JP4983218B2 - Vehicle hydraulic control device - Google Patents

Description

  The present invention relates to a lockup switching valve for selectively switching an operation state of a lockup clutch between a release side state and an engagement side state, and a torque capacity of the lockup clutch in an engagement side state of the lockup clutch. The present invention relates to a vehicle hydraulic control device including a lockup control valve for controlling the vehicle.

  A lock-up clutch that can transmit torque directly by mechanically connecting a hydraulic power transmission device such as a torque converter or a fluid coupling, and a release side for setting the operating state of the lock-up clutch to a release state A lock-up switching valve for selectively switching the position and the engagement-side position for setting the operation state of the lock-up clutch to the engagement side state, and the lock-up switching valve being switched to the engagement side position 2. Description of the Related Art A vehicle hydraulic control device including a lockup control valve that controls the torque capacity of a lockup clutch by being operated based on a control pressure by a solenoid valve is well known.

  For example, this is a hydraulic control circuit of a fluid transmission device with a lockup clutch for a vehicle described in Patent Document 1. According to Patent Document 1, the space between the front cover of the torque converter and the turbine (or pump) is divided into a release side oil chamber on the front cover side and an engagement side oil chamber on the turbine side by a lockup clutch. The lockup clutch is in contact with the front cover by the differential pressure between the engagement side oil chamber and the release side oil chamber (= the hydraulic pressure of the engagement side oil chamber minus the hydraulic pressure of the release side oil chamber), that is, the lockup clutch is operated. The state is switched. Then, an OFF (release) side position for setting the operation state of the lock-up clutch to a lock-up off state (release state) and an operation state of the lock-up clutch between a slip state and a lock-up on state (fully engaged state) When the lockup relay valve (lockup switching valve) and the lockup relay valve are switched to the ON side, they are operated according to the control pressure by the solenoid valve. Accordingly, a lockup control valve (lockup control valve) is provided for controlling the slip state or the lockup on state of the lockup clutch by changing the differential pressure.

JP 2004-340308 A

  By the way, it is not necessary to operate the lockup control valve in a vehicle state in which the lockup clutch is to be in the lockup off state, for example, at low vehicle speeds. In order to operate a predetermined device such as a switching valve, it is conceivable to use the control pressure by the solenoid valve output via the lock-up relay valve when switched to the OFF side position.

  However, when an on-fail that is fixed to the ON position occurs when the lockup relay valve should be switched to the OFF position, the solenoid valve for operating the predetermined device at the ON position of the lockup relay valve There is a possibility that the lockup control valve is actuated by the control pressure due to, and the operation state of the lockup clutch is switched from the slip state to the lockup on state. Then, for example, in a vehicle state that should originally be in a lock-up off state, such as when driving at a low vehicle speed, the engine rotation speed that is dragged by the rotation of the drive wheels by the lock-up clutch being in the slip state or the lock-up on state is There is a possibility that the operating state of the engine will not be stable because it is lower than the idling speed.

  The present invention has been made against the background of the above circumstances, and its purpose is to lock up when the lock-up clutch is switched to the disengaged position to bring the operating state of the lock-up clutch into the disengaged state. When a predetermined device is operated by supplying a control pressure for controlling the torque capacity of the lock-up clutch via the switching valve, the engine operating state is maintained even if the lock-up switching valve is turned on. An object of the present invention is to provide a stable hydraulic control device for a vehicle.

The gist of the invention according to claim 1 for achieving this object is as follows: (a) a fluid transmission device provided with a lock-up clutch, a solenoid valve for outputting a control pressure, and a lock-up thereof; A lock-up switching valve that can selectively switch between a disengagement-side position for setting the operation state of the clutch to a disengagement state and an engagement-side position for setting the operation state of the lock-up clutch to the engagement side state; Hydraulic pressure of a vehicle including a lockup control valve that controls the torque capacity of the lockup clutch by being operated based on the control pressure when the lockup switching valve is switched to the engagement position. (B) operated by being supplied with the control pressure via the lock-up switching valve when being switched to the release side position. (C) when the control pressure is output to operate the predetermined device, the lock-up control valve is operated in the lock-up clutch regardless of the control pressure. Forced operation based on a predetermined hydraulic pressure output in a vehicle state in which the operation state of the lock-up clutch should be set to the release side state so as to be in the release side state It is to be made to be.

In this way, the control pressure is output so that the control pressure is supplied via the lock-up switching valve when it is switched to the release position to operate the predetermined device. In some cases, the lockup clutch is in a disengagement state so that the operation state of the lockup clutch is a disengagement state regardless of the control pressure. Since the lock-up control valve is forcibly operated based on a predetermined hydraulic pressure output in the vehicle state, the on-fail is temporarily fixed at the engagement side position when the lock-up switching valve is switched to the release side position. Even when the lockup switching valve is engaged, the lockup control valve is operated by the control pressure at the engagement side position of the lockup switching valve, and the lockup clutch is Dynamic state is prevented from being switched to the engagement side state. Therefore, for example, in a vehicle state where the lockup clutch should be in the disengaged state, such as when driving at low vehicle speeds, the disengaged state of the lockup clutch is maintained. The operating state of the engine is stabilized without being dragged.

  According to a second aspect of the present invention, in the hydraulic control device for an automatic transmission for a vehicle according to the first aspect, a manual valve is provided for outputting a reverse travel hydraulic pressure in accordance with an operation to the reverse travel position of the shift operation member. The predetermined hydraulic pressure is the reverse traveling hydraulic pressure. In this way, during reverse travel, where the lockup clutch is generally in the disengaged state, the disengaged state of the lockup clutch is forcibly maintained even if the lockup switching valve is on-failed. Is done.

  Here, preferably, a torque converter, a fluid coupling, or the like is used as the fluid transmission. An automatic transmission is interposed in the power transmission path from the power source to the drive wheel, and the fluid transmission is interposed between the power source and the automatic transmission.

  Preferably, in the automatic transmission, the plurality of gear stages are alternatively achieved by selectively connecting the rotating elements of the plurality of planetary gear devices by a friction engagement device, for example, forward 4 Various planetary gear type multi-stage transmissions having a stage, five forward stages, six forward stages, and more, etc., and a plurality of pairs of transmission gears that are always meshed with each other between two shafts. A synchronous mesh parallel two-shaft automatic transmission in which any one of the gears is alternatively switched to a power transmission state by a synchronizer driven by a hydraulic actuator or the like, and the gear position is automatically switched, and a transmission that functions as a power transmission member A belt type continuously variable transmission in which a belt is wound around a pair of variable pulleys whose effective diameters are variable and the gear ratio is continuously changed continuously, and a pair of cone members rotated around a common axis. And its A plurality of rollers that can rotate about the rotation center intersecting with the center are sandwiched between the pair of cone members, and the crossing angle between the rotation center of the roller and the shaft center is changed, so that the gear ratio changes continuously. Type toroidal continuously variable transmission or a differential mechanism comprising, for example, a planetary gear device that distributes the power from the engine to the first electric motor and the output shaft, and the first provided on the output shaft of the differential mechanism The main part of the power from the engine is mechanically transmitted to the drive wheels by the differential action of the differential mechanism and the remaining part of the power from the engine is passed through the electric path from the first motor to the second motor. An automatic transmission in which the transmission gear ratio is electrically changed by electrical transmission using, for example, a hybrid vehicle drive device that functions as an electric continuously variable transmission is used alone or in combination. Constructed by.

  Preferably, the automatic transmission is mounted on the vehicle even when the automatic transmission is a horizontal type such as an FF (front engine / front drive) vehicle in which the axis of the automatic transmission is in the width direction of the vehicle. A vertical installation type such as an FR (front engine / rear drive) vehicle may be used.

  Preferably, the friction engagement device in the planetary gear type multi-stage transmission is a hydraulic friction engagement device such as a multi-plate type, single plate type clutch or brake engaged by a hydraulic actuator, or a belt-type brake. The device is widely used. The oil pump that supplies the hydraulic oil for engaging the hydraulic friction engagement device may be, for example, one that is rotationally driven by a driving power source and discharges the hydraulic oil, but in addition or alternatively, It may be driven by a dedicated electric motor or the like arranged separately from the driving power source.

  Preferably, an engine that is an internal combustion engine such as a gasoline engine or a diesel engine is widely used as the power source. Further, an electric motor or the like may be used in addition to this engine as an auxiliary power source. Or only an electric motor may be used as a power source.

  Preferably, the hydraulic control device including the hydraulic friction engagement device includes, for example, a plurality of electromagnetic pressure regulating valves, that is, linear solenoid valves, as the electromagnetic valve device, and the output hydraulic pressure of the linear solenoid valve is directly hydraulic. Although it is desirable in terms of responsiveness to supply each to the hydraulic actuator (hydraulic cylinder) of the friction engagement device, instead, each shift control valve corresponding to each linear solenoid valve is provided, and the output hydraulic pressure of the linear solenoid valve is adjusted. By using it as a pilot hydraulic pressure, it is possible to control the hydraulic oil to be supplied from the shift control valve to the hydraulic actuator. When only such a pilot pressure is output, the amount of control output oil of the linear solenoid valve is small, so that the linear solenoid valve is compared with the case where the output hydraulic pressure is directly supplied to the hydraulic friction engagement device. Small size is acceptable.

  Preferably, the plurality of linear solenoid valves are provided, for example, one by one corresponding to each of the plurality of hydraulic friction engagement devices. In the case where there are a plurality of hydraulic friction engagement devices that do not have the same, various modes are possible, such as providing a common linear solenoid valve for them. In addition, it is not always necessary to perform the hydraulic control of all the hydraulic friction engagement devices with the linear solenoid valve. Some or all of the hydraulic control may be pressure control means other than the linear solenoid valve, such as duty control of the ON-OFF solenoid valve. You can go there.

  Preferably, the predetermined device is operated by a control pressure by a solenoid valve for controlling the torque capacity in a disengaged state of the lock-up clutch at least in a state where it is not necessary to control the torque capacity of the lock-up clutch. Hydraulic system. For example, this hydraulic device is assumed to be a valve device such as a switching valve or a hydraulic friction engagement device that is operated when the lockup clutch is in the disengaged state.

  Preferably, the solenoid valve for outputting the control pressure used for controlling the torque capacity is a linear solenoid valve or an ON-OFF solenoid valve that can directly output the control pressure. A linear solenoid valve or an ON-OFF solenoid valve that supplies pilot hydraulic pressure to the control valve so that the control pressure is output from the control valve may be used.

  In this specification, “supplying hydraulic pressure” means “applying hydraulic pressure” or “supplying hydraulic oil controlled to the hydraulic pressure”.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating the configuration of a vehicular automatic transmission (hereinafter referred to as an automatic transmission) 10 to which the present invention is applied. FIG. 2 is an engagement operation table for explaining the operation state of the friction engagement element, that is, the friction engagement device when a plurality of shift speeds are established. The automatic transmission 10 is preferably used for an FF vehicle mounted in the left-right direction (horizontal) of the vehicle, and is a single pinion type first in a transmission case 26 as a non-rotating member attached to the vehicle body. A first transmission 14 configured mainly with one planetary gear device 12, a Ravigneaux type configured mainly with a double pinion type second planetary gear device 16 and a single pinion type third planetary gear device 18. The second transmission unit 20 is provided on a coaxial line (on the common axis C), and the rotation of the input shaft 22 is shifted and output from the output rotation member 24. The input shaft 22 corresponds to an input member. In this embodiment, the input shaft 22 is a turbine shaft of a torque converter 32 as a fluid transmission device that is rotationally driven by an engine 30 that is a power source for traveling. The output rotating member 24 corresponds to an output member of the automatic transmission 10, and an output gear that meshes with a differential driven gear (large-diameter gear) 36 to transmit power to the differential gear device 34 shown in FIG. That is, it functions as a differential drive gear. The output of the engine 30 is transmitted to the pair of drive wheels 40 via the torque converter 32, the automatic transmission 10, the differential gear unit 34, and the pair of axles 38. The torque converter 32 includes a lockup clutch 42 for transmitting the output of the engine 30 to the input shaft 22 via a fluid and directly transmitting the output of the engine 30 to the input shaft 22 without passing the fluid. Yes. The automatic transmission 10 and the torque converter 32 are substantially symmetrical with respect to the center line (axial center) C, and the lower half of the center line C is omitted in the skeleton diagram of FIG. .

  The automatic transmission 10 corresponds to a combination of any one of the rotational states (sun gears S1 to S3, carriers CA1 to CA3, ring gears R1 to R3) of the first transmission unit 14 and the second transmission unit 20 according to the combination. Six forward shift stages (forward gear stage, forward travel gear stage) from the first gear stage (first gear stage) “1st” to the sixth gear stage (sixth gear stage) “6th” are established. At the same time, one reverse gear stage of the reverse gear stage (reverse gear stage, reverse drive gear stage) “R” is established. As shown in FIG. 2, for example, in the forward gear stage, the first speed gear stage is engaged by the engagement of the clutch C1 and the brake B2, and the second speed gear stage is engaged by the engagement of the clutch C1 and the brake B1, and the clutch C1 is engaged. The third gear is set by engagement with the brake B3, the fourth gear is set by engagement of the clutch C1 and the clutch C2, and the fifth gear is set by engagement of the clutch C2 and the brake B3. The sixth gear is established by engaging the brake B1. Further, the reverse gear stage is established by the engagement of the brake B2 and the brake B3, and the neutral state is established by releasing any of the clutches C1, C2 and the brakes B1 to B3.

  The engagement operation table of FIG. 2 summarizes the relationship between the above-described shift speeds and the operation states of the clutches C1 and C2 and the brakes B1 to B3, and “◯” represents engagement. Further, the gear ratios of the respective gear stages are the gear ratios of the first planetary gear device 12, the second planetary gear device 16, and the third planetary gear device 18 (= number of teeth of the sun gear / number of teeth of the ring gear) ρ1, ρ2. , Ρ3 as appropriate.

  The clutches C1 and C2 and the brakes B1 to B3 (hereinafter simply referred to as the clutch C and the brake B unless otherwise distinguished) are engaged by a first hydraulic frictional engagement controlled by a hydraulic actuator such as a multi-plate clutch or a brake. Combined device (clutch C1), second hydraulic friction engagement device (clutch C2), third hydraulic friction engagement device (brake B1), fourth hydraulic friction engagement device (brake B2), fifth hydraulic type Friction engagement device (brake B3), excitation, non-excitation of linear solenoid valves SLC1, SLC2, SLB1, SLB2, SLB3 as electromagnetic valve devices in a hydraulic control circuit 100 (see FIG. 3) as a hydraulic control device With the current control, the engaged / released state is switched, and the transient hydraulic pressure at the time of engagement / release is controlled.

In the torque converter 32, the lock-up clutch 42, As is well known, the pressure difference ΔP between the pressure _{P ON} in the engagement-side oil chamber 44 and the hydraulic pressure _{P OFF} in the release side oil chamber 46 _{(= P ON} -P _OFF ) is a hydraulic friction clutch that is frictionally engaged with the front cover 48. The operating condition of the torque converter 32 is, for example, a so-called lockup off in which the differential pressure ΔP is negative and the lockup clutch 42 is released, and the differential pressure ΔP is zero or more and the lockup clutch 42 is half-engaged. The so-called slip state, and the so-called lock-up on, in which the lock-up clutch 42 is completely engaged by setting the differential pressure ΔP to the maximum value, are roughly classified. Further, in the slip state of the lock-up clutch 42, the torque sharing of the lock-up clutch 42 is eliminated by setting the differential pressure ΔP to zero, and the torque converter 32 is set to an operating condition equivalent to the lock-up off. That is, when the differential pressure ΔP is greater than or equal to zero, the operating state of the lock-up clutch 42 is set to zero where the differential pressure ΔP is minimum and is released, and the differential pressure ΔP is maximum and fully engaged. In this state, the differential pressure ΔP is set to an intermediate value between the minimum and maximum values, and the slip state is set.

  FIG. 3 is a circuit diagram for explaining a main configuration for controlling engagement and disengagement of the clutches C1 and C2 and the brakes B1 to B3 mainly for controlling the shift of the automatic transmission 10 in the hydraulic control circuit 100. It is.

In FIG. 3, the hydraulic control circuit 100 adjusts the line hydraulic pressure (first line hydraulic pressure) P _L1 using the operating hydraulic pressure output (generated) from the mechanical oil pump 28 rotated and driven by the engine 30 as a source pressure. The line pressure (second line oil pressure) P _L2 is obtained by using the oil pressure discharged from the first pressure regulating valve 102 as a source pressure for pressure regulation of the line pressure oil P _L1 by the first pressure regulating valve (primary regulator valve) 102 and the first pressure regulating valve 102. second pressure regulating valve which applies the tone (secondary regulator valve) 104, a modulator valve 106 pressure regulates the modulator pressure _{P M} of the constant value line pressure _{P L1} as source pressure, or the like to the line pressure _{P L1, P L2} corresponding to the engine load the signal pressure _{P S} as source pressure modulator oil pressure _{P M} to the first pressure regulating valve 102 and the second pressure regulating valve 104 to be pressure adjusted _In response to the operation of the linear solenoid valve SLT that supplies _LT and the shift lever 72 that is mechanically connected via a cable, a link, etc., while the line hydraulic pressure P _L1 is input to the input port 108, the valve valve is interlocked. line pressure according to an operation to output from the output port 110 as "D" line hydraulic pressure P _L1 forward traveling hydraulic ie D range pressure P _D according to an operation to the position of the shift lever 72 or "R" position by the switched includes a manual valve i.e. the manual valve 114 or the like is output from the output port 112 of the P _L1 as reverse travel hydraulic ie reverse pressure _{P R,} the line pressure _{P L1, P L2,} modulator pressure _P M, D range pressure _P D, and each part of the hydraulic control circuit 100 to reverse pressure _{P R} The linear solenoid valve SLC1 to the hydraulic control circuit 100 is provided if example, SLC2, SLB1, SLB2, SLB3 supplies the like.

  These linear solenoid valves SLC1, SLC2, SLB1, SLB2, and SLB3 are basically electromagnetic pressure regulating valves having the same configuration, and the excitation state and the non-excitation state are independently controlled by the electronic control unit 90 (see FIG. 4). In the energized state (on state), it outputs an oil pressure that is continuously open and changes continuously, and in the non-excited state (off state), it is closed and does not output oil pressure. Closed type, N / C type) linear solenoid valve (electromagnetic pressure regulating valve).

The hydraulic control circuit 100, as the control pressure _{P SLC1} is the output oil pressure of the linear solenoid valve SLC1 to source pressure D-range pressure _{P D} is available directly supplied to the clutch C1, the D range pressure _{P D} as the control pressure P _SLC2 is output hydraulic pressure of the linear solenoid valve SLC2 to source pressure is available directly supplied to the clutch C2, the control is the output oil pressure of the linear solenoid valve SLB1 to source pressure D-range pressure P _D The linear solenoid valve SLB2 whose source pressure is the line oil pressure P _L1 is such that the pressure P _SLB1 can be _supplied to the brake B1 via a second operating valve (hereinafter referred to as a second operating valve) 152 (see FIG. 7). as is the output hydraulic pressure control pressure _{P SLB2} capable supplied via a second actuating valve 152 to the brake B2, and D range pressure _{P D} and the reverse pressure P _The control pressure _PSLB3, which is the output hydraulic pressure of the linear solenoid valve SLB3 having one of the hydraulic pressures supplied through the shuttle valve 126 as a source pressure, is supplied to the brake B3 as a first operating valve (hereinafter referred to as a first operating valve). (Referred to as a valve) 150 (see FIG. 7), the oil passages are configured so that they can be supplied via the linear solenoid valves SLC1, SLC2, SLB1, SLB2, and SLB3. And release are controlled.

Further, in the hydraulic control circuit 100, the control pressure P _SLC1 , the control pressure P _SLC2 , and the control pressure P _SLB2 are _equal to or higher than predetermined pressures for generating the engagement torques of the clutch C1, the clutch C2, and the brake B2, respectively. In this case, hydraulic switches 128, 130, and 132 for outputting a predetermined signal, for example, an ON signal SW _ON to the electronic control device 90 are provided.

Further, the hydraulic control circuit 100 sets the operation state of the lockup clutch 42 to the disengagement state, that is, the OFF (release) side position for setting the lockup off, and the operation state of the lockup clutch 42 to the engagement side state, that is, the release state. A lock-up relay valve (lock-up switching valve) 116 that is selectively switched between a slip state that includes a slip state and a lock-up on position, and a lock-up relay valve 116 switches to an ON-side position. linear solenoid valve outputs the hydraulic pressure in a control pressure P _SLU is controlled to i.e. the differential pressure ΔP torque capacity of the lock-up clutch 42 by being actuated based on the SLU to source pressure modulator pressure P _M when being To adjust the operating state of the lock-up clutch 42 from the slip state to the And a lock-up control valve (lock-up control valve) 118 that is switched in the range of the back-up.

  The linear solenoid valve SLU is controlled by the electronic control unit 90 in an excited state and a non-excited state, and functions as a control pressure generating valve for controlling the torque capacity of the lockup clutch 42. ) Outputs a continuously changing hydraulic pressure in an open state, and in a non-excited state (off state), it is closed and does not output hydraulic pressure (normally closed type, N / C type). ) Linear solenoid valve (electromagnetic pressure regulating valve).

In the lock-up relay valve 116, when the control pressure _{P SL} is output hydraulic pressure of the ON-OFF solenoid valve SL to source pressure modulator pressure _{P M} is switched to the OFF-side position is not supplied, the lock-up lock-up clutch 42 As the control pressure P _SLU at the time of lock-up off when the control pressure P _SLU supplied to the input port 120 is not involved in the control of the operation state of the lock-up clutch 42 (when L / U is OFF). Output from the output port 122 is enabled. On the other hand, when the control pressure _PSL is supplied and switched to the ON position, the lockup clutch 42 is brought into the engaged side state, and the control pressure _PSLU supplied to the input port 120 is slipped by the lockup clutch 42. The state or the control pressure P _SLU for controlling lock-up on (when L / U is ON) can be supplied from the output port 124.

  The ON-OFF solenoid valve SL is energized and de-energized by the electronic control unit 90, and functions as a control pressure generating valve for switching the engagement side state and the release side state of the lockup clutch 42. (Normally closed type, N / C type) solenoid valve which is in an open state and outputs hydraulic pressure in a state) and is closed in a non-excited state (off state) and does not output hydraulic pressure. It is.

  FIG. 4 is a block diagram illustrating a main part of an electrical control system provided in the vehicle for controlling the automatic transmission 10 and the like of FIG. The electronic control unit 90 includes, for example, 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 follows a program stored in the ROM in advance. By performing signal processing, output control of the engine 30, shift control of the automatic transmission 10, torque capacity control of the lock-up clutch 42, and the like are executed. It is divided into a shift control for controlling SLC1, SLC2, SLB1, SLB2, and SLB3 and a torque capacity control for controlling the linear solenoid valve SLU and the ON-OFF solenoid valve SL.

4, an accelerator operation amount sensor 52 for detecting an operation amount Acc of an accelerator pedal 50, known as a so-called accelerator opening, engine rotational speed sensor 58 for detecting the rotational speed N _E of the engine 30, the engine 30 an intake air quantity sensor 60 for detecting an intake air amount Q, a throttle valve opening sensor for detecting an intake air temperature sensor 62 for detecting the temperature T _a, the opening theta _TH of an electronic throttle valve of the intake air 64, the cooling water temperature sensor 68 for detecting a vehicle speed sensor 66, cooling water temperature T _W of the engine 30 for detecting a vehicle speed V (corresponding to the rotational speed N _OUT of the output rotating member 24), a foot brake pedal is a service brake The brake switch 70 for detecting the presence / absence of operation 69, and the lever position of the shift lever 72 as a shift operation member Distribution (operation position) the lever position sensor 74 for detecting a P _SH, the turbine rotational speed sensor 76 for detecting the rotational speed N _IN of the turbine rotational speed N _T or input shaft 22, the hydraulic oil in the hydraulic control circuit 100 An AT oil temperature sensor 78 for detecting an AT oil temperature T _OIL , which is the temperature of the engine, is provided. From these sensors and switches, the accelerator operation amount (accelerator opening) Acc, the engine speed N _E , Intake air amount Q, intake air temperature T _A , throttle valve opening θ _TH , vehicle speed V, output rotation speed N _OUT , engine coolant temperature T _W , presence / absence of brake operation, lever position P _SH of shift lever 72, turbine rotation speed N _T (= input rotation speed _N iN), so that the signal representative of the like aT oil temperature _{T oIL} is supplied to the electronic control unit 90 You have me.

Further, the electronic control unit 90 outputs an engine output control command signal S _E for controlling the output of the engine 30, for example, a signal for driving a throttle actuator for controlling the opening / closing of the electronic throttle valve according to the accelerator operation amount Acc, An injection signal for controlling the amount of fuel injected from the fuel injection device, an ignition timing signal for controlling the ignition timing of the engine 30 by the ignition device, and the like are output. Further, a shift control command signal S _P for shift control of the automatic transmission 10, for example, a signal for controlling the linear solenoid valves SLC 1, SLC 2, SLB 1, SLB 2, SLB 3 in order to switch the shift stage of the automatic transmission 10, or line hydraulic pressure such as a signal for driving a linear solenoid valve SLT for controlling the P _L is output. Further, a torque capacity control command signal S _U for controlling the torque capacity of the lockup clutch 42, for example, a signal for controlling excitation / de-energization of the ON-OFF solenoid valve SL and a lock for switching the operation state of the lockup clutch 42. A signal for controlling the linear solenoid valve SLU is output to control the torque capacity of the up clutch 42, for example, the differential pressure ΔP.

  More specifically, the electronic control unit 90 uses the vehicle speed V and the accelerator operation amount Acc as shown in FIG. 5 as variables to store the actual vehicle speed V from the relationship (map, shift diagram) stored in advance. Then, based on the accelerator operation amount Acc, it is determined whether or not the shift of the automatic transmission 10 should be executed. For example, the shift stage to be shifted of the automatic transmission 10 is determined, and the automatic shift is performed so that the determined shift stage is obtained. Shift control means for executing automatic shift control of the transmission 10 is functionally provided. At this time, the electronic control unit 90 engages and / or releases the hydraulic friction engagement device involved in the shift of the automatic transmission 10 so that the shift stage is achieved according to, for example, the engagement operation table shown in FIG. Command (shift output, hydraulic command), that is, the hydraulic pressure supplied to the hydraulic actuator of the hydraulic friction engagement device by exciting or de-energizing the linear solenoid valves SLC1, SLC2, SLB1, SLB2, and SLB3 in the hydraulic control circuit 100, respectively. Commands for controlling pressure regulation are output to the hydraulic control circuit 100.

More specifically, with respect to the torque capacity control, the electronic control unit 90 uses, for example, a throttle valve opening θ _TH and a vehicle speed V as variables as shown in FIG. The operation state of the lockup clutch 42 is switched on the basis of the actual vehicle state, for example, the throttle valve opening θ _TH and the vehicle speed V, based on a previously stored relationship (map, lockup region diagram) having a (lockup on) region. A lock-up clutch control means for controlling is functionally provided.

For example, the electronic control unit 90 outputs a control command for the ON-OFF solenoid valve SL to the hydraulic control circuit 100 in order to switch the lockup clutch 42 to lockup off or to switch to slip or lockup on. slip amount i.e. turbine rotational speed _{N T} and the engine rotational speed _{N E} and the rotational speed difference _{N SLP (= N E -N T} ) target rotational speed difference of the input and output elements of the lock-up clutch 42 (the target slip _{amount) N SLP} A control command for the linear solenoid valve SLU is output to the hydraulic control circuit 100 in order to control the differential pressure ΔP so as to indicate ^* .

  The shift lever 72 is a shift switching device for switching the power transmission state in the automatic transmission 10, and is disposed, for example, in the vicinity of the driver's seat, and has four lever positions “P (parking)” and “R (reverse). ) ”,“ N (Neutral) ”, and“ D (Drive) ”(see FIG. 3).

  The “P” position (range) releases the power transmission path in the automatic transmission 10, that is, enters a neutral state (neutral state) in which the power transmission in the automatic transmission 10 is interrupted, and mechanically rotates the output by the mechanical parking mechanism. The parking position (position) for preventing (locking) the rotation of the member 24, and the “R” position is a reverse traveling position (position) for reversing the rotation direction of the output rotating member 24; The "" position is a neutral position (position) for neutralizing power transmission in the automatic transmission 10, and the "D" position is the first through sixth gear stages of the automatic transmission 10. The automatic transmission mode is established within the shift range that allows the first shift, and all the forward gears from the first speed gear stage “1st” to the sixth speed gear stage “6th” are used. A forward drive position to perform a shift control (position).

  FIG. 7 is a circuit diagram for explaining a main configuration of the hydraulic control circuit 100 for mainly avoiding the interlock of the automatic transmission 10.

In FIG. 7, the hydraulic control circuit 100 includes a first operating valve 150 capable of shutting off the supply of the control pressure P _SLB3 to the brake B3, the supply of the control pressure P _SLB1 to the brake B1, and the control to the brake B2. A second actuating valve 152 capable of shutting off the supply of the pressure P _SLB2 together. For some reason, for example, by occurrence of an on-fail of a linear solenoid valve that outputs hydraulic pressure even in a non-excited state, A failure in which the control pressure of the linear solenoid valve that is not supplied at the same time is normally supplied at the same time when achieving any one of the first gear to the sixth gear. Sometimes, it has a fail-safe function that prevents the automatic transmission 10 from being interlocked by interrupting the supply of control pressure to a predetermined hydraulic friction engagement device. Hereinafter, this fail-safe function provided in the hydraulic control circuit 100 will be described in detail.

The first operating valve 150 includes a spool valve element 154 having lands 154a, b, and c that increase in diameter from the vicinity of one shaft end side toward the other shaft end side, and the other of the spool valve elements 154. A spring 156 which is provided on the shaft end side and applies a thrust toward the normal position to the spool valve element 154, that is, an urging member for urging the spool valve element 154 to the normal position; An oil chamber 158 that receives a control pressure P _SLU (when L / U is OFF) to bias the spool valve element 154 to the normal position, and the spool valve element 154 provided on the other shaft end side of the spool valve element 154. And a D-range pressure P _D for biasing the spool valve element 154 to the normal position together with the plunger 160 provided on the other shaft end side of the spool valve element 154. , An oil chamber 162 that is provided on one shaft end side of the spool valve element 154 and receives the control pressure P _SLB1 to _{urge the} spool valve element 154 to the failure side position, and the spool valve element 154 The control pressure P _SLC2 that is provided between the land 154a and the land 154b having a larger diameter than the land 154a is received in order to urge the spool valve element 154 to the failure side position. An oil chamber 166 is provided between the land 154b and a land 154c having a diameter larger than that of the land 154b in order to bias the spool valve element 154 to the failure side position. an oil chamber 168 that receives the control pressure _{P SLC1} to, and the spool valve element 154 is provided on one axial end side of the spool 154 A plunger 170 which is in contact, the shuttle valve 172 of the reverse pressure _{P R} and the control pressure _{P SLB2} to one urges failure side position spool valve element 154 with a plunger 170 provided on the shaft end side of the spool 154 And an oil chamber 176 that receives any one of the hydraulic pressure and the control pressure _PSLB3 supplied via the shuttle valve 174.

In the first operating valve 150 configured as described above, the shift lever 72 is in the “D” position, and a linear solenoid for achieving any one of the first to sixth gears. In the normal state in which only the control pressure of the valve is supplied, the oil chamber is opposed to the thrust by the control pressure supplied to any two of the oil chambers 164, 167, 169, 176. D range pressure _{P D} and the spool valve element 154 with the plunger 160 by the thrust of the spring 156 is provided to 162 is switched to the normal side position, the input port 178 and the brake B3 and the second actuation control pressure _{P SLB3} is input supply port 180 aligned to each communicate with each other that is connected to the oil passage to the valve 152, and the reverse pressure P _R is the input port 182 to be inputted to the second actuating valve 152 Brought through the supply port 184 are communicated each other, which are connected to the road.

That is, the first actuating valve 150 is normally-side position based on success in thrust and D range pressure P _D of the spring 156 during forward travel is a time of occurrence of the D range pressure P _D is maintained, the normal side In the position, the control pressure P _SLB3 is allowed to be supplied from the supply port 180 to the brake B3. Thereby, at the “D” position of the shift lever 72, it is allowed to achieve the third speed gear stage and the fifth speed gear stage, which are the requirements for establishing the engagement of the brake B3.

On the other hand, when the shift lever 72 is in the “D” position and achieves any one of the first gear to the sixth gear, it is not supplied at the same time if it is normal. In the case of a failure such that the control pressures of at least three linear solenoid valves among the control pressure P _SLC1 , the control pressure P _SLC2 , the control pressure P _SLB1 , and the control pressure P _SLB2 or the control pressure P _SLB3 are supplied simultaneously. , against the thrust of the D range pressure _{P D} and the spring 156 is supplied to the oil chamber 162, the spool by the thrust by the control pressure supplied to the at least three oil chambers of the oil chamber 164,167,169,176 The valve element 154 is switched to the failure side position, the oil path from the input port 178 to the supply port 180 is blocked, and the input port 182 and the supply port are disconnected. Aligned to each preparative 180 communicate with each other, it is caused and the D-range and the input port 186 to pressure _{P D} is input through the supply port 184 are communicated each other.

That is, the first operating valve 150, D-range pressure _{P D} of occurrence is that during the fault at the time of forward running control pressure _{P SLC1,} the control pressure _{P SLC2,} the control pressure _{P SLB1,} and the control pressure _{P SLB2} or control pressure Based on the generation of the control pressures of at least three linear solenoid valves among the P _SLB3 , the failure side position is switched, the supply of the control pressure _PSLB3 to the brake B3 is cut off at the failure side position, and the predetermined hydraulic pressure at the time of failure and it outputs a D-range pressure _{P D} as the second actuating valve 152. Thereby, the interlock of the automatic transmission 10 due to the abnormal engagement of the brake B3 at the time of failure during forward traveling can be avoided.

The second actuating valve 152 includes a spool valve element 188 having lands 188a, b, c, and d that increase in diameter from the vicinity of one shaft end side toward the other shaft end side. A spring 190 that is provided on the other shaft end side and applies a thrust force toward the normal position to the spool valve element 188, that is, an urging member that urges the spool valve element 188 to the normal position, and the spring 190 are accommodated And an oil chamber 192 that receives a control pressure P _SLU (when L / U is OFF) to urge the spool valve element 188 to a normal position, and the spool valve provided on the other shaft end side of the spool valve element 188 A plunger 194 that comes into contact with the child 188, and a line hydraulic pressure for urging the spool valve 188 to the normal position together with the plunger 194 provided on the other shaft end side of the spool valve 188. An oil chamber 196 for receiving the _L1, hydraulic (D range pressure P _D or reverse from the supply port 184 to urge the spool valve element 188 is provided on one axial end side of the spool valve element 188 to the fault-side position An oil chamber 198 for receiving the pressure P _R ) and a land 188a provided near one shaft end side of the spool valve element 188 and a diameter larger than that of the land 188a in order to urge the spool valve element 188 to the failure side position. an oil chamber 200 to accept one of the hydraulic pressure supplied through the shuttle valve 172 of the reverse pressure P _R and the control pressure P _SLB2 to act between the lands 188b, near the axial center of the spool 188 The land 188c and the land 1 having a larger diameter than the land 188c are provided to urge the spool valve element 188 to the failure side position. An oil chamber 202 that receives the control pressure _{P SLB1} to act between 8d, provided on one axial end side of the spool valve element 188 and the spool valve element 188 abutting against the plunger 204, one of the spool 188 and an oil chamber 206 for receiving the hydraulic pressure (control pressure P _SLB3 or reverse pressure P _R) from the supply port 180 to urge the spool 188 to the fault-side position with the plunger 204 provided on the shaft end .

In the second operating valve 152 configured as described above, the shift lever 72 is in the “D” position, and a linear solenoid for achieving any one of the first to sixth gears. In the normal state where only the control pressure of the valve is supplied, at least one of the oil chambers 198, 201, 203, 206 resists the thrust due to the control pressure supplied to one oil chamber. The spool valve element 188 is switched to the normal position together with the plunger 194 by the line oil pressure P _L1 supplied to the _pipe 196 and the thrust of the spring 190, and the oil passage to the input port 208 and the brake B1 to which the control pressure P _SLB1 is input. brought through the connected supply port 210 are communicated each other, and feed port of the control pressure P _SLB2 is connected to the oil path to the input port 212 and the brake B2 is inputted Be allowed to communicate door 214 are in communication with each other.

That is, the second actuating valve 152 is normally-side position based on the thrust and the line pressure P _L1 of the spring 190 during normal during forward travel is a time of occurrence of the D range pressure P _D is maintained in its normal side position The control pressure P _SLB1 and the control pressure P _SLB2 are allowed to be supplied to the brake B1 and the brake B2, respectively. Thereby, at the “D” position of the shift lever 72, it is allowed to achieve the first speed gear stage, the second speed gear stage, and the sixth speed gear stage that are required to establish the engagement of the brake B1 or the brake B2.

On the other hand, when the shift lever 72 is in the “D” position and achieves any one of the first gear to the sixth gear, it is not supplied at the same time if it is normal. the control pressure _{P SLB1,} the control pressure _{P SLB2,} the control pressure _{P SLB3,} and failure such as at least two hydraulic pressure is supplied simultaneously among the D range pressure _{P D} output from the first operating valve 150 as a predetermined hydraulic pressure at the time of failure If it is time, the hydraulic pressure supplied to at least two of the oil chambers 198, 201, 203, 206 against the thrust of the line hydraulic pressure PL ₁ and the spring 190 supplied to the oil chamber 196. The spool valve element 188 is switched to the failure side position by the thrust force, and the oil passage from the input port 208 to the supply port 210 is shut off and controlled via the orifice. Pressure P _{SLU (L /} U at OFF) is moved through the supply port 210 are communicated with the input port 216 to be input, reverse pressure P _R is supplied with the oil passage from the input port 212 to the supply port 214 is caused to cut off The input port 218 and the supply port 214 communicate with each other.

That is, the second actuating valve 152, D-range pressure _{P D} of the control at the time of failure pressure during forward travel is incurred _{P SLB1,} the control pressure _{P SLB2,} first as a predetermined hydraulic pressure of the control pressure _{P SLB3,} and failure 1 is switched to the failure-side position based on at least two hydraulic occurrence of D range pressure P _D output from the operating valve 150, the supply and the brake B2 of the control pressure P _SLB1 to the brake B1 in the fault-side position The supply of the control pressure P _SLB2 is cut off. Thereby, the interlock of the automatic transmission 10 due to the abnormal engagement of the brake B1 or the brake B2 at the time of a failure during forward traveling can be avoided.

The hydraulic control circuit 100 includes the first operating valve 150 and the second operating valve 152 having the above functions, thereby achieving any one of the first to sixth gears. In this case, the control pressure P _SLC1 , the control pressure P _SLC2 , the control pressure P _SLB1 , the control pressure P _SLB2 , and the control pressure P _SLB3 (hereinafter referred to as the control pressure P _{SLC1 to the} control pressure P are not supplied at the same time if normal. _{In the} event of a failure in which at least three control pressures of _SLB 3) are supplied simultaneously, three or more hydraulic friction engagement devices of clutch C and brake B are not simultaneously engaged, and brake B1 and brake B2 are It is comprised so that it may not be engaged together.

For example, when the control pressure P _SLC1 and the control pressure P _SLC2 are supplied to achieve the fourth speed gear stage, the first operation valve at the time of failure such that the control pressure P _SLB3 is simultaneously supplied by the on-fail of the linear solenoid valve SLB3. Since the control pressure P _SLC1 , the control pressure P _SLC2 , and the control pressure P _SLB3 are switched to the failure side position based on the generation of the control pressure P _SLC1 , the supply of the control pressure P _SLB3 to the brake B3 is cut off. Interlock of the automatic transmission 10 due to the engagement of C2 and the brake B3 is avoided, and only the clutch C1 and the clutch C2 are engaged by the control pressure P _SLC1 and the control pressure P _SLC2, and the fourth speed is achieved. A gear stage is achieved.

Further, when the control pressure P _SLC1 and the control pressure P _SLB2 are supplied to achieve the first speed gear stage, the second operation valve is used in the event of a failure in which the control pressure P _SLB1 is supplied simultaneously by the on-fail of the linear solenoid valve SLB1. 152 control because pressure supply of the control pressure _{P SLB2} of the _{P SLB1} and control pressure to be switched to the failure-side position based on the occurrence of _{P SLB2} the supply and the brake B2 of the control pressure _{P SLB1} to the brake B1 is cut off Interlock of the automatic transmission 10 due to the engagement of the clutch C1, the brake B1, and the brake B2 is avoided, and only the clutch C1 is engaged by the control pressure P _SLC1 so that the automatic transmission 10 is neutral. State.

Further, when the control pressure P _SLC1 and the control pressure P _SLB2 are supplied to achieve the first speed gear stage, the first operation valve is operated in the event of a failure in which the control pressure P _SLC2 is simultaneously supplied by the on-fail of the linear solenoid valve SLC2. 150 control pressure _{P SLC1,} the control pressure _{P SLC2,} and with D range pressure _{P D} by being switched to the failure-side position based on the occurrence of the control pressure _{P SLB2} it is outputted to the second actuating valve 152, the second actuating since the valve 152 is supply of the control pressure _{P SLB2} to the brake B2 is cut off by being switched to the failure-side position based on the occurrence of the D-range pressure _{P D} is output from the control pressure _{P SLB2} and the first actuating valve 150 , The interlock of the automatic transmission 10 by engaging the clutch C1, the clutch C2, and the brake B2. Together they are avoided, the fourth speed gear stage only clutch C1 and the clutch C2 are engaged is achieved by a control pressure _{P SLC1} and the control pressure _{P SLC2.}

Further, when the first pressure gear stage is achieved by supplying the control pressure P _SLC1 and the control pressure P _SLB2 , the first actuating valve in the event of a failure in which the control pressure P _SLB3 is simultaneously supplied by the on-fail of the linear solenoid valve SLB3. In 150, since the control pressure P _SLC1 and the control pressure P _SLB2 or the control pressure P _SLB3 are only inputted, the normal side position is maintained as it is, but the second operation valve 152 is maintained at the control pressure P _SLB2 and the control pressure P. _Since the supply of the control pressure _PSLB2 to the brake B2 is cut off by switching to the failure side position based on the occurrence of the _SLB3, the automatic transmission 10 by engaging the clutch C1, the brake B2, and the brake B3. with interlock is avoided, the control pressure _{P SLC1} and the control pressure _{P SLB3} Only latches C1 and the brake B3 is the third-speed gear position are engaged is achieved.

  Hereinafter, the above-mentioned other abnormal combinations in which the control pressure that causes a failure is simultaneously supplied will not be exemplified, but the first to sixth gears may be provided by the first operating valve 150 and the second operating valve 152. When a control pressure that is not supplied at the same time is normal at the time of achieving any one of the speeds, all combinations that the automatic transmission 10 interlocks are avoided in the case of a failure in which the control pressure is supplied at the same time. The

  Further, the first operating valve 150 and the second operating valve 152 are configured to operate to the failure side only at the time of a failure during forward traveling in which the shift lever 72 is in the “D” position. It does not affect the normal shifting.

Here, when the shift lever 72 is operated to the "R" position, the spool valve only by the thrust due to the reverse pressure P _R is supplied to the oil chamber 176 against the first actuating valve 150 to the thrust of the spring 156 The child 154 is switched to the failure side position so that the input port 182 and the supply port 180 are communicated with each other, and the line hydraulic pressure P _L1 supplied to the oil chamber 196 in the second operating valve 152 and the thrust of the spring 190 are resisted. reverse pressure _{P R} and the supply port 180 and reverse pressure _{P R} input port 218 is switched by only by the thrust spool valve element 188 to the fault-side position which is supplied to the oil chamber 206 supply port is supplied to the oil chamber 200 214 Is communicated with.

That is, when the reverse travel is the occurrence of reverse pressure P _R, together with the first actuating valve 150 is exclusively switched to the failure-side position based on the occurrence of the reverse pressure P _R, the reverse pressure P in the fault-side position allows _{the R} is supplied to the brake B3, together with the second actuating valve 152 is exclusively switched to the failure-side position based on the occurrence of the reverse pressure P _R, the reverse pressure P _R is the brake B2 at the fault side position Allow to be supplied. Thus, the reverse gear stage in which the engagement of the brake B2 and the brake B3 is a requirement for establishment at the “R” position of the shift lever 72 is achieved.

Further, when the shift lever 72 is operated to the “R” position, the first operating valve 150 and the second operating valve 152 can discharge minute foreign matters mixed in the hydraulic oil, and the accumulation thereof can be suppressed. in, exclusively components eg spring or the like for switching the respective spool to the failure-side position, without providing the each valve is switched respectively to the failure side position without a failure by reverse pressure P _R. Thereby, the possibility of valve sticks of the first operating valve 150 and the second operating valve 152 can be reduced, and the occurrence of malfunction of the first operating valve 150 and the second operating valve 152 at the time of actual failure is suppressed. can do. Also, failure entire valve by spool 154,188 is moved together with the plunger 160,170,194,204 using a reverse pressure _{P R} that is generated during the course backward travel performed if normal use Since the position is switched to the side position, the number of parts is reduced while maintaining a highly reliable fail-safe function in which malfunctions are suppressed.

Further, the engagement torque capacity required during forward travel is such that the linear solenoid valves SLB2, SLB3 can be reduced in size in accordance with the engagement torque capacity required during forward travel, similar to the other linear solenoid valves SLC1, SLC2, SLB1. large engagement torque capacity than is at the time of reverse running necessary, brake B2 and the brake B3 is engaged by a reverse pressure P _R as a large hydraulic pressure compared to the control pressure P _SLB2 and the control pressure P _SLB3 to.

Moreover, only by the reverse pressure _{P R} from the brake B2 and the brake B3 are engaged, the first actuating valve 150 and the second actuating valve 152, the control pressure P be a energized state from the linear solenoid valve SLB2, SLB3 _SLB2, P _SLB3 has a fail-safe function for to achieve the reverse gear during off failure is not output.

Incidentally, when the shift lever 72 is first operated valve 150 and the second actuating valve 152 is operated to the "R" position is switched to the respective failure-side position based on the reverse pressure P _R, i.e. when N → R operation , when a relatively large reverse pressure P _R is directly supplied to the brake B2 and the brake B3 is engaged shock may occur.

Therefore, when the N → R operation, before the brake B2 and the brake B3 are respectively engaged by the reverse pressure P _R is switched to the failure-side position based on the reverse pressure P _R, temporarily first Control pressure _PSLB2 and control predetermined so that the normal side positions of first operation valve 150 and second operation valve 152 are maintained, and the engagement shock during N → R operation is suppressed at the normal side position. Pressure P _SLB3 is supplied to brake B2 and brake B3, respectively. For example, when the N → R operation is performed, the lockup clutch 42 is locked up and off, so that the control valve P _SLU at the time of lockup OFF (when L / U is OFF) and the first operating valve 150 and the first The two actuating valves 152 are temporarily fixed (locked) to the normal position, and the engagement transient hydraulic pressures of the brake B2 and the brake B3 are controlled by the control pressure P _SLB2 and the control pressure P _SLB3, respectively.

More specifically, the engagement shock is suppressed in comparison with a large reverse pressure P _R is directly supplied brake B3 is engaged than the control pressure P _SLB3 when N → R operation As described above, the first operation valve 150 has a normal position based on the control pressure P _SLU (when L / U is OFF) that is temporarily generated by the excitation control command of the electronic control unit 90 and is input to the oil chamber 158. While maintaining the normal position, the control pressure _PSLB3 based on the pressure regulation control command of the electronic control unit 90 is supplied from the input port 178 to the brake B3 via the supply port 180, and the brake B3 is It is smoothly engaged at a predetermined engagement speed. In the first operating valve 150, the normal-side position is also the N → R control pressure side position control pressure P _SLB3 is supplied to the brake B3, the fault-side position in direct compression side position reverse pressure P _R is supplied to the brake B3 is there.

Moreover, as engagement shock N → large reverse pressure P _R than the control pressure P _SLB2 during R operation is directly supplied compared to the brake B2 is engaged is suppressed, the The two-acting valve 152 is maintained at the normal position based on the control pressure P _SLU (when L / U is OFF) that is temporarily generated by the excitation control command of the electronic control unit 90 and is input to the oil chamber 192. While this normal position is maintained, the control pressure _PSLB2 based on the pressure regulation control command of the electronic control unit 90 is supplied from the input port 212 to the brake B2 via the supply port 214, and the brake B2 is _{engaged at a} predetermined level. Engage smoothly at speed. In the second operating valve 152, the normal-side position is also the N → R control pressure side position control pressure P _SLB2 is supplied to the brake B2, the fault-side position in direct compression side position reverse pressure P _R is supplied to the brake B2 is there.

Further, occurrence of the temporal control pressure _{P SLU} (L / U at OFF) is when the control pressure _{P SLB2} and the control pressure _{P SLB3} are supplied to the brake B2 and the brake B3 of the switching to the reverse pressure _{P R Until} a predetermined time elapses or the control pressure P _SLB2 and the control pressure P _SLB3 are increased to a predetermined engagement pressure or more so that the switching shock is suppressed. Will continue.

Thus, the first actuating valve 150 has a function of switching valve for switching between control pressure P _SLB3 and reverse pressure P _R when reverse gear achieved. The second actuating valve 152 has a function of switching valve for switching between control pressure P _SLB2 and reverse pressure P _R when reverse gear achieved. As a result, as compared with the case where such a switching valve is provided separately from the first operating valve 150 and the second operating valve 152, it is possible to reduce the size, weight and cost by reducing the components of the hydraulic control circuit 100. become.

The brake B2 and even when the engagement torque capacity required for reverse travel in the brake B3 is large compared to the engagement torque capacity required for forward running, reverse pressure P _R at the time of reverse running is finally Since the brake B2 and the brake B3 are engaged with each other, when the brake B2 and the brake B3 are engaged with the control pressure P _SLB2 and the control pressure P _SLB3 , the forward movement is performed similarly to the linear solenoid valves SLC1, SLC2, and SLB1. Small linear solenoid valves SLB2 and SLB3 having a relatively small output hydraulic pressure in accordance with the engagement torque capacity required for traveling can be obtained. Therefore, more effective that the first actuating valve 150 and the second actuating valve 152 has the function of switching valve for switching the control pressure P _SLB2 and the control pressure P _SLB3 and the reverse pressure P _R when the reverse gear achieve It becomes.

Further, when the N → R operation is performed, it is possible to lock the first operating valve 150 and the second operating valve 152 without providing a control pressure generating device for generating a control pressure for urging each of the first operating valve 150 and the second operating valve 152 to the normal position. The position is switched to the normal position by the control pressure P _SLU of the linear solenoid valve SLU for controlling the slip state or lock-up on of the up clutch 42. As a result, as compared with the case where such a control pressure generator is provided separately from the linear solenoid valve SLU, it is possible to reduce the size, weight, and cost by reducing the number of components of the hydraulic control circuit 100.

As described above, the first operating valve 150 and the second operating valve 152 are supplied with the control pressure P _SLU (when L / U is OFF) via the lockup relay valve 116 when switched to the release side position. Can be activated. Like the first operating valve 150 and the second operating valve 152, a predetermined device that is operated by being supplied with the control pressure P _SLU (when L / U is OFF) needs to operate the lock-up control valve 118. The control pressure P _SLU (at the time of L / U OFF) is used so that the lockup clutch 42 that is not operated can be operated only when the lockup is off.

However, when an on-fail is generated that is fixed to the ON-side position when the lock-up relay valve 116 is switched to the OFF-side position so that the operation state of the lock-up clutch 42 is locked up, the first operation valve 150 is generated. The control pressure P _SLU output to operate the second operating valve 152 is supplied to the lock-up control valve 118 via the lock-up relay valve 116 fixed at the ON side position, and as a result, the lock-up control valve 118 _May be operated based on the control pressure P _SLU, and the operation state of the lock-up clutch 42 may be slipped or locked up. Then, in general, the lockup clutch 42 is slipped or locked up in a vehicle state that should be essentially locked up, such as when traveling backward at a very low vehicle speed, so that the engine speed _NE is extremely high. the rotational speed of the low speed of the drive wheel 40 becomes dragged shape, is by the vehicle speed V operating condition of the engine 30 and the engine rotational speed N _E is lower than the idle rotation speed may not be stable.

Therefore, the lock-up control valve 118 is forcibly operated based on a predetermined hydraulic pressure when the control pressure _PSLU is output to operate the first operating valve 150 and the second operating valve 152 as a predetermined device. Therefore, the operation state of the lockup clutch 42 is configured to be locked up regardless of the control pressure _PSLU .

As the predetermined hydraulic pressure, a hydraulic pressure that is set in advance so as to be output when the operation state of the lockup clutch 42 is switched to lockup off is used. For example, hydraulic pressure output in a vehicle state in which the operation state of the lockup clutch 42 is to be locked up is used. More specifically, the lock-up as the first actuating valve 150 and the second actuating valve 152 is temporarily fixed to the normal side position (locked) in the N → R operation reverse pressure P _R is output since the off-time of the control pressure P _{SLU (L /} U at oFF) is used, the reverse pressure P _R is used as a predetermined hydraulic pressure.

  FIG. 8 is a diagram for explaining in detail the lock-up relay valve 116 and the lock-up control valve 118 shown in FIG.

In FIG. 8, the lock-up relay valve 116 includes a spool valve element 230, a plunger 232 provided on one shaft end side of the spool valve element 230, and a shaft of the spool valve element 230. A spring 234 that is provided on the end side and urges the spool valve element 230 to the OFF position together with the plunger 232, and accommodates the spring 234 and urges the spool valve element 230 together with the plunger 232 to the OFF position. an oil chamber 236 for receiving a reverse pressure P _R to the oil chamber receives the control pressure P _SL to energize the spool 230 is provided at the other axial end side of the spool valve element 230 to the oN-side position 238 And.

The lock-up control valve 118 is provided in the vicinity of the spool valve element 240 and one shaft end side of the spool valve element 240 and urges the spool valve element 240 to the differential pressure 0 (differential pressure ΔP zero) side position. a spring 242 is a member, an oil chamber 244 for receiving a reverse pressure P _R to bias the the spool valve body 240 contains the spring 242 to the differential pressure 0 side position, one axial end of the spool 240 A plunger 246 that is provided on the side of the spool valve element 240 and that is in contact with the spool valve element 240, and a hydraulic pressure P for biasing the spool valve element 240 together with the plunger 246 provided on one shaft end side of the spool valve element 240 to the zero differential pressure position. _An oil chamber 248 that receives _ON and the other side of the spool valve element 240 that is provided on the other shaft end side to urge the spool valve element 240 to a fully ON (completely engaged) side position. An oil chamber 250 that receives the hydraulic pressure P _OFF at the same time, and a land 240a that is provided in the vicinity of the other shaft end side of the spool valve element 240 and larger than the land 240a to urge the spool valve element 240 to the fully ON side position. And an oil chamber 252 that receives a control pressure P _SLU (at the time of L / U ON) that acts between the land 240b of a diameter.

Further, the hydraulic control circuit 100 has a predetermined signal, for example, an ON signal SW, when the control pressure P _SLU (when L / U is ON) exceeds a predetermined pressure for causing the lock-up clutch 42 to slip or lock-up. A hydraulic switch 254 for outputting the _LU to the electronic control unit 90 is provided.

  With the lockup relay valve 116 and the lockup control valve 118 configured as described above, the operating oil pressure supply state to the engagement side oil chamber 44 and the release side oil chamber 46 is switched, and the operation state of the lockup clutch 42 is changed. Can be switched.

First, the case where the lock-up clutch 42 is locked up will be described. In the lock-up relay valve 116, the control pressure _P when _SL is spool 230 by the thrust of the oil chamber 238 a spring 234 is not supplied to the is biased to the OFF-side position, is supplied to the input port 256 the line pressure _{P L2} Is supplied from the release side port 258 to the release side oil chamber 46 through the release side oil passage 260 of the torque converter 32. The hydraulic oil discharged through the engagement side oil chamber 44 through the engagement side oil passage 262 of the torque converter 32 to the engagement side port 264 is discharged from the discharge port 266 to an oil cooler (OIL COOLER) or a cooler bypass (not shown). COOLER BY-PASS). Thereby, the differential pressure ΔP is made negative, and the lockup clutch 42 is locked up. Further, at the time of reverse running, the reverse pressure P _R is supplied to the oil chamber 236, forcibly biased by the lock-up spool 230 regardless of the supply of the control pressure P _SL to the oil chamber 238 to the OFF-side position The clutch 42 is locked up.

Next, a case where the lock-up clutch 42 is in a slip state including a released state or a lock-up on will be described. In the lock-up relay valve 116, the spool valve element 230 is biased to the ON side position predetermined control pressure P _SL is supplied to the oil chamber 238 for urging the spool valve element 230 to the ON side position Then, the line pressure _PL2 supplied to the input port 256 is supplied from the engagement side port 264 to the engagement side oil chamber 44 through the engagement side oil passage 262. At the same time, the release-side oil chamber 46 is communicated from the release-side port 258 via the release-side oil passage 260 to the control port 270 of the lockup control valve 118 via the bypass port 268. Then, the hydraulic pressure P _OFF is adjusted by the lock-up control valve 118, that is, the differential pressure ΔP is adjusted by the lock-up control valve 118, and the operating state of the lock-up clutch 42 is in the slip state including the released state or the lock-up on state. Can be switched by range.

Specifically, when the spool valve element 230 of the lockup relay valve 116 is urged to the ON side position, that is, when the lockup clutch 42 is switched to the engagement side state, the lockup control valve 118. In this case, the control pressure P _SLU (at the time of L / U ON) that only moves the spool valve element 240 to the complete ON side position side is not supplied to the oil chamber 252, and the spool valve element 240 has a differential pressure of 0 due to the thrust of the spring 242. When biased to the side position, the line pressure P _{L2 that} is communicated with the input port 272 and the control port 270 and is supplied to the input port 272 is supplied to the release-side oil chamber 46 via the control port 270. Accordingly, since the hydraulic pressure P _ON and the hydraulic pressure P _OFF are the same pressure, the differential pressure ΔP is set to zero, and the spool valve element 240 is in a state where the lockup relay valve 116 is switched to the ON side position. When the control pressure P _SLU (at the time of L / U ON) that only moves the _valve to the complete ON side position is not supplied to the oil chamber 252, the lockup clutch 42 is brought into a state equivalent to the lockup OFF.

Further, when the spool valve element 230 of the lockup relay valve 116 is urged to the ON side position, the lockup control valve 118 has a predetermined value for urging the spool valve element 240 to the complete ON side position. When the control pressure P _SLU (when L / U is ON) is supplied to the oil chamber 252 and the spool valve element 240 is urged to the fully ON position, the oil path from the input port 272 to the control port 270 is blocked. Thus, the line pressure _PL2 is not supplied to the release side oil chamber 46, and the working oil in the release side oil chamber 46 is discharged from the EX (atmospheric pressure) port via the control port 270. As a result, since the hydraulic pressure P _OFF is set to zero, the differential pressure ΔP is maximized and the lockup clutch 42 is locked up.

Further, when the spool valve element 230 of the lockup relay valve 116 is biased to the ON position, the spool valve element 240 is moved between the differential pressure 0 side position and the complete ON side position in the lockup control valve 118. When a predetermined control pressure P _SLU (when L / U is ON) for positioning to the state is supplied to the oil chamber 252, the line pressure P _L2 supplied to the input port 272 is released via the control port 270. The state in which the side oil chamber 46 is supplied and the state in which the hydraulic oil in the release side oil chamber 46 is discharged from the EX port via the control port 270 are based on the control pressure P _SLU (when L / U is ON). Adjusted. In other words, the oil pressure P _OFF is controlled based on the control pressure P _SLU (when L / U is ON) so that the slip amount N _SLP of the lock-up clutch 42 becomes the differential pressure ΔP that becomes the target slip amount N _SLP ^*. The pressure is regulated by the valve 118. More specifically, in the lockup control valve 118, the pressure receiving areas of the spool valve element 240 on the oil chamber 248 side and the oil chamber 250 side are both S ₂₄₀ , the pressure receiving area difference of the oil chamber 252 is ΔS ₂₅₂ , and the thrust of the spring 242 is _Assuming F ₂₄₂ , (P _ON −P _OFF ) × S ₂₄₀ + F ₂₄₂ = P _SLU × ΔS ₂₅₂ , and the differential pressure ΔP is changed based on the control pressure P _SLU (when L / U is ON). Thus, the lock-up clutch 42 is the differential pressure ΔP from the hydraulic pressure P _OFF is pressure regulated intermediate the zero and the hydraulic P _ON is an intermediate value between zero and the maximum is a slip state.

Further, the lock-up control valve 118, at the time of reverse running, the reverse pressure _{P R} is supplied to the oil chamber 244, the spool valve element 240 regardless of the supply of the control pressure _{P SLU} to the oil chamber 252 (L / U during ON) Is forcibly moved to the differential pressure 0 side position and the differential pressure ΔP is made zero, so that the lockup clutch 42 is in a state equivalent to the lockup off. As a result, an on-fail occurs such that the lock-up relay valve 116 is fixed to the ON-side position, and the control pressure P _SLU output for operating the first operating valve 150 and the second operating valve 152 during reverse travel is generated. as but supplied to the control pressure _{P SLU} (L / U OFF time) as not supplied them to the first actuating valve 150 and the second actuating valve 152 controls pressure _{P SLU} (L / U ON time) as an oil chamber 252 However, it is possible to avoid the possibility that the operating state of the engine 30 is not stabilized by the vehicle speed V at which the operation state of the lockup clutch 42 is avoided from being slipped or locked up and the vehicle runs at a very low vehicle speed.

As described above, according to the present embodiment, the control pressure P _SLU via the lockup relay valve 116 when the first operating valve 150 and the second operating valve 152 are switched to the OFF-side position is operated. When the control pressure _PSLU is output so that (when L / U is OFF), the operation state of the lockup clutch 42 is equivalent to the lockup OFF regardless of the control pressure _PSLU (when L / U is ON). the lock-up control valve 118 based on the reverse pressure P _R as conditions are the is forcibly actuated, it is tentatively fixed to oN position when the lock-up relay valve 116 is switched to the OFF-side position on even failure occurs, the control pressure P _{SLU (L /} U during oN) by a lock-up control valve in the oN side position of the lock-up relay valve 116 18 operating state of the lockup clutch 42 is actuated is avoided is switched to the slip state to the lock-up on. Therefore, for example, in a vehicle state in which the operation state of the lock-up clutch 42 is supposed to be lock-up off, such as during reverse travel where low vehicle speed travel is assumed, the lock-up clutch 42 is forcibly maintained. since the operating state of the engine 30 is stabilized without the engine rotational speed N _E is dragged by the rotation of the drive wheel 40.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

For example, in the illustrated embodiment, the lock-up control valve 118, when a predetermined device is operated based upon reverse running in the control pressure P _{SLU (L /} U during OFF), forcing a reverse pressure P _R Regardless of the control pressure P _SLU , the lock-up clutch 42 is operated in the lock-up-off state, but a predetermined device is operated based on the control pressure P _SLU (when L / U is OFF) during forward travel. Even when done, the present invention can be applied. For example, the shift lever 72 has a so-called “L” position, which is a forward travel position where the lockup clutch 42 should be locked up, and the manual valve 114 follows the operation of the shift lever 72 to the “L” position. The line hydraulic pressure P _L1 is configured to be output as the L range pressure P _LP , and a predetermined device is operated based on the control pressure P _SLU (when L / U is OFF) in the “L” position during forward traveling. When configured, the lock-up control valve 118 operates a predetermined device based on the control pressure P _SLU (when L / U is OFF) during forward travel in which the shift lever 72 is set to the “L” position. Sometimes, the L range pressure P _{LP is} forcibly actuated and the lockup clutch 42 is operated regardless of the control pressure P _SLU. The dynamic state is set to lock-up off.

In addition, the first operating valve 150 and the second operating valve 152 of the above-described embodiment are moved from the normal position in the event of a failure in which the operating hydraulic pressure that is not supplied at the same time is normally supplied by the electromagnetic valve device. be one valve member is switched to the failure-side position, a range configured to be switched to the failure-side position based on the occurrence of the reverse pressure P _R, preferred are various other than those shown in the examples Used for.

For example, the spool valve element 154 and the plunger 160 included in the first operating valve 150 may be integrally formed as the spool valve element S. Even in this case, the spool S is switched to the normal side position by the spring 156 and the D range pressure P _D, the spool S is when operated in the failure-time or "R" position is to the fault-side position Can be switched.

Further, the spool valve element 154 and the plunger 170 included in the first operating valve 150 may be integrally formed as a spool valve element S ′. Even in this case, the spool valve element S 'is switched to the normal side position, the spool valve element S is when operated in a fault or when the "R"position' by a spring 156 and D-range pressure P _D is the failure side Switch to position. However, in this case, a diameter difference portion corresponding to the oil chamber 164 is provided in the spool valve element S ′.

  In addition, the spool valve element 154 and the plunger 170 included in the first operating valve 150 are in contact with the hollow cylindrical plunger 170 with one shaft end of the spool valve element 154 inserted therein. It may be configured in a columnar shape so that one shaft end side of the spool valve element 154 contacts without being inserted.

In the illustrated embodiment, N → although pressure both regulating the control pressure P _SLB3 supplied to the control pressure P _SLB2 and brake B3 is supplied to the brake B2 when the R operation, when R → N operation Also, the first operating valve 150 and the second operating valve 152 are temporarily fixed (locked) to the normal position, and the release pressure transients of the brake B2 and the brake B3 are controlled by the control pressure P _SLB2 and the control pressure P _{SLB3 at the} normal position. The oil pressure may be controlled individually.

In the above-described embodiment, the control pressure P _SLB2 supplied to the brake B2 and the control pressure P _SLB3 supplied to the brake B3 are adjusted at the time of the N → R operation. The brake B2 may be engaged in advance when in the “N” position, and only the control pressure _PSLB3 supplied to the brake B3 may be adjusted during this N → R operation. In this way, control at the time of N → R operation becomes easy. Similarly, by engaging the brake B2 in advance when the shift lever 72 is in the “N” position, the control pressure P _SLC1 supplied to the clutch C1 is only regulated during the N → D operation. Since the first gear is achieved, control during the N → D operation is facilitated.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle automatic transmission to which the present invention is applied. 2 is a table for explaining an operating state of a friction engagement device when a plurality of shift stages of the automatic transmission of FIG. 1 are established. It is a circuit diagram explaining the principal part structure which controls the engagement and releasing of the clutch and brake which mainly control the shift of an automatic transmission among hydraulic control circuits. It is a block diagram explaining the principal part of the electrical control system provided in the vehicle in order to control the automatic transmission etc. of FIG. It is a figure which shows an example of the shift map (map) used by the shift control of the automatic transmission performed by the electronic controller of FIG. It is a figure explaining an example of the lockup area | region diagram used for control of the lockup clutch in a torque converter. It is a circuit diagram explaining the principal part structure for avoiding the interlock of an automatic transmission mainly among hydraulic control circuits. FIG. 4 is a diagram for explaining in detail the lock-up relay valve and the lock-up control valve shown in FIG. 3 and mainly the circuit configuration relating to them.

Explanation of symbols

32: Torque converter (fluid transmission)
42: Lock-up clutch 100: Hydraulic control circuit (hydraulic control device)
116: Lock-up relay valve (lock-up switching valve)
118: Lock-up control valve (lock-up control valve)
150: First actuating valve (predetermined device)
152: Second operating valve (predetermined device)
SLU: Linear solenoid valve (solenoid valve)

Claims (2)

Fluid transmission device provided with a lock-up clutch, a solenoid valve for outputting control pressure, a release-side position for setting the operation state of the lock-up clutch to a release state, and an operation state of the lock-up clutch Based on the control pressure when the lock-up switching valve is switched to the engagement side position. A vehicle hydraulic control device comprising a lock-up control valve that controls the torque capacity of the lock-up clutch by being operated,
A predetermined device that is operated by being supplied with the control pressure via the lock-up switching valve when being switched to the release side position;
The lock-up control valve when the control pressure is output to actuate the predetermined device, as the operating state of the lockup clutch regardless of the control pressure is the release side state, the control A vehicle having a hydraulic pressure different from a pressure and forcibly operated based on a predetermined hydraulic pressure output in a vehicle state in which the operating state of the lock-up clutch is to be in a disengaged state Hydraulic control device . A manual valve that outputs hydraulic pressure for reverse travel according to the operation to the reverse travel position of the shift operation member,
2. The vehicle hydraulic control device according to claim 1, wherein the predetermined hydraulic pressure is the reverse traveling hydraulic pressure.

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