JP6019833B2 - Hydraulic control device for automatic transmission - Google Patents

Description

  The present invention relates to a hydraulic control device for an automatic transmission.

In the automatic transmission hydraulic control system, the automatic transmission oil (hydraulic oil) supplied to the lubrication (including cooling) circuit of the automatic transmission is required in order to ensure the component strength in the high vehicle speed range and the high accelerator opening range. On the contrary, it is preferable to reduce the flow rate of the automatic transmission oil in order to suppress the friction in the low vehicle speed region and the low accelerator opening region.
Patent Document 1 discloses a control valve that adjusts the flow rate of CVT fluid supplied to a lubrication circuit according to a signal correlated with engine torque, in an oil passage that supplies CVT fluid to a lockup clutch of a torque converter (starting element). A hydraulic control device for an automatic transmission provided is disclosed.

JP-A-8-4892

In the above prior art, the surplus portion of the CVT fluid supplied for controlling the torque converter is the supply amount to the lubrication circuit. That is, the amount of hydraulic oil supplied to the lubricating circuit (lubricating oil amount) depends on the state of the torque converter, so that there is a problem that the lubricating oil amount cannot be controlled as necessary.
An object of the present invention is to provide a hydraulic control device for an automatic transmission that can control the amount of lubricating oil as needed regardless of the state of the starting element.

In the present invention, the supply amount of the hydraulic oil supplied from the upstream side to each lubrication site and the fastening element of the starting element are connected to the lubrication circuit for supplying the hydraulic fluid to each lubrication site including cooling of the automatic transmission. A shift control device for an automatic transmission provided with a first switching valve that adjusts a distribution ratio with a supply amount , wherein the fastening means mechanically fastens the input side and the output side when hydraulic oil is not supplied, It is a normally closed type fastening means that releases the fastening when hydraulic oil is supplied, and the first switching valve increases the distribution ratio of the supply amount to the fastening means as the vehicle speed or the accelerator opening is lower .

  Therefore, in the present invention, the amount of lubricating oil can be controlled as necessary regardless of the state of the starting element.

1 is a hydraulic circuit diagram of a belt type continuously variable transmission according to Embodiment 1. FIG. FIG. 3 is a schematic diagram illustrating a configuration of a lubrication relief valve 17 according to the first embodiment. FIG. 3 is a hydraulic circuit diagram of a belt type continuously variable transmission according to a second embodiment.

  Hereinafter, the form for implementing the hydraulic control apparatus of the automatic transmission of Example 1 is demonstrated using the Example based on drawing.

[Example 1]
FIG. 1 is a hydraulic circuit diagram of a belt type continuously variable transmission (CVT) according to a first embodiment.
The pressure regulator valve (P.REG / V) 1 regulates the discharge pressure of the oil pump 2 as a line pressure.
The primary valve (PRI / V) 3 regulates the line pressure and supplies pulley clamp pressure to the cylinder chamber of the primary pulley (PRI / P) 4 of the CVT. The pulley clamp pressure is sensed by the pressure sensor 5.
The secondary valve (SEC / V) 6 regulates the line pressure and supplies a pulley clamp pressure to the cylinder chamber of the secondary pulley (SEC / P) 8 of the CVT. The pulley clamp pressure is sensed by the pressure sensor 7.
The clutch regulator valve (CL.REG / V) 9 regulates the line pressure to a constant pressure lower than the line pressure.
The select control valve (ST.CON / V) 10 regulates the CVT fluid (hydraulic fluid) regulated by the clutch regulator valve 9 to a constant pressure.
The manual valve (MANU / V) 11 selectively switches the CVT fluid regulated by the select control valve 10 to the forward clutch (FWD / C) 12 or the reverse brake (REV / B) 13 according to the position of the select lever. Supply.

The pressure modifier valve (P.MOD / V) 14 regulates the CVT fluid regulated by the clutch regulator valve 9 to generate a signal pressure and supplies it to the pressure regulator valve 1.
The primary modifier valve (PRI.MOD / V) 15 regulates the CVT fluid regulated by the clutch regulator valve 9 to generate a signal pressure and supplies it to the primary valve 3.
The secondary modifier valve (SEC.MOD / V) 16 regulates the CVT fluid regulated by the clutch regulator valve 9 to generate a signal pressure and supplies it to the secondary valve 6.
Each modifier valve 14, 15, 16 generates a signal pressure based on a control signal output from a CVT control unit (not shown).

Lubrication relief valve (LUB.RLF / V, first switching valve) 17 is the amount of CVT fluid drained from pressure regulator valve 1 and supplied to cooling / lubricating section 22a and lubricating section 22b and torque converter (starting element) The distribution ratio with the supply amount to the lockup clutch (engagement means) 19 is adjusted.
The pilot valve (PLT / V) 20 regulates the CVT fluid regulated by the clutch regulator valve 9 to generate a constant pilot pressure and supplies it to the lubrication solenoid 21.
The lubrication solenoid (LUB / S) 21 changes the pilot pressure supplied from the pilot valve 20 based on a control signal output from the CVT control unit, and outputs it as a signal pressure to the lubrication relief valve 17.

FIG. 2 is a schematic diagram illustrating the configuration of the lubrication relief valve 17 according to the first embodiment.
The spool 17a includes a feedback pressure (CVT fluid drained from the pressure regulator valve 1) supplied to the oil chamber 17b, a biasing force of a coil spring 17c that biases the spool 17a in the left direction in the figure, and an oil chamber 17d. The position is adjusted by the supplied signal pressure.
When no signal pressure is supplied to the oil chamber 17d, the spool 17a is in the position shown in the figure, and at this time, the input port 17e and the output port 17f are in communication. When the signal pressure is supplied to the oil chamber 17d, the spool 17a moves to the left in the figure as the signal pressure increases, and the outflow amount of the CVT fluid from the output port 17f is limited.
The CVT control unit generates a control signal to be output to the lubrication solenoid 21 so that the amount of CVT fluid supplied to the lockup clutch 19 increases as the vehicle speed decreases or the accelerator opening decreases.

The lubrication circuit 18 is a circuit that supplies CVT fluid to the lubrication part of the CVT. The lubrication circuit 18 includes an oil passage 18a that supplies CVT fluid to the cooling / lubricating part 22a that requires cooling, and a lubrication part that does not require cooling. Branches to an oil passage 18b for supplying CVT fluid to 22b. An oil cooler 18c and an oil filter 18d are provided in the oil passage 18a.
The torque converter valve (TC.SW / V, second switching valve) 23 is configured to supply the CVT fluid supply path output from the lubrication relief valve 17 in response to a command signal from the solenoid valve 25, as a first supply path 24a. And the second supply path 24b.
The solenoid valve (SOL / V) 25 switches a command signal output to the torque converter switch valve 23 based on a control signal output from the CVT control unit.
The CVT control unit generates a control signal to be output to the solenoid valve 25 so that the first supply path 24a is selected when the vehicle starts, and the second supply path 24b is selected otherwise.

The first supply path 24a is a path for supplying CVT fluid that supplies the release control pressure of the lockup clutch 19 and lubricates the inside of the torque converter.
The second supply path 24b is a path for supplying CVT fluid that lubricates the inside of the torque converter.
The lock-up clutch 19 of the first embodiment is a normally closed type (normally maintained in a lock-up engagement state by a coil spring (not shown) during non-control and is in a lock-up release state during control when a lock-up release control pressure is supplied. Closed type).

Next, the operation will be described.
In the first embodiment, the distribution ratio of the supply amount of the CVT fluid drained from the pressure regulator valve 1 to the cooling / lubricating portion 22a and the lubricating portion 22b and the supply amount to the lockup clutch 19 on the lubrication circuit 18 is adjusted. A lubrication relief valve 17 is provided. In other words, the cooling / lubricating section 22a and the path for supplying the CVT fluid to the lubricating section 22b (lubricating circuit 18) are provided upstream from the path for supplying the CVT fluid to the lockup clutch 19. The amount of lubricating oil can be controlled as necessary.

The lubrication relief valve 17 increases the distribution ratio of the supply amount to the lockup clutch 19 as the vehicle speed is lower or the accelerator opening is lower.
Therefore, when traveling at a low vehicle speed such as when starting, the hydraulic pressure distribution to the lockup clutch 19 increases, so that the release control pressure necessary to release the lockup state can be supplied to the lockup clutch 19. Also, when starting or running at low vehicle speed, the hydraulic pressure distribution to the lubrication circuit 18 is reduced, so it is possible to reduce the friction by suppressing the supply of excessive amount of lubricating oil to the cooling / lubricating part 22a and the lubricating part 22b, Deterioration of fuel consumption can be suppressed.
Even when the vehicle is starting or traveling at a low vehicle speed, the lubrication circuit 18 is supplied with the minimum CVT fluid, so that the component strength can be prevented from being lowered.

  On the other hand, when traveling at high vehicle speeds and high accelerator openings, the oil pressure distribution to the lubrication circuit 18 increases, so that a sufficient amount of lubricating oil can be supplied to the cooling / lubricating part 22a and the lubricating part 22b, and the component proof stress can be improved. . At this time, since the hydraulic pressure distribution to the lock-up clutch 19 is reduced, if the lock-up clutch 19 is of a normally open type, the lock-up engagement state cannot be maintained, and fuel consumption may be deteriorated. On the other hand, in the first embodiment, since the lockup clutch 19 is a normally closed type, the lockup engagement state can be maintained even when traveling at a high vehicle speed or a high accelerator opening.

In addition, the lock-up clutch 19 is a normally closed type, which eliminates the need for a lock-up control valve, which is an essential configuration for controlling the differential pressure between the engagement side and the release side in a normally open type lock-up clutch. Therefore, the increase in the number of parts can be suppressed and the cost increase can be suppressed.
Further, in the first embodiment, the torque converter switch valve 23 is provided with the CVT fluid supply path to the torque converter as the first supply path 24a when starting, and the second supply path 24b in other cases. Even in this state, the internal circulation of the torque converter can be ensured, and the deterioration of the component strength can be prevented.

Next, the effect will be described.
The hydraulic control device for an automatic transmission according to the first embodiment has the following effects.
(1) Supply of CVT fluid drained from the pressure regulator valve 1 to the cooling / lubricating part 22a and the lubricating part 22b on the lubricating circuit 18 for supplying the CVT fluid to the cooling / lubricating part 22a and the lubricating part 22b of the CVT A lubrication relief valve 17 is provided to adjust the distribution ratio between the amount and the supply amount to the fastening means.
As a result, the amount of lubricating oil can be controlled as necessary regardless of the state of the torque converter.

(2) The fastening means is a normally closed type fastening means that mechanically fastens the input side and output side when hydraulic fluid is not supplied and releases the fastening when hydraulic fluid is supplied. Alternatively, the distribution ratio of the supply amount to the fastening means is increased as the accelerator opening is lower.
As a result, when the vehicle is traveling at a low vehicle speed such as when starting off, it is possible to supply the release control pressure necessary for releasing the lock-up state to the lock-up clutch 19, and to excessively apply to the cooling / lubricating unit 22a and the lubricating unit 22b. It is possible to reduce the friction by suppressing the supply of the amount of lubricating oil, and to suppress the deterioration of fuel consumption. Further, when the vehicle is traveling at a high vehicle speed or a high accelerator opening, a sufficient amount of lubricating oil can be supplied to the cooling / lubricating unit 22a and the lubricating unit 22b, so that the component strength can be improved and the lock-up fastening state can be maintained.
Furthermore, an increase in the number of parts can be suppressed and an increase in cost can be suppressed.

(3) The starting element is a torque converter having a normally closed type lockup clutch 19 as a fastening means, and supplies a lockup release control pressure between the lubrication relief valve 17 and the torque converter and Torcon switch that switches the CVT fluid supply path to the torque converter between the first supply path 24a that supplies the CVT fluid that lubricates the interior and the second supply path 24b that supplies the CVT fluid that lubricates the interior of the torque converter A valve 23 was provided.
Thereby, internal lubrication of the torque converter can be ensured even in the lock-up fastened state.

[Example 2]
FIG. 3 is a hydraulic circuit diagram of the belt type continuously variable transmission (CVT) of the second embodiment.
The second embodiment differs from the first embodiment in that a wet clutch 26 is used as a starting element.
The wet clutch 26 according to the second embodiment is a normally closed type (normally closed type) in which the clutch engagement state is maintained by a coil spring (not shown) when not controlled and the clutch release state is controlled when the clutch release control pressure is supplied. It has a clutch mechanism.

The clutch switch valve (CL.SW / V, second switching valve) 27 sends the CVT fluid supply circuit output from the lubrication relief valve 17 to the first supply path 29a in response to a command signal from the solenoid valve 28. And the second supply path 29b are selectively switched.
The solenoid valve (SOL / V) 28 switches a command signal output to the clutch switch valve 27 based on a control signal output from the CVT control unit.
The CVT control unit generates a control signal to be output to the solenoid valve 28 so that the first supply path 29a is selected when the vehicle starts, and the second supply path 29b is selected otherwise.
The first supply path 29a is a path for supplying CVT fluid that supplies the release control pressure of the clutch mechanism and lubricates the inside of the clutch mechanism.
The second supply path 29b is a path for draining without going through the clutch mechanism.
Since other configurations are the same as those in the first embodiment, the description thereof is omitted.

Next, the operation will be described.
In the second embodiment, the clutch mechanism of the wet clutch 26 is of a normally closed type, and thus a lockup that is an essential configuration for controlling the differential pressure between the engagement side and the release side in a normally open type lockup clutch. A control valve is not required, and an increase in the number of parts can be suppressed, thereby suppressing an increase in cost.

  Further, in the second embodiment, the clutch switch valve 27 is provided with the CVT fluid supply path to the clutch mechanism as the first supply path 29a when starting, and the second supply path 24b in other cases. Can prevent unnecessary CVT fluid from being supplied to the clutch mechanism. In addition, since excessive CVT fluid can be prevented from being supplied to the lubrication circuit 18, the friction can be reduced and deterioration of fuel consumption can be suppressed.

Next, the effect will be described.
The hydraulic control device for an automatic transmission according to the second embodiment has the following effects in addition to the effects (1) and (2) of the first embodiment.
(4) The starting element is a wet clutch 26 having a normally closed type clutch mechanism as a fastening means, and supplies the clutch release control pressure between the lubrication relief valve 17 and the wet clutch and the inside of the clutch mechanism. A clutch switch valve 27 is provided for switching the supply path of hydraulic oil to the clutch mechanism between the first supply path 29a for supplying the CVT fluid to be lubricated and the second supply path 29b for draining without passing through the clutch mechanism. .
Thereby, it is possible to prevent unnecessary CVT fluid from being supplied to the clutch mechanism after the clutch is engaged. Further, it is possible to prevent the friction from being increased by supplying excessive CVT fluid to the lubricating circuit 18.

(Other examples)
As mentioned above, although the form for implementing this invention was demonstrated based on the Example, the concrete structure of this invention is not limited to an Example, The design change of the range which does not deviate from the summary of invention And the like are included in the present invention.
For example, in the first embodiment, the example in which the CVT fluid drained from the pressure regulator valve is supplied to the lubrication circuit or the starting element is shown. However, the configuration in which the CVT fluid drained from the clutch regulator valve is supplied to the lubricating circuit or the starting element is shown. It is also good.

1 Pressure regulator valve
2 Oil pump
3 Primary valve
4 Primary pulley
5,7 Pressure sensor
6 Secondary valve
8 Secondary pulley
9 Clutch regulator valve
10 Select control valve
11 Manual valve
12 Forward clutch
13 Reverse brake
14 Pressure modifier valve
15 Primary modifier valve
16 Secondary modifier valve
17 Lubrication relief valve (first switching valve)
17a spool
17b, 17d Oil chamber
17c coil spring
17e input port
17f output port
18 Lubrication circuit
18a, 18b oil passage
18c oil cooler
18d oil filter
19 Lock-up clutch (fastening means)
20 Pilot valve
21 Lubrication solenoid
22a Cooling / lubricating section
22b Lubrication part
23 Torcon switch valve (second switching valve)
24a, 29a First supply path
24b, 29b Second supply path
25 Solenoid valve
26 Wet clutch
27 Clutch switch valve (second switching valve)
28 Solenoid valve

Claims (3)

On the lubrication circuit for supplying hydraulic oil to each lubricating part including cooling of the automatic transmission, the supply amount of the hydraulic oil supplied from the upstream side to the respective lubricating parts and the supply amount to the fastening means of the starting element A shift control device for an automatic transmission provided with a first switching valve for adjusting a distribution ratio of
The fastening means is a normally closed type fastening means that mechanically fastens the input side and the output side when hydraulic oil is not supplied, and releases the fastening when hydraulic oil is supplied.
The shift control device for an automatic transmission, wherein the first switching valve increases a distribution ratio of a supply amount to the fastening means as a vehicle speed or an accelerator opening is lower . The shift control apparatus for an automatic transmission according to claim 1,
The starting element is a torque converter having a normally closed type lock-up clutch as the fastening means,
A first supply passage that supplies a lockup release control pressure and a working oil that lubricates the inside of the torque converter between the first switching valve and the torque converter, and lubricates the inside of the torque converter. A hydraulic control device for an automatic transmission, characterized in that a second switching valve is provided for switching a hydraulic oil supply path to the torque converter with a second supply path for supplying hydraulic oil. The hydraulic control device for an automatic transmission according to claim 1 ,
The starting element is a wet clutch having a normally closed type clutch mechanism as the fastening means,
A first supply path that supplies a clutch release control pressure and lubricates the inside of the clutch mechanism between the first switching valve and the wet clutch, and without passing through the clutch mechanism A hydraulic control device for an automatic transmission, comprising a second switching valve that switches a hydraulic oil supply path to the clutch mechanism with a draining second supply path.

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