JP4012775B2 - Control device for automatic transmission - Google Patents

Description

【００２６】
ここでまず、この制御装置による第１速〜第４速の各変速段の設定制御について説明する。
【００２７】
まず、第１速段は１速クラッチ２１を係合して設定されるが、このように１速クラッチ２１を係合させるときに、LOW IN-GEAR モードにおいて１速クラッチの係合制御を行い、LOＷモードにおいてこれを完全係合させる。そこで、まずLOW IN-GEAR モードについて説明する。
【００２８】
LOW IN-GEAR モードでは、第１および第２オンオフソレノイドバルブ４１，４２がともにオフにされ、第１リニアソレノイドバルブ４５（リニアソレノイドバルブＡ）からの制御油圧Ｐｃ(1)が１速クラッチ２１を係合制御用として油路１１１に出力される。ここで、油路１１１はその分岐油路１１１ａから第１シフトバルブ５３に繋がるが、第２オンオフソレノイドバルブ４１がオフで第１シフトバルブ５３の左端ポート５３ａに作用する油圧が零であるため、そのスプール５４は右動されているため、油路１１１ａは油路１１２に繋がる。油路１１２はＤレンジ位置に位置したマニュアルバルブ５０を介して油路１１３に繋がり、油路１１３の分岐油路１１３ａはＣＰＢバルブに繋がる。ここで、第２オンオフソレノイドバルブ４２がオフであるため、ＣＰＢバルブ６６の右側ポート６６ｂに作用する油圧は零であり、スプール６７はスプリング６８に付勢されて右動した状態にあり、このため、油路１１３ａは油路１０５に繋がる。この油路１０５は１速クラッチ２１に繋がるため、第１リニアソレノイドバルブ４５（リニアソレノイドバルブＡ）からの制御油圧Ｐｃ(1)が１速クラッチ２１に供給されてその係合制御が行われる。
【００２９】
なお、ＣＰＢバルブ６６において、右端ポート６６ａには油路１０５の分岐油路１０５ａが繋がり、１速クラッチ２１内の係合作動圧（すなわち、制御油圧Ｐｃ(1)）がスプール６７を左動させるように作用する。ところが、上記のように制御油圧Ｐｃ(1)が供給される油路１１３は、第１オンオフソレノイドバルブ４１がオフのためスプール３１ａが右動したＬＣシフトバルブ３１を介して油路１４２に繋がり、油路１４２はスプール５４が右動した第１シフトバルブ５３を介して油路１４５に繋がり、油路１４５はＣＰＢバルブ６６の左端ポート６６ｃに繋がる。このように、ＣＰＢバルブ６６は、右端ポート６６ａおよび左端ポート６６ｃから制御油圧Ｐｃ(1)を受けるが、スプール６７の径は右端ポート側より左端ポート側が大きく、且つスプリング６８が右方向に付勢するため、スプール６７は右動状態で保持される。
【００３０】
次に、LOWモードでは、第１オンオフソレノイドバルブ４１がオフ、第２オンオフソレノイドバルブ４２が一時的にオンされてからオフに切り換えられる。第２オンオフソレノイドバルブ４２がオンのときは、油路１０２にライン圧ＰＬが供給され、このように供給されたライン圧ＰＬが、分岐油路１０２ａから第１シフトバルブ５３の右端ポート５３ａに作用してそのスプール５４を左方に押圧し、分岐油路１０２ｂから２ＮＤコントロールバルブ７０の右端ポート７０ｃに作用してそのスプール７１を左方に押圧し、分岐油路１０２ｂｃら第２シフトバルブ５６の右端ポート５６ａに作用してそのスプール５７を左方に押圧し、分岐油路１０２ｄからＣＰＢバルブ６６の右側ポート６６ｂに作用してそのスプール６７を左方に押圧する。また、第２オンオフソレノイドバルブ４２がオフに切り換えられると、上記各押圧力がなくなる。
【００３１】
ここで、第２オンオフソレノイドバルブ４２が一時的にオンにされると、その出力油圧がＣＰＢバルブ６６の右側ポート６６ｂに作用してＣＰＢバルブ６６のスプール６７が左動され、これによりＤレンジ位置に位置したマニュアルバルブ５０からライン圧ＰＬが供給される油路１０４の分岐油路１０４ｂがＣＰＢバルブ６６を介して油路１０５と繋がる。油路１０５は１速クラッチ２１に繋がっているので、１速クラッチ２１にはライン圧ＰＬが供給されてこれが係合される。なお、油路１０５の分岐油路１０５ａはＣＰＢバルブ６６の右端ポート６６ａに繋がっているので、ライン圧ＰＬがここに作用してスプール６７を左方に押圧する。このため、１速クラッチ２１にライン圧ＰＬが供給されて係合されている状態では、ＣＰＢバルブ６６のスプール６７は左動した状態で保持され、この後に第２オンオフソレノイドバルブ４２がオフにされても１速クラッチ２１へのライン圧ＰＬの供給が継続する。このようにして、１速クラッチ２１が係合されてＬＯＷモードが設定される。
【００３２】
以上の構成から分かるように、ＣＰＢバルブ６６はスプール６７が右動した位置（特許請求の範囲の第１位置）において第１リニアソレノイドバルブ４５（特許請求の範囲の作動油圧供給バルブ）からの制御油圧Ｐｃ(1)（特許請求の範囲の係合作動油圧）を１速クラッチ２１（特許請求の範囲の所定油圧係合ユニット）に供給し、スプール６７が左動した位置（特許請求の範囲の第２位置）においてライン圧ＰＬを１速クラッチ２１に供給する。さらに、このＣＰＢバルブ６６は、１速クラッチ２１の制御油圧（特許請求の範囲のユニット内係合作動油圧）を右端ポート６６ａに受けて左動するように（第２位置に移動するように）押圧され、第１リニアソレノイドバルブ４５からの制御油圧（特許請求の範囲の供給側係合作動油圧）を左端ポート６６ｃに受けて右動するように（第１位置に移動するように）押圧される。
【００３３】
また、第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ(1)をＣＰＢバルブ６６に供給する油路中に第１シフトバルブ５３（特許請求の範囲の作動油圧供給制御バルブ）を設け、第２オンオフソレノイドバルブ４２（特許請求の範囲の位置切換制御バルブ）からの制御油圧（位置切換油圧）により第１シフトバルブ５３のスプール５４の位置を切り換え、ＣＰＢバルブ６６への制御油圧Ｐｃ(1)の供給を停止させることができるようになっている。第２オンオフソレノイドバルブ４２（特許請求の範囲の位置切換制御バルブ）からの制御油圧（位置切換油圧）はＣＰＢバルブ６６の右側ポート６６ｂにも作用し、その位置切換制御も行うように構成されている。
【００３４】
一方、第１オンオフソレノイドバルブ４１の出力側に繋がる油路１０３はその分岐油路１０３ａからＬＣシフトバルブ３１の右端に繋がるが、第１オンオフソレノイドバルブ４１はオフであり油路１０３はドレンに開放されるため、第１速段においてはロックアップクラッチＬＣは常時解放される。
【００３５】
次に、第２速段（２ＮＤモード）では、第１オンオフソレノイドバルブ４１がオン・オフ制御され、第２オンオフソレノイドバルブ４２がオフにされる。第２オンオフソレノイドバルブ４２がオフであっても、上述のように１速クラッチ２１にライン圧ＰＬが供給されて係合されている状態ではＣＰＢバルブ６６のスプール６７は左動した状態で保持され、１速クラッチ２１へのライン圧ＰＬの供給が継続されている。
【００３６】
２ＮＤモードでは第２リニアソレノイドバルブ４６（リニアソレノイドバルブＢ）が作動されて、油路１２１にその制御油圧Ｐｃ(2)が出力される。この油路１２１は上記のようにスプール５７が右動した第２シフトバルブ５６を介して油路１２２に繋がり、油路１２２はスプール５４が右動した第１シフトバルブ５３を介して油路１２３に繋がる。油路１２３は２ＮＤコントロールバルブ７０に繋がる。２ＮＤコントロールバルブ７０においては、左端ポート７０ａに繋がる油路１２４は４−Ｒクラッチ２４に繋がり、左側ポート７０ｂに繋がる油路１２５は３速クラッチ２３に繋がるが、いずれのクラッチも非係合であるため、左端ポート７０ａおよび左側ポート７０ｂに左右する油圧は零である。このため、２ＮＤコントロールバルブ７０においてはスプリング７２の付勢力によりスプール７１は左動される。
【００３７】
この結果、油路１２３は２ＮＤコントロールバルブ７０を介して油路１２６に繋がる。この油路１２６は２ＮＤクラッチ２２に繋がっているため、第２リニアソレノイドバルブ４６（リニアソレノイドバルブＢ）の制御油圧Ｐｃ(2)が２速クラッチ２２に供給され、これが係合されて第２速段が設定される。なお、２ＮＤモードでは上述のように１速クラッチ２１も係合されるが、１速ギヤ列１１の１速従動ギヤ１１ｂにはワンウエイクラッチ１１ｃが設けられているため、１速クラッチ２１および２速クラッチ２２がともに係合された状態では第２速段が設定される。
【００３８】
２ＮＤモードでは、第１オンオフソレノイドバルブ４１がオフ・オン制御されるが、上述のように第１オンオフソレノイドバルブ４１の出力側に繋がる油路１０３の分岐油路１０３ａはＬＣシフトバルブ３１の右端に繋がっており、第１オンオフソレノイドバルブ４１のオフ・オン制御によりＬＣシフトバルブ３１の作動制御が行われる。なお、第１オンオフソレノイドバルブ４１がオン作動されるとライン圧ＰＬがＬＣシフトバルブ３１の右端に作用してそのスプール３１ａが左動される。
【００３９】
このようにＬＣシフトバルブ３１のスプール３１ａを左動させることによりロックアップクラッチＬＣの作動を可能とするのであるが、そのときのロックアップクラッチＬＣの係合制御がＬＣコントロールバルブ３２により行われる。このＬＣコントロールバルブ３２の作動は、油路１１３ａからスプール３２ａに制御油圧を作用させて制御される。この制御油圧は第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ(1)を用いており、第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ(1)を受ける油路１１１は分岐油路１１１ａから第１シフトバルブ５３１を介して油路１１２に繋がり、油路１１２はＤレンジ位置に位置したマニュアルバルブ５０を介して油路１１３に繋がり、油路１１３が油路１１３ａに分岐してＬＣコントロールバルブ３２に繋がる。このことから分かるように、第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ(1)をＬＣコントロールバルブ３２に作用させてその作動制御を行い、ロックアップクラッチＬＣの係合制御が行われる。なお、第１オンオフソレノイドバルブ４１のオフ・オン制御および第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ(1)によるロックアップクラッチＬＣの係合制御は第３速段および第４速段モードでも同様である。
【００４０】
第３速段（３ＲＤモード）では、第１オンオフソレノイドバルブ４１がオン・オフ制御され、第２オンオフソレノイドバルブ４２がオフにされる。第２オンオフソレノイドバルブ４２がオフであっても、上記と同様に、１速クラッチ２１にライン圧ＰＬが供給されて係合されている状態ではＣＰＢバルブ６６のスプール６７は左動した状態で保持され、１速クラッチ２１へのライン圧ＰＬの供給が継続される。すなわち、第３速段においても１速クラッチ２１が係合される。
【００４１】
３ＲＤモードではさらに、第３リニアソレノイドバルブ４７（リニアソレノイドバルブＣ）が作動されて、油路１３１にその制御油圧Ｐｃ(3)が出力されるが、この油路１３１は３ＲＤコントロールバルブ７５に繋がる。ここで、３ＲＤコントロールバルブ７５の左端ポート７５ａに繋がる油路１３２はそのまま油路１２４に繋がり、油路１２４は４−Ｒクラッチ２４に繋がる。この４−Ｒクラッチ２４の供給油圧は零でこれが非係合であるため、３ＲＤコントロールバルブ７５のスプール７６はスプリング７８の付勢力により左動される。このため、油路１３１は３ＲＤコントロールバルブ７５を介して油路１３３と繋がる。油路１３３は３速クラッチ２３と繋がっているため、第３リニアソレノイドバルブ４７（リニアソレノイドバルブＣ）の制御油圧Ｐｃ(3)が３速クラッチ２３に供給されてこれが係合され、第３速段が設定される。なお、３ＲＤモードでも上述のように１速クラッチ２１も係合されるが、ワンウエイクラッチ１１ｃの作用により、１速クラッチ２１および３速クラッチ２３がともに係合された状態では第３速段が設定される。
【００４２】
第４速段（４ＴＨモード）では、第１オンオフソレノイドバルブ４１がオン・オフ制御され、第２オンオフソレノイドバルブ４２がオフにされる。第２オンオフソレノイドバルブ４２がオフであっても、上記と同様に、１速クラッチ２１にライン圧ＰＬが供給されて係合されている状態ではＣＰＢバルブ６６のスプール６７は左動した状態で保持され、１速クラッチ２１へのライン圧ＰＬの供給が継続される。すなわち、第４速段においても１速クラッチ２１が係合される。
【００４３】
第４速段が設定されるときには必ず第３速段から第４速段へのシフトアップ変速（３−４変速）がなされる。この３−４シフトアップ変速においては、表１に示すように、第２オンオフソレノイドバルブ４２が一時的にオンされた後、オフに切り換えられる。ここで、第２オンオフソレノイドバルブ４２が一時的にオンにされると、油路１０２および油路１０２ｃを介して供給されるライン圧ＰＬを受けて第２シフトバルブ５６のスプール５７が左動され、これによりＤレンジ位置に位置したマニュアルバルブ５０からライン圧ＰＬが油路１０４およびその分岐油路１０４ａを介して右側ポート５６ｂに作用する。スプール５７は右端部５７ａが中央部５７ｂより小径に形成されており、このように右側ポート５６ｂに作用するライン圧ＰＬにより左動したスプール５７を左方に押圧する力が作用し、スプール５７をこの位置で自己ホールドさせる。このように第２オンオフソレノイドバルブ４２が一時的にオンにされてオフに切り換えられると、第２シフトバルブ５６のスプール５７は左動された位置で自己ホールドされるため、第４速段が設定されるときには、第２シフトバルブ５６のスプール５７は左動された状態となっている。
【００４４】
このような状態の下で設定される第４速段（４ＴＨモード）では第２リニアソレノイドバルブ４６（リニアソレノイドバルブＢ）が作動されて油路１２１にその制御油圧Ｐｃ(2)が出力される。この油路１２１は、上述のようにスプール５７が左動された第２シフトバルブ５６を介して油路１２６に繋がり、油路１２６はＲインヒビターバルブ６０に繋がる。ここで、Ｒインヒビターバルブ６０の右端ポート６０ａに繋がる油路１１５にはＤレンジに位置したマニュアルバルブ５０を介してライン圧ＰＬが供給されているため、そのスプール６１は左動されている。このため、油路１２６はＲインヒビターバルブ６０を介して油路１２７に繋がる。油路１２７は前述のように４−Ｒクラッチ２４と繋がる油路１２４と繋がっており、第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ(2)は４−Ｒクラッチ２４に供給されてこれが係合され、第４速段が設定される。
【００４５】
なお、第４速段を設定するにはドグ歯クラッチ５により４速従動ギヤ１５ｂをカウンタ軸２と係合させる必要がある。ドグ歯クラッチ５の作動を制御するためサーボバルブ６が設けられており、サーボバルブ６のスプール６ａを図示のように左動させればドグ歯クラッチ５のスリーブ５ａを図１において右動させて４速従動ギヤ１５ｂをカウンタ軸２と係合させるように構成されている。ここで、サーボバルブ６の左油室７ａに繋がる油路１１６はＲインヒビターバルブ６０においてドレンされている。一方、右油室７ｂに繋がる油路１１７は、スプール６４が左動された状態で油路１１８からライン圧ＰＬを受けてその位置で自己ホールドされたＤインヒビターバルブ６３を介して油路１１８に繋がり、ライン圧ＰＬを受ける。このため、サーボバルブ６のスプール６ａが左動されて４速従動ギヤ１５ｂがカウンタ軸２と係合して、第４速段が設定される。
【００４６】
以上、Ｄレンジにおける第１速〜第４速段の設定について説明したが、表１に示すその他の変速についても、同様にして行われる。以下においては、このような変速制御の例として第４速段から第２速段へのシフトダウン変速（４−２シフトダウン変速）を例示的に説明し、その他の変速制御については油圧回路図および表１から追えるのでその説明は省略する。
【００４７】
４−２シフトダウン変速のときには第１オンオフソレノイドバルブ４１がオフにされ、第２オンオフソレノイドバルブ４２がオンにされる。第１オンオフソレノイドバルブ４１がオフにされても油路１０３からＲインヒビターバルブ６０の左端に作用する油圧が解放されるだけで、Ｒインヒビターバルブ６０のスプール６１は左動されたまま変化しない。一方、第２オンオフソレノイドバルブ４２がオンにされると、前述したように、第１シフトバルブ５３のスプール５４を左方に押圧移動させ、２ＮＤコントロールバルブ７０のスプール７１を左方に押圧移動させ、第２シフトバルブ５６のスプール５７を左方に押圧移動させ、ＣＰＢバルブ６６のスプール６７を左方に押圧移動させる。
【００４８】
４−２シフトダウン変速制御は４−Ｒクラッチ２４の解放制御および２速クラッチ２２の係合制御により行われるが、４−Ｒクラッチ２４は第２リニアソレノイドバルブ４６（リニアソレノイドバルブＢ）からの制御油圧Ｐｃ(2)により解放制御され、２速クラッチ２２は第１リニアソレノイドバルブ４５（リニアソレノイドバルブＡ）からの制御油圧Ｐｃ(1)により係合制御される。
【００４９】
まず、第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ(2)は油路１２１に出力されるが、油路１２１は第２シフトバルブ５６を介して油路１２６に繋がり、油路１２６はＲインヒビターバルブ６０を介して油路１２７に繋がる。油路１２７は前述のように４−Ｒクラッチ２４と繋がる油路１２４と繋がっており、第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ(2)は４−Ｒクラッチ２４に供給され、４−Ｒクラッチ２４の解放制御が行われる。このように第２シフトバルブ５６のスプール５７が左動した位置で第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ(2)は４−Ｒクラッチ２４に供給可能となる。
【００５０】
一方、第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ(1)が出力される油路１１１はＲインヒビターバルブ６０を介して油路１４１と繋がり、油路１４１は第１シフトバルブ５３を介して油路１１２と繋がる。油路１１２はＤレンジ位置に位置したマニュアルバルブ５０を介して油路１１３と繋がり、油路１１３はＬＣコントロールバルブ３２を介して油路１４２と繋がり、油路１４２は第１シフトバルブ５３を介して油路１２３と繋がる。油路１２３は２ＮＤコントロールバルブ７０を介して２速クラッチ２２と繋がる油路１２６と繋がる。この結果、２速クラッチ２２には第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ(1)が供給され、係合制御が行われる。このように第１シフトバルブ５３のスプール５４が左動した位置で第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ(1)は２速クラッチ２２に供給可能となる。
【００５１】
このように、４−２シフトダウン変速の初期段階においては、第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ(2)が４−Ｒクラッチ２４に供給されて４−Ｒクラッチ２４の解放制御が行われ、第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ(1)が２速クラッチ２２に供給されて係合制御が行われる。ところで、第２シフトバルブ５６の左端ポート５６ｃには油路１２３の分岐油路１２３ａが繋がっており、２ＮＤクラッチ２２の係合制御油圧が作用する。このため、２ＮＤクラッチ２２の係合制御油圧が所定高圧になると、左端ポート５６ｃに作用する油圧による押圧力とスプリング５８との付勢力が右端ポート５６ａおよび右側ポート５６ｂに作用するライン圧ＰＬの押圧力に勝り、そのスプール５７を右動させるように構成されている。
【００５２】
すなわち、２ＮＤクラッチ２２の係合制御油圧が所定高圧となりこれがほぼ係合するような状態となったときに、第２シフトバルブ５６のスプール５７が右動される。この結果、４−Ｒクラッチ２４に繋がる油路１２６が第２シフトバルブ５６においてドレンに連通してこれが急速に解放され、第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ(2)が供給される油路１２１が油路１２２と繋がる。ここの時点では油路１２２は第１シフトバルブ５３においてブロックされており、この状態のまま第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ(2)を所望高圧（２速クラッチ２２を係合させる油圧、例えば、ライン圧ＰＬ）まで高める。
【００５３】
そして、第１リニアソレノイドバルブ４５からの制御油圧Ｐｃ(1)が所定高圧（ライン圧ＰＬ）まで上昇して２速クラッチ２２を完全に係合させたときに、４−２シフトダウン変速を完了して第２速段（２ＮＤモード）を設定する指令が出力され、第２オンオフソレノイドバルブ４２がオンからオフに切り換えられる。この結果、第２シフトバルブ５６のスプール５７は右動されたまま、第１シフトバルブ５３のスプール５４も右動され、油路１２２が油路１２３と繋がり、第２リニアソレノイドバルブ４６からの制御油圧Ｐｃ(2)が２速クラッチ２２に供給されて、２速クラッチ２２が係合され、第２速段が設定される。
【００５４】
【発明の効果】
以上説明したように、本発明によれば、作動油圧供給バルブから調圧供給される係合作動油圧を所定油圧係合ユニットに供給可能とする第１位置およびライン圧供給源からのライン圧を所定油圧係合ユニットに供給可能とする第２位置に切換設定される供給切換バルブを備え、この供給切換バルブにおいて、ユニット内係合作動油圧は供給切換バルブを第２位置に位置させるように作用し、供給側係合作動油圧は供給切換バルブを第１位置に位置させるように作用するように構成されているため、供給切換バルブを第１位置に位置させた状態では、作動油圧供給バルブからの係合作動油圧を供給切換バルブを介して所定油圧係合ユニットに供給し、作動油圧供給バルブにより係合作動油圧を可変調整することにより所定油圧係合ユニットの係合を任意に制御できる。このとき、作動油圧供給バルブから供給される係合作動油圧は供給切換バルブを第１位置に位置させるように作用するため、作動油圧供給バルブからの係合作動油圧を所定油圧係合ユニットに安定供給することができる。
【００５５】
一方、供給切換バルブを第２位置に位置させた状態では、ライン圧供給源からのライン圧を供給切換バルブを介して所定油圧係合ユニットに供給し、このライン圧により所定油圧係合ユニットを係合させることができる。このとき、所定油圧係合ユニット内の係合作動油圧（ユニット内係合作動油圧）であるライン圧は供給切換バルブを第２位置に位置させるように作用するため、所定油圧係合ユニットがライン圧を受けて係合した状態のまま供給切換バルブが第２位置に保持され、ライン圧の供給が継続される。すなわち、供給切換バルブが一旦第２位置に位置してライン圧を所定油圧係合ユニットに供給すると、このライン圧は供給切換バルブを第２位置に保持する作用を果たし、所定油圧係合ユニットにライン圧を供給し続けて、その係合状態を保持する。
【００５６】
上記のように、所定油圧係合ユニットを係合させる制御が必要なときには供給切換バルブを第１位置に位置させて作動油圧供給バルブによる可変調圧制御を行って所定油圧係合ユニットの係合制御を行うが、所定油圧係合ユニットを係合させた状態で保持するときには供給切換バルブを第２位置に位置させてライン圧を所定油圧係合ユニットに供給し続けるようにできる。このことから分かるように、本制御装置では、所定油圧係合ユニットを係合し続けているときに、作動油圧供給バルブを別の制御（例えば、ロックアップクラッチ係合制御等）に用いることができるので、この別の制御用に独立したバルブを設ける場合に比べて、必要バルブ数を低減することができ、装置構成を簡単にすることができる。
【００５７】
上記の制御装置において、作動油圧供給バルブからの係合作動油圧を供給切換バルブに供給する油路中に、作動油圧供給バルブから供給切換バルブへの係合作動油圧の供給を停止させることが可能な作動油圧供給制御バルブ（例えば、実施形態における第１シフトバルブ５３）を設けている。これにより、作動油圧供給制御バルブにより作動油圧供給バルブから供給切換バルブへの係合作動油圧の供給を停止させれば、供給切換バルブを第１位置に位置させるように作用する力を解除し、これを第２位置に位置させることができる。
【００５８】
さらに、このように供給切換バルブを第２位置に位置させるために、位置切換油圧を供給する位置切換制御バルブ（例えば、実施形態における第２オンオフソレノイドバルブ４２）を設け、供給切換バルブは位置切換制御バルブからの位置切換油圧にも基づいて第１位置と第２位置との位置切換が行われるように構成し、作動油圧供給制御バルブにより作動油圧供給バルブから供給切換バルブへの係合作動油圧の供給を停止した状態で位置切換油圧を受けたときに、供給切換バルブは第２位置に切り換えられるように構成している。
【００５９】
このようにすれば、供給切換バルブを第１位置に位置させて作動油圧供給バルブからの可変調整される係合作動油圧を所定油圧係合ユニットに供給してその係合を任意に制御することと、供給切換バルブを第２位置に位置させてライン圧供給源からのライン圧を所定油圧係合ユニットに供給してこれを係合した状態で保持することとを、作動油圧供給バルブと位置切換制御バルブとの作動制御のみにより行うことができる。これにより制御に必要なバルブ数が少なくなり、装置構成をシンプルにしてコスト低減を図ることができる。
【図面の簡単な説明】
【図１】本発明に係る自動変速機の動力伝達経路構成を示す概略図である。
【図２】本発明に係る自動変速機の制御装置の構成を示す全体油圧回路図である。
【図３】本発明に係る自動変速機の制御装置の構成を示す部分油圧回路図である。
【図４】本発明に係る自動変速機の制御装置の構成を示す部分油圧回路図である。
【図５】本発明に係る自動変速機の制御装置の構成を示す部分油圧回路図である。
【図６】本発明に係る自動変速機の制御装置の構成を示す部分油圧回路図である。
【図７】本発明に係る自動変速機の制御装置の構成を示す部分油圧回路図である。
【図８】本発明に係る自動変速機の制御装置の構成を示す部分油圧回路図である。
【符号の説明】
１１ 第１速ギヤ列
１２ 第２速ギヤ列
１３ 第３速ギヤ列
１４ 第４速ギヤ列
１５ リバースギヤ列
２１ １速クラッチ
２２ ２速クラッチ
２３ ３速クラッチ
２４ ４−Ｒクラッチ
４２ 第２オンオフソレノイドバルブ（位置切換制御バルブ）
４５ 第１リニアソレノイドバルブ（作動油圧供給バルブ）
５３ 第１シフトバルブ（作動油圧供給制御バルブ）
６６ ＣＰＢバルブ（供給切換バルブ）
ＯＰ 油圧ポンプ（ライン圧供給源）
ＴＭ 平行軸式変速機構[0001]
BACKGROUND OF THE INVENTION
The present invention is, for example, a power transmission mechanism that includes a plurality of gear trains and constitutes a plurality of power transmission paths for setting a gear position, and any power transmission path that operates by receiving hydraulic pressure, such as a hydraulic clutch. More specifically, the present invention relates to an automatic transmission that includes a plurality of hydraulic engagement units that selectively select and set, and more specifically, a control device for an automatic transmission that performs automatic transmission control by controlling hydraulic pressure supply to these hydraulic engagement units. About.
[0002]
[Prior art]
Such an automatic transmission is generally used for a vehicle or the like, and is configured to automatically control the operation of a hydraulic clutch or the like according to the traveling state of the vehicle to perform automatic shift control. For this reason, control devices that control the operation of an automatic transmission are generally a plurality of control valves, a solenoid valve that controls the operation of these control valves, and a manual valve that is operated in response to a shift lever operation by a driver. And is configured. Then, the manual valve is operated by operating the shift lever, and a plurality of ranges such as a parking range, a reverse range, a neutral range, and a forward range (D range, 2 range, etc.) are selectively set. In the forward range, control for automatically changing the gear position according to the traveling state, that is, automatic shift control is performed.
[0003]
[Problems to be solved by the invention]
By the way, when automatic shift control is performed by such a shift control device of an automatic transmission, it is necessary to perform control for selectively setting a plurality of shift stages and control for performing a shift between the plurality of shift stages. There is. In order to perform such a variety of shift control accurately, the shift control device has conventionally been configured with a plurality of control valves, a hydraulic switch that detects the hydraulic pressure of each clutch, a plurality of solenoid valves, etc. A large number of valves, hydraulic switches and solenoid valves are required, which complicates the configuration of the control device and raises the cost of the device. For example, if a plurality of hydraulic pressure supply valves that supply the engagement hydraulic pressure independently are provided to the hydraulic engagement units that respectively set a plurality of shift speeds, not only the selection setting control of each of the multiple shift speeds but also these Although the shift control between the gears can be freely performed, there is a problem that the number of operating hydraulic pressure supply valves is increased, the apparatus configuration is complicated, and the cost is increased.
[0004]
The present invention has been made in view of such problems, and an object of the present invention is to simplify the device configuration by minimizing the number of control valves, hydraulic switches, solenoid valves, and the like that constitute a control device for an automatic transmission.
[0005]
[Means for Solving the Problems]
In order to achieve such an object, in the present invention, a plurality of power transmission paths for setting a gear position (for example, the first speed gear train 11, the second speed gear train 12, the third speed gear train 13, A power transmission mechanism (for example, the parallel shaft type transmission mechanism TM in the embodiment) constituting the fourth speed gear train 14 and the reverse gear train 15) is provided corresponding to the power transmission path, and operates in response to oil pressure. A plurality of hydraulic engagement units (for example, the first speed clutch 21, the second speed clutch 22, the third speed clutch 23, and the 4-R clutch 24 in the embodiment) that selectively set the plurality of power transmission paths. The control device of the automatic transmission is configured to perform automatic shift control by performing hydraulic pressure supply control to the hydraulic engagement unit. Further, the control device engages a predetermined hydraulic engagement unit (for example, the first-speed clutch 21 in the embodiment) of the hydraulic engagement units to thereby engage a predetermined power transmission path (for example, the embodiment) of the power transmission path. The first speed gear train 11) is set.
[0006]
In addition, the control device includes an operating hydraulic pressure supply valve (for example, the first linear solenoid valve 45 in the embodiment) that regulates the engagement hydraulic pressure, and a line pressure supply source (for example, an implementation) that supplies the line pressure. A hydraulic pump OP, a regulator valve 30, a manual valve 50, and the like in the embodiment), and a first position at which engagement hydraulic pressure regulated and supplied from the hydraulic pressure supply valve can be supplied to a predetermined hydraulic engagement unit; A supply switching valve (for example, the CPB valve 66 in the embodiment) that is switched to a second position that enables supply of the line pressure from the line pressure supply source to the predetermined hydraulic engagement unit. The supply switching valve switches the position between the first position and the second position based on the in-unit engagement hydraulic pressure generated in the predetermined hydraulic engagement unit and the supply-side engagement hydraulic pressure regulated and supplied from the hydraulic pressure supply valve. The in-unit engagement hydraulic pressure acts to position the supply switching valve in the second position, and the supply-side engagement hydraulic pressure acts to position the supply switching valve in the first position. To do.
[0007]
With the automatic transmission control device having such a configuration, when the supply switching valve is in the first position, the engagement hydraulic pressure from the hydraulic pressure supply valve is applied to the predetermined hydraulic pressure via the supply switching valve. The engagement of the predetermined hydraulic engagement unit can be arbitrarily controlled by supplying the unit and variably adjusting the engagement hydraulic pressure by the hydraulic pressure supply valve. At this time, the engagement hydraulic pressure (that is, the supply-side engagement hydraulic pressure) supplied from the hydraulic pressure supply valve acts to position the supply switching valve at the first position. The engagement hydraulic pressure can be stably supplied to the predetermined hydraulic engagement unit.
[0008]
On the other hand, in the state where the supply switching valve is positioned at the second position, the line pressure from the line pressure supply source is supplied to the predetermined hydraulic engagement unit via the supply switching valve, and the predetermined hydraulic engagement unit is Can be engaged. At this time, the line pressure that is the engagement hydraulic pressure (intra-unit engagement hydraulic pressure) in the predetermined hydraulic engagement unit acts so as to position the supply switching valve in the second position. The supply switching valve is held at the second position while being engaged by receiving the pressure, and the supply of the line pressure is continued. That is, once the supply switching valve is positioned at the second position and the line pressure is supplied to the predetermined hydraulic engagement unit, the line pressure serves to hold the supply switching valve at the second position, The line pressure is continuously supplied to maintain the engaged state.
[0009]
As described above, when control for engaging the predetermined hydraulic engagement unit is necessary, the supply switching valve is positioned at the first position, and the variable pressure control is performed by the operating hydraulic pressure supply valve to engage the predetermined hydraulic engagement unit. Although the control is performed, when the predetermined hydraulic engagement unit is held in the engaged state, the supply switching valve can be positioned at the second position to continue supplying the line pressure to the predetermined hydraulic engagement unit. As can be seen from this, in the present control device, the operating hydraulic pressure supply valve can be used for another control (for example, lock-up clutch engagement control, etc.) when the predetermined hydraulic engagement unit is continuously engaged. Therefore, as compared with the case where an independent valve is provided for this other control, the number of necessary valves can be reduced, and the apparatus configuration can be simplified.
[0010]
  In the above control device, it is possible to stop the supply of the engagement hydraulic pressure from the hydraulic pressure supply valve to the supply switching valve in the oil passage that supplies the engagement hydraulic pressure from the hydraulic pressure supply valve to the supply switching valve. Provided with an appropriate hydraulic pressure supply control valve (for example, the first shift valve 53 in the embodiment)ing. ThisIf the supply of the engagement hydraulic pressure from the hydraulic pressure supply valve to the supply switching valve is stopped by the hydraulic pressure supply control valve, the force acting to position the supply switching valve at the first position is released, It can be located in two positions.
[0011]
  further,In order to position the supply switching valve at the second position in this way, a position switching control valve (for example, the second on / off solenoid valve 42 in the embodiment) for supplying the position switching hydraulic pressure is provided, and the supply switching valve is a position switching control valve. The position is switched between the first position and the second position on the basis of the position switching hydraulic pressure from the hydraulic pressure, and the engagement hydraulic pressure is supplied from the hydraulic pressure supply valve to the supply switching valve by the hydraulic pressure supply control valve. The supply switching valve is configured to be switched to the second position when the position switching hydraulic pressure is received while the valve is stopped.is doing.
[0012]
In this case, the supply switching valve is positioned at the first position, and the engagement hydraulic pressure variably adjusted from the hydraulic pressure supply valve is supplied to the predetermined hydraulic pressure engagement unit to arbitrarily control the engagement. Positioning the supply switching valve at the second position, supplying the line pressure from the line pressure supply source to the predetermined hydraulic engagement unit, and holding it in an engaged state; It can be performed only by operation control with the switching control valve. As a result, the number of valves required for control is reduced, and the cost can be reduced by simplifying the device configuration.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a power transmission path configuration of an automatic transmission in which automatic shift control and the like are performed by the control device according to the present invention. The automatic transmission AT includes a torque converter TC connected to an engine output shaft (not shown), a parallel shaft transmission mechanism TM connected to an output member (turbine) of the torque converter TC, and an output side of the transmission mechanism TM. And a differential mechanism DF disposed in the configuration. The torque converter TC has a lockup clutch LC.
[0014]
The parallel shaft transmission mechanism TM is configured by disposing a plurality of gear trains that mesh with each other between an input shaft 1 and a counter shaft 2 that extend in parallel to each other. This gear train includes a first speed gear train 11, a second speed gear train 12, a third speed gear train 13, a fourth speed gear train 14, and a reverse gear train 15, which are driven and driven gears that mesh with each other. The first speed gear train 11 includes a first speed drive gear 11 a rotatably disposed on the input shaft 1, a first speed clutch 21 that engages and disengages the first speed drive gear 11 a with the input shaft 1, and a counter shaft 2. The first-speed driven gear 11b is connected through a one-way clutch 11c. The second speed gear train 12 includes a second speed drive gear 12 a rotatably disposed on the input shaft 1, a second speed clutch 22 that engages and disengages the second speed drive gear 12 a with the input shaft 1, and a counter shaft 2. It is comprised from the 2nd speed driven gear 12b couple | bonded. The third speed gear train 13 includes a third speed drive gear 13a coupled to the input shaft 1, a third speed driven gear 13b rotatably disposed on the counter shaft 2, and a third speed driven gear 13b as a counter shaft. It comprises a third-speed clutch 23 that is engaged and disengaged.
[0015]
The fourth speed gear train 14 includes a 4-speed drive gear 14a rotatably disposed on the input shaft 1, a 4-R clutch 24 for engaging and disengaging the 4-speed drive gear 14a with the input shaft 1, and a counter shaft 2 It is comprised from the 4th-speed driven gear 14b arrange | positioned rotatably at the top. The reverse gear train 15 is coupled to the 4-speed drive gear 14a and rotatably disposed on the input shaft 1 and is connected to and disengaged from the input shaft 1 by the 4-R clutch 24, and a counter shaft. 2 and a reverse driven gear 15b that is rotatably arranged on the motor. Further, a dog-tooth clutch 5 that selectively engages and disengages the 4-speed driven gear 14b and the reverse driven gear 15b with the counter shaft 2 is provided between the 4-speed driven gear 14b and the reverse driven gear 15b. The reverse drive gear 15a and the reverse driven gear 15b mesh with each other via a reverse idler gear (not shown).
[0016]
As can be seen from the above, the 4-speed stage is set by engaging the 4-R clutch 24 and the dog-tooth clutch 5 by engaging the 4-speed driven gear 14b with the counter shaft 2, and the reverse stage is the 4-R clutch. 24 is engaged and the reverse driven gear 15 b is engaged with the counter shaft 2 by the dog-tooth clutch 5. This engagement control is performed by moving the sleeve 5a of the dog-tooth clutch 5 in the axial direction by a servo valve 6 described later. When the sleeve 5a is moved to the right in the figure, the 4-speed driven gear 14b is engaged with the counter shaft 2. The reverse driven gear 15b can be engaged with the counter shaft 2 when moved to the left.
[0017]
An output drive gear 16a is coupled to the counter shaft 2, and this output drive gear 16a meshes with an output driven gear 16b formed integrally with the differential mechanism DF.
[0018]
In the automatic transmission AT configured as described above, the first to fourth speed gears are controlled by controlling the operation of the first speed clutch 21, the second speed clutch 22, the third speed clutch 23, the 4-R clutch 24, and the dog tooth clutch 5. The power transmission by the trains 11 to 14 or the reverse gear train 15 can be selected, and the setting of the first to fourth gears or the reverse gears and the shift control between these gears can be performed.
[0019]
A shift control apparatus for performing this shift control will be described with reference to hydraulic circuit diagrams of FIGS. 3 to 8 show enlarged portions divided by alternate long and short dash lines A to F as shown in FIG. Moreover, in these hydraulic circuit diagrams, the location where the oil passage is released means that it is connected to the drain.
[0020]
This control device has a regulator valve 30 that regulates the hydraulic pressure of the hydraulic oil discharged from the hydraulic pump OP to the oil passage 100 to a predetermined line pressure PL, and the hydraulic oil having the line pressure PL is It is supplied from the oil passage 100 into the circuit according to the operating position of the manual valve 50. The surplus oil when the pressure is regulated by the regulator valve 30 is supplied to the torque converter TC, supplied for operating the lock-up clutch LC, and supplied to the respective parts. For this reason, an LC shift valve 31, an LC control valve 32, a TC check valve 33, a cooler relief valve 34, a lubrication relief valve 35, etc. are arranged as shown in the figure. The hydraulic oil supplied to the torque converter TC is cooled through the oil cooler 36, returned to the oil tank 37, and sucked by the oil pump OP through the strainer 37a in the tank.
[0021]
On the other hand, the hydraulic oil having the line pressure PL regulated by the regulator valve 30 is supplied from the manual valve 50 to the first shift valve 53, the second shift valve 56, the R inhibitor valve 60, the D inhibitor valve 63, the CPB valve 66, Via the 2ND control valve 70 and the 3RD control valve 75, the 1st speed (LOW) clutch 21, the 2nd speed clutch 22, the 3rd speed clutch 23, the 4-R clutch 24 and the servo valve 6 are appropriately supplied. Done. The servo valve 6 controls the operation of the dog tooth clutch 5. As shown in the figure, accumulators 21a to 24a are connected to the clutches 21 to 24, respectively.
[0022]
First and second on / off solenoid valves 41 and 42 and first to third linear solenoid valves 45 to 47 are provided as shown in FIG. Here, the hydraulic oil discharged from the oil pump OP to the oil passage 100 and regulated to the line pressure PL by the regulator valve 30 is supplied to the oil passage 101 through the manual valve 50 and is branched from the oil passage 101. The first and second on / off solenoid valves 41 and 42 are supplied via the passage 101a. The first and second on / off solenoid valves 41 and 42 are normally closed type on-off valves, and perform control to supply and discharge the line pressure PL to and from the oil passages 102 and 103 by the on / off operation of the solenoids 41a and 42a. Further, the first to third linear solenoid valves 45 to 47 are configured to reduce the line pressure PL supplied from the oil passages 110, 120, and 130 to a desired hydraulic pressure by energization control of the linear solenoids 45 a to 47 a, respectively. Control to supply to the paths 111, 121, 131 is performed.
[0023]
In the shift control apparatus having the above-described configuration, the range position switching of the manual valve 50, the operation control of the first and second on / off solenoid valves 41 and 42, and the energization control of the first to third linear solenoid valves 45 to 47 are performed. Based on the above, setting of each gear stage and shift control are performed. The manual valve 50 switches the position of the spool 51 in accordance with the operation of the shift lever at the driver's seat. The manual valve 50 is switched and set to the characters P, R, N, D, and 2 range positions surrounded by a square frame in FIG. The FIG. 7 shows a state where the shift lever is positioned at the neutral position (N position) and the spool 51 is positioned at the N range position. Therefore, for example, when the shift lever is switched to the D position, the spool 51 of the manual valve 50 is moved to the right in the drawing to the D range position.
[0024]
In the state where the manual valve 50 is positioned at the D range position, the shift speed setting control and the shift control by the shift control device having the above-described configuration are performed by the first and second on / off solenoid valves 41 and 42 and the first to third linear solenoid valves. 45 to 47 are controlled as shown in Table 1 below. In the mode column of this table, the LOW IN-GEAR mode is a mode that is set at the time of switching from the N range to the D range, and the LOW, 2ND, 3RD, and 4TH modes are the first to second speeds, respectively. 4th gear stage is shown, 1-2, 2-3, 3-4, 4-2, 3-2 shows the up-shift or the down-shift between the corresponding speed stages. In addition, SOL. ON and OFF in the valve column mean ON / OFF operation of the corresponding on / off solenoid valve, respectively. Furthermore, in the column of clutch, PL means that line pressure is supplied, and symbols A, B, and C are used to control hydraulic pressure supply from the first, second, and third linear solenoid valves 45 to 47, respectively. The symbol x means that the corresponding clutch is connected to the drain.
[0025]
[Table 1]

[0026]
Here, first, the setting control of each shift stage from the first speed to the fourth speed by the control device will be described.
[0027]
First, the first speed is set by engaging the first speed clutch 21. When the first speed clutch 21 is engaged in this way, the engagement control of the first speed clutch is performed in the LOW IN-GEAR mode. In the LOW mode, this is fully engaged. First, the LOW IN-GEAR mode will be described.
[0028]
In the LOW IN-GEAR mode, both the first and second on / off solenoid valves 41 and 42 are turned off, and the control hydraulic pressure Pc (1) from the first linear solenoid valve 45 (linear solenoid valve A) causes the first-speed clutch 21 to move. It is output to the oil passage 111 for engagement control. Here, the oil passage 111 is connected from the branch oil passage 111a to the first shift valve 53, but the second on-off solenoid valve 41 is off and the hydraulic pressure acting on the left end port 53a of the first shift valve 53 is zero. Since the spool 54 is moved to the right, the oil passage 111 a is connected to the oil passage 112. The oil passage 112 is connected to the oil passage 113 via the manual valve 50 located at the D range position, and the branch oil passage 113a of the oil passage 113 is connected to the CPB valve. Here, since the second on / off solenoid valve 42 is off, the hydraulic pressure acting on the right port 66b of the CPB valve 66 is zero, and the spool 67 is urged by the spring 68 to move to the right. The oil passage 113 a is connected to the oil passage 105. Since this oil passage 105 is connected to the first speed clutch 21, the control hydraulic pressure Pc (1) from the first linear solenoid valve 45 (linear solenoid valve A) is supplied to the first speed clutch 21 and its engagement control is performed.
[0029]
In the CPB valve 66, the right end port 66a is connected to the branch oil passage 105a of the oil passage 105, and the engagement operating pressure (that is, the control oil pressure Pc (1)) in the first speed clutch 21 causes the spool 67 to move to the left. Acts as follows. However, the oil passage 113 to which the control hydraulic pressure Pc (1) is supplied as described above is connected to the oil passage 142 via the LC shift valve 31 in which the spool 31a is moved to the right because the first on / off solenoid valve 41 is off. The oil passage 142 is connected to the oil passage 145 via the first shift valve 53 in which the spool 54 moves to the right, and the oil passage 145 is connected to the left end port 66 c of the CPB valve 66. As described above, the CPB valve 66 receives the control hydraulic pressure Pc (1) from the right end port 66a and the left end port 66c, but the diameter of the spool 67 is larger on the left end port side than the right end port side, and the spring 68 is biased in the right direction. Therefore, the spool 67 is held in the right movement state.
[0030]
Next, in the LOW mode, the first on / off solenoid valve 41 is turned off and the second on / off solenoid valve 42 is temporarily turned on and then switched off. When the second on / off solenoid valve 42 is on, the line pressure PL is supplied to the oil passage 102, and the supplied line pressure PL acts on the right end port 53a of the first shift valve 53 from the branch oil passage 102a. Then, the spool 54 is pressed to the left and acts on the right end port 70c of the 2ND control valve 70 from the branch oil passage 102b to press the spool 71 to the left, and the second shift valve 56 and the branch oil passage 102bc are pressed. It acts on the right end port 56a to push the spool 57 to the left, and acts on the right port 66b of the CPB valve 66 from the branch oil passage 102d to push the spool 67 to the left. Further, when the second on / off solenoid valve 42 is switched off, the respective pressing forces are lost.
[0031]
Here, when the second on / off solenoid valve 42 is temporarily turned on, the output hydraulic pressure acts on the right port 66b of the CPB valve 66, and the spool 67 of the CPB valve 66 is moved to the left, thereby the D range position. The branch oil passage 104 b of the oil passage 104 to which the line pressure PL is supplied from the manual valve 50 located at is connected to the oil passage 105 via the CPB valve 66. Since the oil passage 105 is connected to the first speed clutch 21, the line pressure PL is supplied to the first speed clutch 21 and engaged therewith. Since the branched oil passage 105a of the oil passage 105 is connected to the right end port 66a of the CPB valve 66, the line pressure PL acts on the oil passage 105 to press the spool 67 leftward. For this reason, in a state where the line pressure PL is supplied to the first speed clutch 21 and engaged, the spool 67 of the CPB valve 66 is held in a left-moved state, and then the second on / off solenoid valve 42 is turned off. Even so, the supply of the line pressure PL to the first speed clutch 21 continues. In this way, the first speed clutch 21 is engaged and the LOW mode is set.
[0032]
As can be seen from the above configuration, the CPB valve 66 is controlled from the first linear solenoid valve 45 (the operating hydraulic pressure supply valve in the claims) at the position where the spool 67 is moved to the right (the first position in the claims). The hydraulic pressure Pc (1) (engagement hydraulic pressure in the claims) is supplied to the first speed clutch 21 (predetermined hydraulic engagement unit in the claims), and the spool 67 moves to the left (in the claims). In the second position, the line pressure PL is supplied to the first speed clutch 21. Further, the CPB valve 66 receives the control hydraulic pressure of the first-speed clutch 21 (intra-unit engagement operating hydraulic pressure in the claims) at the right end port 66a and moves to the left (moves to the second position). When pressed, the control hydraulic pressure from the first linear solenoid valve 45 (supply side engagement hydraulic pressure in the claims) is received by the left end port 66c and pressed to move right (to move to the first position). The
[0033]
Also, a first shift valve 53 (operating hydraulic pressure supply control valve in the claims) is provided in the oil passage for supplying the control hydraulic pressure Pc (1) from the first linear solenoid valve 45 to the CPB valve 66, and the second on / off is provided. The position of the spool 54 of the first shift valve 53 is switched by the control hydraulic pressure (position switching hydraulic pressure) from the solenoid valve 42 (the position switching control valve in the claims), and the control hydraulic pressure Pc (1) is supplied to the CPB valve 66. Can be stopped. The control hydraulic pressure (position switching hydraulic pressure) from the second on / off solenoid valve 42 (the position switching control valve in the claims) also acts on the right port 66b of the CPB valve 66, and the position switching control is also performed. Yes.
[0034]
On the other hand, the oil passage 103 connected to the output side of the first on / off solenoid valve 41 is connected from the branch oil passage 103a to the right end of the LC shift valve 31, but the first on / off solenoid valve 41 is off and the oil passage 103 is opened to the drain. Therefore, the lockup clutch LC is always released at the first speed.
[0035]
Next, at the second speed (2ND mode), the first on / off solenoid valve 41 is on / off controlled, and the second on / off solenoid valve 42 is turned off. Even when the second on / off solenoid valve 42 is off, the spool 67 of the CPB valve 66 is held in the left-moved state when the line pressure PL is supplied to the first speed clutch 21 and engaged as described above. The supply of the line pressure PL to the first speed clutch 21 is continued.
[0036]
In the 2ND mode, the second linear solenoid valve 46 (linear solenoid valve B) is operated, and the control hydraulic pressure Pc (2) is output to the oil passage 121. The oil passage 121 is connected to the oil passage 122 via the second shift valve 56 in which the spool 57 has moved right as described above, and the oil passage 122 is connected to the oil passage 123 through the first shift valve 53 in which the spool 54 has moved right. It leads to. The oil passage 123 is connected to the 2ND control valve 70. In the 2ND control valve 70, the oil passage 124 connected to the left end port 70a is connected to the 4-R clutch 24, and the oil passage 125 connected to the left port 70b is connected to the third speed clutch 23, but neither clutch is disengaged. Therefore, the hydraulic pressure that affects the left end port 70a and the left port 70b is zero. Therefore, in the 2ND control valve 70, the spool 71 is moved to the left by the urging force of the spring 72.
[0037]
As a result, the oil passage 123 is connected to the oil passage 126 via the 2ND control valve 70. Since this oil passage 126 is connected to the 2ND clutch 22, the control hydraulic pressure Pc (2) of the second linear solenoid valve 46 (linear solenoid valve B) is supplied to the second speed clutch 22, and this is engaged to the second speed. A stage is set. In the 2ND mode, the first speed clutch 21 is also engaged as described above. However, since the first speed driven gear 11b of the first speed gear train 11 is provided with the one-way clutch 11c, the first speed clutch 21 and the second speed clutch In a state where both the clutches 22 are engaged, the second speed is set.
[0038]
In the 2ND mode, the first on / off solenoid valve 41 is controlled to be turned on / off. As described above, the branch oil passage 103a of the oil passage 103 connected to the output side of the first on / off solenoid valve 41 is connected to the right end of the LC shift valve 31. The operation of the LC shift valve 31 is controlled by the on / off control of the first on / off solenoid valve 41. When the first on / off solenoid valve 41 is turned on, the line pressure PL acts on the right end of the LC shift valve 31 and the spool 31a is moved to the left.
[0039]
Thus, the lock-up clutch LC can be operated by moving the spool 31a of the LC shift valve 31 to the left, and the engagement control of the lock-up clutch LC at that time is performed by the LC control valve 32. The operation of the LC control valve 32 is controlled by applying a control oil pressure from the oil passage 113a to the spool 32a. The control oil pressure is the control oil pressure Pc (1) from the first linear solenoid valve 45, and the oil passage 111 that receives the control oil pressure Pc (1) from the first linear solenoid valve 45 is the first from the branch oil passage 111a. The oil passage 112 is connected to the oil passage 112 via the shift valve 531, the oil passage 112 is connected to the oil passage 113 via the manual valve 50 located at the D range position, and the oil passage 113 branches to the oil passage 113a to the LC control valve 32. Connected. As can be seen from this, the control oil pressure Pc (1) from the first linear solenoid valve 45 is applied to the LC control valve 32 to control the operation thereof, and the engagement control of the lockup clutch LC is performed. The on / off control of the first on / off solenoid valve 41 and the engagement control of the lockup clutch LC by the control hydraulic pressure Pc (1) from the first linear solenoid valve 45 are the same in the third speed stage and the fourth speed mode. It is.
[0040]
In the third speed (3RD mode), the first on / off solenoid valve 41 is on / off controlled, and the second on / off solenoid valve 42 is turned off. Even when the second on / off solenoid valve 42 is off, the spool 67 of the CPB valve 66 is held in the left-handed state when the line pressure PL is supplied to the first-speed clutch 21 and engaged as in the above case. Then, the supply of the line pressure PL to the first speed clutch 21 is continued. That is, the first speed clutch 21 is engaged even at the third speed.
[0041]
In the 3RD mode, the third linear solenoid valve 47 (linear solenoid valve C) is further operated to output the control hydraulic pressure Pc (3) to the oil passage 131. The oil passage 131 is connected to the 3RD control valve 75. . Here, the oil passage 132 connected to the left end port 75 a of the 3RD control valve 75 is connected to the oil passage 124 as it is, and the oil passage 124 is connected to the 4-R clutch 24. Since the supply hydraulic pressure of the 4-R clutch 24 is zero and is not engaged, the spool 76 of the 3RD control valve 75 is moved to the left by the urging force of the spring 78. For this reason, the oil passage 131 is connected to the oil passage 133 via the 3RD control valve 75. Since the oil passage 133 is connected to the third speed clutch 23, the control hydraulic pressure Pc (3) of the third linear solenoid valve 47 (linear solenoid valve C) is supplied to the third speed clutch 23 and engaged therewith, so that the third speed A stage is set. In the 3RD mode, the first speed clutch 21 is also engaged as described above, but the third speed stage is set when both the first speed clutch 21 and the third speed clutch 23 are engaged by the action of the one-way clutch 11c. Is done.
[0042]
In the fourth speed (4TH mode), the first on / off solenoid valve 41 is on / off controlled, and the second on / off solenoid valve 42 is turned off. Even when the second on / off solenoid valve 42 is off, the spool 67 of the CPB valve 66 is held in the left-handed state when the line pressure PL is supplied to the first-speed clutch 21 and engaged as in the above case. Then, the supply of the line pressure PL to the first speed clutch 21 is continued. That is, the first speed clutch 21 is also engaged in the fourth speed.
[0043]
When the fourth speed is set, an upshift (3-4 shift) from the third speed to the fourth speed is always performed. In this 3-4 upshift, as shown in Table 1, the second on / off solenoid valve 42 is temporarily turned on and then switched off. Here, when the second on / off solenoid valve 42 is temporarily turned on, the spool 57 of the second shift valve 56 is moved to the left in response to the line pressure PL supplied through the oil passage 102 and the oil passage 102c. As a result, the line pressure PL acts on the right port 56b from the manual valve 50 located at the D range position via the oil passage 104 and its branch oil passage 104a. The spool 57 has a right end portion 57a having a smaller diameter than the center portion 57b. Thus, a force that presses the spool 57 left-moved by the line pressure PL acting on the right port 56b to the left acts. Self-hold at this position. When the second on / off solenoid valve 42 is temporarily turned on and turned off in this way, the spool 57 of the second shift valve 56 is self-held at the position where it is moved to the left, so that the fourth speed is set. When this is done, the spool 57 of the second shift valve 56 is left-moved.
[0044]
In the fourth speed (4TH mode) set under such a state, the second linear solenoid valve 46 (linear solenoid valve B) is operated and the control hydraulic pressure Pc (2) is output to the oil passage 121. . The oil passage 121 is connected to the oil passage 126 via the second shift valve 56 in which the spool 57 is moved to the left as described above, and the oil passage 126 is connected to the R inhibitor valve 60. Here, since the line pressure PL is supplied to the oil passage 115 connected to the right end port 60a of the R inhibitor valve 60 via the manual valve 50 located in the D range, the spool 61 is moved to the left. For this reason, the oil passage 126 is connected to the oil passage 127 via the R inhibitor valve 60. The oil passage 127 is connected to the oil passage 124 connected to the 4-R clutch 24 as described above, and the control hydraulic pressure Pc (2) from the second linear solenoid valve 46 is supplied to the 4-R clutch 24, which is engaged. The fourth speed is set.
[0045]
In order to set the fourth speed, it is necessary to engage the fourth-speed driven gear 15 b with the counter shaft 2 by the dog-tooth clutch 5. A servo valve 6 is provided to control the operation of the dog tooth clutch 5, and if the spool 6a of the servo valve 6 is moved to the left as shown, the sleeve 5a of the dog tooth clutch 5 is moved to the right in FIG. The fourth speed driven gear 15b is configured to engage with the counter shaft 2. Here, the oil passage 116 connected to the left oil chamber 7 a of the servo valve 6 is drained by the R inhibitor valve 60. On the other hand, the oil passage 117 connected to the right oil chamber 7b is connected to the oil passage 118 via the D inhibitor valve 63 which receives the line pressure PL from the oil passage 118 and is self-held at that position while the spool 64 is moved to the left. Connected and receives line pressure PL. For this reason, the spool 6a of the servo valve 6 is moved to the left and the fourth speed driven gear 15b is engaged with the counter shaft 2, so that the fourth speed stage is set.
[0046]
The setting of the first speed to the fourth speed in the D range has been described above, but the other speed changes shown in Table 1 are performed in the same manner. In the following, as an example of such shift control, a shift down shift (4-2 shift down shift) from the fourth speed to the second speed will be exemplarily described, and the other shift control is illustrated in a hydraulic circuit diagram. Since it can be traced from Table 1, the description thereof is omitted.
[0047]
At the time of 4-2 shift down shift, the first on / off solenoid valve 41 is turned off, and the second on / off solenoid valve 42 is turned on. Even if the first on / off solenoid valve 41 is turned off, only the hydraulic pressure acting on the left end of the R inhibitor valve 60 is released from the oil passage 103, and the spool 61 of the R inhibitor valve 60 remains left-moved and does not change. On the other hand, when the second on / off solenoid valve 42 is turned on, as described above, the spool 54 of the first shift valve 53 is pressed and moved to the left, and the spool 71 of the 2ND control valve 70 is pressed and moved to the left. Then, the spool 57 of the second shift valve 56 is pushed and moved to the left, and the spool 67 of the CPB valve 66 is pushed and moved to the left.
[0048]
The 4-2 shift down shift control is performed by the release control of the 4-R clutch 24 and the engagement control of the second speed clutch 22, and the 4-R clutch 24 is controlled from the second linear solenoid valve 46 (linear solenoid valve B). The release is controlled by the control hydraulic pressure Pc (2), and the second speed clutch 22 is controlled by the control hydraulic pressure Pc (1) from the first linear solenoid valve 45 (linear solenoid valve A).
[0049]
First, the control hydraulic pressure Pc (2) from the second linear solenoid valve 46 is output to the oil passage 121. The oil passage 121 is connected to the oil passage 126 via the second shift valve 56, and the oil passage 126 is an R inhibitor. It is connected to the oil passage 127 via the valve 60. The oil passage 127 is connected to the oil passage 124 connected to the 4-R clutch 24 as described above, and the control hydraulic pressure Pc (2) from the second linear solenoid valve 46 is supplied to the 4-R clutch 24, and the 4-R Release control of the clutch 24 is performed. In this way, the control hydraulic pressure Pc (2) from the second linear solenoid valve 46 can be supplied to the 4-R clutch 24 at the position where the spool 57 of the second shift valve 56 has moved to the left.
[0050]
On the other hand, the oil passage 111 from which the control hydraulic pressure Pc (1) is output from the first linear solenoid valve 45 is connected to the oil passage 141 through the R inhibitor valve 60, and the oil passage 141 is connected to the oil through the first shift valve 53. Connected to road 112. The oil path 112 is connected to the oil path 113 via the manual valve 50 located at the D range position, the oil path 113 is connected to the oil path 142 via the LC control valve 32, and the oil path 142 is connected via the first shift valve 53. Connected to the oil passage 123. The oil passage 123 is connected to an oil passage 126 connected to the second speed clutch 22 via the 2ND control valve 70. As a result, the control hydraulic pressure Pc (1) from the first linear solenoid valve 45 is supplied to the second-speed clutch 22, and the engagement control is performed. In this way, the control hydraulic pressure Pc (1) from the first linear solenoid valve 45 can be supplied to the second speed clutch 22 at the position where the spool 54 of the first shift valve 53 has moved to the left.
[0051]
As described above, in the initial stage of the 4-2 downshift, the control hydraulic pressure Pc (2) from the second linear solenoid valve 46 is supplied to the 4-R clutch 24, and the release control of the 4-R clutch 24 is performed. Then, the control hydraulic pressure Pc (1) from the first linear solenoid valve 45 is supplied to the second speed clutch 22, and the engagement control is performed. Incidentally, the branch end oil passage 123a of the oil passage 123 is connected to the left end port 56c of the second shift valve 56, and the engagement control oil pressure of the 2ND clutch 22 acts. For this reason, when the engagement control hydraulic pressure of the 2ND clutch 22 becomes a predetermined high pressure, the pressing force by the hydraulic pressure acting on the left end port 56c and the urging force of the spring 58 push the line pressure PL acting on the right end port 56a and the right port 56b. The spool 57 is configured to move to the right by overcoming the pressure.
[0052]
That is, when the engagement control hydraulic pressure of the 2ND clutch 22 becomes a predetermined high pressure and becomes substantially engaged, the spool 57 of the second shift valve 56 is moved to the right. As a result, the oil passage 126 connected to the 4-R clutch 24 communicates with the drain in the second shift valve 56, which is rapidly released, and the control oil pressure Pc (2) from the second linear solenoid valve 46 is supplied. The path 121 is connected to the oil path 122. At this time, the oil passage 122 is blocked by the first shift valve 53, and the control hydraulic pressure Pc (2) from the second linear solenoid valve 46 is maintained at the desired high pressure (the hydraulic pressure for engaging the second speed clutch 22) in this state. For example, the line pressure PL) is increased.
[0053]
When the control hydraulic pressure Pc (1) from the first linear solenoid valve 45 rises to a predetermined high pressure (line pressure PL) and the second-speed clutch 22 is completely engaged, the 4-2 shift-down shift is completed. Then, a command to set the second speed (2ND mode) is output, and the second on / off solenoid valve 42 is switched from on to off. As a result, while the spool 57 of the second shift valve 56 is moved to the right, the spool 54 of the first shift valve 53 is also moved to the right, the oil passage 122 is connected to the oil passage 123, and the control from the second linear solenoid valve 46 is performed. The hydraulic pressure Pc (2) is supplied to the second speed clutch 22, the second speed clutch 22 is engaged, and the second speed is set.
[0054]
【The invention's effect】
As described above, according to the present invention, the line pressure from the first position and the line pressure supply source that enables the engagement hydraulic pressure supplied from the hydraulic pressure supply valve to be supplied to the predetermined hydraulic pressure engagement unit is adjusted. A supply switching valve that is switched to a second position that enables supply to a predetermined hydraulic engagement unit is provided. In this supply switching valve, the engagement hydraulic pressure in the unit acts to position the supply switching valve at the second position. The supply-side engagement hydraulic pressure is configured to act so that the supply switching valve is positioned at the first position. Therefore, when the supply switching valve is positioned at the first position, The engagement hydraulic pressure is supplied to a predetermined hydraulic pressure engagement unit via a supply switching valve, and the engagement hydraulic pressure is variably adjusted by the hydraulic pressure supply valve to engage the predetermined hydraulic pressure engagement unit. It can be arbitrarily controlled. At this time, since the engagement hydraulic pressure supplied from the hydraulic pressure supply valve acts to position the supply switching valve at the first position, the engagement hydraulic pressure from the hydraulic pressure supply valve is stabilized in a predetermined hydraulic engagement unit. Can be supplied.
[0055]
On the other hand, in the state where the supply switching valve is positioned at the second position, the line pressure from the line pressure supply source is supplied to the predetermined hydraulic engagement unit via the supply switching valve, and the predetermined hydraulic engagement unit is Can be engaged. At this time, the line pressure that is the engagement hydraulic pressure (intra-unit engagement hydraulic pressure) in the predetermined hydraulic engagement unit acts so as to position the supply switching valve in the second position. The supply switching valve is held at the second position while being engaged by receiving the pressure, and the supply of the line pressure is continued. That is, once the supply switching valve is positioned at the second position and the line pressure is supplied to the predetermined hydraulic engagement unit, the line pressure serves to hold the supply switching valve at the second position, The line pressure is continuously supplied to maintain the engaged state.
[0056]
As described above, when control for engaging the predetermined hydraulic engagement unit is necessary, the supply switching valve is positioned at the first position, and the variable pressure control is performed by the operating hydraulic pressure supply valve to engage the predetermined hydraulic engagement unit. Although the control is performed, when the predetermined hydraulic engagement unit is held in the engaged state, the supply switching valve can be positioned at the second position to continue supplying the line pressure to the predetermined hydraulic engagement unit. As can be seen from this, in the present control device, the operating hydraulic pressure supply valve can be used for another control (for example, lock-up clutch engagement control, etc.) when the predetermined hydraulic engagement unit is continuously engaged. Therefore, as compared with the case where an independent valve is provided for this other control, the number of necessary valves can be reduced, and the apparatus configuration can be simplified.
[0057]
  In the above control device, it is possible to stop the supply of the engagement hydraulic pressure from the hydraulic pressure supply valve to the supply switching valve in the oil passage that supplies the engagement hydraulic pressure from the hydraulic pressure supply valve to the supply switching valve. Provided with an appropriate hydraulic pressure supply control valve (for example, the first shift valve 53 in the embodiment)ing. ThisIf the supply of the engagement hydraulic pressure from the hydraulic pressure supply valve to the supply switching valve is stopped by the hydraulic pressure supply control valve, the force acting to position the supply switching valve at the first position is released, It can be located in two positions.
[0058]
  further,In order to position the supply switching valve at the second position in this way, a position switching control valve (for example, the second on / off solenoid valve 42 in the embodiment) for supplying the position switching hydraulic pressure is provided, and the supply switching valve is a position switching control valve. The position is switched between the first position and the second position on the basis of the position switching hydraulic pressure from the hydraulic pressure, and the engagement hydraulic pressure is supplied from the hydraulic pressure supply valve to the supply switching valve by the hydraulic pressure supply control valve. The supply switching valve is configured to be switched to the second position when the position switching hydraulic pressure is received while the valve is stopped.is doing.
[0059]
In this case, the supply switching valve is positioned at the first position, and the engagement hydraulic pressure variably adjusted from the hydraulic pressure supply valve is supplied to the predetermined hydraulic pressure engagement unit to arbitrarily control the engagement. Positioning the supply switching valve at the second position, supplying the line pressure from the line pressure supply source to the predetermined hydraulic engagement unit, and holding it in an engaged state; It can be performed only by operation control with the switching control valve. As a result, the number of valves required for control is reduced, and the cost can be reduced by simplifying the device configuration.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing a power transmission path configuration of an automatic transmission according to the present invention.
FIG. 2 is an overall hydraulic circuit diagram showing a configuration of a control device for an automatic transmission according to the present invention.
FIG. 3 is a partial hydraulic circuit diagram showing a configuration of a control device for an automatic transmission according to the present invention.
FIG. 4 is a partial hydraulic circuit diagram showing a configuration of a control device for an automatic transmission according to the present invention.
FIG. 5 is a partial hydraulic circuit diagram showing a configuration of a control device for an automatic transmission according to the present invention.
FIG. 6 is a partial hydraulic circuit diagram showing a configuration of a control device for an automatic transmission according to the present invention.
FIG. 7 is a partial hydraulic circuit diagram showing a configuration of a control device for an automatic transmission according to the present invention.
FIG. 8 is a partial hydraulic circuit diagram showing a configuration of a control device for an automatic transmission according to the present invention.
[Explanation of symbols]
11 First gear train
12 2nd gear train
13 3rd speed gear train
14 4th gear train
15 Reverse gear train
21 1-speed clutch
22 2-speed clutch
23 3-speed clutch
24 4-R clutch
42 Second on / off solenoid valve (position switching control valve)
45 1st linear solenoid valve (working hydraulic pressure supply valve)
53 1st shift valve (hydraulic pressure supply control valve)
66 CPB valve (supply switching valve)
OP Hydraulic pump (Line pressure supply source)
TM Parallel shaft transmission

Claims (1)

A power transmission mechanism that configures a plurality of power transmission paths for setting a gear position, and a plurality of hydraulic pressures that are provided corresponding to the power transmission paths and that operate by receiving hydraulic pressure to selectively set the plurality of power transmission paths An automatic transmission control device configured to perform automatic shift control by performing hydraulic pressure supply control to the plurality of hydraulic engagement units,
It is configured to set a predetermined power transmission path among the power transmission paths by engaging a predetermined hydraulic engagement unit of the hydraulic engagement units,
An operating hydraulic pressure supply valve for regulating the engagement hydraulic pressure;
A line pressure supply source for supplying line pressure;
A first position where the engagement hydraulic pressure supplied from the hydraulic pressure supply valve is supplied to the predetermined hydraulic pressure engagement unit and the line pressure from the line pressure supply source are supplied to the predetermined hydraulic pressure engagement unit. A supply switching valve that is set to be switched to the second position,
The supply switching valve has a first position and a second position based on an in-unit engagement hydraulic pressure generated in the predetermined hydraulic engagement unit and a supply-side engagement hydraulic pressure regulated and supplied from the hydraulic pressure supply valve. The in-unit engagement hydraulic pressure acts to position the supply switching valve at the second position, and the supply-side engagement hydraulic pressure is the supply switching valve. In the first position .
Provided in an oil passage for supplying the engagement hydraulic pressure from the hydraulic pressure supply valve to the supply switching valve, and stopping the supply of the engagement hydraulic pressure from the hydraulic pressure supply valve to the supply switching valve. Hydraulic pressure supply control valve capable of
It has a position switching control valve that supplies position switching hydraulic pressure,
The supply switching valve is configured to perform position switching between the first position and the second position based on the position switching hydraulic pressure from the position switching control valve,
When the position switching oil pressure is received while the supply of the engagement operation oil pressure from the operating oil pressure supply valve to the supply switching valve is stopped by the operating oil pressure supply control valve, the supply switching valve is moved to the second position. A control device for an automatic transmission , characterized in that it can be switched to

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