JP5724619B2 - Hydraulic control circuit for vehicle power transmission device - Google Patents

Description

  The present invention relates to a hydraulic control circuit for a vehicle power transmission device, and more particularly to a hydraulic control circuit capable of improving fuel consumption.

  Clutchs and brakes mounted on the vehicle power transmission device include hydraulic actuators that are driven by hydraulic pressure, and are appropriately controlled by the hydraulic pressure of hydraulic oil supplied from a hydraulic control circuit. This hydraulic control circuit includes a plurality of electrically controllable linear solenoid valves, and hydraulic pressure supplied to hydraulic actuators that constitute clutches and brakes based on control pressure output from the linear solenoid valves. Is controlled. In general, in the hydraulic control circuit, the hydraulic pressure obtained by adjusting the hydraulic pressure discharged from the oil pump is output as the original pressure. For example, the hydraulic circuit described in Patent Document 1 is an example. In Patent Document 1, when the lock-up clutch provided in the torque converter is in an operating state, that is, in an engaged state, the original pressure (line pressure) supplied to the transmission is switched to a low pressure, and the lock-up clutch is in an inoperative state That is, a technique for switching the original pressure to a high pressure in the open state is disclosed. In this way, when the lockup clutch in which the engine torque transmitted to the automatic transmission is amplified by the torque converter is not operated, the hydraulic pressure supplied to the hydraulic actuators of the clutch and brake is switched by switching the original pressure to a high pressure. Therefore, slipping due to insufficient torque transmission capacity generated by the clutch or brake is prevented. Further, when the lockup clutch operating with a relatively small torque transmitted to the automatic transmission is operated, the fuel pressure is improved by switching the original pressure to a low pressure.

JP 2001-254819 A

  Incidentally, in Patent Document 1, when the lock-up clutch is in an inoperative state, the original pressure is always switched to a high pressure. Here, when a high source pressure is required, even when the lockup clutch is not in operation, for example, the accelerator pedal is fully opened while the vehicle is stopped (the brake pedal is depressed, for example). It is limited to full stalls, etc., and high pressure is not required in most driving situations. However, when the lockup clutch is not in operation, the original pressure is set based on the hydraulic pressure required at the time of full stall, so the original pressure is set to a high pressure even during normal travel. As a result, the energy consumed by the oil pump is increased, resulting in a problem that fuel consumption deteriorates. In addition, the seal ring that prevents leakage of hydraulic oil of the clutch and brake has a problem that the drag resistance between the drums (seal ring loss torque) that increases in proportion to the hydraulic pressure increases and the fuel consumption deteriorates. .

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a hydraulic control circuit for a vehicle power transmission device that can improve fuel efficiency when the lock-up clutch is not operated. It is to provide.

  To achieve the above object, the gist of the invention according to claim 1 is that: (a) a torque converter having a lock-up clutch; (b) a first solenoid valve that outputs a first switching pressure; c) a second solenoid valve that outputs a second switching pressure; and (d) a pair of oil chambers that respectively receive the first switching pressure of the first solenoid valve and the second switching pressure of the second solenoid valve; A lockup relay valve that is switched between an operating side and a non-operating side to activate and deactivate the lockup clutch according to the output states of the first switching pressure and the second switching pressure; and (e) the second An oil chamber for receiving the second switching pressure of the solenoid valve is provided, and the source pressure supplied to a predetermined hydraulic component is adjusted to either high pressure or low pressure according to the second switching pressure of the second solenoid valve. And (f) when neither the first switching pressure of the first solenoid valve nor the second switching pressure of the second solenoid valve is output, the lockup relay valve is switched to the non-operating side. And (g) when only the second switching pressure of the second solenoid valve is output, the lockup relay valve is switched to the operating side. And the original pressure output from the original pressure regulating valve is regulated to the low pressure side, and (h) both the first switching pressure of the first solenoid valve and the second switching pressure of the second solenoid valve are output. In this case, the lockup relay valve is switched to the non-operating side, and the original pressure output from the original pressure regulating valve is regulated to the low pressure side.

  The gist of the invention according to claim 2 is that, in the hydraulic control circuit of the vehicle power transmission device according to claim 1, the source pressure output from the source pressure regulating valve is a slip of the lockup clutch. It is used as an original pressure of a linear solenoid valve for controlling the pressure and an original pressure supplied to a predetermined engagement device.

  According to a third aspect of the present invention, there is provided a hydraulic control circuit for a vehicle power transmission device according to claim 2, wherein: (a) the vehicle power transmission device is a belt-type continuously variable transmission; (b) While controlling the engagement pressure of the lockup clutch, the engagement pressure of the engagement device included in the forward / reverse switching device for switching the power transmission state of the belt-type continuously variable transmission is set. The linear solenoid valve to be controlled; and (c) a pair of oil chambers for receiving a first switching pressure of the first solenoid valve and a second switching pressure of the second solenoid valve, respectively. According to the output state of the switching pressure, the clutch source pressure is switched to switch the engagement pressure supplied to the engagement device to either the source pressure output from the source pressure regulating valve or the control pressure of the linear solenoid valve. (D) when only the first switching pressure of the first solenoid valve is output, the clutch original pressure switching valve uses the engagement hydraulic pressure of the engagement device as the control pressure of the linear solenoid valve. (E) When only the second switching pressure of the second solenoid valve is output, the clutch source pressure switching valve is configured to output the engagement hydraulic pressure of the engagement device from the source pressure regulating valve. (F) when both the first switching pressure of the first solenoid valve and the second switching pressure of the second solenoid valve are output, the clutch original pressure switching valve sets the engagement hydraulic pressure of the engagement device to the (G) When neither the first switching pressure of the first solenoid valve nor the second switching pressure of the second solenoid valve is output, the clutch original pressure switching valve is Previous And it switches the engaging pressure of the engaging device based on pressure outputted from the source pressure regulating valve.

  According to a fourth aspect of the present invention, in the hydraulic control circuit for the vehicle power transmission device according to the third aspect, the first switching pressure of the first solenoid valve and the second switching of the second solenoid valve are provided. When switching from the state where the pressure is output to the state where the first switching pressure and the second switching pressure are not output, the switching is performed via the state where only the second switching pressure of the second solenoid valve is output. It is characterized by being able to.

  According to a fifth aspect of the present invention, in the hydraulic control circuit for a vehicle power transmission device according to the third aspect, the first switching pressure of the first solenoid valve and the second switching of the second solenoid valve are provided. When switching from a state where no pressure is output to a state where the first switching pressure and the second switching pressure are output, switching is performed via a state where only the second switching pressure of the second solenoid valve is output. It is characterized by being able to.

  According to a sixth aspect of the present invention, in the hydraulic control circuit for a vehicle power transmission device according to the second aspect, the source pressure regulating valve regulates the source pressure of the predetermined linear solenoid valve. It is composed of two pressure regulating valves, a linear source pressure regulating valve and a clutch source pressure regulating valve that regulates the source pressure supplied to the predetermined engagement device.

  According to a seventh aspect of the present invention, in the hydraulic control circuit of the vehicle power transmission device according to the first aspect, the source pressure output from the source pressure regulating valve is a drive of a continuously variable transmission. It is used as an original pressure of a linear solenoid valve for controlling a side hydraulic actuator or an original pressure of a linear solenoid valve for controlling a driven hydraulic actuator.

  According to the hydraulic control circuit of the vehicle power transmission device of the first aspect of the present invention, when the lockup clutch is in the operating state, the source pressure output from the source pressure regulating valve is switched to the low pressure, and the lock is applied. When the up clutch is in an inoperative state, the original pressure can be switched between high pressure and low pressure according to the first switching pressure of the first solenoid valve and the second switching pressure of the second solenoid valve. Therefore, even when the lockup clutch is in an inoperative state, as the original pressure can be reduced, the energy consumed by the oil pump is reduced, so that fuel efficiency can be improved. Further, in the engagement device that is a hydraulic component to which the original pressure is supplied, the fuel efficiency improves as drag (seal ring loss torque) due to the seal ring that increases in proportion to the hydraulic pressure is reduced.

  Specifically, when the second switching pressure is output from the second solenoid valve, the lockup relay valve is switched to the operating side, and the source pressure output from the source pressure regulating valve is switched to the low pressure side. It is done. Therefore, when the lock-up clutch is in an operating state, the fuel pressure can be improved because the original pressure is low. Further, when neither the first switching pressure of the first solenoid valve nor the second switching pressure of the second solenoid valve is output, the lockup relay valve is switched to the non-operating side and is output from the original pressure regulating valve. The source pressure is switched to the high pressure side. Therefore, when a high source pressure is required, such as during a full stall, it is possible to supply a high source pressure. Further, when the first switching pressure of the first solenoid valve and the second switching pressure of the second solenoid valve are output, the lockup relay valve is switched to the non-actuated side and the source output from the original pressure regulating valve. The pressure is switched to the low pressure side. Therefore, even when the lockup clutch is in an inoperative state, the fuel consumption can be improved as the original pressure can be reduced.

  According to the hydraulic control circuit of the vehicle power transmission device of the invention of claim 2, the source pressure output from the source pressure regulating valve is the source pressure of the predetermined linear solenoid valve and the predetermined engagement device. Since the linear solenoid valve for controlling the slip of the lock-up clutch and the original pressure required for a given engagement device can be low, the original pressure is reduced. The fuel consumption can be improved by switching to.

  According to the hydraulic control circuit of the vehicle power transmission device of the invention of claim 3, the communication state of the oil passages of the clutch source pressure switching valve and the lockup relay valve is determined by the first switching pressure of the first solenoid valve and the first switching pressure. By switching by the second switching pressure of the two solenoid valves, the engagement control of the lockup clutch and the engagement control of the engagement device of the switching mechanism can be suitably performed by the common linear solenoid valve.

  According to the hydraulic control circuit of the vehicle power transmission device of the invention according to claim 4, from the state in which the first switching pressure of the first solenoid valve and the second switching pressure of the second solenoid valve are output, When switching to a state in which the first switching pressure and the second switching pressure of the first switching pressure are not output, switching is performed via a state in which only the second switching pressure of the second solenoid valve is output. A state where only the first switching pressure of the first solenoid valve is output in the transition period is avoided. When only the first switching pressure of the first solenoid valve is output, the engagement hydraulic pressure of the engagement device is switched to the control pressure of the linear solenoid valve in the clutch original pressure switching valve. Here, since the control pressure of the linear solenoid valve is lower than the original pressure output from the original pressure regulating valve, when the engagement hydraulic pressure of the engagement device is switched to the control pressure of the linear solenoid valve, As a result, the torque capacity of the engagement device may be insufficient, and slipping may occur. On the other hand, slipping is prevented by avoiding a state in which only the first switching pressure of the first solenoid valve is output.

  According to the hydraulic control circuit of the vehicle power transmission device of the invention according to claim 5, from the state where the first switching pressure of the first solenoid valve and the second switching pressure of the second solenoid valve are not output, When switching to the state where the first switching pressure and the second switching pressure are output, the switching is performed via the state where only the second switching pressure of the second solenoid valve is output. In this way, a state in which only the first switching pressure of the first solenoid valve is output in the transition period of switching is avoided. As a result, the control pressure of the linear solenoid valve is prevented from being transiently supplied to the engagement device, and slippage due to insufficient torque capacity of the engagement device is prevented.

  According to a hydraulic control circuit for a vehicle power transmission device according to a sixth aspect of the invention, the source pressure regulating valve is a linear source pressure regulating valve that regulates the source pressure of the predetermined linear solenoid valve; Even if it is constituted by two pressure regulating valves of a clutch original pressure regulating valve that regulates an original pressure supplied to a predetermined engaging device, the original pressure supplied to the linear solenoid valve and the engaging device Since the original pressure supplied to can be adjusted to either high pressure or low pressure when the lockup clutch is not in operation, fuel efficiency can be improved.

  According to the hydraulic control circuit of the vehicle power transmission device of the invention according to claim 7, the source pressure output from the source pressure regulating valve is for controlling the drive side hydraulic actuator of the continuously variable transmission. Since it is used as the original pressure of the linear solenoid valve or the original pressure of the linear solenoid valve for controlling the driven hydraulic actuator, if the original pressure of these linear solenoid valves needs to be low, the original pressure should be reduced. The fuel consumption can be improved by switching.

1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device to which the present invention is applied. It is a block diagram explaining the principal part of the control system provided in the vehicle in order to control the power transmission device for vehicles of FIG. FIG. 3 is a hydraulic circuit diagram showing a main part related to lock-up control of a lock-up clutch and engagement hydraulic control of a forward clutch and a reverse brake accompanying operation of a shift lever in the hydraulic control circuit of FIG. 2. . The engagement state of the forward clutch and the reverse brake, the engagement state of the lock-up clutch, the hydraulic pressure of the clutch original pressure and the linear original pressure according to the output of the switching pressure of the first solenoid valve and the second solenoid valve in FIG. It is a correspondence table which shows the state of oil pressure. The relationship of the line modulator pressure with respect to the torque input into the forward / reverse switching device of FIG. 3 is shown. It is a figure which shows the solenoid pattern switched sequentially, when stopping a vehicle suddenly during driving | running | working in the state which act | operated the lockup clutch of FIG. FIG. 7 is a list specifically showing the solenoid pattern of FIG. 6. FIG. FIG. 3 is a functional block diagram functionally showing a control operation of the electronic control device of FIG. 2. FIG. 9 is a flowchart for explaining a control operation for preventing slippage of the forward / reverse clutch when the vehicle is stopped when the lockup clutch is operated, that is, the main part of the control operation of the electronic control device of FIG. 8. It is a figure which shows simply the hydraulic control circuit which is the other Example of this invention. It is a figure which shows simply the hydraulic control circuit which is another Example of this invention. It is a flowchart for demonstrating the control action | operation of the electronic control apparatus in the further another Example of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram illustrating the configuration of a vehicle power transmission device 10 to which the present invention is applied. This vehicle power transmission device 10 is a horizontal automatic transmission, which is preferably employed in an FF (front engine / front drive) type vehicle, and includes an engine 12 as a driving power source. . The output of the engine 12 constituted by an internal combustion engine is the crankshaft of the engine 12, the torque converter 14 as a fluid transmission device, the forward / reverse switching device 16, the belt type continuously variable transmission (CVT) 18, the reduction gear. It is transmitted to the differential gear device 22 via the device 20 and distributed to the left and right drive wheels 24L, 24R.

  The torque converter 14 includes a pump impeller 14p connected to the crankshaft of the engine 12 and a turbine impeller 14t connected to the forward / reverse switching device 16 via a turbine shaft 34 corresponding to an output side member of the torque converter 14. And power transmission is performed via a fluid. Further, a lockup clutch 26 is provided between the pump impeller 14p and the turbine impeller 14t, and a lockup relay valve 104 (see FIG. 3) in the hydraulic control circuit 100 (see FIG. 3). By switching the oil passage communicating with the engagement-side oil chamber and the open-side oil chamber, the engagement or release is performed. For example, when the lockup clutch 26 is completely engaged, the pump impeller 14p and the turbine impeller 14t are integrally rotated. Further, the pump impeller 14p includes a mechanical oil pump 28 that generates a source pressure for performing a shift control of the continuously variable transmission 18, a belt clamping pressure control, an engagement release control of the lockup clutch 26, and the like. Connected and operated in conjunction with engine rotation.

  The forward / reverse switching device 16 is composed mainly of a forward clutch C1 and a reverse brake B1 and a double pinion type planetary gear device 16p. The turbine shaft 34 of the torque converter 14 is integrally connected to the sun gear 16s. The input shaft 36 of the continuously variable transmission 18 is integrally connected to the carrier 16c, while the carrier 16c and the sun gear 16s are selectively connected via the forward clutch C1, and the ring gear 16r is connected to the reverse brake B1. The housing is selectively fixed to a housing which is a non-rotating member. Both the forward clutch C1 and the reverse brake B1 are hydraulic friction engagement devices that are frictionally engaged by a hydraulic actuator. The forward / reverse switching device 16 corresponds to the switching mechanism of the present invention, and the forward clutch C1 and the reverse brake B1 correspond to the engaging device of the present invention.

  When the forward clutch C1 is engaged and the reverse brake B1 is released, the forward / reverse switching device 16 is brought into an integrally rotating state, whereby the turbine shaft 34 is directly connected to the input shaft 36, and the forward drive power is increased. The transmission path is established (achieved), and the driving force in the forward direction is transmitted to the continuously variable transmission 18 side. When the reverse brake B1 is engaged and the forward clutch C1 is released, the forward / reverse switching device 16 establishes (achieves) the reverse power transmission path, and the input shaft 36 is connected to the turbine shaft 34. On the other hand, it is rotated in the opposite direction, and the driving force in the reverse direction is transmitted to the continuously variable transmission 18 side. When both the forward clutch C1 and the reverse brake B1 are released, the forward / reverse switching device 16 enters a neutral state (power transmission cut-off state) in which power transmission is cut off.

  The continuously variable transmission 18 is an input side member provided on the input shaft 36, a drive side pulley (primary pulley, primary sheave) 42 having a variable effective diameter, and an output side member provided on the output shaft 44. A driven pulley (secondary pulley, secondary sheave) 46 having a variable diameter and a transmission belt 48 wound around the variable pulleys 42, 46 are provided. Power is transmitted via the frictional force between them.

  The variable pulleys 42 and 46 are fixed rotation bodies 42 a and 46 a fixed to the input shaft 36 and the output shaft 44, respectively, and are not rotatable relative to the input shaft 36 and the output shaft 44 and are movable in the axial direction. Driven hydraulic actuator (primary pulley side hydraulic actuator) 42c and driven side hydraulic actuator (secondary pulley side) as hydraulic actuators that apply thrust to change the V-groove width between the movable rotors 42b and 46b provided The hydraulic oil pressure to the drive side hydraulic actuator 42c is controlled by the hydraulic pressure control circuit 100, so that the V groove widths of the variable pulleys 42 and 46 are changed. The engagement diameter (effective diameter) of the transmission belt 48 is changed, and the gear ratio γ (= input shaft) Rolling speed Nin / output shaft rotation speed Nout) is continuously changed.

  FIG. 2 is a block diagram illustrating a main part of a control system provided in the vehicle for controlling the vehicle power transmission device 10 and the like of FIG. The electronic control unit 50 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 12, shift control of the continuously variable transmission 18, belt clamping pressure control, torque capacity control of the lockup clutch 26, and the like are executed. This is divided into control and hydraulic control for the continuously variable transmission 18 and the lockup clutch 26.

The electronic control unit 50 includes a signal representing the crankshaft rotational speed corresponding to the crankshaft rotational angle (position) A _CR (°) detected by the engine rotational speed sensor 52 and the rotational speed (engine rotational speed) Ne of the engine 12. , A signal representing the rotational speed (turbine rotational speed) Nt of the turbine shaft 34 detected by the turbine rotational speed sensor 54, and the input shaft 36 that is the input rotational speed of the continuously variable transmission 18 detected by the input shaft rotational speed sensor 56. The rotation speed (output shaft rotation speed) of the output shaft 44, which is the output rotation speed of the continuously variable transmission 18 detected by the vehicle speed sensor (output shaft rotation speed sensor) 58. ) Nout, that is, a vehicle speed signal representing the vehicle speed V corresponding to the output shaft rotational speed Nout, the intake pipe 3 of the engine 12 detected by the throttle sensor 60 Throttle valve opening degree signal representing the throttle valve opening theta _TH of the electronic throttle valve 30 provided in the 2, a signal representing the cooling water temperature T _W of the engine 12 detected by a coolant temperature sensor 62, detected by the CVT oil temperature sensor 64 A signal representing the oil temperature T _CVT of the hydraulic circuit such as the continuously variable transmission 18, an accelerator opening signal representing the accelerator opening Acc, which is the operation amount of the accelerator pedal 68 detected by the accelerator opening sensor 66, and a foot brake a brake operation signal indicating whether B _ON operation of the foot brake is a service brake, which is detected by a switch 70, a lever position (operating position) of a shift lever 74 detected by a lever position sensor 72 operation position signal representative of the P _SH, Belt narrow pressure representing the belt narrow pressure Pd of the driven hydraulic actuator 46c detected by the hydraulic sensor 75. It is supplied, such as Nos.

Further, the electronic control unit 50 receives an engine output control command signal S _E for controlling the output of the engine 12, for example, a throttle signal for driving a throttle actuator 76 for controlling the opening / closing of the electronic throttle valve 30 and a fuel injection device 78. An injection signal for controlling the amount of fuel injected from the engine, an ignition timing signal for controlling the ignition timing of the engine 12 by the ignition device 80, and the like are output. Further, a shift control command signal S _T for changing the transmission gear ratio γ of the continuously variable transmission 18, a clamping pressure control command signal S _B for adjusting the clamping pressure of the transmission belt 48, engagement of the lockup clutch 26, A lock-up control command signal S _{L / U} for controlling the opening and slipping amount, for example, a solenoid valve (first solenoid valve SL1, second solenoid) described later for switching the valve position of the lock-up relay valve in the hydraulic control circuit 100, for example. A command signal for driving the valve SL2), a command signal for driving the linear solenoid valve SLU for adjusting the engagement force of the lockup clutch 26, and the forward clutch C1 or the reverse brake B1 at the time of neutral control. Signal for engagement, forward clutch C1 or reverse brake at garage shift Such as a signal for adjusting the engagement pressure of the key B1 is output to the hydraulic control circuit 100.

FIG. 3 shows main portions of the hydraulic control circuit 100 mainly related to lock-up control of the lock-up clutch 26 and engagement hydraulic control of the forward clutch C1 and the reverse brake B1 in accordance with the operation of the shift lever 74. It is a hydraulic circuit diagram shown. In FIG. 3, a hydraulic control circuit 100 adjusts the discharge pressure of hydraulic oil discharged from, for example, an oil pump 102 driven by the engine 12, and outputs a relief type first regulator valve 104 that outputs a line pressure PL, The second oil pressure valve 106 that outputs the secondary pressure PL2 that is lower than the line pressure PL using the excess oil discharged during the pressure regulation of the regulator valve 104 as the original pressure, and the line pressure PL that is regulated by the first regulator valve 104. A source pressure regulating valve 108 that regulates the output pressure to either the high pressure modulator pressure P _LPMH or the low pressure modulator pressure P _LPML as the source pressure, and the modulator pressure P _LPM regulated by the source pressure regulating valve 108 is the source pressure. solenoid modulator valve 110 for pressurizing regulates the solenoid modulator pressure P _SM, the solenoid The first solenoid valve SL1 for outputting a first switching pressure P _SL1 in the source pressure solenoid modulator pressure P _SM pressure regulated by modulator valve 110, source pressure solenoid modulator pressure P _SM pressure regulated by the solenoid modulator valve 110 the second solenoid valve SL2 outputs the second switching pressure P _SL2 in the switches the hydraulic oil supplied to the forward clutch C1 and the reverse brake B1 in accordance with an output state of the first solenoid valve SL1 and the second solenoid valve SL2 According to the output state of the clutch apply control valve 112, the first solenoid valve SL1 and the second solenoid valve SL2, the open side position (off-side position) and the lockup clutch 26 that make the lockup clutch 26 open (non-operating state) Engagement Lockup relay valve 114 to switch either alternatively the state (operating state) and the engagement side position (on-side position), and outputs a control pressure P _SLU corresponding to a driving current supplied from the electronic control unit 50 Lock-up control valve 116 for controlling the engagement force of the lock-up clutch 26 according to the control pressure P _SLU of the linear solenoid valve SLU in a state where the linear solenoid valve SLU and the lock-up relay valve 114 are switched to the engagement side position, forward A manual valve 118 or the like that mechanically switches the oil path according to the operation of the shift lever 74 is provided so that the clutch C1 and the reverse brake B1 are selectively engaged or released.

  The oil pump 102 is composed of, for example, a vane pump or a gear pump, is driven when the engine 12 is driven, and pumps up the hydraulic oil stored in the oil pan 120 and discharges it from the discharge port.

The first regulator valve 104 is a relief for regulating the line pressure PL that is the source pressure of the source pressure regulating valve 108, the drive side hydraulic actuator 42c of the drive side pulley 42, the driven side actuator 46c of the driven side pulley 46, and the like. This is a pressure regulating valve of the type. The first regulator valve 104 includes an oil chamber that receives a control pressure P _SLS of a linear solenoid valve (not shown), and the line pressure PL is controlled to an optimum hydraulic pressure by the control pressure P _SLS .

The second regulator valve 106 is a relief type pressure regulating valve for regulating the secondary pressure PL2 supplied to the lockup clutch 26 and the like. The second regulator valve 106 includes an oil chamber that receives the control pressure P _SLU of the linear solenoid valve SLU, and the secondary pressure PL2 is controlled to an optimum hydraulic pressure by the control pressure P _SLU .

The original pressure regulating valve 108 uses the line pressure PL regulated by the first regulator valve 104 as an original pressure, and outputs an output pressure of either the high pressure modulator pressure P _LPMH or the low pressure modulator pressure P _LPML (hereinafter not particularly distinguished). In this case, it is a pressure regulating valve that regulates the pressure to the modulator pressure P _LPM . When the original pressure regulating valve 108 is moved in the axial direction, _either the high pressure position (left side in the figure) for outputting the high pressure modulator pressure P _{LPMH or} the low pressure position (right side in the figure) for outputting the low pressure modulator pressure P _LPML is _displayed . The spool valve element 122 that is positioned in the position, the input port 124 to which the line pressure PL is input, and the output port 126 that is selectively communicated with the input port 124 according to the switching position of the spool valve element 122 are output. Feedback port 128 for receiving the modulator pressure P _LPM , an oil chamber 130 for receiving the second switching pressure P _SL2 from the second solenoid valve SL2, an oil chamber 132 for receiving the hydraulic pressure supplied to the reverse brake B1, and a spool valve And a spring 134 that constantly urges the child 122 toward the high pressure position side. The modulator pressure P _LPM corresponds to the original pressure of the present invention, the high pressure modulator pressure P _LPMH corresponds to the high pressure of the present invention, and the low pressure modulator pressure P _LPML corresponds to the low pressure of the present invention.

In the original pressure regulating valve 108, the modulator pressure P _LPM output from the output port 126 is determined by the following equation (1). Here, F indicates the urging force of the spring 134, P _B1 indicates the hydraulic pressure of the hydraulic oil supplied to the reverse brake B1, A1 indicates the pressure receiving area received by the spool valve element 122 in the oil chamber 132, and P _SL2 Indicates the second switching pressure P _SL2 output from the second solenoid valve SL2, A2 indicates the pressure receiving area received by the spool valve element 122 in the oil chamber 130, and ΔA is formed in the oil chamber in the feedback port 128. The pressure receiving area difference of the spool valve element 122 is shown.
P _LPM = (F + P _B1 x A1-P _SL2 x A2) / ΔA (1)

Here, assuming that the shift lever 74 is in a position other than the reverse position, that is, assuming that the hydraulic pressure P _B1 of the reverse brake B1 is not supplied to the oil chamber 132, the second switching pressure P _{SL2 is} supplied from the second solenoid valve SL2. Is not output, the modulator pressure P _LPM is F / ΔA from equation (1). This modulator pressure P _LPM (= F / ΔA) becomes the high pressure modulator pressure P _LPMH . On the other hand, when the second switching pressure P _SL2 is output from the second solenoid valve SL2, the modulator pressure P _LPM is (F−P _SL2 × A2) / ΔA from the equation (1). This modulator pressure P _LPM (= F−P _SL2 × A2) / ΔA becomes the low pressure modulator pressure P _LPML . Therefore, the modulator pressure P _LPM is _adjusted to one of the high pressure modulator pressure P _LPMH and the low pressure modulator pressure P _LPML by the second switching pressure P _SL2 output from the second solenoid valve SL2. More specifically, when the second switching pressure P _SL2 is output is pressure is adjusted to the low-pressure modulator pressure P _LPML. The modulator pressure P _LPM regulated by the original pressure regulating valve 108 is a linear pressure (not shown) that controls the original pressure of the linear solenoid valve SLU, the forward clutch C1, the reverse brake B1, and the hydraulic pressure of the drive side hydraulic actuator 42c. It is used as a source pressure for a solenoid valve SLP and a linear solenoid valve SLS (not shown) that controls the hydraulic pressure of the driven hydraulic actuator 46c.

Solenoid modulator valve 110, and the source pressure modulator pressure P _LPM pressure regulated by the original pressure regulating valve 108, pressure regulating solenoid modulator pressure P _SM is a constant pressure. Solenoid modulator pressure P _SM pressure regulated by the solenoid modulator valve 110 is supplied as a source pressure of the first solenoid valve SL1 and the second solenoid valve SL2.

The clutch apply control valve 112 determines the supply state of hydraulic oil supplied to the forward clutch C1 and the reverse brake B1 via the manual valve 118, as a modulator pressure P _LPM output from the original pressure regulating valve 108 or a linear solenoid. It functions as a switching valve that switches to one of the control pressures PSLU of the valve SLU. When the clutch apply control valve 112 is moved in the axial direction, the hydraulic oil supplied to the forward clutch C1 and the reverse brake B1 is used as the modulator pressure P _LPM output from the original pressure regulating valve 108. (in the figure, left), and the linear solenoid valve SLU control pressure P _SLU to fail / garage position spool 140 to be is positioned in any one of (right side in the drawing) of pressure regulated by the original pressure regulating valve 108 The spool valve disc is connected to the first input port 142 to which the modulator pressure P _LPM is input, the second input port 144 to which the control pressure P _SLU of the linear solenoid valve _SLU is input, and the input port 160 of the manual valve 118. Which of the first input port 142 and the second input port 144 depends on the switching position of 140? A first output port 146 in communication with the or a third input port 148 of the control pressure P _LPM2 pressure adjusted by a not-shown pressure regulating valve is inputted, a fourth input hydraulic Pd of the driven side hydraulic actuator 46c is input A port 150, a second output port 152 connected to the drive side hydraulic actuator 42c and communicating with either the third input port 148 or the fourth input port 150 according to the switching position of the spool valve element 140; A spring 154 that constantly biases 140 to the normal position side, and an oil chamber 156 that receives the first switching pressure P _SL1 of the first solenoid valve SL1 in order to apply a thrust toward the fail / garage position side to the spool valve element 140 , receiving the second switching pressure P _SL2 of the second solenoid valve SL2 to apply a thrust force toward the normal position side to the spool valve element 140 An oil chamber 158 is provided. The clutch apply control valve 112 corresponds to the clutch original pressure switching valve of the present invention.

In the clutch apply control valve 112, for example, when the first switching pressure P SL1 of the first solenoid valve SL ₁ is supplied to the oil chamber 156, the spool valve element 140 resists the urging force of the spring 154, and the fail / garage position side ( It is moved to the right side in the figure. At this time, the second input port 144 and the first output port 146 are communicated, and the control pressure P _SLU of the linear solenoid valve SLU is supplied to the input port 160 of the manual valve 118. Further, the fourth input port 150 and the second output port 152 are in communication with each other, and the hydraulic pressure Pd of the driven hydraulic actuator 46c is supplied to the driving hydraulic actuator 42c.

When the second switching pressure P _SL2 of the second solenoid valve SL2 is supplied to the oil chamber 158, the spool valve element 140 is moved to normal position side (left side in the figure). At this time, the first input port 142 and the first output port 146 are communicated, and the modulator pressure P _LPM is supplied to the input port 160 of the manual valve 118. Further, the third input port 148 and the second output port 152 are communicated with each other, and the control pressure P _LPM2 is supplied to the drive side hydraulic actuator 42c.

When both the first switching pressure P _SL1 of the first solenoid valve _SL1 and the second switching pressure P _SL2 of the second solenoid valve _SL2 are output, the propulsive force based on the second switching pressure P _SL2 and the _urging force of the spring 154 are used. is moved spool valve element 140 is Ko' the driving force based on the first switching pressure P _SL1 to normal position side (left side in the figure). Therefore, the modulator pressure P _LPM is supplied to the input port 160 of the manual valve 118, and the control pressure P _LPM2 is supplied to the drive side hydraulic actuator 42c.

When the second switching pressure P _SL2 not output both of the first switching pressure P _SL1 and the second solenoid valve SL2 of the first solenoid valve SL1 is due to the urging force of the spring 154, the spool valve element 140 is normal position side ( It is moved to the left side in the figure. Therefore, the modulator pressure P _LPM is supplied to the input port 160 of the manual valve 118, and the control pressure P _LPM2 is supplied to the drive side hydraulic actuator 42c. Thus, the clutch apply control valve 112 in response to the second switching pressure P _SL2 of the first switching pressure P _SL1 and the second solenoid valve SL2 of the first solenoid valve SL1, the input of the manual valve 118 ports 160 i.e. for forward The engagement pressure supplied to the clutch C1 or the reverse brake B1 is switched.

In the manual valve 108, the engagement hydraulic pressure Pa (control pressure P _SLU or modulator pressure P _LPM ) output from the first output port 146 of the clutch apply control valve 112 is supplied to the input port 160. When the shift lever 74 is operated to the “D” position or the “L” position, the engagement hydraulic pressure Pa is supplied to the forward clutch C1 via the forward output port 162, and the forward clutch C1 is engaged. . When the shift lever 74 is operated to the “R” position, the engagement hydraulic pressure Pa is supplied to the reverse brake B1 via the reverse output port 164, and the reverse brake B1 is engaged. Further, when the shift lever 74 is operated to the “P” position and the “N” position, the oil passage from the input port 160 to the forward output port 162 and the reverse output port 164 are both blocked, and the forward clutch C1. The reverse brake B1 is released.

  The lock-up clutch 26 of the torque converter 14 has a hydraulic pressure Pon in the engagement side oil chamber 172 supplied via the engagement side oil passage 170 and a release side oil chamber 176 supplied via the release side oil passage 174. This is a hydraulic friction clutch that is frictionally engaged with the front cover 178 by a differential pressure ΔP (= Pon−Poff) with respect to the hydraulic pressure Poff. The operating condition of the torque converter 14 is, for example, a so-called lockup-off in which the differential pressure ΔP is negative and the lockup clutch 26 is released, and the differential pressure ΔP is zero or more and the lockup clutch 26 is half-engaged. The so-called slip state and the so-called lock-up on, in which the differential pressure ΔP is set to the maximum value and the lock-up clutch 26 is completely engaged, are roughly classified. Further, in the slip state of the lock-up clutch 26, since the differential pressure ΔP is set to zero, the torque sharing of the lock-up clutch 26 is lost, and the torque converter 14 is brought into an operation state similar to the lock-up off.

The lock-up relay valve 114 is a switching valve that is switched between an operating side and a non-operating side for operating and inactivating the lock-up clutch 26. The lockup relay valve 114 includes a spool valve element 180 that switches between an engagement position (ON position: right side in the figure) and an open position (OFF position: left side in the figure) of the lockup clutch 26, and one of the spool valve elements 180. A spring 182 provided on the shaft end side for applying a thrust toward the open position (OFF position) to the spool valve element 180, and a first solenoid valve SL1 for moving the spool valve element 180 to the open position (OFF position) An oil chamber 184 that receives the first switching pressure P _SL1 , and an oil chamber 186 that receives the second switching pressure P _SL2 of the second solenoid valve SL2 for moving the spool valve element 180 toward the engagement position (ON position). An input port 188 to which the secondary pressure PL2 regulated by the second regulator valve 106 is input, and a lock The bypass port 190 communicated with the control port 212 of the control valve 116, the engagement side port 192 communicated with the engagement side oil passage 170, and the open side port 194 communicated with the open side oil passage 174. And has.

The lock-up control valve 116 is a spool valve element 200 for switching between a slip position (SLIP position) in which the lock-up clutch 26 is in a semi-engaged state and a full engagement position (ON position) in which the lock-up clutch 26 is in a fully engaged state. And a spring 202 for applying a thrust force toward the slip position (SLIP position) to the spool valve element 200, and an engagement side oil of the torque converter 14 to urge the spool valve element 200 toward the slip position. The oil chamber 204 that receives the hydraulic pressure Pon in the chamber 172 and the hydraulic pressure Poff in the open-side oil chamber 176 of the torque converter 14 to urge the spool valve element 200 toward the fully engaged position (ON position). receiving an oil chamber 206, the control pressure P _SLU for biasing toward the spool 200 to the fully engaged position An oil chamber 208, an input port 210 of the secondary pressure PL2 is input, and a control port 212 which communicates with the bypass port 190 of the lockup relay valve 114 includes.

  With the lockup relay valve 114 and the lockup control valve 116 configured in this manner, the operating oil pressure supply state to the engagement side oil chamber 172 and the release side oil chamber 174 is switched, and the operation state of the lockup clutch 26 is changed. Can be switched.

First, the case where the lockup clutch 26 is switched from the slip state including the released state to the lockup on state will be described. In the lock-up relay valve 114, a secondary switching pressure P _SL2 of the second solenoid valve SL2 is supplied to the oil chamber 186 spool 180 is moved to the engaged position (ON position), supplied to the input port 188 The pressure PL2 is supplied from the engagement side port 192 through the engagement side oil passage 1700 to the engagement side oil chamber 172. The secondary pressure PL2 supplied to the engagement side oil chamber 172 becomes the hydraulic pressure Pon. At the same time, the open side oil chamber 176 passes through the open side oil passage 174 and communicates from the open side port 194 to the control port 212 of the lockup control valve 116 via the bypass port 190. Then, as the hydraulic pressure Poff of the open side oil chamber 176 is adjusted by the lockup control valve 116, the differential pressure ΔP (= Pon−Poff) is adjusted, and the operating state of the lockup clutch 26 changes from the slip state to the lockup on. It can be switched within the range.

Specifically, when the spool valve element 180 of the lockup relay valve 114 is biased to the engagement position (ON position), that is, when the lockup clutch 26 is switched to the engagement side state, the lock is released. In the up control valve 116, the control pressure P _SLU for urging the spool valve element 200 to the fully engaged position (ON position) is not supplied to the oil chamber 208, and the spool valve element 200 is slipped by the thrust of the spring 202. When set to (SLIP position), the secondary pressure PL2 supplied to the input port 210 is supplied from the control port 212 via the bypass port 190 to the open side oil chamber 176 from the open side port 194 through the open side oil passage 172. . As a result, since the hydraulic pressure Pon and the hydraulic pressure Poff are the same pressure, the differential pressure ΔP is set to zero, and the lockup clutch 26 is engaged even when the lockup relay valve 114 is switched to the engaged position. The state is equivalent to lock-up off.

Further, when the spool valve element 180 of the lockup relay valve 114 is biased to the engagement position (ON position), the spool valve element 200 is moved to the complete engagement position (ON position) in the lockup control valve 116. When a predetermined control pressure P _SLU for energizing (when lock-up is on) is supplied to the oil chamber 208 and the spool valve element 200 is energized to the fully engaged position, the input port 210 controls the control port. The oil path to 212 is shut off, and the secondary pressure PL2 is not supplied to the open side oil chamber 176, and the hydraulic oil in the open side oil chamber 176 is discharged from the drain port EX via the control port 212. As a result, since the hydraulic pressure Poff is set to zero, the differential pressure ΔP is maximized and the lockup clutch 26 is turned on.

Further, when the spool valve element 180 of the lockup relay valve 114 is biased to the engagement position (ON position), the lock valve control valve 116 is completely engaged with the slip position (SLIP position). When a predetermined control pressure P _SLU for positioning to a state between the combined position (ON position) is supplied to the oil chamber 208, the secondary pressure PL2 supplied to the input port 210 is passed through the control port 212. The state in which the open side oil chamber 176 is supplied and the state in which the hydraulic oil in the open side oil chamber 176 is discharged from the drain port EX via the control port 212 are adjusted based on the control pressure P _SLU . That is, the hydraulic pressure Poff is controlled based on the control pressure P _SLU so that the rotational speed difference N _SLP (Ne−Nt) of the lock-up clutch 26 becomes the differential pressure ΔP that becomes the target rotational speed difference N _SLP ^*. 116 is adjusted.

Next, a case where the lockup clutch 26 is switched to the released state will be described. In the lockup relay valve 114, when the second switching pressure _PSL2 is not supplied to the oil chamber 186 and the first switching pressure _PSL1 is supplied to the oil chamber 184, the thrust and spring based on the first switching pressure _PSL1 are supplied. The spool valve element 180 is moved to the open position (OFF position) by the urging force of 172, and the secondary pressure PL2 supplied to the input port 188 passes through the open side oil passage 174 of the torque converter 14 from the open side port 194 and is opened. Supplyed to the side oil chamber 176. The hydraulic fluid discharged through the engagement side oil chamber 170 through the engagement side oil passage 170 of the torque converter 14 to the engagement side port 192 is supplied from the discharge port 214 to the lubrication circuit 216. As a result, the differential pressure ΔP is made negative, and the lockup clutch 26 is locked up.

In the hydraulic control circuit 100 configured as described above, in a state where the first switching pressure _PSL1 is output from the first solenoid valve SL1, while the second switching pressure _PSL2 is not output from the second switching valve SL2, the clutch In the apply control valve 112, the spool valve element 140 is moved to the fail / garage position. Note that the fail / garage position is implemented when a failure occurs in the vehicle or when the shift lever 74 is switched from the “N” position to any of the “D”, “R”, and “L” positions. In this state, the control pressure P _SLU of the linear solenoid valve SLU is supplied from the second input port 144 to the input port 160 of the manual valve 118 via the first output port 146. Then, the control pressure P _SLU is supplied to one of the forward clutch C1 and the reverse brake B1, and the forward clutch C1 or the reverse brake B1 is smoothly engaged based on the control pressure P _SLU . Further, the hydraulic pressure Pd of the driven hydraulic actuator 46c is supplied to the driving hydraulic actuator 42c, so that the transmission gear ratio γa is adjusted in advance.

At this time, since the lock-up relay valve 114, in accordance with the switching pressure P _SL1 of the first solenoid valve SL1 is supplied to the oil chamber 184, spool 180 is switched to the open position (OFF position), the lock-up relay The bypass port 190 of the valve 114 is blocked. Therefore, the lock-up relay valve 114 and the lock-up control valve 116 are shut off, and even if the control pressure P _SLU of the linear solenoid valve SLU is supplied to the oil chamber 208, the lock-up clutch 26 is not affected. . From the above, in the state where the first switching pressure P _SL1 is output from the first solenoid valve SL1, the control pressure P _SLU of the linear solenoid valve SLU becomes the engagement pressure of the forward clutch C1 and the reverse brake B1.

Also, the original pressure regulating valve 108, the second switching pressure P _SL2 of the second solenoid valve SL2 to the oil chamber 130 is not supplied, the spool valve element 122 is brought into position in the high pressure position (the left side in the figure). In this state, as described above, the high pressure modulator pressure P _LPMH is output from the output port 126.

When the first switching pressure P _SL1 is not output from the first solenoid valve SL1, while the second switching pressure P _SL2 is output from the second solenoid valve SL2, the spool valve element 180 is It is located on the engagement position (ON position) side. In this state, as described above, the control pressure P _SLU of the linear solenoid valve _SLU is supplied to the oil chamber 208 of the lockup control valve 116, so that the spool valve element 200 is controlled in the range of the SLIP position to the ON position. The engagement state (slip state) of the lockup clutch 26 is controlled. At this time, in the clutch apply control valve 112, since the second switching pressure _PSL2 is supplied to the oil chamber 138, the spool valve element 140 is positioned at the normal position, and therefore, the control pressure P _SLU of the linear solenoid valve _SLU. The second input port 144 to which is supplied is cut off. From the above, in a state where the switching pressure P _SL2 is output from the second solenoid valve SL2, the control pressure P _SLU of the linear solenoid valve SLU functions as a control pressure for controlling the engagement state of the lockup clutch 26.

Further, in the original pressure regulating valve 108, the switching pressure PSL2 of the second solenoid valve _SL2 is supplied to the oil chamber 130, so that the spool valve element 122 is positioned at the low pressure position (right side in the drawing). In this state, as described above, the low pressure modulator pressure P _LPML is output from the output port 126. That is, when the lockup clutch 26 is operated, the low pressure modulator pressure P _LPML is output as the modulator pressure P _LPM . The low pressure modulator pressure P _LPML is supplied to the forward clutch C1 or the reverse brake B1 of the forward / reverse switching device 16 via the clutch apply control valve 112 and the manual valve 118. In the operating state of the lockup clutch 26, Since the torque amplification action of the torque converter 14 does not occur, the torque transmitted to the forward clutch C1 or the reverse brake B1 is smaller than when the lockup clutch 26 is not operated. Therefore, even if the low pressure modulator pressure _PLPML is supplied to the forward clutch C1 or the reverse brake B1, the torque transmitted to the forward clutch C1 or the reverse brake B1 is small, so the forward clutch C1 or the reverse brake B1. In this case, slip due to insufficient hydraulic pressure, that is, insufficient torque capacity does not occur.

When the low pressure modulator pressure P _LPML is output, energy consumed for driving the oil pump 102 is reduced. Further, since the consumption flow rate due to oil discharge is reduced during the pressure regulation of the linear solenoid valve SLU and the solenoid modulator valve 110, the fuel consumption can be improved as the pump size of the oil pump 102 can be reduced. Further, the drag (seal ring loss torque) by the seal ring that prevents leakage of the hydraulic oil generated in the forward clutch C1 and the reverse brake B1 is reduced, thereby improving fuel efficiency. Note that drag by the seal ring increases in proportion to the hydraulic pressure.

  As described above, in connection with the switching of the operating states of the first solenoid valve SL1 and the second solenoid valve SL2, the communication state of the clutch apply control valve 112 is switched and the operating states of the forward clutch C1 and the reverse brake B1 are switched. Is controlled, and the communication state of the lockup relay valve 114 is switched to control the operating state of the lockup clutch 26. The first solenoid valve SL1 and the second solenoid valve SL2 are excited and de-excited by the electronic control unit 50, and the operating state is appropriately switched according to the traveling state of the vehicle.

By the way, as described above, when the lockup clutch 26 is in the operating state, the low pressure modulator pressure P _LPML is output from the original pressure regulating valve 108, so that an effect of improving fuel consumption is obtained. Even when the up-clutch 26 is not in operation, when the high pressure modulator pressure P _LPMH is required, it is limited to, for example, a so-called full stall when the accelerator pedal is depressed while the vehicle is stopped, and a predetermined mode running is performed. In most of the driving conditions including, the modulator pressure P _LPM can be _covered by the low pressure modulator pressure P _LPML . Therefore, the hydraulic control circuit 100 of the present embodiment is configured so that the modulator pressure P _LPM can be _adjusted to either the high pressure modulator pressure P _LPMH or the low pressure modulator pressure P _LPML even when the lockup clutch 26 is not operated. Yes.

4, the first switching pressure P _SL1 and the second second switching pressure forward clutch C1 and the reverse brake in accordance with the output of the P _SL2 solenoid valve SL2 B1 of the first solenoid valve SL1 (hereinafter, the forward clutch C1 When the brake B1 for reverse travel is not particularly distinguished, it is indicated as a forward / reverse clutch), the engagement state of the lockup clutch 26, the hydraulic pressure of the clutch original pressure, and the hydraulic pressure of the linear original pressure. . In this embodiment, the clutch original pressure indicates the hydraulic pressure supplied from the original pressure regulating valve 108 to the forward / reverse clutch via the clutch apply control valve 112, that is, the modulator pressure P _LPM. Indicates the original pressure supplied to the linear solenoid valve SLU, that is, the modulator pressure P _LPM . Therefore, in this embodiment, the clutch source pressure and the linear source pressure both correspond to the modulator pressure P _LPM output from the source pressure regulating valve 108. Further, “◯” indicates that the switching pressure (P _SL1 , P _SL2 ) is output from the first solenoid valve SL1 and the second solenoid valve SL2, and “×” indicates that it is not output. Yes.

As shown at the top of FIG. 4 case, for example, the second switching pressure P _SL2 not output both of the first switching pressure P _SL1 and the second solenoid valve SL2 of the first solenoid valve SL1, the clutch apply control valve 112, a spring The spool valve element 140 is moved to the normal position (left side in the figure) by the urging force of 154. Therefore, since the first input port 142 and the first output port 146 are communicated, the modulator pressure P _LPM of the original pressure regulating valve 108 is supplied to the forward / reverse clutch via the clutch apply control valve 112 and the manual valve 118. The engagement of the forward / reverse clutch is maintained. In the lockup relay valve 114, the spool valve element 180 is moved to the open position (OFF position) by the urging force of the spring 182, so that the engagement control of the lockup clutch 26 is impossible, that is, the lockup clutch 26 is released. In the original pressure regulating valve 108, the spool valve element 122 is moved to the high pressure position (left side in the figure) by the _urging force of the spring 134, and the high pressure modulator pressure P _LPMH is output from the original pressure regulating valve 108. That is, the clutch source pressure and the linear source pressure become high.

In addition, as shown second from the top in FIG. 4, when the first switching pressure _PSL1 is output from the first solenoid valve SL1, while the second switching pressure _PSL2 is not output from the second solenoid valve SL2, the clutch In the apply control valve 112, since the first switching pressure _PSL1 is supplied to the oil chamber 156, the spool valve element 140 is moved to the fail / garage position (right side in the figure) side against the biasing force of the spring 154. . Accordingly, since the second input port 144 and the first output port 146 are communicated with each other, the control pressure P _SLU of the linear solenoid valve SLU is supplied to the forward / reverse clutch via the clutch apply control valve 112 and the manual valve 118. The hydraulic pressure during the transitional phase of the forward clutch is controlled by the linear solenoid valve SLU. In the lockup relay valve 114, the first switching pressure P _SL1 is supplied to the oil chamber 184 moves by the thrust by the biasing force and the first switching pressure P _SL1 spring 182, the spool valve element 180 is an open position (OFF position) Therefore, the lockup clutch 26 is released. In the original pressure regulating valve 108, the spool valve element 122 is moved to the high pressure position (left side in the figure) by the _urging force of the spring 134, and the high pressure modulator pressure P _LPMH is output from the original pressure regulating valve 108. That is, the clutch source pressure and the linear source pressure become high.

Further, as shown in the third from the top in FIG. 4, when the first switching pressure _PSL1 is not output from the first solenoid valve SL1, while the second switching pressure _PSL2 is output from the second solenoid valve SL2, the clutch in apply control valve 112, the second switching pressure P _SL2 is supplied to the oil chamber 158 by the thrusts generated by the biasing force and the second switching pressure P _SL2 spring 154, the spool valve element 140 is in the normal position (Fig., left ). Therefore, the modulator pressure P _LPM of the original pressure regulating valve 108 is supplied to the forward / reverse clutch via the clutch apply control valve 112 and the manual valve 118, and the engagement of the forward / reverse clutch is maintained. In the lockup relay valve 114, the second switching pressure P _SL2 is supplied to the oil chamber 186, the engagement position Ko' the urging force of the spool 180 by the thrust of the second switching pressure P _SL2 is spring 182 ( (ON position) side. Therefore, the engagement control of the lockup clutch 26 can be performed. In the original pressure regulating valve 108, the second switching pressure P _SL2 is supplied to the oil chamber 130, so that the spool valve element 122 resists the biasing force of the spring 134 by the thrust generated by the second switching pressure P _{SL2. Therefore, the} low pressure modulator pressure P _LPML is output from the original pressure regulating valve 108. That is, the clutch source pressure and the linear source pressure are low.

Further, as shown at the bottom of FIG. 4, when the first switching pressure P _SL1 of the first solenoid valve _SL1 and the second switching pressure P _SL2 of the second solenoid valve _SL2 are output, the clutch apply control valve 112 Since the first switching pressure P _SL1 is supplied to the oil chamber 156 and the second switching pressure P _SL2 is supplied to the oil chamber 158, the spool valve is _driven by the thrust of the second switching pressure P _SL2 and the biasing force of the spring 154. (in the figure, left) normal position the child 140 Ko' thrust by the first switching pressure P _SL1 is moved. Therefore, the modulator pressure P _LPM of the original pressure regulating valve 108 is supplied to the forward / reverse clutch via the clutch apply control valve 112 and the manual valve 118, and the engagement of the forward / reverse clutch is maintained. In the lock-up relay valve 114, the first switching pressure P _SL1 is supplied to the oil chamber 184 and the second switching pressure P _SL2 is supplied to the oil chamber 186. _Therefore , the thrust generated by the first switching pressure P _SL1 and the spring 182 The spool valve element 180 is moved to the released position (OFF position) against the thrust by the second switching pressure _PSL2 by the urging force, so that the lockup clutch 26 is released. In the original pressure regulating valve 108, the second switching pressure P _SL2 is supplied to the oil chamber 130, so that the spool valve element 122 resists the biasing force of the spring 134 by the thrust generated by the second switching pressure P _{SL2. Therefore, the} low pressure modulator pressure P _LPML is output from the original pressure regulating valve 108. That is, the clutch source pressure and the linear source pressure are low.

From the above, the hydraulic control circuit 100 of this embodiment, on the basis of the second switching pressure P _SL2 of the first switching pressure P _SL1 and the second solenoid valve SL2 of the first solenoid valve SL1, upon engagement of the lock-up clutch 26 (When operated), the clutch original pressure and the linear original pressure (modulator pressure P _LPM ) are adjusted to a low pressure, and when the lockup clutch 26 is released (not operated), the clutch original pressure and the linear original pressure are increased. It is configured to be able to adjust the pressure to either low pressure. Specifically, the second switching pressure if P _SL2 not output both of the first switching pressure P _SL1 and the second solenoid valve SL2 of the first solenoid valve SL1, the lock-up clutch 26 is deactivated, and the original pressure regulating When the high pressure line modulator pressure P _LPMH is output from the pressure valve 108, on the other hand, both the first switching pressure P _SL1 of the first solenoid valve _SL1 and the second switching pressure P _SL2 of the second solenoid valve _SL2 are output. 26 is deactivated, and the low pressure line modulator pressure P _LPML is output from the original pressure regulating valve 108.

FIG. 5 shows the relationship of the modulator pressure P _LPM with respect to the input input to the forward / reverse clutch. In FIG. 5, a straight line L1 indicates the minimum required hydraulic pressure with respect to the input torque input to the forward / reverse clutch, and the required hydraulic pressure increases in proportion to the input torque. By setting the modulator pressure P _LPM to a hydraulic pressure higher than the hydraulic pressure of the straight line L1, slippage that occurs in the forward / reverse clutch is prevented. As shown in FIG. 5, in this embodiment, the low pressure modulator pressure P _LPML (low pressure) is set to a hydraulic pressure that can transmit the engine maximum torque Temax that is preset in terms of the rating of the engine 12, and the high pressure modulator pressure P _LPMH (high pressure) is set to a hydraulic pressure capable of transmitting a turbine maximum torque Ttmax set in a rated manner in advance. The turbine maximum torque Ttmax is determined based on the characteristics of the engine 12 and the torque converter 14.

When the low pressure modulator pressure P _LPML is set in this way, when the lockup clutch 26 is operated (when engaged), the input torque input to the forward / reverse clutch does not exceed the engine maximum torque Temax. When the forward clutch is engaged, the forward / rearward clutch is prevented from slipping. In addition, as the low pressure modulator pressure P _LPML is output when the lockup clutch 26 is operated, the flow rate consumed during pressure regulation of the linear solenoid valve SLU, the solenoid modulator valve 110, etc. is reduced. Since drag is reduced, fuel efficiency is improved.

Further, even when the lockup clutch 26 is not operated (disengaged), the low pressure modulator pressure P _LPML is output in the region where the input torque input to the forward / reverse clutch is up to the engine maximum torque Temax, Fuel consumption is improved in the same manner as when the lockup clutch 26 is operated. On the other hand, when the input torque input to the forward / reverse clutch when the lockup clutch 26 is not operated (released) exceeds the engine maximum torque Temax, the input torque is input to the forward / reverse clutch by switching to the high pressure modulator pressure _PLPMH. The slippage of the forward / reverse clutch due to the input torque is prevented.

In the belt-type continuously variable transmission 18 of this embodiment, when the vehicle is stopped suddenly while the vehicle is running, the lockup clutch 26 is quickly released, and the continuously variable transmission 18 is being decelerated in preparation for the next vehicle start. Is quickly changed to a preset gear ratio γ (for example, the most deceleration gear ratio γmax). At this time, when the high pressure modulator pressure P _LPMH is output, the consumption flow rate increases, so that sufficient hydraulic oil is supplied to the drive side hydraulic actuator 42c and the driven side hydraulic actuator 46c that control the speed ratio γ of the continuously variable transmission 18. It becomes difficult to supply. Therefore, the speed of the continuously variable transmission 18 is not in time, and the continuously variable transmission 18 becomes an incomplete gear ratio γ, and the driving force may be insufficient at the next restart. In contrast, with the low pressure modulator pressure P _LPML , the consumption flow rate is reduced, and the hydraulic oil supplied to the drive side hydraulic actuator 42c and the driven side hydraulic actuator 46c of the continuously variable transmission 18 is secured. Rapid shifting at the time of stop is possible, and lack of driving force at the next vehicle re-start is resolved.

By the way, the low pressure modulator pressure P _LPML is output while the lockup clutch 26 is operating, but when the vehicle is suddenly stopped in this state, the lockup clutch 26 is quickly released and the vehicle is stopped. The modulator pressure P _LPM is switched to the high pressure modulator pressure P _LPMH in order to ensure the hydraulic pressure in preparation for depression of the accelerator pedal (full stall). FIG. 6A shows a solenoid pattern that is sequentially switched when the vehicle is suddenly stopped while the lock-up clutch 26 is operated, and FIG. 7 shows the solenoid pattern of FIG. It is a list showing concretely. In FIG. 7, “◯” indicates that the corresponding solenoid valves (first solenoid valve SL1, second solenoid valve SL2) are in an operating state, that is, switching pressures (P _SL1 , P _SL2 ) are output. “X” indicates that the corresponding solenoid valve is in an inoperative state, that is, the switching pressure (P _SL1 , P _SL2 ) is not output. “Δ” indicates that the control pressure P _SLU is output from the linear solenoid valve SLU.

Pattern 2 shown in FIG. 6 (a) corresponds to a solenoid pattern during traveling with the lock-up clutch 26 actuated. Specifically, as shown in FIG. When the second switching pressure P _SL2 is actuated, and the control pressure P _SLU is outputted from the linear solenoid valve SLU, the engagement state of the lockup clutch 26 is controlled by the control pressure P _SLU , A low pressure modulator pressure P _LPML is output from the source pressure regulating valve 108 as the modulator pressure P _LPM (clutch source pressure).

Pattern 4 corresponds to the solenoid pattern when the vehicle is stopped. As shown in FIG. 7, the first solenoid valve SL1, the second solenoid valve SL2, and the linear solenoid valve SLU are in an inoperative state. Is done. At this time, the lock-up clutch 26 is opened, and, since the second solenoid valve SL2 is a second switching pressure P _SL2 not output, the high-pressure modulator pressure P _LPMH is output from the original pressure regulating valve 108.

When the solenoid pattern is switched from the pattern 2 to the pattern 4, as shown in FIG. 6A, the switching is performed sequentially through the pattern 2 ′, the pattern 3, and the pattern 2 ′ indicated by solid lines. If it is determined that the vehicle is stopped based on, for example, depression of a brake pedal during traveling in the pattern 2, the solenoid pattern 2 is first switched to the pattern 2 ′. As shown in FIG. 7, the pattern 2 ′ corresponds to a state in which the control pressure P _SLU of the linear solenoid valve _SLU is stopped in the pattern 2. When the control pressure P _SLU of the linear solenoid valve SLU is stopped, the lock-up control valve 116, the spool valve element 200 is moved in the slip position, the lock-up control the secondary pressure PL2 is valve 116 and the lock-up relay valve 114 To the open side oil chamber 176 of the lockup clutch 26. Therefore, the differential pressure ΔP between the open side oil chamber 176 and the engagement side oil chamber 172 becomes zero, and the lockup clutch 26 is substantially released.

Next, the solenoid pattern is switched from pattern 2 ′ to pattern 3. As shown in FIG. 7, in the pattern 3, the first switching pressure P _SL1 of the first solenoid valve _SL1 and the second switching pressure P _SL2 of the second solenoid valve _SL2 are output. is switched by the first switching pressure P _SL1 of the first solenoid valve SL1 is output. Here, switching from the pattern 2 ′ to the pattern 3 is performed to switch the spool valve element 180 of the lockup relay valve 114 to the OFF position side. In pattern 3, by first switching pressure P _SL1 of the first solenoid valve SL1 is output, by spool 180 of the lock-up relay valve 114 is moved to the OFF position side, an oil of the lockup clutch 26 The road is switched and the lockup clutch 26 is released. In order to maximize the quick release performance of the lock-up clutch 26, the pattern 1 to the pattern 3 may be used without going through the pattern 2 ′.

When switching from the pattern 3 to the pattern 4, the first switching pressure PSL1 of the first solenoid valve SL1 and the second switching pressure _PSL2 of the second solenoid valve _SL2 are sequentially switched to inactive. In this embodiment, Control is performed so that the pattern 4 is always changed from the pattern 3 indicated by the solid line via the pattern 2 '. Specifically, the first switching pressure P _SL1 of the first solenoid valve SL1 is first from the state of the pattern 3 is stopped (pattern 2 '), then the second switching pressure P _SL2 of the second solenoid valve SL2 is stopped ( Pattern 4) is controlled as follows.

When the pattern 3 is switched to the pattern 2 ′, the first switching pressure P _SL1 of the first solenoid valve _SL1 is stopped, but the state of the pattern 2 is not substantially changed. That is, the lockup clutch 26 is released, and the low pressure modulator pressure P _LPML is output from the original pressure regulating valve 108. Then, when the second switching pressure PSL2 of the second solenoid valve _SL2 is stopped from the state of the pattern 2 ′, the process _proceeds to the pattern 4. At this time, the second switching pressure P _SL2 of the second solenoid valve SL2 is stopped, the modulator pressure P _LPM original pressure regulating valve 108 is switched from the low pressure modulator pressure P _LPML the pressure modulator pressure P _LPMH.

Here, when switched from the pattern 3 pattern 4, if as shown by the broken line in FIG. 6 (a), when the second switching pressure P _SL2 of the second solenoid valve SL2 is stopped earlier, 7 Pattern 1 is obtained. At this time, in the clutch apply control valve 112, since the second switching pressure _PSL2 is stopped, the spool valve element 140 is transiently moved to the fail / garage position, so the second input port 144 and the first output The port 146 is communicated. That is, the control pressure P _SLU of the linear solenoid valve SLU is supplied to the forward-reverse clutch through the clutch apply control valve 112 and manual valve 118 (garage shifting) the oil passage is switched to. At this time, since the already control pressure P _SLU of the linear solenoid valve SLU is not output, the hydraulic pressure supplied to the forward-reverse clutch is greatly reduced torque capacity in accordance with decreases, slippage occurs in the forward and reverse clutches. On the other hand, in this embodiment, when the solenoid pattern is switched from pattern 3 to pattern 4, garage shift is prevented by avoiding switching to pattern 1 during the transition period, so that the slip of the forward / reverse clutch is prevented. Is avoided.

FIG. 6B shows a path for switching the solenoid pattern from the pattern 4 (the first solenoid valve SL1 and the second solenoid valve SL2 are not operated) to the pattern 3 (the first solenoid valve SL1 and the second solenoid valve SL2 are operated). Is shown. When switching from pattern 4 to pattern 3, switching is performed via pattern 2 '(second solenoid valve SL2 operation). If the switch to the pattern 3 is determined based on the fact that the accelerator pedal is not depressed during traveling in the pattern 4, the pattern is switched to the pattern 2 ′. As shown in FIG. 7, the pattern 2 ′ corresponds to a state in which the control pressure P _SLU of the linear solenoid valve _SLU is stopped in the pattern 2. Then, the pattern 2 ′ is switched to the pattern 3.

Here, the transition period is switched from the pattern 4 to the pattern 3, if as shown by the broken line in FIG. 6 (b), when the first switching pressure P _SL1 of the second solenoid valve SL1 is output first, FIG. 7 Pattern 1 shown in FIG. At this time, the control pressure P _SLU of the linear solenoid valve SLU is supplied to the forward-reverse clutch through the clutch apply control valve 112 and manual valve 118 (garage shifting) the oil passage is switched to. As a result, the hydraulic pressure supplied to the forward / reverse clutch decreases, and slipping may occur in the forward / reverse clutch. On the other hand, in this embodiment, when the solenoid pattern is switched from pattern 4 to pattern 3, garage shift is prevented by avoiding switching to pattern 1 during the transition period, so that the slippage of the forward / reverse clutch is prevented. Is avoided.

The electronic control unit 50 functionally includes a vehicle stop determination unit 220 and a solenoid switching unit 222 shown in FIG. 8 when stopping the vehicle. Whether the vehicle stop determination means 220 stops the vehicle based on, for example, an accelerator opening signal indicating the accelerator opening Acc, which is the operation amount of the accelerator pedal 68, and a brake operation signal indicating whether or not the foot brake is operated B _ON . Determine whether or not.

When it is determined by the vehicle stop determination unit 220 that the vehicle is to be stopped, the solenoid switching unit 222 switches to a preset solenoid pattern during the vehicle stop operation. Specifically, when the vehicle is stopped during the operation of the lockup clutch 26 (corresponding to pattern 2 in FIG. 7), first, the control pressure P _SLU of the linear solenoid valve _SLU is stopped and the lockup clutch 26 is opened. By supplying the secondary pressure PL2 to the oil passage 176, the lock-up clutch 26 is substantially released (pattern 2 ′). Next, in order to switch the lockup relay valve 114 to the OFF side position (open position), the first switching pressure PSL1 of the first solenoid valve _SL1 is output (pattern 3). At this time, the switching pressures (P _SL1 , P _SL2 ) are output from both the first solenoid valve SL1 and the second solenoid valve SL2, and the low pressure modulator pressure P _LPML is output from the original pressure regulating valve 108. The modulator pressure P _LPM is switched to the high pressure modulator pressure P _LPMH in preparation for a full stall when the operation is stopped (pattern 4).

Here, the solenoid switching means 222, upon switching from the pattern 3 pattern 4, first, the first switching pressure P _SL1 of the first solenoid valve SL1 is stopped to form a pattern 2 ', then the second solenoid valve SL2 The second switching pressure _PSL2 is stopped and the process _proceeds to pattern 4. Thus, the pattern 1 shown in FIG. 7 only the first switching pressure P _SL1 of the first solenoid valve SL1 is output in transition switched from the pattern 4 to pattern 3 is prevented from being temporarily formed. By avoiding the formation of the pattern 1, it is avoided that the clutch apply control valve 112 is in the garage position, and a decrease in hydraulic pressure due to insufficient torque capacity of the forward / reverse clutch is prevented.

  FIG. 9 is a diagram for explaining a part of the control operation of the electronic control unit 50 of FIG. 8, specifically, the control operation for preventing the forward / reverse clutch from slipping when the vehicle is stopped when the lockup clutch 26 is operated. This is a flowchart, which is repeatedly performed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds.

First, in step S1 (hereinafter, step is omitted), is the current traveling state traveling with the operation of the lockup clutch 26 (lockup on traveling), specifically, traveling of pattern 2 shown in FIG. It is determined whether or not. If S1 is negative, the routine is terminated. When S1 is affirmed, it is determined in S2 corresponding to the vehicle stop determination means 220 whether or not the vehicle is stopped. If S2 is negative, the routine is terminated. If S2 is positive, the control pressure P _SLU of the linear solenoid valve _SLU is stopped in S3 corresponding to the solenoid switching means 222, so that the pattern 2 ′ shown in FIG. Open.

Next, in S4 corresponding to the solenoid switching means 222, the first switching pressure PSL1 of the first solenoid valve _SL1 is output, thereby switching to the pattern 3 shown in FIG. 7, and the lockup relay valve 114 is turned to the OFF position side. Can be switched to. Next, in S5 corresponding to the solenoid switching means 222, the first switching pressure PSL1 of the first solenoid valve _SL1 is stopped and switched to the pattern 2 ′ again. Then, in S6 corresponding to the solenoid switching means 222 further second switching pressure P _SL2 of the second solenoid valve SL2 is stopped is switched to the pattern 4 shown in FIG. In the transition period from the pattern 3 (S4) to the pattern 4 (S6), the state of the pattern 1 in FIG. 7 is avoided by passing through the pattern 2 ′ (S5), and slippage of the forward / reverse clutch is prevented. The

As described above, according to the present embodiment, when the lockup clutch 26 is in the operating state, the modulator pressure P _LPM that functions as the source pressure output from the source pressure regulating valve 108 is the low pressure modulator pressure P _LPML. switched to, when the lock-up clutch 26 is in the non-operating state, the modulator pressure P _LPM in response to the second switching pressure P _SL2 of the first switching pressure P _SL1 and the second solenoid valve SL2 of the first solenoid valve SL1 Can be switched to either the high pressure modulator pressure P _LPMH or the low pressure modulator pressure P _LPML . Therefore, even when the lock-up clutch 26 is in an inoperative state, the energy consumed by the oil pump 102 is reduced as the modulator pressure P _LPM can be appropriately set to the low pressure modulator pressure P _LPML , thereby improving fuel consumption. Can do. Further, in a forward / reverse clutch (forward clutch C1, reverse brake B1) that is a hydraulic component to which the modulator pressure P _LPM is supplied, dragging by a seal ring (seal ring loss torque) that increases in proportion to the magnitude of the hydraulic pressure. As fuel consumption is reduced, fuel efficiency improves.

Specifically, when the second switching pressure _PSL2 is output from the second solenoid valve SL2, the lockup relay valve 114 is switched to the operating side, and the modulator pressure P _LPM output from the original pressure regulating valve 108 is output. Is switched to the low pressure modulator pressure P _LPML . Therefore, when the lock-up clutch 26 is in an operating state, the modulator pressure P _LPM becomes the low pressure modulator pressure P _LPML , so that fuel efficiency can be improved. The second switching pressure if P _SL2 not output both of the first switching pressure P _SL1 and the second solenoid valve of the first solenoid valve SL1, the lock-up relay valve 114 is switched to the non-actuating side, based on pressure regulating valve The modulator pressure P _LPM output from 108 is switched to the high pressure modulator pressure P _LPMH . Accordingly, when a high modulator pressure P _LPM is required, for example, at the time of a full stall, the high pressure modulator pressure P _LPMH can be supplied. Further, when the first switching pressure P _SL1 of the first solenoid valve _SL1 and the second switching pressure P _SL2 of the second solenoid valve _SL2 are output, the lockup relay valve 114 is switched to the non-operating side and the original pressure is adjusted. The modulator pressure P _LPM output from the pressure valve 108 is switched to the low pressure modulator pressure P _LPML . Therefore, even when the lockup clutch 26 is in an inoperative state, the fuel efficiency can be improved as the modulator pressure P _LPM can be _set to the low pressure modulator pressure P _LPML .

In addition, according to the present embodiment, the modulator pressure P _LPM output from the original pressure regulating valve 108 is supplied to the original pressure of the linear solenoid valve SLU and the forward / reverse clutch (forward clutch C1, reverse brake B1). When the source pressure required for the linear solenoid valve SLU and the forward / reverse clutch is low, fuel efficiency is improved by switching the modulator pressure P _LPM to the low pressure modulator pressure P _LPML. Can be made.

Further, according to the present embodiment, the communication state of the oil passages of the clutch apply control valve 112 and the lockup relay valve 114 is the first switching pressure PSL1 of the first solenoid valve _SL1 and the second switching pressure of the second solenoid valve SL2. by switched by P _SL2, it is possible to suitably implement the engagement of the forward-reverse clutch engagement control and forward-reverse switching device 16 of the lock-up clutch 26 by one of the linear solenoid valve SLU.

Further, according to this embodiment, the first switching pressure PSL1 of the first switching pressure PSL1 is output from the state where the first switching pressure PSL1 of the first solenoid valve _SL1 and the second switching pressure PSL2 of the second solenoid valve _SL2 are output. When switching to a state in which the switching pressure P _SL1 and the second switching pressure P _SL2 are not output, switching is performed via a state in which only the second switching pressure P _SL2 of the second solenoid valve SL2 is output. state in which only the first switching pressure P _SL1 of the first solenoid valve SL1 is output are avoided in the same period. If only the first switching pressure P _SL1 of the first solenoid valve SL1 is output, in the clutch apply control valve 112, oil pressure for engaging the forward-reverse clutch is switched to the control pressure P _SLU of the linear solenoid valve SLU. Here, since the control pressure P _SLU of the linear solenoid valve SLU is lower than the modulator pressure P _LPM output from the original pressure regulating valve 108, the engagement hydraulic pressure of the forward / reverse clutch is the same as that of the linear solenoid valve SLU. When the control pressure P _SLU is switched, there is a possibility that the torque capacity of the forward / reverse clutch is transiently short and slipping occurs. In contrast, the sliding is prevented by a state in which only the first switching pressure P _SL1 of the first solenoid valve SL1 is output is avoided.

Further, according to this embodiment, the state where the second switching pressure P _SL2 is not output of the first switching pressure P _SL1 and the second solenoid valve SL2 of the first solenoid valve SL1, the first switching of the first switching pressure PSL1 When switching to the state in which the pressure P _SL1 and the second switching pressure P _SL2 are output, switching is performed via the state in which only the second switching pressure P _SL2 of the second solenoid valve SL2 is output. state in which only the first switching pressure P _SL1 of the first solenoid valve SL1 is output are avoided in the same period. If only the first switching pressure P _SL1 of the first solenoid valve SL1 is output, in the clutch apply control valve 112, oil pressure for engaging the forward-reverse clutch is switched to the control pressure P _SLU of the linear solenoid valve SLU. There is a possibility that slippage occurs due to the torque capacity of the forward / reverse clutch being insufficient. In contrast, the sliding is prevented by a state in which only the first switching pressure P _SL1 of the first solenoid valve SL1 is output is avoided.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the above-described embodiments are denoted by the same reference numerals and description thereof is omitted.

  In the hydraulic control circuit 100 of the above-described embodiment, the clutch source pressure supplied to the forward / reverse clutch and the linear source pressure supplied to the linear solenoid valve SLU were output from the common source pressure regulating valve 108. For example, as shown in the hydraulic control circuit 230 of FIG. 10, the clutch source pressure and the linear source pressure may be regulated by separate clutch source pressure regulating valves 232 and linear source pressure regulating valves 234. FIG. 10 shows a simplified configuration of the hydraulic control circuit 230 in which a clutch original pressure regulating valve 232 supplied to the forward / reverse clutch and a linear original pressure regulating valve 234 supplied to the linear solenoid valve SLU and the like are separately provided. Is shown. The other specific configuration of the hydraulic control circuit 230 in FIG. 10 is the same as the hydraulic control circuit 100 shown in FIG.

The clutch original pressure regulating valve 232 includes an oil chamber that receives the second switching pressure P _SL2 of the second solenoid valve SL2, similarly to the aforementioned original pressure regulating valve 108, and the second solenoid valve SL2 has a second oil pressure chamber. A high or low clutch _source pressure P _LPM1 is output according to the switching pressure P _SL2 . Specifically, the second switching pressure P _SL2 is supplied, and is configured to output the low pressure of the clutch source pressure P _LPM1. The specific configuration of the clutch original pressure regulating valve 232 is not substantially different from that of the above-described original pressure regulating valve 108, and thus the description thereof is omitted.

The linear source pressure regulating valve 234 includes an oil chamber that receives the second switching pressure P _SL2 of the second solenoid valve SL2, similarly to the source pressure regulating valve 108 described above, and the second solenoid valve SL2 has a second oil pressure chamber. A high or low linear _source pressure P _LPM2 is output according to the switching pressure P _SL2 . Specifically, when the second switching pressure P _SL2 is supplied, the low linear _source pressure P _LPM2 is output. Note that the specific configuration of the linear source pressure regulating valve 234 is substantially the same as that of the source pressure regulating valve 108 described above, and a description thereof will be omitted. The linear _source pressure P _LPM2 is not limited to the linear solenoid valve SLU. For example, the linear solenoid valve SLP for controlling the hydraulic pressure of the drive side hydraulic actuator 42c of the continuously variable transmission 18 or the driven of the continuously variable transmission 18 is used. Also supplied as the original pressure of the linear solenoid valve SLS and the solenoid modulator valve 110 for controlling the hydraulic pressure of the side hydraulic actuator 46c.

  As described above, the original pressure regulating valve includes the linear original pressure regulating valve 234 that regulates the original pressure of the linear solenoid valve SLU and the like, and the clutch original pressure regulating valve 232 that regulates the original pressure supplied to the forward / reverse clutch. Even when the lockup clutch 26 is not in operation, the original pressure supplied to the linear solenoid valve SLU and the like and the original pressure supplied to the forward / reverse clutch are not Since the pressure can be adjusted appropriately to either high pressure or low pressure, fuel consumption can be improved as in the above-described embodiment.

  Further, according to the present embodiment, the source pressure output from the linear source pressure regulating valve 234 is the source pressure of the linear solenoid valve SLP for controlling the drive side hydraulic actuator 42c of the belt type continuously variable transmission 18, Or, since it is used as the original pressure of the linear solenoid valve SLS for controlling the driven hydraulic actuator 46c, when the original pressure of these linear solenoid valves SLP, SLS only needs to be low, the original pressure is switched to low pressure. Can improve fuel efficiency.

  In the above-described embodiment, the clutch original pressure and the linear original pressure are switched between the high pressure and the low pressure in the belt-type continuously variable transmission 18. However, the belt-type continuously variable transmission 18 is not limited to the belt-type continuously variable transmission 18. It can also be applied to automatic transmissions. FIG. 11 schematically shows only an oil passage that generates a line pressure in a hydraulic control circuit 240 that controls a stepped automatic transmission.

In the hydraulic control circuit 240 of FIG. 11, for example, the line pressure PL adjusted by the primary regulator valve 244 is output using the hydraulic pressure discharged from the oil pump 242 driven by the engine 12 as a source pressure. Here, the primary regulator valve 244 is provided with an oil chamber that receives the second switching pressure P _SL2 of the second solenoid valve SL2, similarly to the above-described original pressure regulating valve 108, and the second solenoid valve SL2 has a second oil pressure chamber. A high or low line pressure PL is output in accordance with the switching pressure _PSL2 . Specifically, when the second switching pressure _PSL2 is supplied to the oil chamber of the primary regulator valve 244, the low pressure line pressure PL is output. Note that the specific configuration of the primary regulator valve 244 is substantially the same as that of the above-described original pressure regulating valve 108, and thus the description thereof is omitted.

  As described above, the present invention can be applied even to a stepped automatic transmission. When the lockup clutch 26 is not operated, the line pressure PL is set to a high pressure or a low pressure according to the traveling state of the vehicle. By switching to either, fuel efficiency can be improved as in the above-described embodiment.

  FIG. 12 is a flowchart for explaining the control operation of the electronic control unit in still another embodiment of the present invention. Each pattern shown in FIG. 12 corresponds to each mode shown in FIG.

  First, in step S1 (hereinafter, step is omitted), it is determined whether or not the accelerator pedal is depressed in S2 while the pattern 3, that is, the clutch original pressure is low, and the vehicle is traveling in the unlocked state. When S2 is denied, this routine is complete | finished and this flowchart is performed again. When S2 is affirmed, based on the depression of the clutch pedal, it is determined whether to switch the clutch original pressure to a high pressure, that is, to the pattern 4. When switching to pattern 4, first, switching to pattern 2 'is performed in S3, and then switching to pattern 4 in S4.

  When switching to pattern 4, it is determined in S5 whether or not the clutch pedal has been depressed again. When S5 is affirmed, it returns to S5 and repeats step S5 until S5 is denied. On the other hand, when S5 is denied, it is determined that the clutch original pressure may be a low pressure, and switching to the pattern 3 is executed. First, switching to the pattern 2 'is executed in S6, then switching to the pattern 3 is executed in S7, and this routine is finished.

  As described above, according to the present embodiment, the switching from the pattern 3 to the pattern 4 and the switching from the pattern 4 to the pattern 3 can be efficiently performed according to the depression state of the accelerator pedal. Further, slipping that occurs in the engagement device can be prevented by passing through the pattern 2 ′ when switching between them.

  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 above-described embodiment, the low pressure modulator pressure P _LPM is set to a hydraulic pressure that can transmit the maximum torque of the engine 12, but it is not always necessary to set the maximum torque of the engine 12 as a reference. In the mode running with torque, the low pressure modulator pressure P _LPM can be freely changed, for example, set to a lower pressure.

  In the above-described embodiment, the present invention is applied to the belt-type continuously variable transmission and the stepped automatic transmission. However, the present invention is not limited to the above-described vehicle type. Any hydraulic control circuit having a lock-up clutch such as a toroidal continuously variable transmission can be used as appropriate.

  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.

10: Power transmission device for vehicle 14: Torque converter 16: Forward / reverse switching device 18: Continuously variable transmission (belt type continuously variable transmission)
26: Lock-up clutch 100, 230, 240: Hydraulic control circuit 108: Original pressure regulating valve 112: Clutch apply control valve (clutch original pressure switching valve)
114: Lock-up relay valve B1: Reverse brake (engagement device)
C1: Forward clutch (engagement device)
SL1: First solenoid valve SL2: Second solenoid valve SLU: Linear solenoid valve _PSL1 : First switching pressure _PSL2 : Second switching pressure

Claims (7)

A torque converter having a lock-up clutch;
A first solenoid valve that outputs a first switching pressure;
A second solenoid valve for outputting a second switching pressure;
A pair of oil chambers for receiving the first switching pressure of the first solenoid valve and the second switching pressure of the second solenoid valve, respectively, and the lock according to the output states of the first switching pressure and the second switching pressure; A lock-up relay valve that is switched between an actuating side and a non-actuating side to activate and deactivate the up clutch;
An oil chamber is provided for receiving the second switching pressure of the second solenoid valve, and the source pressure supplied to a predetermined hydraulic component is adjusted to either high pressure or low pressure according to the second switching pressure of the second solenoid valve. An original pressure regulating valve that presses,
When neither the first switching pressure of the first solenoid valve nor the second switching pressure of the second solenoid valve is output, the lockup relay valve is switched to the non-operating side and is output from the original pressure regulating valve. The source pressure is adjusted to the high pressure side,
When only the second switching pressure of the second solenoid valve is output, the lockup relay valve is switched to the operating side, and the source pressure output from the source pressure regulating valve is regulated to the low pressure side,
When both the first switching pressure of the first solenoid valve and the second switching pressure of the second solenoid valve are output, the lockup relay valve is switched to the non-operating side and is output from the original pressure regulating valve. A hydraulic control circuit for a vehicle power transmission device, wherein an original pressure is regulated to a low pressure side.   The original pressure output from the original pressure regulating valve is used as an original pressure of a linear solenoid valve for controlling slip of the lockup clutch and an original pressure supplied to a predetermined engagement device. A hydraulic control circuit for a vehicle power transmission device according to claim 1. The vehicle power transmission device is a belt type continuously variable transmission,
The engagement pressure of the lockup clutch is controlled, and the engagement pressure of the engagement device provided in the forward / reverse switching device for switching the power transmission state of the belt-type continuously variable transmission is controlled. A linear solenoid valve;
A pair of oil chambers are provided for receiving the first switching pressure of the first solenoid valve and the second switching pressure of the second solenoid valve, respectively, and the engagement depends on the output states of the first switching pressure and the second switching pressure. A clutch original pressure switching valve that switches the engagement pressure supplied to the combined device to either the original pressure output from the original pressure regulating valve or the control pressure of the linear solenoid valve;
When only the first switching pressure of the first solenoid valve is output, the clutch original pressure switching valve switches the engagement pressure of the engagement device to the control pressure of the linear solenoid valve,
When only the second switching pressure of the second solenoid valve is output, the clutch source pressure switching valve switches the engagement pressure of the engagement device to the source pressure output from the source pressure regulating valve,
When both the first switching pressure of the first solenoid valve and the second switching pressure of the second solenoid valve are output, the clutch source pressure switching valve causes the engagement pressure of the engagement device to be increased from the source pressure regulating valve. Switch to the output source pressure,
When neither the first switching pressure of the first solenoid valve nor the second switching pressure of the second solenoid valve is output, the clutch source pressure switching valve outputs the engagement pressure of the engagement device from the source pressure regulating valve. The hydraulic control circuit for a vehicle power transmission device according to claim 2, wherein the hydraulic pressure control circuit switches to the original pressure.   When switching from the state in which the first switching pressure of the first solenoid valve and the second switching pressure of the second solenoid valve are output to the state in which the first switching pressure and the second switching pressure are not output, 4. The hydraulic control circuit for a vehicle power transmission device according to claim 3, wherein switching is performed via a state in which only the second switching pressure of the second solenoid valve is output.   When switching from the state where the first switching pressure of the first solenoid valve and the second switching pressure of the second solenoid valve are not output to the state where the first switching pressure and the second switching pressure are output, 4. The hydraulic control circuit for a vehicle power transmission device according to claim 3, wherein switching is performed via a state in which only the second switching pressure of the second solenoid valve is output.   The original pressure regulating valve includes a linear original pressure regulating valve that regulates an original pressure of the predetermined linear solenoid valve, and a clutch original pressure regulating valve that regulates an original pressure supplied to the predetermined engagement device. 3. The hydraulic control circuit for a vehicle power transmission device according to claim 2, comprising two pressure regulating valves.   The source pressure output from the source pressure regulating valve is the source pressure of the linear solenoid valve for controlling the drive side hydraulic actuator of the continuously variable transmission, or the source pressure of the linear solenoid valve for controlling the driven side hydraulic actuator. 2. The hydraulic control circuit for a vehicle power transmission device according to claim 1, wherein the hydraulic control circuit is used as a pressure.

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