressed.
[0042]
In this embodiment, the vehicle hydraulic friction engagement device for traveling of the vehicle includes the forward clutch C1 that is engaged when the shift lever 77 is operated to the “D” (forward traveling) position, and the forward clutch C1. The shift hydraulic pressure control means has a torque capacity larger than that of the clutch C1 and a reverse travel brake B1 that is engaged when the shift lever 77 is operated to the “R” (reverse travel) position. 98, when the shift lever 77 is operated to the “R” (reverse travel) position, the predetermined hydraulic friction engagement device is compared to when the shift lever 77 is operated to the “D” (forward travel) position. Since the supplied transitional hydraulic pressure PG is largely suppressed, the torque between the forward clutch C1 and the reverse travel brake B1 during the reshift operation for the forward travel or the reverse travel is greatly reduced. Regardless of the click capacitance difference, engagement shock at the time of shift operation is suitably prevented, respectively.
[0043]
As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention implements in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.
[0044]
For example, the vehicle of the above-described embodiment includes the engine 12 as a driving force source for traveling and the torque converter 14 that transmits the output of the engine 12 via a fluid. The present invention can also be applied to a hybrid vehicle having other driving force sources. Further, instead of the torque converter 14, another fluid type power transmission device such as a fluid coupling (fluid coupling) may be employed.
[0045]
In the above-described embodiment, the forward hydraulic friction engagement device is constituted by the clutch C1 and the reverse hydraulic friction engagement device is constituted by the brake B1, but is constituted by a plurality of clutches or brakes. May be.
[0046]
In the above-described embodiment, the garage shift control valve 112 functioning as an engagement transient hydraulic pressure regulating valve and the garage shift valve 114 functioning as a switching valve have the number of ports, the shape of the spool valve elements 112a and 114a, the spring Other configurations in which the positions and presence / absence of 112a and 114b are different may be used.
[0047]
Further, in the above-described embodiment, as the re-operation determination time, the two values α and β depend on whether the return operation immediately before the shift operation by the shift lever 77 is the R → N operation or the D → N operation. Although used properly, one value may be used in common.
[0048]
In the above-described embodiment, a constant value is used for the re-operation determination time α or β. However, from the relationship stored in advance, the actual hydraulic oil temperature, the vehicle travel distance, the cumulative operation time of the engine, Re-operation determination time determination means for determining based on at least one of the engine rotation speeds may be provided. That is, the re-operation determination time α or β may be at least one function of the temperature of the hydraulic oil, the travel distance of the vehicle, the cumulative operation time of the engine, and the engine speed. In this way, as the re-operation determination time α or β, an appropriate value according to at least one of the hydraulic oil temperature, the vehicle travel distance, the engine cumulative operation time, and the engine rotation speed is used. The above relationship is such that the higher the hydraulic oil temperature, the longer the mileage of the vehicle and the cumulative operating time of the engine (time-dependent change in hydraulic circuits such as valves), the lower the engine speed, and the smaller the characteristic. Provided.
[0049]
Further, in the above-described embodiment, the shift hydraulic pressure control means 98 is in a rising state that is suppressed from the normal first rising state by lowering or shortening the value in the first fill period of the engagement transient hydraulic pressure PG. The engagement transient hydraulic pressure PG supplied to the forward travel clutch C1 or the reverse travel brake B1 (hydraulic friction engagement device) is increased. It is also possible to suppress the rise of
[0050]
As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention implements in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram of a vehicle power transmission device to which a hydraulic control device of the present invention is applied.
2 is a block diagram illustrating a control system of the vehicle power transmission device of FIG. 1; FIG.
3 is a main part of a hydraulic control circuit provided in the vehicle power transmission device of FIG. 1, and is a part related to control of engagement transient hydraulic pressure of a forward / reverse switching device and belt clamping pressure of a belt type continuously variable transmission; FIG.
4 is a block diagram illustrating a main part of a control function of the electronic control device of FIG. 2;
FIG. 5 is a time chart for explaining a control operation of the electronic control device of FIG. 2;
6 is a flowchart illustrating a control operation of the electronic control device of FIG.
[Explanation of symbols]
10: Vehicle power transmission device
60: Electronic control device
77: Shift lever (shift operation member)
90: Shift position detection means
92: Elapsed time calculation means after N-position operation (elapsed time calculation means)
98: Shift hydraulic pressure control means
112: Garage shift control valve (engagement transient hydraulic pressure control valve)
114: Garage shift valve (switching valve)
120: Manual valve
122: Modulator valve (hydraulic power source)
C1: Clutch (forward hydraulic friction engagement device)
B1: Brake (reverse hydraulic friction engagement device)

Claims (6)

A power transmission device that is brought into a traveling state by an engagement operation of a predetermined hydraulic friction engagement device, and a manual valve that can be selectively switched to a neutral position and a traveling position by operation of a shift operation member. Hydraulic control of a vehicular power transmission device of a type that raises an engagement transient hydraulic pressure supplied from the manual valve to the predetermined hydraulic friction engagement device when operated to a position in a preset first rising state. A device,
An elapsed time calculating means for calculating an elapsed time after the shift operation member is detected from the travel position to the neutral position;
If the shift operation member is re-operated from the neutral position to the travel position before the elapsed time calculated by the elapsed time calculation means reaches a preset re-operation determination time, a shift hydraulic control means for increasing the engagement transition hydraulic pressure supplied to the predetermined hydraulic friction engagement device at elevated state of being suppressed than the first raised position, seen including,
The re-operation determination time is different depending on whether the return operation from the neutral position of the shift operation member to the neutral position immediately before re-operation from the neutral position is from the reverse travel position or from the forward travel position. hydraulic control device for a vehicular power transmitting device, characterized in that it is intended to be set to.   The shift hydraulic pressure control means is an engagement transient hydraulic pressure that is supplied to the predetermined hydraulic friction engagement device according to a predetermined pressure increasing procedure including a quick filling period in which the engagement transient hydraulic pressure is supplied quickly at the beginning of supply. The shift hydraulic pressure control is performed to increase the pressure, and the engagement transient hydraulic pressure during the rapid filling period is decreased, thereby supplying the predetermined hydraulic friction engagement device in a raised state that is suppressed from the first raised state. 2. The hydraulic control device for a vehicle power transmission device according to claim 1, wherein the applied transient hydraulic pressure is increased. A hydraulic source for supplying hydraulic oil to the hydraulic friction engagement device;
An engagement transient hydraulic pressure regulating valve that generates an engagement transient hydraulic pressure that regulates the hydraulic pressure from the hydraulic source in accordance with a command;
A switching valve that is switched between a first position for supplying the engagement transient hydraulic pressure output from the engagement transient hydraulic pressure control valve to the manual valve and a second position for supplying the hydraulic pressure from the hydraulic source to the manual valve; Prepared,
The shift hydraulic pressure control means adjusts the engagement transient hydraulic pressure supplied to the manual valve through the switching valve after switching to the first position by using the engagement transient hydraulic pressure control valve, so that the predetermined hydraulic pressure is controlled. The hydraulic control device for a vehicle power transmission device according to claim 1 or 2, which controls a rising state of engagement transient oil pressure supplied to the friction engagement device.   The hydraulic control device for a vehicle power transmission device according to any one of claims 1 to 3, wherein the travel position is a forward travel position or a reverse travel position.   5. The vehicle power transmission according to claim 1, wherein the re-operation determination time is at least one of the hydraulic oil temperature, the vehicle travel distance, the cumulative operation time of the engine, and the engine speed. Hydraulic control device of the device. The hydraulic friction engagement device includes a forward travel hydraulic friction engagement device that is engaged when the shift operation member is operated to the forward travel position, and the forward travel hydraulic friction engagement device. Having a large torque capacity, and a reverse running hydraulic friction engagement device that is engaged when the shift operating member is operated to the reverse running position,
The shift hydraulic pressure control means is supplied to the predetermined hydraulic friction engagement device when the shift operation member is operated to the reverse travel position compared to when the shift operation member is operated to the forward travel position. The hydraulic control device for a vehicle power transmission device according to any one of claims 1 to 5 , which largely suppresses the engagement transient hydraulic pressure.

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