JP5880460B2 - Hydraulic control device - Google Patents

Description

  The present invention relates to a hydraulic control device used in a vehicle equipped with an automatic transmission.

  Conventionally, as a hydraulic control device of this type, when the temperature of hydraulic oil (hereinafter referred to as oil temperature) is within a predetermined low temperature range, the oil path is switched in connection with the shift control of the automatic transmission. There is known one that executes a lubricating oil amount control (hereinafter also referred to as an oil amount control) that reduces the amount of lubricating oil supplied to a lubricating part by controlling a switching valve (see, for example, Patent Document 1). According to the conventional hydraulic control device, it is possible to prevent air suction due to a decrease in the amount of oil in the oil pan when the oil temperature is low.

JP 2003-294117 A

  However, in the above-described conventional hydraulic control device, the switching valve includes an oil path for forming a predetermined gear stage and an oil path for forming a gear stage other than the predetermined gear stage. No consideration has been given to what has a function of selectively switching and a function of switching to an oil passage for executing the oil amount control.

  In a hydraulic control apparatus employing such a switching valve, when the switching valve is switched for oil amount control, the oil passage for shifting is simultaneously switched by the switching valve. For example, a predetermined gear stage is set at the end of the oil amount control. When trying to establish, the clutch is changed from the friction engagement element for establishing a gear stage other than the predetermined gear stage to the friction engagement element for establishing the predetermined gear stage. There was a risk of shock.

  For example, when the vehicle is stopped, when the oil amount control is completed when the vehicle starts from a state where a gear other than a predetermined gear (for example, 2nd) is formed for oil amount control, the predetermined gear (for example, 1st) is formed, there is a problem in that a shock may occur due to the gripping of the friction engagement element being performed.

  In this regard, if the oil amount control is not performed, no gear stage other than the predetermined gear stage is formed, so that it is possible to prevent the occurrence of shock as described above. However, in this case, it is not possible to prevent air suction by executing the oil amount control.

  The present invention has been made to solve the above-described problems, and can prevent the occurrence of shock at the start of the vehicle while executing the oil amount control to prevent air suction in the oil pan. An object is to provide a hydraulic control device.

  In order to achieve the above object, a hydraulic control apparatus according to the present invention is (1) a hydraulic control apparatus used in a vehicle equipped with a multi-stage automatic transmission having a plurality of shift stages including a minimum forward speed, A first control valve that switches whether to supply hydraulic pressure to a first friction engagement element that forms a forward gear or a second friction engagement element that forms a gear other than the lowest forward gear; A first state in which the supply destination of the hydraulic pressure supplied via the first control valve is the first friction engagement element, or a second state in which the supply destination is the second friction engagement element A second control valve that switches between the two and the oil that adjusts the amount of hydraulic oil in the oil pan by switching the second control valve to the second state on condition that a predetermined operating condition is satisfied. Control means for executing quantity control, and the control means Of running Kiyu quantity control having a configuration so as not to supply the hydraulic pressure to said first frictional engagement element and said second frictional engagement element via the first control valve.

  With this configuration, in the hydraulic control device according to the present invention, during the oil amount control, the hydraulic pressure is not supplied to the first friction engagement element or the second friction engagement element via the first control valve. As a result, at the end of the oil amount control, for example, when the vehicle starts, the second friction engagement element changes to the first friction engagement even if the second control valve is switched from the second state to the first state. There is no change to the matching element.

  For this reason, the shock at the time of engaging a 1st friction engagement element is suppressed. In particular, in a creep state at an extremely low vehicle speed when the vehicle starts, no shock occurs even if the first friction engagement element is engaged so as to form the lowest forward speed. Therefore, when a predetermined operating condition is satisfied, it is possible to prevent the occurrence of a shock at the start of the vehicle while preventing air suction in the oil pan by executing the oil amount control.

  The hydraulic control device according to the present invention is the hydraulic control device according to (1), wherein (2) an oil temperature detecting means for detecting a temperature of hydraulic oil in the automatic transmission, and a vehicle speed for detecting the vehicle speed of the vehicle. Detecting means, wherein the predetermined operating condition is such that the temperature of the hydraulic oil in the automatic transmission is not higher than a predetermined temperature, and the vehicle speed is not higher than a predetermined vehicle speed including a stop state.

  With this configuration, in the hydraulic control device according to the present invention, the predetermined operating condition is that the temperature of the hydraulic oil in the automatic transmission is equal to or lower than the predetermined temperature and the vehicle speed is equal to or lower than the predetermined vehicle speed including the stop state. It is possible to effectively prevent air sucking in the oil pan at low oil temperature when the viscosity of the oil increases.

  The hydraulic control device according to the present invention is the hydraulic control device according to the above (1) or (2), further comprising: (3) shift range detecting means for detecting a shift range of the automatic transmission, The friction engagement element is an engine brake friction engagement element that is engaged when the engine brake is operated in the lowest forward speed, and the control means has a shift range detected by the shift range detection means. When the oil amount control is being executed, the first friction engagement element or the second friction is performed via the first control valve on condition that the shift range is fixed to the minimum forward speed. It is preferable not to supply hydraulic pressure to the engaging element.

  According to the present invention, it is possible to provide a hydraulic control device capable of preventing the occurrence of a shock at the start of a vehicle while executing oil amount control to prevent air suction in the oil pan.

1 is a schematic configuration diagram illustrating a vehicle including a hydraulic control device according to an embodiment of the present invention. It is a skeleton figure of the automatic transmission which concerns on embodiment of this invention. It is an engagement table | surface regarding the friction engagement element in the transmission mechanism which concerns on embodiment of this invention. It is the schematic which shows the principal part of the hydraulic control circuit which concerns on embodiment of this invention. It is a table | surface which shows the relationship between the solenoid S which concerns on embodiment of this invention, and the switching valve in the hydraulic circuit for transmission, and the hydraulic circuit for lubrication. It is an engagement table | surface regarding the one part friction engagement element in the transmission mechanism which concerns on embodiment of this invention. It is a flowchart which shows the switching control of the solenoid S performed by ECU which concerns on embodiment of this invention.

  Embodiments of the present invention will be described below with reference to the drawings.

  First, the configuration will be described.

  In the following description, an example in which the hydraulic control device according to the present invention is applied to an FR (Front engine Rear drive) vehicle equipped with a transmission will be described. The hydraulic control device according to the present invention is not limited to FF vehicles, but can be applied to FF (Front engine Front drive) vehicles, four-wheel drive vehicles, and the like.

  As shown in FIG. 1, a vehicle 1 according to the present embodiment includes an engine 2 constituting an internal combustion engine, a torque converter 3 that amplifies output torque output from the engine 2, and a rotational speed of an output shaft of the torque converter 3. And a speed change mechanism 5 that outputs the speed change.

  The engine 2 is configured by a spark ignition type multi-cylinder internal combustion engine, for example, a 4-cycle in-line 4-cylinder engine. In the present embodiment, the engine 2 is constituted by an in-line four-cylinder engine. However, in the present invention, an in-line six-cylinder engine, a V-type six-cylinder engine, a V-type twelve-cylinder engine, or a horizontally opposed six-cylinder engine. You may be comprised by various types of engines, such as an engine.

  The fuel used for the engine 2 is gasoline, but instead of gasoline, hydrocarbon fuel such as light oil or alcohol fuel obtained by mixing alcohol such as ethanol and gasoline may be used.

  The torque converter 3 and the transmission mechanism 5 constitute an automatic transmission 9. In the present embodiment, as the automatic transmission 9, a multi-stage automatic transmission having a plurality of shift stages having different gear ratios is used. The torque converter 3 transmits power between the engine 2 and the transmission mechanism 5 via a fluid.

  The vehicle 1 includes an electronic control unit (hereinafter referred to as “ECU”) 10 and a hydraulic control circuit 11 that controls the automatic transmission 9 with hydraulic pressure.

  The ECU 10 includes a microprocessor that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a flash memory, and an input / output port (not shown).

  The ECU 10 stores a program for causing the microprocessor to function as the ECU 10. That is, when the CPU of the ECU 10 executes a program stored in the ROM using the RAM as a work area, the microprocessor functions as the ECU 10.

  In the present embodiment, on the input side of the ECU 10, various sensors including a crank angle sensor 21, an accelerator opening sensor 22, a vehicle speed sensor 23, a shift position sensor (SP sensor) 24, an AT oil temperature sensor 25, and a brake sensor 26. Is connected. On the other hand, on the output side of the ECU 10, various devices such as a fuel injection device and an ignition device (not shown) mounted on the engine 2 and a hydraulic control circuit 11 are connected.

  The crank angle sensor 21 detects a crank rotation signal by a crank sensor plate (not shown) provided on the crankshaft 2a (see FIG. 2) of the engine 2, detects a crank position and a crank angular velocity, and outputs a detection result. A corresponding signal is output to the ECU 10. The ECU 10 calculates the rotational speed of the crankshaft 2a from the detection signal output from the crank angle sensor 21, and obtains it as the engine rotational speed Ne.

  When the accelerator pedal 7 is operated by the driver, the accelerator opening sensor 22 detects the depression amount of the accelerator pedal 7, that is, the opening of the accelerator pedal 7, and a signal indicating the accelerator opening Acc indicating the opening. It outputs to ECU10.

  The vehicle speed sensor 23 detects a rotation angle of a drive shaft (not shown), and outputs a signal representing the vehicle speed V obtained by averaging the detected rotation angles of the drive shaft to the ECU 10. The vehicle speed sensor 23 in the present embodiment constitutes vehicle speed detection means for detecting the vehicle speed V of the vehicle 1.

  The shift position sensor (SP sensor) 24 detects the operation position of the shift lever, that is, the shift range, and outputs a signal representing the detected shift range to the ECU 10. The SP sensor 24 in the present embodiment constitutes a shift range detection unit according to the present invention.

  As the shift range, for example, one of the forward speeds, which is for the forward travel and is the lowest forward speed (1st) that is the largest speed ratio among the forward speeds to the highest forward speed (5th) that is the smallest speed ratio, is established. “D range”, “L range” in which only the lowest forward speed (1st) is established, “2 range” fixed to a gear position of 2nd or less, “N range” which is a neutral position, “R range” for reverse travel "and so on.

  The AT oil temperature sensor 25 detects the temperature (hereinafter referred to as “AT oil temperature”) of hydraulic oil (hereinafter also referred to as “oil”) that circulates within the automatic transmission 9, that is, within the automatic transmission 9, A signal representing the detected AT oil temperature is output to the ECU 10. The AT oil temperature sensor 25 in the present embodiment constitutes an oil temperature detecting means according to the present invention.

  The brake sensor 26 detects the amount of depression of the brake pedal 8 and outputs a signal indicating the amount of depression to the ECU 10.

  Next, the configuration of the automatic transmission 9 according to the present embodiment will be described with reference to FIG.

  As shown in FIG. 2, the torque converter 3 includes a pump impeller 31 on the input shaft side, a turbine impeller 32 on the output shaft side, a stator 33 that exhibits a torque amplification function, and a one-way clutch 34. . The torque converter 3 performs power transmission between the pump impeller 31 and the turbine impeller 32 via a fluid.

  The pump impeller 31 is connected to a mechanical oil pump 12 (see FIG. 4) such as a gear pump. The oil pump 12 is driven to rotate together with the pump impeller 31 by the engine 2 so as to generate a hydraulic pressure for shifting or lubricating.

  Further, the torque converter 3 is provided with a lock-up clutch 35 that directly connects the input shaft and the output shaft. By completely engaging the lockup clutch 35, the pump impeller 31 and the turbine impeller 32 rotate together. Further, by engaging the lockup clutch 35 in a predetermined slip state, the turbine impeller 32 rotates following the pump impeller 31 with a predetermined slip amount during driving.

  The transmission mechanism 5 is a planetary gear type transmission mechanism, and includes a double pinion type first planetary gear mechanism 51, a single pinion type second planetary gear mechanism 52, and a third planetary gear mechanism 53.

  The sun gear S1 of the first planetary gear device 51 is selectively connected to the input shaft 55 via the clutch C3. Further, the sun gear S1 is selectively connected to a housing which is a non-rotating member via a one-way clutch F2 and a brake B3, and is prevented from rotating in the reverse direction (the direction opposite to the rotation of the input shaft 55). Yes.

  The carrier CA1 of the first planetary gear unit 51 is selectively connected to the housing via the brake B1, and is always prevented from rotating in the reverse direction by the one-way clutch F1 provided in parallel with the brake B1. It has become.

  The ring gear R1 of the first planetary gear device 51 is integrally connected to the ring gear R2 of the second planetary gear device 52, and is selectively connected to the housing via the brake B2.

  The sun gear S2 of the second planetary gear device 52 is integrally connected to the sun gear S3 of the third planetary gear device 53, and is selectively connected to the input shaft 55 via the clutch C1.

  The carrier CA2 of the second planetary gear device 52 is integrally connected to the ring gear R3 of the third planetary gear device 53, is selectively connected to the input shaft 55 via the clutch C2, and via the brake B4. And selectively connected to the housing.

  Further, the carrier CA2 is always prevented from rotating in the reverse direction by a one-way clutch F3 provided in parallel with the brake B4. The carrier CA3 of the third planetary gear device 53 is integrally connected to the output shaft 54.

  Here, the clutches C1 to C3 and the brakes B1 to B4 are hydraulic friction engagement elements that are controlled to be engaged by a hydraulic actuator such as a multi-plate clutch or brake, and the hydraulic control circuit 11 (see FIG. 1). The engagement and release states can be switched by switching the hydraulic circuit with various linear solenoids and solenoid excitation and de-excitation, and a manual valve (not shown).

  In the speed change mechanism 5 according to the present embodiment, by switching the engagement / release states of the clutches C1 to C3 and the brakes B1 to B4, as shown in FIG. A stage (1st to 5th) and one reverse shift stage (Rev) are established.

  In the engagement table of FIG. 3, “●” represents “engagement” and “blank” represents “release”. “▲” represents “engaged only when the engine brake is operated”.

  Here, for “1st” which is the lowest forward speed, when the shift range is in the D range, the clutch C1 and the one-way clutch F3 are engaged, while when the shift range is in the L range, the clutch C1 and In addition to the one-way clutch F3, the brake B4 is engaged. Thereby, in the L range, the engine brake is operated. That is, the brake B4 in the L range is an engine brake friction engagement element that is engaged when the engine brake is operated in "1st". In the L range, the engine brake is operated as described above, and the gear position in the transmission mechanism 5 is fixed at “1st”. The brake B4 in the present embodiment constitutes a first friction engagement element according to the present invention.

  As described above, the automatic transmission 9 according to the present embodiment has a one-way clutch structure that transmits only the driving force output from the engine 2 in “1st” in normal running (D range), and when the L range state is formed. Then, the brake B4 is engaged, and the engine brake operates in the driven state.

  For “2nd”, when the shift range is in the D range, the clutch C1, the brake B3, and the one-way clutches F1 and F2 are engaged, while when the shift range is in the two ranges, the clutch C1, the brake In addition to B3 and the one-way clutches F1 and F2, the brake B2 is engaged. As a result, the engine brake is operated in the second range. As described above, the brake B2 is a friction engagement element that forms “2nd” when the engine brake is operated, which is a shift speed other than “1st” which is the lowest forward speed. The brake B2 in the present embodiment constitutes a second friction engagement element according to the present invention.

  FIG. 4 shows a main part of the hydraulic control circuit 11 according to the present embodiment.

  As shown in FIG. 4, the hydraulic oil in the oil pan 13 is pumped up by the oil pump 12 and pumped to the line pressure regulating unit 14. The hydraulic fluid pumped to the line pressure regulating unit 14 is regulated to a predetermined line pressure PL and then supplied to the transmission hydraulic circuit 60, the torque converter 3 and the like, while a part thereof is a lubricating hydraulic circuit. 70.

  Note that the speed change hydraulic circuit 60 in FIG. 4 includes the brake B4 of the engine brake friction engagement element in “1st” and the engine in “2nd” among the friction engagement elements of the clutches C1 to C3 and the brakes B1 to B4. Only the brake B2 that is engaged when the brake is operated is illustrated, and the other friction engagement elements are not illustrated.

  The transmission hydraulic circuit 60 includes a linear solenoid SL, a solenoid S, a switching valve 15 and a switching valve 16 as components for switching between engagement and release of the brake B4 and the brake B2.

  The linear solenoid SL is one of hydraulic control solenoids for forming each shift stage of the automatic transmission 9, and the brake B4 or the brake is changed by continuously changing the excitation state (ON) by duty control or the like. Whether to supply line pressure (hydraulic pressure) to B2 is switched. Further, the linear solenoid SL can be prevented from supplying hydraulic pressure to the brake B4 or the brake B2 by being controlled to a non-excited state (OFF). The linear solenoid SL in the present embodiment constitutes a first control valve according to the present invention.

  The solenoid S is an ON-OFF solenoid that switches between an excited state (ON) and a non-excited state (OFF). The solenoid S is supplied to the switching valve 15 and the switching valve 16 depending on the excited state (ON) or the non-excited state (OFF). The hydraulic pressure paths in the switching valve 15 and the switching valve 16 are switched by controlling the control pressure.

  For example, when the solenoid S is energized (ON), the hydraulic path in the switching valve 15 is switched to the path of the brake B2. On the other hand, when the solenoid S is in a non-excited state (OFF), the hydraulic path in the switching valve 15 is switched to the path of the brake B4.

  Thus, the solenoid S has a function of switching between the first state where the supply destination of the hydraulic pressure supplied via the linear solenoid SL is the brake B4 or the second state where the supply destination is the brake B2. . The solenoid S in the present embodiment constitutes a second control valve according to the present invention.

  The switching valve 15 is configured so that the internal hydraulic path is switched to the path of the brake B4 or the path of the brake B2 according to the control pressure supplied from the solenoid S.

  The lubricating hydraulic circuit 70 includes a small-flow oil passage 71 provided with a small-diameter orifice 71a, a large-flow oil passage 72 provided with a large-diameter orifice 72a larger in diameter than the small-diameter orifice 71a, and the switching valve 15. It consists of The small flow rate oil passage 71 and the large flow rate oil passage 72 are provided in parallel so as to be branched on the downstream side of the line pressure adjusting unit 14 and to be merged on the upstream side of the lubrication part 73.

  Switching between the small flow rate oil passage 71 and the large flow rate oil passage 72 is performed by the switching valve 16. Specifically, the large flow rate oil passage 72 is provided with a switching valve 16, and the switching valve 16 switches between a shut-off state and a communication state of the large flow rate oil passage 72, whereby The hydraulic path is switched to either the small flow rate oil path 71 or the large flow rate oil path 72.

  The switching valve 16 in the lubricating hydraulic circuit 70 is configured integrally with the switching valve 15 in the above-described transmission hydraulic circuit 60. Therefore, the solenoid S for switching the switching valve 16 switches the supply destination of the hydraulic pressure supplied via the linear solenoid SL in the transmission hydraulic circuit 60 and the lubricating flow path in the lubricating hydraulic circuit 70. It combines functions. In the present embodiment, for convenience of explanation, the switching valves controlled by the solenoid S having both these functions are described with different reference numerals (15, 16).

  Therefore, in the lubricating hydraulic circuit 70, the switching valve 16 is switched to a hydraulic path that blocks the large flow rate oil path 72 when the solenoid S is in an excited state (ON). At this time, the hydraulic path in the lubricating hydraulic circuit 70 is switched to the small flow oil path 71 when the large flow oil path 72 is blocked. As a result, the amount of lubricating oil supplied to the lubricating part 73 is small.

  On the other hand, when the solenoid S is in a non-excited state (OFF), the switching valve 16 is switched to a hydraulic path communicating with the large flow rate oil path 72. At this time, the hydraulic path in the lubricating hydraulic circuit 70 is switched to a state in which the hydraulic fluid for lubrication is supplied by the small flow oil path 71 and the large flow oil path 72 due to the communication of the large flow oil path 72. Thereby, the quantity of the lubricating oil supplied to the lubrication site | part 73 becomes large.

  As described above, in the present embodiment, by controlling the excitation state (ON) and the non-excitation state (OFF) of the solenoid S, the hydraulic path of the switching valve 15 in the transmission hydraulic circuit 60 and the lubricating hydraulic circuit The hydraulic path of the switching valve 16 at 70 is switched simultaneously.

  Here, FIG. 5 shows the relationship between the solenoid S and the switching valves 15 and 16 in the transmission hydraulic circuit 60 and the lubricating hydraulic circuit 70.

  As shown in FIG. 5, when the solenoid S is in an excited state (ON), the switching valve 15 in the gear shift hydraulic circuit 60 is switched to a path for supplying hydraulic pressure to the brake B2, and the switching valve in the lubrication hydraulic circuit 70. 16 is switched to the small flow rate oil passage 71.

  On the other hand, when the solenoid S is in a non-excited state (OFF), the switching valve 15 in the shifting hydraulic circuit 60 is switched to a path for supplying hydraulic pressure to the brake B4, and the switching valve 16 in the lubricating hydraulic circuit 70 has a small flow rate. It is switched to the oil passage 71 and the large flow oil passage 72.

  The solenoid S that controls switching of the switching valves 15 and 16 is controlled by the ECU 10 in an excited state (ON) and a non-excited state (OFF). In particular, the ECU 10 performs oil amount control for adjusting the amount of hydraulic oil in the oil pan 13 for the purpose of preventing air suction in the oil pan 13 when a predetermined operating condition is established such as when the oil temperature is low. It has become. In this oil amount control, the viscosity of the hydraulic oil increases at a low oil temperature, so that the return of the hydraulic oil to the oil pan 13 in the lubricating hydraulic circuit 70 is delayed. This is done to prevent such air sucking because it reduces and results in air sucking. The ECU 10 in the present embodiment constitutes a control means according to the present invention.

  Specifically, the ECU 10 is configured to switch the solenoid S to the excited state (ON) on condition that a predetermined operating condition is satisfied. As a result, the switching valve 16 in the lubricating hydraulic circuit 70 blocks the large flow rate oil passage 72, and a small amount of lubricating hydraulic oil is supplied to the lubrication part 73 by the small flow rate oil passage 71. Therefore, the reduction of the hydraulic oil in the oil pan 13 is suppressed, and air suction is prevented.

  Here, the predetermined operating condition is that the AT oil temperature detected by the AT oil temperature sensor 25 is equal to or lower than a predetermined temperature, and the vehicle speed V detected by the vehicle speed sensor 23 indicates that the vehicle 1 is stopped. It is below the predetermined vehicle speed including. Therefore, in the present embodiment, it is determined that a predetermined operating condition is satisfied when all of these conditions are satisfied.

  In addition to the above, the predetermined operating conditions include that a gear stage of 1st (including both 1st in the D range and 1st in the L range) is being formed, that no gear is being changed, and that the brake is on. And that the engine 2 is in an idle state.

  The predetermined temperature is a temperature at which it can be determined that the viscosity of the hydraulic oil has increased to some extent that air suction in the oil pan 13 may occur. The predetermined temperature is experimentally obtained in advance and stored in the ROM of the ECU 10. Further, the above-mentioned “below the predetermined vehicle speed including the stop state” means that the vehicle 1 is in a stop state (V = 0), and is an extremely low vehicle speed that can be regarded as substantially zero even if the vehicle speed V is not zero. (V≈0) is included.

  Further, for example, the ECU 10 determines 1st (1st in the D range and 1st in the L range from the output state of various linear solenoids provided in the hydraulic control circuit 11 or the output state of the command signal of the solenoid or the detection result of the shift position sensor (SP sensor) 24. It is possible to determine whether or not a shift stage is being formed. The ECU 10 can determine whether or not shifting is in progress based on, for example, the rate of change of the speed ratio. Further, the ECU 10 can determine from the detection result of the brake sensor 26 whether or not the brake is ON. Further, the ECU 10 can determine whether or not the engine 2 is in an idle state from the engine speed Ne calculated according to the detection result of the crank angle sensor 21.

  By the way, when the oil amount control described above is executed, the switching valve 15 is switched to a path for supplying hydraulic pressure to the brake B2 in the shifting hydraulic circuit 60 by turning the solenoid S into an excited state (ON) (FIG. 5). reference).

  At this time, if the linear solenoid SL is controlled to be in an excited state (ON), the hydraulic pressure is supplied to the brake B <b> 2 via the switching valve 15. In such a case, for example, when the oil amount control is being executed while the vehicle is stopped, the brake B2 of the friction engagement element for engine brake at “2nd” is engaged, and the gear position is other than “1st”. "2nd" at the time of engine brake operation will be materialized.

  That is, as shown in FIG. 6, in "1st" when the engine brake is operated, the clutch C1 and the brake are operated by setting the solenoid S to the non-excited state (OFF) and the linear solenoid SL to the excited state (ON). Each of B4 is engaged. At “2nd” when the engine brake is activated, the clutch C1 and the brake B2 are engaged by setting both the solenoid S and the linear solenoid SL to the excited state (ON). At this time, although not shown, the solenoid for engaging the brake B3 is actually in an excited state (ON), and the brake B3 is thereby engaged. FIG. 6 is an engagement table of the friction engagement elements at the respective gear speeds “1st (including engine brake)” and “2nd (including engine brake)”.

  As described above, when both the solenoid S and the linear solenoid SL are energized (ON) during the oil amount control, the brake B2 is engaged and "2nd" when the engine brake is operated is established. At this time, that is, during execution of the oil amount control, the solenoid for engaging the brake B3 is in the non-excited state (OFF), so that the clutch C1 and the brake B2 are actually engaged.

  As a result, for example, when shifting from the vehicle stop state to the L range start state, the oil amount control is released, and the engagement is switched from the brake B2 to the brake B4 (brake gripping). In the configuration in which the friction engagement element is switched, there is a problem that a shock is generated by switching the engagement from the brake B2 to the brake B4.

  Such a problem is caused by the fact that the hydraulic pressure is supplied to the brake B2 because the solenoid S is controlled to be in the excited state (ON) during the oil amount control.

  Therefore, in the present embodiment, in order to solve such a problem, when the oil amount control is being performed when the vehicle 1 is stopped in the L range, the solenoid S is set to a non-excited state (OFF). I decided to control it. Thereby, during the execution of the oil amount control in the L range, the hydraulic pressure supplied to the brake B2 can be shut off even when the hydraulic path of the switching valve 15 is switched to the path of the brake B2. . For this reason, even when the L range starts, for example, it is not necessary to re-brake the brake, so that a conventional shock is prevented.

  Next, switching control of the solenoid S executed to solve the above problem will be described with reference to FIG. The switching control of the solenoid S shown in FIG. 7 is executed by the ECU 10 at predetermined time intervals.

  As shown in FIG. 7, the ECU 10 determines whether or not the shift range is the L range in accordance with the detection result of the shift position sensor (SP sensor) 24 (step S1). If the ECU 10 determines that the shift range is not the L range, the ECU 10 proceeds to step S7. The processing after step S7 will be described later.

  On the other hand, when the ECU 10 determines that the shift range is the L range, the ECU 10 determines whether or not the operating condition for the oil amount control is satisfied (step S2). Specifically, the ECU 10 determines whether or not all conditions that the AT oil temperature is equal to or lower than a predetermined temperature and the vehicle speed V is equal to or lower than a predetermined vehicle speed are satisfied.

  When the ECU 10 determines that the operating condition for the oil amount control is not satisfied, the ECU 10 controls the linear solenoid SL to the excited state (ON) (step S3). In this case, since the operating condition for the oil amount control is not satisfied, the solenoid S is in a non-excited state (OFF). Therefore, the hydraulic path in the lubricating hydraulic circuit 70 is switched to a state in which the working fluid for lubrication is supplied by the small flow oil path 71 and the large flow oil path 72. Further, the hydraulic path of the switching valve 15 in the transmission hydraulic circuit 60 is switched to the path of the brake B4 in order to maintain the L range. Next, the ECU 10 does not execute the oil amount control, that is, does not execute the process, and ends the present process (step S4).

  On the other hand, if the ECU 10 determines in step S2 that the operating condition for the oil amount control is satisfied, the ECU 10 controls the linear solenoid SL to the non-excited state (OFF) (step S5).

  In this case, since the operating condition of the oil amount control is established, the solenoid S is in an excited state (ON). Therefore, the hydraulic path in the lubricating hydraulic circuit 70 is switched to the small flow rate oil path 71. The hydraulic path of the switching valve 15 in the transmission hydraulic circuit 60 is switched to the path of the brake B2 by the excitation state (ON) of the solenoid S. Next, the ECU 10 performs the oil amount control, that is, executes it, and ends this processing (step S6).

  In this way, the ECU 10 prevents hydraulic pressure from being supplied to the brake B4 or the brake B2 via the linear solenoid SL during execution of the oil amount control.

  On the other hand, if the ECU 10 determines in step S1 that the shift range is not the L range, the ECU 10 controls the linear solenoid SL to the non-excited state (OFF) (step S7). Here, the processing performed after step S7 is processing performed when not in the L range, and the above-described problem does not occur. Therefore, switching of the linear solenoid SL according to whether or not the operating condition is satisfied in step S2 is performed. Do not do.

  Next, the ECU 10 determines whether or not the oil amount control operating condition is satisfied (step S8). If the ECU 10 determines that the operating condition for the oil amount control is satisfied, the ECU 10 performs the oil amount control, that is, executes the oil amount control, and ends this processing (step S6).

  On the other hand, if the ECU 10 determines that the operating condition for the oil amount control is not satisfied, the ECU 10 ends the present process without performing the oil amount control, that is, without executing the oil amount control (step S4).

  As described above, in the hydraulic control apparatus according to the present embodiment, the hydraulic pressure is not supplied to the brake B4 or the brake B2 via the linear solenoid SL during the execution of the oil amount control. At the end of the oil amount control such as, the solenoid S is supplied from the second state (the state where the hydraulic pressure supplied via the linear solenoid SL is the brake B2) to the first state (the linear solenoid SL is supplied). Switching to the brake B4), switching from the brake B2 to the brake B4 is not performed.

  For this reason, the shock at the time of engaging brake B4 is suppressed. In particular, in a creep state at an extremely low vehicle speed when the vehicle starts, no shock is generated even if the brake B4 is engaged so as to form 1st (engine brake operation). Therefore, when a predetermined operating condition is satisfied, it is possible to prevent the occurrence of a shock at the start of the vehicle while preventing air suction in the oil pan 13 by executing the oil amount control.

  In the hydraulic control apparatus according to the present embodiment, the predetermined operating condition includes that the AT oil temperature is equal to or lower than the predetermined temperature and the vehicle speed V is equal to or lower than the predetermined vehicle speed including the stopped state. Therefore, it is possible to effectively prevent air sucking in the oil pan 13 when the oil temperature is low.

  In the present embodiment, the switching valves 15 and 16 are configured as integral switching valves. However, the present invention is not limited to this, and for example, the switching valves 15 and 16 may be configured as separate switching valves.

  As described above, the hydraulic control device according to the present invention can prevent the occurrence of shock at the start of the vehicle while performing the oil amount control and preventing the air sucking in the oil pan. This is useful for hydraulic control devices used in vehicles equipped with

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 9 ... Automatic transmission, 10 ... ECU (control means), 11 ... Hydraulic control circuit, 13 ... Oil pan, 15, 16 ... Switching valve, 23 ... Vehicle speed sensor (vehicle speed detection means), 24 ... Shift position Sensor (shift range detection means) 25 ... AT oil temperature sensor (oil temperature detection means) 60 ... hydraulic circuit for shifting, 70 ... hydraulic circuit for lubrication, 71 ... small flow oil passage, 71a ... small diameter orifice, 72 ... large Flow oil path, 72a ... large diameter orifice, 73 ... lubrication site, B4 ... brake (first friction engagement element), B2 ... brake (second friction engagement element), SL ... linear solenoid (first control) Valve), S ... solenoid (second control valve)

Claims (3)

A hydraulic control device used in a vehicle equipped with a multi-stage automatic transmission having a plurality of shift stages including a minimum forward speed,
A first control valve that switches whether to supply hydraulic pressure to the first friction engagement element that forms the lowest forward speed or the second friction engagement element that forms a shift speed other than the lowest forward speed. When,
A first state in which the supply destination of the hydraulic pressure supplied via the first control valve is the first friction engagement element, or a second state in which the supply destination is the second friction engagement element A second control valve for switching between,
Control means for executing oil amount control for adjusting the amount of hydraulic oil in the oil pan by switching the second control valve to the second state on condition that a predetermined operating condition is satisfied; With
The control means prevents hydraulic pressure from being supplied to the first friction engagement element or the second friction engagement element via the first control valve during the execution of the oil amount control. Hydraulic control device characterized by. Oil temperature detecting means for detecting the temperature of hydraulic oil in the automatic transmission;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle,
2. The hydraulic control according to claim 1, wherein the predetermined operating condition is that a temperature of hydraulic oil in the automatic transmission is equal to or lower than a predetermined temperature, and the vehicle speed is equal to or lower than a predetermined vehicle speed including a stop state. apparatus. Further comprising shift range detecting means for detecting a shift range of the automatic transmission;
The first friction engagement element is an engine brake friction engagement element that is engaged when an engine brake is operated in the lowest forward speed.
The control means is configured to execute the first control during execution of the oil amount control on the condition that the shift range detected by the shift range detection means is a shift range that fixes the shift speed to the lowest forward speed. 3. The hydraulic control device according to claim 1, wherein hydraulic pressure is not supplied to the first friction engagement element or the second friction engagement element via a valve. 4.

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