JP5556725B2 - Hydraulic control device - Google Patents

Description

  The present invention relates to a hydraulic control device that controls oil pressure to a hydraulic friction engagement element capable of transmitting torque input to a power input member of a transmission to a power output member.

  Conventionally, as a hydraulic control device of this type, a first solenoid valve that regulates the hydraulic pressure to a first clutch that is engaged at the start by regulating the forward range pressure (line pressure) from the manual shift valve, and the first solenoid There is known one provided with a damper (accumulator) connected to an oil passage for supplying hydraulic pressure from a valve to a first clutch (for example, refer to Patent Document 1). In this hydraulic control device, the pulsation of the hydraulic pressure supplied to and discharged from the first clutch is suppressed and the surge pressure (rapid fluctuation pressure) is absorbed by the damper.

International Publication No. 2009/084294

  As in the above-described conventional transmission device, connecting an accumulator (damper) to an oil passage connecting a clutch and a pressure regulating valve corresponding to the clutch is beneficial for smoothly operating the clutch. Here, considering cost reduction of the transmission, it is desirable to share the accumulator between the relatively large capacity transmission and the relatively small capacity transmission. However, when the accumulator is shared in this way, the accumulator is designed to be compatible with a large-capacity transmission, so that the accumulator must be provided with a countermeasure for a relatively small-capacity transmission. If not applied, the clutch may not be operated smoothly.

  SUMMARY OF THE INVENTION Accordingly, it is a main object of the present invention to ensure smooth operation of a hydraulic friction engagement element connected to an accumulator while sharing an accumulator between different transmissions.

  The hydraulic control apparatus of the present invention employs the following means in order to achieve the main object.

The hydraulic control device of the present invention is
In the hydraulic control device for controlling the hydraulic pressure to the hydraulic friction engagement element capable of transmitting the torque input to the power input member of the transmission to the power output member,
A pressure regulating valve for regulating the hydraulic pressure supplied to the hydraulic friction engagement element;
An accumulator communicating with an oil passage connecting the hydraulic friction engagement element and the pressure regulating valve;
During the engagement of the hydraulic frictional engagement element, the pressure regulating valve generates a hydraulic pressure that is higher than the hydraulic pressure required for the engagement of the hydraulic frictional engagement element and that allows the hydraulic oil to be filled in the accumulator. Control means for controlling
It is characterized by providing.

  This hydraulic control device includes an accumulator that communicates with an oil passage connecting a hydraulic friction engagement element and a pressure regulating valve. During engagement of the hydraulic friction engagement element, the pressure regulating valve is Control is performed to generate a hydraulic pressure that is higher than the hydraulic pressure required for engagement of the frictional engagement elements and that allows the accumulator to be filled with hydraulic oil. Accordingly, even when an accumulator adapted to a relatively large capacity transmission is applied to a relatively small capacity transmission, the hydraulic pressure associated with the filling of the hydraulic oil into the accumulator during the engagement of the hydraulic friction engagement element It is possible to satisfactorily suppress the occurrence of slipping in the hydraulic friction engagement element due to the shortage of. Therefore, according to the hydraulic control device, it is possible to ensure smooth operation of the hydraulic friction engagement element connected to the accumulator while sharing the accumulator between different transmissions.

  Further, the control means is higher when the temperature of the hydraulic oil is lower than a predetermined temperature during the engagement of the hydraulic friction engagement element, compared with when the temperature of the hydraulic oil is higher than the predetermined temperature. The pressure regulating valve may be controlled so as to generate a hydraulic pressure. As a result, when the temperature of the hydraulic oil is low, it is possible to satisfactorily prevent the hydraulic frictional engagement element from slipping due to insufficient hydraulic pressure associated with the filling of the hydraulic oil into the accumulator.

  Further, the control means is configured such that when the hydraulic oil temperature is equal to or lower than a predetermined temperature during the engagement of the hydraulic friction engagement element, a torque input to the power input member and a predetermined hydraulic type The pressure regulating valve may be controlled so as to generate a larger one of the hydraulic pressure corresponding to the torque sharing ratio of the friction engagement element and the lower limit hydraulic pressure corresponding to the temperature of the hydraulic oil. As a result, the hydraulic pressure supplied to the hydraulic friction engagement element can be made more appropriate.

  Further, the hydraulic friction engagement element may be engaged when forming at least the first speed of the transmission. Thus, it is possible to satisfactorily prevent the hydraulic friction engagement element from slipping when the first speed is established in the transmission in which a relatively large torque is transmitted via the hydraulic friction engagement element. For example, when the neutral range or the like is set in a state where the first speed of the transmission is formed, the hydraulic oil stored in the accumulator is supplied to the oil passage connecting the hydraulic friction engagement element and the pressure regulating valve. Therefore, it is possible to suppress the occurrence of shock due to abrupt disengagement (torque loss) of the hydraulic friction engagement element.

  Further, the hydraulic control device may include a line pressure generating valve that adjusts hydraulic pressure from a hydraulic pressure generating source to generate line pressure, and the line pressure generating valve is configured to adjust the pressure at least when the first speed is formed. The line pressure corresponding to the hydraulic pressure from the pressure valve may be generated. As a result, when the hydraulic pressure to the hydraulic friction engagement element regulated by the pressure regulating valve increases, the line pressure also increases accordingly, so the hydraulic friction engagement element is filled with hydraulic oil in the accumulator It is possible to supply the available hydraulic pressure with good responsiveness.

It is a schematic block diagram of the motor vehicle 10 which is a vehicle carrying the power transmission device 20 including the hydraulic control device 50 according to the embodiment of the present invention. 2 is a schematic configuration diagram of a power transmission device 20. FIG. 3 is an operation table showing the relationship between each gear position of the automatic transmission 30 included in the power transmission device 20 and the operation states of clutches and brakes. 3 is a collinear diagram illustrating the relationship between the rotational speeds of rotating elements constituting the automatic transmission 30. FIG. 2 is a system diagram showing a hydraulic control device 50. FIG. 3 is a flowchart illustrating an example of a hydraulic control routine executed by a transmission ECU 21 of the power transmission device 20. It is explanatory drawing which shows an example of a torque share ratio map. It is explanatory drawing which shows an example of the map for a minimum oil pressure setting. 7 is a time chart showing how the target oil pressure Pslc1 * and the oil pressure actually supplied to the clutch C1 change when the oil pressure control routine of FIG. 6 is executed.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a schematic configuration diagram of an automobile 10 that is a vehicle equipped with a power transmission device 20 including a hydraulic control device 50 according to an embodiment of the present invention, and FIG. 2 is a schematic configuration diagram of the power transmission device 20. . An automobile 10 shown in FIG. 1 includes an engine 12 as a prime mover, which is an internal combustion engine that outputs power by an explosion combustion of a mixture of hydrocarbon fuel such as gasoline and light oil, and air, and an engine electronic that controls the engine 12. A control unit (hereinafter referred to as “engine ECU”) 14, a brake electronic control unit (hereinafter referred to as “brake ECU”) 15 for controlling an electronically controlled hydraulic brake unit (not shown), and a fluid transmission device (starting device) 23 And a stepped automatic transmission 30, a hydraulic control device 50 that supplies and discharges hydraulic oil (working fluid) to and from them, a shift electronic control unit (hereinafter referred to as “shift ECU”) 21 that controls these, and the like, A power transmission device 20 is connected to the crankshaft 16 of the engine 12 and transmits power from the engine 12 to the left and right drive wheels DW. Equipped with a. The engine ECU 14, the brake ECU 15 and the transmission ECU 21 are all configured as a microcomputer centered on a CPU (not shown). In addition to the CPU, a ROM for storing various programs, a RAM for temporarily storing data, and an input / output port And a communication port (both not shown). The engine ECU 14, the brake ECU 15 and the transmission ECU 21 are connected to each other via a bus line or the like, and exchange of data necessary for control is executed between these ECUs as needed.

  The engine ECU 14 includes a crankshaft (not shown) that detects the accelerator opening Acc from the accelerator pedal position sensor 92 that detects the depression amount (operation amount) of the accelerator pedal 91, the vehicle speed V from the vehicle speed sensor 99, and the rotation of the crankshaft 16. Signals from various sensors such as position sensors, signals from the brake ECU 15 and the shift ECU 21 and the like are input, and the engine ECU 14 is based on these signals, and an electronically controlled throttle valve, fuel injection valve, spark plug, etc. (not shown). To control. The brake ECU 15 receives the master cylinder pressure detected by the master cylinder pressure sensor 94 when the brake pedal 93 is depressed, the vehicle speed V from the vehicle speed sensor 99, signals from various sensors (not shown), the engine ECU 14 and the transmission ECU 21. The brake ECU 15 controls a brake actuator (hydraulic actuator) (not shown) and the like based on these signals. The transmission ECU 21 of the power transmission device 20 is accommodated in the transmission case 22. The shift ECU 21 includes a shift range SR from a shift range sensor 96 that detects an operation position of a shift lever 95 for selecting a desired shift range from a plurality of shift ranges, a vehicle speed V from a vehicle speed sensor 99, and not shown. Signals from various sensors, signals from the engine ECU 14 and brake ECU 15, and the like are input, and the transmission ECU 21 controls the fluid transmission device 23, the automatic transmission 30, and the like based on these signals.

  The power transmission device 20 includes a fluid transmission device 23 housed in the transmission case 22, an oil pump 29 as an oil pressure generation source, an automatic transmission 30, and the like. The fluid transmission device 23 is configured as a fluid torque converter with a lock-up clutch, and as shown in FIG. 2, a pump impeller 24 connected to the crankshaft 16 of the engine 12 via the front cover 18 and a turbine The turbine runner 25 fixed to the input shaft (power input member) 31 of the automatic transmission 30 via the hub, the pump impeller 24, and the hydraulic oil from the turbine runner 25 to the pump impeller 24 (inside the turbine runner 25) A stator 26 that rectifies the flow of ATF), a one-way clutch 27 that restricts the rotation direction of the stator 26 to one direction, a lock-up clutch 28 having a damper mechanism (not shown), and the like. The fluid transmission device 23 functions as a torque amplifier due to the action of the stator 26 when the rotational speed difference between the pump impeller 24 and the turbine runner 25 is large, and functions as a fluid coupling when the rotational speed difference between the two is small. The lock-up clutch 28 is capable of executing lock-up that directly connects the front cover 18 and the input shaft 31 of the automatic transmission 30 and release of the lock-up. When a predetermined lock-up on condition is satisfied after the vehicle 10 is started, the front cover 18 and the input shaft 31 of the automatic transmission 30 are directly connected (locked up) by the lock-up clutch 28, and the power from the engine 12 is transmitted. It is transmitted mechanically and directly to the input shaft 31. At this time, fluctuations in torque transmitted to the input shaft 31 are absorbed by a damper mechanism (not shown).

  The oil pump 29 as a hydraulic pressure generation source is configured as a gear pump including a pump assembly including a pump body and a pump cover, and an external gear connected to the pump impeller 24 of the fluid transmission device 23 via a hub. The hydraulic control device 50 is connected. When the engine 12 is in operation, the external gear is rotated by the power from the engine 12, whereby the hydraulic oil stored in the oil pan (not shown) is sucked by the oil pump 29 through the strainer. And is discharged from the oil pump 29. Therefore, during operation of the engine 12, the oil pump 29 can generate the hydraulic pressure required by the fluid transmission device 23 and the automatic transmission 30, and supply hydraulic oil to lubricated parts such as various bearings. .

  The automatic transmission 30 is configured as a relatively small-capacity four-speed transmission that is adapted to the engine 12 having a relatively low output, and as shown in FIG. 2, a Ravigneaux planetary gear mechanism 32 and an input A plurality of clutches C1, C2, and C3, two brakes B1 and B3, and a one-way clutch F2 for changing the power transmission path from the side to the output side are included. The Ravigneaux type planetary gear mechanism 32 includes two sun gears 33a and 33b which are external gears, a ring gear 34 which is an internal gear fixed to an output shaft (power output member) 37 of the automatic transmission 30, and a sun gear 33a. A plurality of short pinion gears 35a meshing with each other, a plurality of long pinion gears 35b meshing with the sun gear 33b and the plurality of short pinion gears 35a and meshing with the ring gear 34, and a plurality of short pinion gears 35a and a plurality of long pinion gears 35b connected to each other are rotated. And a carrier 36 that is held to revolve freely and is supported by the transmission case 22 via a one-way clutch F2. The output shaft 37 of the automatic transmission 30 is connected to the drive wheels DW via a gear mechanism 38 and a differential mechanism 39.

  The clutch C1 is a hydraulic clutch that can fasten the input shaft 31 and the sun gear 33a of the Ravigneaux type planetary gear mechanism 32 and release the fastening of the two. The clutch C2 is a hydraulic clutch that can fasten the input shaft 31 and the carrier 36 of the Ravigneaux type planetary gear mechanism 32 and can release the fastening of both. The clutch C3 is a hydraulic clutch that can fasten the input shaft 31 and the sun gear 33b of the Ravigneaux type planetary gear mechanism 32 and release the fastening of both. The brake B1 is a hydraulic clutch capable of fixing the sun gear 33b of the Ravigneaux type planetary gear mechanism 32 to the transmission case 22 and releasing the sun gear 33b from the transmission case 22. The brake B3 is a hydraulic clutch that can fix the carrier 36 of the Ravigneaux type planetary gear mechanism 32 to the transmission case 22 and release the carrier 36 from the transmission case 22. These clutches C <b> 1 to C <b> 3 and brakes B <b> 1 and B <b> 3 operate by receiving and supplying hydraulic oil from the hydraulic control device 50. FIG. 3 shows an operation table showing the relationship between the respective shift stages of the automatic transmission 30 and the operating states of the clutches C1 to C3, the brakes B1 and B3, and the one-way clutch F2. FIG. The collinear diagram which illustrates the relationship of the rotation speed between rotation elements is shown. The automatic transmission 30 provides the first to fourth forward speeds and the first reverse speed by setting the clutches C1 to C3 and the brakes B1 and B3 to the states shown in the operation table of FIG.

  FIG. 5 is a system diagram showing a hydraulic control device 50 that supplies and discharges hydraulic fluid to and from the fluid transmission device 23 and the automatic transmission 30 including the lockup clutch 28 described above. The hydraulic control device 50 is connected to the above-described oil pump 29 that is driven by power from the engine 12 and sucks and discharges hydraulic oil from the oil pan. As shown in FIG. The primary regulator valve 51 that regulates the hydraulic oil to generate the line pressure PL, the manual valve 52 that switches the supply destination of the line pressure PL from the primary regulator valve 51 according to the operation position of the shift lever 95, the manual valve 52 ( C1 linear solenoid valve SLC1 that regulates line pressure PL from primary regulator valve 51) to generate C1 solenoid pressure Pslc1 to clutch C1, and line pressure PL from manual valve 52 (primary regulator valve 51) to clutch C2 Solenoi to C2 C2 linear solenoid valve SLC2 to generate a pressure Pslc2, and a manual valve 52 B1 linear solenoid valve for generating a B1 solenoid pressure Pslb1 of pressure regulating the line pressure PL from (primary regulator valve 51) and the brake B1 SLB1.

  Further, the hydraulic control apparatus 50 according to the embodiment includes a switching valve 53 that can selectively supply the C2 solenoid pressure Pslc2 from the C2 linear solenoid valve SLC2 to the clutch C2 and the brake B3, and the linear solenoid valves SLC1, SLC2, and SLB1. And a shuttle valve (maximum pressure selection valve) 54 that outputs the maximum pressure Pmax among the C1 solenoid pressure Pslc1, the C2 solenoid pressure Pslc2, and the B1 solenoid pressure Pslb1.

  The primary regulator valve 51 receives the maximum pressure Pmax from the above-described shuttle valve 54 as a signal pressure, and generates a line pressure PL corresponding to the maximum pressure Pmax. However, the primary regulator valve 51 regulates hydraulic oil from the oil pump 29 side (for example, a modulator valve that regulates the line pressure PL and outputs a constant hydraulic pressure) according to the accelerator opening Acc or the throttle valve opening. It may be driven by a control pressure from a linear solenoid valve (not shown) that outputs the control pressure.

  The manual valve 52 is a spool that can slide in the axial direction in conjunction with the shift lever 95, an input port to which the line pressure PL is supplied, the C1 linear solenoid valve SLC1, the C2 linear solenoid valve SLC2, and the B1 linear solenoid valve SLB1. It has a drive range output port communicating with the input port via the oil passage, a reverse range output port communicating with the hydraulic inlet of the clutch C3 via the oil passage, and the like. When the forward shift range (drive range, etc.) is selected by the driver, the input port is communicated only with the drive range output port by the spool of the manual valve 52, whereby the C1 linear solenoid valve SLC1, C2 linear solenoid valve Line pressure PL is supplied to SLC2 and B1 linear solenoid valve SLB1. When the reverse range for reverse running is selected by the driver, the input port is communicated only with the reverse range output port by the spool of the manual valve 52, whereby the line pressure PL is supplied to the clutch C3. Further, when the parking range or neutral range is selected by the driver, the communication between the input port, the drive range output port, and the reverse range output port is blocked by the spool of the manual valve 52.

  The C1 linear solenoid valve SLC1 adjusts the line pressure PL from the manual valve 52 according to a current value applied from an auxiliary battery (not shown) to generate a C1 solenoid pressure Pslc1 supplied to the clutch C1. It is a solenoid valve. The C2 linear solenoid valve SLC2 adjusts the line pressure PL from the manual valve 52 according to a current value applied from an auxiliary battery (not shown) to generate a C2 solenoid pressure Pslc2 supplied to the clutch C2. It is a solenoid valve. The B1 linear solenoid valve SLB1 adjusts the line pressure PL from the manual valve 52 according to the current value applied from an auxiliary battery (not shown) to generate the B1 solenoid pressure Pslb1 supplied to the brake B1. It is a solenoid valve. In the embodiment, the linear solenoid valves SLC1, SLC2 and SLB1 having the same size and the same maximum output pressure are employed from the viewpoint of cost and ease of design. Linear solenoid valves SLC1, SLC2 and SLB1 (currents applied to each) correspond to accelerator opening Acc (or throttle valve opening) and vehicle speed V obtained from a predetermined shift diagram (not shown). The shift ECU 21 is controlled so that the shifted gear stage is formed by engaging / disengaging the clutch C1-C3 and the brake B1.

  Further, in the embodiment, the oil passage L1 connecting the clutch C1 as a starting clutch engaged when the first speed of the automatic transmission 30 is formed and the C1 linear solenoid valve SLC1 corresponding thereto is shown in FIG. As shown, an accumulator 55 is connected. The accumulator 55 is defined by a case 55a, a piston 55b disposed inside the case 55a, a spring 55c that biases the piston 55b, a case 55a and a piston 55b, and an oil chamber that communicates with the oil passage L1. 55d. The accumulator 55 mainly shifts the shift lever 95 from a forward travel shift range such as a drive range to a neutral range or a parking range after the automobile 10 is stopped in a state where the first speed of the automatic transmission 30 is formed. This is used to suppress the occurrence of shock (torque loss) due to abrupt discharge of hydraulic pressure from the clutch C1 when operated. That is, during engagement of the clutch C1, the oil chamber 55d of the accumulator 55 is filled with hydraulic oil from the oil passage L1, and the clutch C1 is accompanied by a shift operation (shift operation from the drive range etc. to the neutral range etc.) by the driver. When the hydraulic pressure is discharged from the hydraulic fluid, the hydraulic oil in the oil chamber 55d flows out into the oil passage L1, thereby suppressing the rapid hydraulic pressure from the clutch C1. Further, in the embodiment, in order to reduce the cost of the power transmission device 20 including the automatic transmission 30, the accumulator 55 that is applied to a relatively large-capacity transmission is almost unchanged (without changing the basic configuration). ) Used.

Next, referring to FIGS. 6 to 9, when the clutch C1 is engaged, that is, after the clutch C1 is considered to be engaged ( completely engaged), the clutch C1 is held in the engaged state. A procedure for controlling the linear solenoid valve SLC1 corresponding to the clutch C1 and the linear solenoid valve corresponding to another clutch or brake simultaneously engaged with the clutch C1 will be described. FIG. 6 is a flowchart showing an example of a hydraulic control routine executed by the speed change ECU 21 during engagement of the clutch C1. The routine of FIG. 6 is repeatedly executed at predetermined intervals by the transmission ECU 21 while the clutch C1 is engaged.

  At the start of the routine of FIG. 6, the CPU (not shown) of the shift ECU 21 receives the input gear input to the current gear stage γ of the automatic transmission 30 and the input shaft 31 of the automatic transmission 30, that is, the torque output from the engine 12. Input processing of data necessary for control, such as engine torque Te, which is an estimated value of oil, and oil temperature Toil, which is the temperature of hydraulic oil, is executed (step S100). The current gear stage γ corresponds to the accelerator opening Acc and the vehicle speed V acquired from the above-described shift map, and here, the first speed, the second speed, and the third speed at which the clutch C1 is engaged. However, for the sake of simplicity, this routine will be described below assuming that the current gear stage γ is the first speed at which only the C1 linear solenoid valve SLC1 is controlled. The engine torque Te is calculated by the engine ECU 14 based on, for example, the rotational speed of the engine 12, the intake air amount of the engine 12 detected by an air flow meter (not shown), the opening of the throttle valve, a predetermined map or a calculation formula. Is input from the engine ECU 14 by communication. Furthermore, the oil temperature Toli is detected by a temperature sensor (not shown) installed in an oil pan or the like, for example.

  After the data input process of step S100, the shift ECU 21 acquires the torque sharing ratio of the clutch C1 based on the input current shift stage γ (step S110). The torque sharing ratio indicates the ratio of the torque to be transmitted by the clutch or brake that is engaged when a certain gear stage is formed to the engine torque Te (input torque). In the embodiment, a torque sharing ratio map as illustrated in FIG. 7 that prescribes torque sharing ratios of clutches and brakes that are engaged when the gears are formed for each gear stage of the automatic transmission 30 is created in advance. (However, “R1c1” and the like in FIG. 7 are each a positive real number.) In step S110, the torque sharing ratio of the clutch C1 that forms the current gear stage γ (first speed) is acquired from the torque sharing ratio map. Is done. Next, the transmission ECU 21 is obtained by multiplying the torque sharing ratio acquired in step S110 by a predetermined safety factor (step S120) and multiplying the engine torque Te by the product of the torque sharing ratio and the safety factor. The target hydraulic pressure Pslc1 *, which is the target value of the C1 solenoid pressure Pslc1 supplied to the clutch C1 by converting the torque (request transmission torque) into a hydraulic pressure corresponding to the specifications of the clutch C1, that is, a hydraulic pressure required to engage the clutch C1 Is set (step S130).

  After the process of step S130, the shift ECU 21 determines whether or not the predetermined flag F has a value of 0 (step S140). If the flag F has a value of 0, the oil temperature Toil input in step S100 is It is determined whether or not the temperature is equal to or lower than a predetermined reference temperature Tref (step S150). The reference temperature Tref is determined by experiment and analysis in consideration of the viscosity of the hydraulic oil, the spring constant of the spring 55c of the accumulator 55, the length and cross-sectional area of the oil passage from the C1 linear solenoid valve SLC1 to the clutch C1 and the accumulator 55, etc. It is determined within a range of −10 to −30 ° C. If it is determined that the oil temperature Toli is equal to or lower than the reference temperature Tref, the transmission ECU 21 sets the flag F to a value 1 (step S160), and then clutches based on the oil temperature Toil input in step S100. A lower limit hydraulic pressure Plim of the C1 solenoid pressure Pslc1 supplied to C1 is set (step S170).

  In step S170 of the embodiment, the lower limit hydraulic pressure Plim corresponding to the oil temperature Toil is derived and set from the lower limit hydraulic pressure setting map illustrated in FIG. The lower limit hydraulic pressure setting map in FIG. 7 sets the lower limit hydraulic pressure Plim to a constant value P1 when the oil temperature Toil is equal to or lower than the reference temperature Tref, and the oil temperature Toil is lower than the reference temperature Tref. The lower limit hydraulic pressure Plim is reduced as it increases (the lower limit hydraulic pressure Plim is reduced in proportion to the oil temperature Toil). In the embodiment, the value P1 is higher than the hydraulic pressure corresponding to the maximum value of the torque (request transmission torque) to be transmitted by the clutch C1 while the clutch C1 is engaged, and the accumulator 55 can be filled with hydraulic oil. (The spring 55c of the accumulator 55 can be completely contracted) and is determined through experiment and analysis. When the lower limit hydraulic pressure Plim is thus set, the speed change ECU 21 resets the larger one of the target hydraulic pressure Pslc1 * and the lower limit hydraulic pressure Plim set in step S130 as the target hydraulic pressure Pslc1 * (step S180). If it is determined in step S150 that the oil temperature Toil is higher than the reference temperature Tref, the processes in steps S160 to S180 described above are skipped.

  Subsequently, the transmission ECU 21 controls the C1 linear solenoid valve SLC1 so that the C1 solenoid pressure Pslc1 supplied to the clutch C1 becomes the target hydraulic pressure Pslc1 * set in step S130 or step S180 (step S190), and again. The process after step S100 is executed. Then, when the flag F is set to the value 1 in the above-described step S160, when the hydraulic control routine of FIG. 6 is subsequently executed, a negative determination is made in the step S140, and the set in the step S130. It is determined whether or not the target hydraulic pressure Pslc1 * is equal to or higher than the lower limit hydraulic pressure Plim set at the previous execution of this routine (step S200). When it is determined in step S200 that the target hydraulic pressure Pslc1 * is less than the previous lower limit hydraulic pressure Plim, the processes in steps S170 to S190 described above are performed, and the processes in and after step S100 are performed again. . On the other hand, if it is determined in step S200 that the target hydraulic pressure Pslc1 * is equal to or higher than the previous lower limit hydraulic pressure Plim, the flag F is set to 0 (step S210) and supplied to the clutch C1. The C1 linear solenoid valve SLC1 is controlled so that the C1 solenoid pressure Pslc1 to be set becomes the target hydraulic pressure Pslc1 * set in step S130 (step S190), and thereafter, the processing after step S100 is executed again. .

FIG. 9 is a time chart showing how the target oil pressure Pslc1 * and the oil pressure actually supplied to the clutch C1 change when the oil pressure control routine of FIG. 6 is executed. When the clutch C1 at time t1 in FIG. 9 is Ru is considered to have full engagement begins execution of the above-described hydraulic pressure control routine, when the oil temperature Toil as illustrated is less than the reference temperature Tref is, C1 Since the target hydraulic pressure Pslc1 * of the linear solenoid valve SLC1 is set so as not to fall below the lower limit hydraulic pressure Plim corresponding to the oil temperature Toil (steps S170 and S180 in FIG. 6), as shown by the thick solid line in FIG. The hydraulic pressure Pslc1 * is basically a relatively high pressure, that is, a hydraulic pressure corresponding to the maximum value of torque (requested transmission torque) to be transmitted by the clutch C1 during engagement of the clutch C1 (hydraulic pressure required for engagement of the clutch C1, FIG. 9 is set to a lower limit hydraulic pressure Plim (value P1) that is higher than the pressure Px in FIG. It is. As a result, it is possible to fill the accumulator 55 with hydraulic oil while transmitting torque (request transmission torque) to the output shaft 37 without sliding the clutch C1. Further, when the oil temperature Toil rises and reaches the reference temperature Tref after the start of traveling of the automobile 10 (time t2 in FIG. 9), the lower limit hydraulic pressure Plim is set to gradually decrease thereafter. The target hydraulic pressure Pslc1 * also gradually decreases. If it is determined that the target hydraulic pressure Pslc1 * is equal to or higher than the previous lower limit hydraulic pressure Plim (step S200 in FIG. 6), then the torque (request transmission torque) to be transmitted by the clutch C1 in step S130 in FIG. Is set as the target oil pressure Pslc1 *.

Here, as in the comparative example indicated by a thin solid line in FIG. 9, the torque obtained by multiplying the product of the torque sharing ratio and a safety factor to the engine torque Te after the clutch C1 is considered to have full engagement (the request transmission It is also conceivable that the hydraulic pressure corresponding to the torque) is set as the target hydraulic pressure Pslc1 * and the target hydraulic pressure Pslc1 * is set higher than before when the clutch C1 slips. However, in the hydraulic control apparatus 50 of the embodiment, the primary regulator valve 51 that generates the line pressure PL is the maximum hydraulic pressure Pmax from the shuttle valve 54 (the maximum of the C1 solenoid pressure Pslc1, the C2 solenoid pressure Pslc2, and the B1 solenoid pressure Pslb1). Pressure) is used as the signal pressure, and the line pressure PL is generated using the C1 solenoid pressure Pslc1 as the signal pressure when the first speed of the automatic transmission 30 that outputs the hydraulic pressure from only the C1 linear solenoid valve SLC1 is formed. Therefore, as shown in the comparative example of FIG. 9, when the target hydraulic pressure Pslc1 * is suddenly increased in response to the occurrence of slippage of the clutch C1, the hydraulic oil in the oil pan is insufficient and air is mixed into the hydraulic oil flowing in the valve body. There is a risk of it. On the other hand, if the target hydraulic pressure Pslc1 * is increased from the stage when the clutch C1 is considered to be completely engaged as in the above embodiment, the hydraulic oil can be circulated satisfactorily. Mixing of air into the oil can be satisfactorily suppressed.

  As described above, the hydraulic control device 50 included in the power transmission device 20 of the embodiment includes the accumulator 55 having the oil chamber 55d that communicates with the oil passage L1 that connects the clutch C1 and the C1 linear solenoid valve SLC1. Yes, when the oil temperature Toil is equal to or lower than the reference temperature Tref during engagement of the clutch C1, the C1 linear solenoid valve SLC1 has a hydraulic pressure corresponding to the torque (request transmission torque) to be transmitted by the clutch C1, that is, the clutch C1. Control is performed so as to generate a hydraulic pressure that is higher than the hydraulic pressure required for engagement and that enables the accumulator 55 to be filled with hydraulic oil (steps S170 and S180). As a result, even if the accumulator 55 adapted to a relatively large-capacity transmission is applied to the relatively small-capacity automatic transmission 30, the hydraulic pressure associated with the filling of the hydraulic oil into the accumulator 55 during the engagement of the clutch C1. It is possible to satisfactorily suppress the occurrence of slipping in the clutch C1 due to the shortage of. Therefore, according to the hydraulic control device 50, the smooth operation of the clutch C1 connected to the accumulator 55 is ensured while the accumulator 55 is shared between the automatic transmission 30 and a transmission different from the automatic transmission 30. Is possible.

  Further, in the above embodiment, when the oil temperature Toil is equal to or lower than the reference temperature Tref during engagement of the clutch C1, C1 is generated so as to generate a higher oil pressure than when the oil temperature Toil exceeds the reference temperature Tref. The linear solenoid valve SLC1 is controlled (see FIG. 9). As a result, when the oil temperature Toil is low, it is possible to satisfactorily prevent the clutch C1 from slipping due to insufficient hydraulic pressure associated with the filling of the hydraulic oil into the accumulator 55. However, when the oil temperature Toil exceeds the reference temperature Tref, the C1 linear is generated so as to generate a hydraulic pressure that is higher than the hydraulic pressure corresponding to the torque to be transmitted by the clutch C1 and that can fill the accumulator 55 with hydraulic oil. Needless to say, the solenoid valve SLC1 may be controlled.

  Further, in the above-described embodiment, when the oil temperature Toil is equal to or lower than the reference temperature Tref during engagement of the clutch C1, the torque sharing ratio of the clutch C1 and the safety that are predetermined for the engine torque Te input to the input shaft 31 are determined. The C1 linear solenoid valve SLC1 is controlled so as to generate a larger one of the hydraulic pressure corresponding to the torque (required transmission torque) obtained by multiplying the rate and the lower limit hydraulic pressure Plim corresponding to the oil temperature Tiol. As a result, the C1 solenoid pressure Pslc1 supplied to the clutch C1 can be set more appropriately.

  And like the said Example, by making the accumulator 55 communicate with the oil path L1 which connects clutch C1 and C1 linear solenoid valve SLC1 engaged when forming at least 1st speed of the automatic transmission 30, It is possible to satisfactorily prevent the clutch C1 from slipping when the first speed of the automatic transmission 30 to which a relatively large torque is transmitted via the clutch C1 is formed. When the shift lever 95 is operated from the forward travel shift range such as the drive range to the neutral range or the parking range after the automobile 10 is stopped in the state where the first speed of the automatic transmission 30 is formed. Since the hydraulic oil stored in the accumulator 55 is supplied to the oil passage L1 connecting the clutch C1 and the C1 linear solenoid valve SLC1, the shock caused by the sudden release of the clutch C1 (torque loss) is generated. Occurrence can be suppressed.

  Furthermore, in the above embodiment, the primary regulator valve 51 generates the line pressure PL corresponding to the C1 solenoid pressure Pslc1 from the C1 linear solenoid valve SLC1 when the first speed of the automatic transmission 30 is formed. As a result, when the C1 solenoid pressure Pslc1 to the clutch C1 regulated by the C1 linear solenoid valve SLC1 increases, the line pressure PL also increases accordingly, so that the accumulator 55 can be filled with hydraulic oil to the clutch C1. It is possible to supply the C1 solenoid pressure Pslc1 with high responsiveness. However, it goes without saying that the present invention can be applied to a hydraulic control device including a primary regulator valve that is driven by a control pressure from a linear solenoid valve (not shown) that outputs a control pressure corresponding to the accelerator opening Acc or the like. .

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. That is, in the above-described embodiment, the hydraulic control device 50 that controls the hydraulic pressure to the clutch C1 and the like that can transmit the torque input to the input shaft 31 of the automatic transmission 30 to the output shaft 37 corresponds to the “hydraulic control device”. The C1 linear solenoid valve SLC1 that regulates the C1 solenoid pressure Pslc1 supplied to the clutch C1 corresponds to a “pressure regulating valve”, and an accumulator 55 that communicates with the oil passage L1 that connects the clutch C1 and the C1 linear solenoid valve SLC1 The C1 linear solenoid corresponds to an “accumulator” and generates a hydraulic pressure that is higher than the hydraulic pressure corresponding to the torque to be transmitted by the clutch C1 during engagement of the clutch C1 and allows the hydraulic oil to be filled in the accumulator 55. The speed change ECU 21 that controls the valve SLC1 corresponds to “control means”. The primary regulator valve 51 to generate the line pressure PL by the hydraulic pressure from the oil pump 29 regulating pressure in accordance with the maximum hydraulic pressure Pmax from the shuttle valve 54 corresponds to a "line pressure generation valve".

  However, the correspondence relationship between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment etc. to solve the problem. The embodiment for carrying out the invention is an example for specifically explaining the embodiment, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the examples and the like are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is not limited to that column. This should be done based on the description.

  As mentioned above, although the embodiment of the present invention has been described using examples, the present invention is not limited to the above-described examples, and various modifications can be made without departing from the scope of the present invention. Needless to say.

  The present invention can be used in the manufacturing industry of hydraulic control devices.

  10 automobiles, 12 engines, 14 electronic control units for engines (engine ECUs), 15 electronic control units for brakes (brake ECUs), 16 crankshafts, 18 front covers, 20 power transmission devices, 21 electronic control units for transmissions (transmission ECUs) ), 22 Transmission case, 23 Fluid transmission device, 24 Pump impeller, 25 Turbine runner, 26 Stator, 27 One-way clutch, 28 Lock-up clutch, 29 Oil pump, 30 Automatic transmission, 31 Input shaft, 32 Ravigneaux planetary gear mechanism 33a, 33b Sun gear, 34 Ring gear, 35a Short pinion gear, 35b Long pinion gear, 36 Carrier, 37 Output shaft, 38 Gear mechanism, 39 Differential mechanism, 5 Hydraulic control device, 51 primary regulator valve, 52 manual valve, 54 shuttle valve, 55 accumulator, 55a case, 55b piston, 55c spring, 55d oil chamber, 91 accelerator pedal, 92 accelerator pedal position sensor, 93 brake pedal, 94 master cylinder Pressure sensor, 95 shift lever, 96 shift range sensor, 99 vehicle speed sensor, B1, B3 brake, C1, C2, C3 clutch, F2 one-way clutch, L1 oil passage, SLB1 B1 linear solenoid valve, SLC1 C1 linear solenoid valve, SLC2 C2 Linear solenoid valve.

Claims (3)

In the hydraulic control device for controlling the hydraulic pressure to the hydraulic friction engagement element capable of transmitting the torque input to the power input member of the transmission to the power output member,
A line pressure generating valve that adjusts the hydraulic pressure from the hydraulic pressure generating source to generate the line pressure;
A pressure regulating valve that regulates the line pressure to generate hydraulic pressure supplied to the hydraulic friction engagement element;
An accumulator communicating with an oil passage connecting the hydraulic friction engagement element and the pressure regulating valve;
When the hydraulic oil temperature is below a predetermined temperature during engagement of the hydraulic frictional engagement element, the torque input to the power input member and a predetermined torque sharing ratio of the hydraulic frictional engagement element a hydraulic pressure corresponding to the bets, higher than the hydraulic pressure required for engagement of the hydraulic friction engagement elements, and the larger the lower limit hydraulic pressure corresponding to the temperature of the hydraulic fluid to be filled with hydraulic oil to the accumulator Control means for controlling the pressure regulating valve to generate;
A hydraulic control device comprising: In the hydraulic control device according to claim 1 ,
The hydraulic control device according to claim 1, wherein the hydraulic friction engagement element is engaged at least when a first speed of the transmission is formed. In the hydraulic control device according to claim 2 ,
The line pressure generating valve is configured to input a hydraulic pressure from the pressure regulating valve as a signal pressure at least when the first speed is formed, and to generate the line pressure according to the hydraulic pressure from the pressure regulating valve. Hydraulic control device.

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