JP6119694B2 - Hydraulic control device for automatic transmission - Google Patents

Description

  The present invention relates to a hydraulic control device for an automatic transmission, particularly an automatic transmission mounted on a vehicle in which idle stop control for automatically stopping an engine when the vehicle is stopped, and belongs to the technical field of an automatic transmission for a vehicle.

  Conventionally, in an automatic transmission, it is customary to achieve the starting gear stage by engaging one frictional engagement element and a one-way clutch. However, the one-way clutch is heavy and causes drag resistance at other than the starting gear stage. Therefore, from the viewpoint of improving the fuel efficiency of the engine, etc., it has been studied to constitute such that the start gear stage is achieved by fastening two friction engagement elements.

  Patent Document 1 discloses a tandem piston type as a low reverse brake that achieves both precise and responsive control and reduction of rotational resistance in an automatic transmission that realizes a start gear stage by engaging a low clutch and a low reverse brake. A brake is disclosed.

  The low reverse brake of the tandem piston type includes a clearance adjustment piston for adjusting the clutch clearance in addition to the fastening piston. The “clutch clearance” here refers to the total size of the gap generated between the fastening piston and each part receiving the pressing force by the piston when the brake device is not engaged.

  In the released state of the tandem piston type low reverse brake, the rotational resistance due to the viscosity of the lubricating oil is suppressed by retracting the fastening piston and the clearance adjusting piston to a position where the clutch clearance becomes large (large clearance position). At the time of fastening, first the fastening piston is stroked together with the clearance adjustment piston to the position where the clutch clearance becomes almost zero (small clearance position) to prepare for fastening, and then the fastening piston is pressed against the friction plate and fastened. By being in the state, precise and responsive fastening control becomes possible.

  On the other hand, vehicles that perform idle stop control that automatically stops the engine when a predetermined stop condition is satisfied when the vehicle is stopped for a signal have been put into practical use. In an automatic transmission mounted on such a vehicle, in order to realize a quick start at the next start, an electric type is separated from a mechanical oil pump (hereinafter also referred to as “mechanical pump”) driven by an engine. An oil pump (hereinafter also referred to as an “electric pump”) is provided, and by supplying the hydraulic pressure generated by the electric pump, a starting frictional engagement element that transmits power when starting is fastened even when the engine is stopped. Is done.

JP2013-224716A

  By the way, when applying idling stop control to a vehicle equipped with an automatic transmission having a tandem piston type low reverse brake as in Patent Document 1, during idling stop, by supplying hydraulic pressure from an electric pump, It is conceivable to keep the low reverse brake in the above-mentioned engagement preparation state while the clutch is in the engagement state.

  In this case, since the automatic transmission during idling stop is substantially in a neutral state, for example, a decrease in remaining battery capacity, an increase in power consumption due to cooling operation, or a diesel particulate filter (DPF) in the case of a diesel vehicle. When the engine is restarted due to the establishment of a restart requirement other than the start request, such as the start of regeneration, there is a sense of discomfort due to starting immediately against the will of the driver, or immediately entering the power transmission state when the brake is on Can be prevented. Further, when there is a start request, the low reverse brake, which has been in a ready state for engagement in advance, is quickly engaged, thereby improving the responsiveness at the start.

  In order to realize such a fastening preparation state during idle stop, a hydraulic pressure chamber for causing the hydraulic pressure generated by the electric pump to stroke the fastening piston together with the gap adjusting piston to a small clearance position, and It is necessary to construct a new idle stop hydraulic circuit that can be supplied to the fastening hydraulic chamber for operating the fastening piston at the time of fastening.

  If this idle stop hydraulic circuit is configured to supply hydraulic pressure from the electric pump to the fastening hydraulic chamber and the clearance adjusting hydraulic chamber through mutually independent paths, it is provided in the hydraulic supply path to the fastening hydraulic chamber. If an open failure occurs in the hydraulic control valve, the low reverse brake is engaged during idle stop, so the engine restarts due to the establishment of requirements other than the driver's start request, such as a decrease in the remaining battery capacity. When starting, the vehicle starts against the will of the driver, or a sense of incongruity may occur due to a power transmission state.

  In this case, hydraulic pressure is separately supplied from the electric pump to the fastening hydraulic chamber and the clearance adjusting hydraulic chamber. For this purpose, it is necessary to increase the capacity of the electric pump. There is also a problem of increased consumption.

  Accordingly, an object of the present invention is to prevent erroneous engagement of a starting frictional engagement element in an idling stop state of an engine, and to improve responsiveness when starting a vehicle while suppressing power consumption. .

  In order to solve the above-described problems, a hydraulic control device for an automatic transmission according to the present invention is configured as follows.

First, the invention according to claim 1 of the present application is
An idle stop control device that automatically stops the engine when a predetermined stop condition is satisfied, and automatically restarts the engine when a predetermined restart condition is satisfied in an automatic stop state;
A mechanical oil pump driven by the engine;
An electric oil pump that operates during an automatic stop of the engine;
A hydraulic control device for an automatic transmission comprising a frictional engagement element that is fastened when starting,
A gap adjusting hydraulic chamber to which a hydraulic pressure for reducing the clutch clearance of the frictional engagement element is supplied;
A fastening hydraulic chamber to which hydraulic pressure for fastening the friction fastening element is supplied;
A first oil passage that supplies the hydraulic pressure generated by the electric oil pump to the gap adjusting hydraulic chamber;
A hydraulic control valve to which a source pressure is supplied by a source pressure supply oil passage branched from the first oil passage;
And a second oil passage for supplying hydraulic pressure controlled by the hydraulic control valve to the fastening hydraulic chamber.

The invention according to claim 2 is the invention according to claim 1,
A supply / discharge control valve for controlling supply / discharge of hydraulic pressure to the clearance adjusting hydraulic chamber is provided in the first oil passage,
The original pressure supply oil passage is branched from the first oil passage on the downstream side of the supply / discharge control valve.

Further, the invention according to claim 3 is the invention according to claim 1 or 2,
The hydraulic pressure controlled by the hydraulic control valve is supplied to the fastening hydraulic chamber side when the original pressure is equal to or higher than a predetermined hydraulic pressure between the hydraulic control valve and the fastening hydraulic chamber in the second oil passage. In addition, a switching valve is provided that shuts off the hydraulic pressure controlled by the hydraulic control valve when the original pressure is less than the predetermined hydraulic pressure.

Furthermore, the invention according to claim 4 is the invention according to any one of claims 1 to 3,
During the automatic stop of the engine, the hydraulic control valve is closed until the hydraulic pressure is filled in the clearance adjustment hydraulic chamber, and the hydraulic control valve is opened after the hydraulic pressure is filled in the clearance adjustment hydraulic chamber. It is characterized by controlling to.

  According to the hydraulic control device for an automatic transmission according to the first aspect of the present invention, when the electric oil pump is operated during the automatic stop of the engine, the hydraulic pressure generated by the electric oil pump is the first oil. The pressure is supplied to the gap adjusting hydraulic chamber via the passage, and is also supplied to the main pressure supply oil passage branched from the first oil passage. The main pressure supplied by the main pressure supply oil passage is a hydraulic control valve. And it is possible to supply to the fastening hydraulic chamber via the second oil passage. With such an oil passage configuration, the following advantages can be obtained regarding hydraulic control during idle stop.

  First, during idle stop, after the hydraulic pressure is supplied to the clearance adjusting hydraulic chamber to realize the engagement preparation state in which the clutch clearance of the starting frictional engagement element is reduced, the hydraulic control valve is controlled to enter the engagement hydraulic chamber. By supplying hydraulic pressure, it is possible to realize precise fastening control with good responsiveness. That is, when a start request is made during an idle stop, the start-up frictional engagement element can be quickly engaged to enhance the response at the start. Further, during idle stop, the hydraulic pressure supply to the engagement hydraulic chamber can be precisely controlled by adjusting the output pressure of the hydraulic control valve for the purpose of finely adjusting the clutch clearance in the ready state for engagement.

  Further, according to the oil passage configuration described above, after the hydraulic pressure is supplied to the clearance adjusting hydraulic chamber via the first oil passage during idle stop, the hydraulic pressure to the fastening hydraulic chamber via the same first oil passage is provided. Since it is possible to supply, the capacity of the electric oil pump can be reduced and the power consumption during idle stop can be reduced compared to the configuration in which the hydraulic pressure supply to these hydraulic chambers is performed simultaneously from different paths. Is possible.

  Further, even if an open failure of the hydraulic control valve occurs, the hydraulic pressure guided to the fastening hydraulic chamber by the open failure always passes through the first oil passage. Therefore, the clearance adjustment is performed through the first oil passage. Hydraulic pressure is also supplied to the hydraulic chamber. Therefore, it is possible to reliably prevent the occurrence of fastening with abnormal oil supply in which the hydraulic pressure is supplied to the fastening hydraulic chamber without being supplied to the clearance adjusting hydraulic chamber.

  In addition, if an opening failure of the hydraulic control valve occurs, if the oil for the clearance adjustment hydraulic chamber is drained through the first oil passage, the fastening hydraulic chamber is also drained reliably. It is possible to prevent erroneous engagement of the frictional engagement elements. Therefore, when the engine is restarted due to the establishment of a restart requirement other than the start request, it is possible to prevent the vehicle from starting against the will of the driver or causing a sense of incongruity due to the power transmission state.

  According to the invention of claim 2, the source pressure supply oil passage branches from the first oil passage downstream of the supply / discharge control valve that controls the supply / discharge of the hydraulic pressure to the clearance adjusting hydraulic chamber. Therefore, the hydraulic pressure supplied to the clearance adjusting hydraulic chamber can be used as the original pressure of the hydraulic control valve. In addition, if there is an abnormality that prevents the hydraulic pressure supply to the clearance adjustment hydraulic chamber due to malfunction of the supply / discharge control valve, the hydraulic pressure supply to the fastening hydraulic chamber cannot be performed. It is possible to reliably prevent the hydraulic pressure from being supplied to the hydraulic chamber.

  Further, according to the third aspect of the present invention, the switching valve provided between the hydraulic control valve and the fastening hydraulic chamber in the second oil passage has an original pressure supplied by the original pressure supply oil passage. When the oil pressure is higher than the predetermined oil pressure, it is communicated to the fastening hydraulic chamber side, and when it is lower than the predetermined oil pressure, it is shut off. The hydraulic pressure can be supplied, and whenever the hydraulic pressure in the clearance adjusting hydraulic chamber becomes less than a predetermined hydraulic pressure, the fastening hydraulic chamber is also in an oil drained state. Therefore, in order to fasten the frictional engagement element for starting, the oil supply sequence of supplying the hydraulic pressure to the fastening hydraulic chamber after the hydraulic pressure is supplied to the clearance adjusting hydraulic chamber, and the fastening for releasing the frictional engagement element. After the oil is discharged from the hydraulic chamber or at the same time, the oil discharging sequence in which the oil is discharged from the gap adjusting hydraulic chamber can be reliably achieved.

  According to the fourth aspect of the present invention, during idle stop, the hydraulic control valve is closed and the hydraulic pressure supply to the fastening hydraulic chamber is stopped. Since the filling is performed quickly, it is possible to promptly shift from the released state where the clutch clearance is large to the engagement preparation state where the clutch clearance is small without increasing the capacity of the electric oil pump. Further, the hydraulic pressure control valve is opened after the hydraulic pressure chamber is filled with hydraulic pressure, so that the hydraulic pressure supply to the fastening hydraulic chamber can be precisely controlled in the fastening preparation state.

1 is a skeleton diagram of an automatic transmission according to an embodiment of the present invention. It is a fastening table | surface which shows the relationship between the fastening combination of the friction fastening element of the automatic transmission, and a gear stage. It is an expanded sectional view which shows LR brake of a fastening state. It is an expanded sectional view which shows LR brake of a fastening preparation state. It is an expanded sectional view showing LR brake of a release state. It is a circuit diagram which shows the principal part of the hydraulic circuit of the automatic transmission which concerns on 1st Embodiment. It is a circuit diagram which shows the principal part of the hydraulic circuit in the 1st speed state during engine drive. It is a circuit diagram which shows the principal part of the hydraulic circuit in the LR brake release state during idling stop. It is a circuit diagram which shows the principal part of the hydraulic circuit in the fastening preparation state during idle stop. It is a control system figure of the automatic transmission concerning a 1st embodiment. It is a flowchart which shows an example of control operation of an engine and an automatic transmission at the time of an engine automatic stop. It is a time chart which shows an example of a time-dependent change of each element in case the same control operation is performed. It is a circuit diagram which shows the principal part of the hydraulic circuit of the automatic transmission which concerns on 2nd Embodiment. It is a circuit diagram which shows the principal part of the hydraulic circuit of the automatic transmission which concerns on 3rd Embodiment. It is a circuit diagram which shows the principal part of the hydraulic circuit of the automatic transmission which concerns on 4th Embodiment.

  Embodiments of the present invention will be described below.

[Configuration of automatic transmission]
As shown in FIG. 1, an automatic transmission 1 according to an embodiment of the present invention has an input shaft 4 connected to an engine output shaft 2 via a torque converter 3.

  The torque converter 3 includes a case 3a connected to the engine output shaft 2, a pump 3b fixed in the case 3a, and a turbine that is disposed opposite to the pump 3b and driven by the pump 3b via hydraulic oil. 3c, a stator 3e interposed between the pump 3b and the turbine 3c, and supported by the transmission case 5 via the one-way clutch 3d to increase the torque, and between the case 3a and the turbine 3c. And a lockup clutch 3f that directly connects the engine output shaft 2 and the turbine 3c via the case 3a. The rotation of the turbine 3 c is transmitted to the automatic transmission 1 via the input shaft 4.

  A mechanical pump 6 driven by the engine via the torque converter 3 is disposed between the automatic transmission 1 and the torque converter 3, and the automatic transmission 1 is driven by the mechanical pump 6 while the engine is being driven. The hydraulic pressure is supplied to a hydraulic circuit 100 (see FIG. 4), which will be described later, used for controlling the torque converter 3.

  First, second, and third planetary gear sets (hereinafter referred to as “first, second, and third gear sets”) 10 are provided on the input shaft 4 of the automatic transmission 1 from the drive source side (torque converter 3 side). , 20, 30 are arranged.

  On the input shaft 4, the power from the input shaft 4 is selectively transmitted to the gear set 10, 20, 30 side as a frictional engagement element for switching the power transmission path constituted by the gear sets 10, 20, 30. A low clutch 40 and a high clutch 50 are disposed. Furthermore, on the input shaft 4, LR (low reverse) brakes 60, 26 brakes 70, and R35 brakes 80 for fixing predetermined rotating elements of the respective gear sets 10, 20, 30 are arranged in this order from the drive source side. Has been placed.

  Of the first to third gear sets 10, 20, 30, the first gear set 10 and the second gear set 20 are single pinion type planetary gear sets, and are engaged with the sun gears 11, 21 and these sun gears 11, 21. The plurality of pinions 12 and 22, the carriers 13 and 23 that respectively support the pinions 12 and 22, and the ring gears 14 and 24 that mesh with the pinions 12 and 22.

  The third gear set 30 is a double pinion type planetary gear set, and includes a sun gear 31, a plurality of first pinions 32a meshed with the sun gear 31, a second pinion 32b meshed with the first pinion 32a, and these The carrier 33 supports the pinions 32a and 32b, and the ring gear 34 meshed with the second pinion 32b.

  The input shaft 4 is directly connected to the sun gear 31 of the third gear set 30. The sun gear 11 of the first gear set 10 and the sun gear 21 of the second gear set 20 are coupled to each other and connected to the output member 41 of the low clutch 40. The output member 51 of the high clutch 50 is connected to the carrier 23 of the second gear set 20.

  Further, the ring gear 14 of the first gear set 10 and the carrier 23 of the second gear set 20 are coupled to each other and connected to the transmission case 5 via the LR brake 60 so as to be connectable and detachable. The ring gear 24 of the second gear set 20 and the ring gear 34 of the third gear set 30 are coupled to each other, and are connected to the transmission case 5 via a 26 brake 70 so as to be connected and disconnected. The carrier 33 of the third gear set 30 is connected to the transmission case 5 via an R35 brake 80 so as to be connectable and detachable. The carrier 13 of the first gear set 10 is connected to an output gear 7 that outputs the output of the automatic transmission 1 to the drive wheels (not shown).

  With the above configuration, the automatic transmission 1 has a fastening table shown in FIG. 2 according to the combination of the engagement states of the friction engagement elements (the low clutch 40, the high clutch 50, the LR brake 60, the 26 brake 70, and the R35 brake 80). As shown in FIG. 1, 1st to 6th speed in the D range and a reverse speed in the R range are formed.

[LR brake configuration]
As shown in FIG. 3, the LR brake 60 includes a double-acting hydraulic actuator 61 having a gap adjusting function for improving responsiveness at the time of engagement. The hydraulic actuator 61 includes a gap adjusting piston 62 fitted in a cylinder 5 a provided in the transmission case 5 so as to be axially movable, and a cylinder 62 a provided inside the gap adjusting piston 62. And a fastening piston 63 fitted to the clearance adjusting piston 62 so as to be relatively movable in the axial direction. The back of the clearance adjustment piston 62 in the cylinder 5 a of the transmission case 5 is a clearance adjustment hydraulic chamber (hereinafter referred to as “clearance chamber”) 64, and the fastening piston 63 in the cylinder 62 a of the clearance adjustment piston 62 The back portion is a fastening hydraulic chamber (hereinafter referred to as “fastening chamber”) 65.

  When hydraulic pressure is supplied to the clearance chamber 64 and the fastening chamber 65, the clearance adjusting piston 62 strokes to the left in the drawing until it abuts against the stopper 67 against the biasing force of the spring 66, and the clearance adjusting piston 62 In the cylinder 62a, the fastening piston 63 also strokes to the left side in the drawing, and presses the plurality of friction plates 68 alternately engaged with the transmission case 5 and the braked rotating member (not shown), thereby transmitting the transmission. The friction plate 68 is sandwiched between the retainer 69 fixed to the case 5 and the fastening piston 63 so that the relative rotation is impossible, so that the LR brake 60 is fastened.

  When the hydraulic pressure is discharged from the fastening chamber 65 in the fastening state shown in FIG. 3, the pressing force by the fastening piston 63 is released while the fastening piston 63 is in contact with the friction plate 68 as shown in FIG. The brake 60 is released.

  Further, when the hydraulic pressure is discharged from the clearance chamber 64 in the state shown in FIG. 4, the gap adjusting piston 62 moves to the right side by the urging force of the spring 66 as shown in FIG. 5. At this time, the fastening piston 63 moves to the right side together with the clearance adjustment piston 62 while maintaining the positional relationship with the clearance adjustment piston 62 due to friction of the seal member and the like.

  In FIG. 5, for the sake of convenience, the clearance of the LR brake 60 is shown to be concentrated between the rightmost friction plate 68 and the fastening piston 63. The clearance is also distributed between the friction plate 68 and the retainer 69.

  Therefore, when the hydraulic pressure is first supplied to the clearance chamber 64 when the LR brake 60 is next engaged, the clearance adjusting piston 62 and the fastening piston 63 maintain the same positional relationship and stroke to the left. 4 is the same as the state shown in FIG. At this time, the fastening piston 63 is in a state of being in contact with or substantially in contact with the friction plate 68 without pressing the friction plate 68, that is, in a ready state of engagement with a small clutch clearance.

  If the hydraulic pressure is supplied to the fastening chamber 65 in the fastening preparation state shown in FIG. 4, the fastening piston 63 has already finished the stroke for fastening, so the friction plate 68 is pressed almost simultaneously with the supply of hydraulic pressure. Thus, the LR brake 60 is fastened with good responsiveness.

  When the LR brake 60 is fastened from the released state shown in FIG. 5, the hydraulic pressure is supplied to the clearance chamber 64 before the fastening chamber 65. When releasing the LR brake 60 from the engaged state shown in FIG. 3, the hydraulic pressure is discharged from the engaging chamber 65 before the clearance chamber 64. That is, the hydraulic pressure is supplied to and discharged from the fastening chamber 65 in a state where the hydraulic pressure is supplied to the clearance chamber 64 and the clearance adjustment piston 62 is stroked to the fastening side as shown in FIG.

[Hydraulic control during engine idle stop]
The automatic transmission 1 includes a hydraulic circuit for selectively supplying the engagement line pressure to the friction engagement elements 40, 50, 60, 70, and 80 so as to realize the shift stage. The shift of the automatic transmission 1 is controlled by the hydraulic control of the circuit. During the idle stop of the engine, the hydraulic pressure supply to the low clutch 40 and the LR brake 60 that are engaged when starting is controlled. Hereinafter, hydraulic control of the automatic transmission 1 during engine idle stop will be described for each embodiment.

[First Embodiment]
The hydraulic control of the automatic transmission according to the first embodiment will be described with reference to FIGS.

[Hydraulic circuit]
FIG. 6 shows the hydraulic pressure supply to the hydraulic circuit 100 of the automatic transmission according to the first embodiment, which is related to the hydraulic control during engine idle stop, that is, the low clutch 40 and the LR brake 60 that are engaged at the start. It is a circuit diagram which shows the part which controls.

  As shown in FIG. 6, the hydraulic circuit 100 includes a hydraulic pressure from the electric pump 106 that is driven by the motor 105 to generate hydraulic pressure while the engine is stopped, and a hydraulic pressure from the mechanical pump 6 that is driven by the engine to generate hydraulic pressure. And receive the supply.

  The hydraulic circuit 100 includes a regulator valve 110 that adjusts the discharge pressure of the mechanical pump 6 to a line pressure and supplies it to the first main line 129, a manual valve 112 that is operated by a driver's range selection operation, and an electric pump 106 or A hydraulic pressure source switching valve 114 that switches which of the mechanical pumps 6 is used as a hydraulic pressure source, and a clearance adjustment line for LR brakes connected to the clearance chamber 64 of the LR brake 60 (“first oil passage” in the claims) ) 141 is provided for opening and closing 141.

  The hydraulic circuit 100 includes a normally open type on / off solenoid valve (hereinafter referred to as “on / off SV”) 101 that controls the on-off valve 116 as a hydraulic control valve, and a clearance adjustment on the downstream side of the on-off valve 116. For the LR brake connected to the fastening chamber 65 of the LR brake 60 by controlling the original pressure supplied by the original pressure supply line (“original pressure supply oil passage” in the claims) 143 branched from the line 141 A first linear solenoid valve (hereinafter referred to as “first LSV”) 102 that leads to the fastening line 142 of the second clutch, and a second linear solenoid valve (hereinafter referred to as “low linear clutch valve”) 145 provided on the low clutch line 145 connected to the hydraulic chamber of the low clutch 40 , Indicated as “second LSV”) 103. The on / off SV 101 is an electromagnetic valve that can control only opening and closing, and the first LSV 102 and the second LSV 103 are electromagnetic valves that can control the output pressure.

  At both ends of the hydraulic pressure source switching valve 114, first and second control ports A1 and A2 for switching the position of the spool 124 are provided. A first main line 129 is connected to the first control port A1, and a second main line 130 led from the electric pump 106 is connected to the second control port A2.

  When the mechanical pump 6 is operated, hydraulic pressure is introduced from the mechanical pump 6 via the first main line 129 to the first control port A1, and when the electric pump 106 is operated, the electric pump 106 passes through the second main line 130. Via, hydraulic pressure is introduced into the second control port A2.

  The position of the spool 124 depends on the relationship between the force acting by the input pressure of the first and second control ports A1 and A2 and the elastic force of the spring acting in the same direction as the force by the input pressure of the first control port A1. Determined. That is, when the resultant force of the force acting by the input pressure of the first control port A1 and the elastic force of the spring is larger than the force acting by the input pressure of the second control port A2, the spool 124 The force that is located at the first position on the left side of the figure (see FIGS. 7 and 9) and that acts by the input pressure of the second control port A2 is the force that acts by the input pressure of the first control port A1 and the elastic force of the spring. Is greater than the resultant force, the spool 124 is positioned at the second position on the right side of the drawing (see FIG. 8).

  The hydraulic pressure source switching valve 114 includes low clutch first and second input ports B1 and B3 and an output port C1, and LR brake first and second input ports B2 and B4 and an output port C2. .

  The first input line 131 led from the mechanical pump 6 via the first main line 129 and the manual valve 112 is connected to the first input port B1 for low clutch, and the first input port B2 for LR brake is connected to the first input port B2 for LR brake. A second input line 132 branched from the first main line 129 is connected.

  A third input line 133 led from the electric pump 106 via the second main line 130 is connected to the second input port B3 for low clutch, and the second main line is connected to the second input port B4 for LR brake. A fourth input line 134 branched from 130 is connected.

  A low clutch line 145 is connected to the low clutch output port C1, and an LR brake line 140 is connected to the LR brake output port C2.

  As shown in FIG. 7, when the spool 124 is in the first position, the low clutch first input port B1 and the LR brake first input port B2 connected to the mechanical pump 6 are connected to the low clutch output port C1, The LR brake output port C2 communicates with each other.

  On the other hand, as shown in FIG. 8, when the spool 124 is in the second position, the low clutch second input port B3 and the LR brake second input port B4 connected to the electric pump 106 are connected to the low clutch output. The port C1 communicates with the LR brake output port C2.

  Returning to FIG. 6, a control port D <b> 1 for switching the position of the spool 126 is provided at the left end of the opening / closing valve 116 in the drawing. An LR brake line 140 is connected to the control port D1 via an on / off SV101.

  When the on / off SV 101 is off, the spool 126 is located at the first position on the left side of the drawing (see FIGS. 7 and 9), and when the on / off SV 101 is on, hydraulic pressure is introduced from the LR brake line 140 to the control port D1. As a result, the spool 126 is positioned at the second position on the right side in the drawing (see FIG. 8).

  The on-off valve 116 includes an input port E1 and an output port F1. An input line 144 branched from the LR brake line 140 is connected to the input port E1 on the upstream side of the on / off SV 101, and a clearance adjustment line 141 is connected to the output port F1.

  When the spool 126 is in the first position as shown in FIGS. 7 and 9, the input port E1 communicates with the output port F1, and when the spool 126 is in the second position as shown in FIG. The output port F1 is blocked by the spool 126.

  The source pressure supply line 143 is provided so as to connect the gap adjustment line 141 and the first LSV 102, and the fastening line 142 is provided so as to connect the first LSV 102 and the fastening chamber 65 of the LR brake 60. Thereby, the hydraulic pressure controlled by the first LSV 102 is supplied to the fastening chamber 65 through the fastening line 142. A hydraulic switch 220 is provided on the fastening line 142, and the hydraulic switch 220 detects the supply / discharge state of the fastening hydraulic pressure in the fastening chamber 65.

  According to the configuration of the hydraulic circuit 100 described above, the on / off SV 101 is turned off, and the first LSV 102 and the second LSV 103 are opened, so that the engine is driven by the hydraulic pressure generated by the mechanical pump 6 (see FIG. 7). During the automatic stop of the engine, the low clutch 40 and the LR brake 60 can be engaged by the hydraulic pressure generated by the electric pump 106 (see FIG. 9).

  As shown in FIG. 9, during idle stop, the low clutch 40 is engaged, and the LR brake 60 is hydraulically supplied only to the clearance chamber 64 to obtain the engagement ready state (see FIG. 4). Maintained.

  The operation of the electric pump 106 is started by the automatic stop of the engine, and the force acting on the spool 124 by the hydraulic pressure from the electric pump 106 applied to the second control port A2 of the hydraulic power source switching valve 114 is applied to the first control port A1. When the position of the spool 124 is switched to the second position on the right side in the figure by overcoming the force applied by the hydraulic pressure from the mechanical pump 6 and the elastic force of the spring, the LR brake is generated by the electric pump 106. The hydraulic pressure guided to the line 140 is supplied to the clearance chamber 64 via the gap adjustment line 141 and is also supplied to the original pressure supply line 143 branched from the gap adjustment line 141 and supplied by the original pressure supply line 143. The original pressure thus supplied is supplied to the first LSV 102.

  At this time, by closing the first LSV 102 and stopping the supply of hydraulic pressure to the fastening chamber 65, the clearance chamber 64 is quickly filled with hydraulic pressure. Thereby, without increasing the capacity of the electric pump 106, the state of the LR brake 60 is quickly shifted from the released state (see FIG. 5) with a large clutch clearance to the engagement preparation state (see FIG. 4) with a small clutch clearance. be able to.

  After the engagement preparation state of the LR brake 60 is realized in this way, the first LSV 102 is opened and the output pressure of the first LSV 102 is controlled, so that the hydraulic pressure supply to the engagement chamber 65 is precisely performed in the engagement preparation state. Can be controlled. Therefore, for example, in the fastening preparation state of the LR brake 60, the position of the fastening piston 63 can be finely adjusted.

  Further, when a start request is made during idle stop, the LR brake 60 can be quickly engaged by opening the first LSV 102 in the ready state for engagement with a small clutch clearance, and the responsiveness when starting the vehicle can be improved. .

  Further, according to the configuration of the hydraulic circuit 100 described above, when the LR brake 60 is engaged during idle stop, the same clearance adjustment line 141 is set after the hydraulic pressure is supplied to the clearance chamber 64 via the clearance adjustment line 141. Since the hydraulic pressure can be supplied to the fastening chamber 65 via the passage, it is possible to reduce the capacity of the electric pump 106 as compared with a configuration in which the hydraulic pressure is supplied to the hydraulic chambers 64 and 65 simultaneously from different paths. This can reduce power consumption during idle stop.

  Even if an open failure of the first LSV 102 occurs, the hydraulic pressure guided to the fastening chamber 65 by the open failure always passes through the clearance adjustment line 141, so that the clearance chamber 64 passes through the clearance adjustment line 141. The hydraulic pressure is also supplied. Therefore, it is possible to reliably prevent the LR brake 60 from being engaged with an abnormal refueling in which the hydraulic pressure is supplied to the fastening chamber 65 without being supplied to the clearance chamber 64.

  Further, when an open failure of the first LSV 102 occurs, as shown in FIG. 8, the spool 126 of the on-off valve 116 is switched to the second position by turning on / off the SV 101, thereby draining the clearance chamber 64 through the clearance adjustment line 141. If this is done, the fastening chamber 65 is also reliably drained, so that erroneous fastening of the LR brake 60 can be prevented during idle stop. Therefore, when the engine is restarted due to the establishment of a restart requirement other than the start request, it is possible to prevent the vehicle from starting against the will of the driver or causing a sense of incongruity due to the power transmission state.

  Further, since the original pressure supply line 143 is branched from the gap adjustment line 141 on the downstream side of the opening / closing valve 116, the spool 126 is temporarily fixed at the second position shown in FIG. Thus, when an abnormality occurs in which the hydraulic pressure cannot be supplied to the clearance chamber 64, the hydraulic pressure cannot be supplied to the fastening chamber 65, so that the hydraulic pressure can be reliably prevented from being supplied to the fastening chamber 65 without being supplied to the clearance chamber 64. it can.

[Automatic transmission control system]
As shown in FIG. 10, various controls related to the automatic transmission 1 are performed by the control device 200. The control device 200 includes an ECU (Engine Control Unit) 201 mounted on the engine and a TCM (Transmission Control Module) 202 mounted on the automatic transmission 1, and the ECU 201 and the TCM 202 perform, for example, CAN communication. Are electrically connected to each other.

  The ECU 201 includes an accelerator sensor 210 that detects the amount of depression of the accelerator pedal (accelerator opening), an engine speed sensor 211 that detects the number of revolutions of the engine, a brake switch 212 that detects depression of the brake pedal, and a remaining battery. A signal from the battery remaining capacity sensor 213 or the like for detecting the capacity is input.

  Based on these input signals, the ECU 201 outputs control signals to the engine fuel supply device 90, the ignition device 92, and the starter 94, and relates to the operation of the engine such as automatic stop or automatic restart in engine idle stop control. Perform various controls. Further, the ECU 201 outputs a control signal to the motor 105 that drives the electric pump 106 when performing idle stop control. However, the motor 105 may be controlled by the TCM 202.

  The TCM 202 includes a signal from the vehicle speed sensor 214 that detects the speed of the vehicle on which the automatic transmission 1 is mounted, a signal from the range sensor 215 that detects the range of the automatic transmission 1 selected by the driver, A signal from the turbine rotation speed sensor 216 that detects the rotation speed of the turbine 3 c of the torque converter 3 and a signal from the hydraulic switch 220 provided in the hydraulic circuit 100 are input.

  Based on these input signals, the TCM 202 outputs a control signal to each hydraulic control valve including the above-described on / off SV 101, first LSV 102, and second LSV 103 provided in the hydraulic circuit 100. Thereby, the opening / closing or output pressure of each hydraulic control valve is controlled according to the selected range and the running state of the vehicle, and the hydraulic pressure supply to each frictional engagement element 40, 50, 60, 70, 80 is controlled. Thus, the shift control is performed so that each shift stage is realized according to the fastening table of FIG.

[Operation example when the engine is idle stopped]
An operation example of the first embodiment including the control operation of the engine and the automatic transmission by the control device 200 will be described with reference to the flowchart shown in FIG. 11 and the time chart shown in FIG.

  The control operation shown in FIG. 11 is started when a predetermined engine automatic stop condition is satisfied. First, the engine is automatically stopped in step S1, and an operation signal is output to the motor 105 in step S2. As a result, the operation of the electric pump 106 is started.

  As shown by reference sign a in FIG. 12, the line pressure output from the mechanical pump 6 decreases due to the automatic stop of the engine in step S1, and as shown by reference sign b in FIG. It rises by starting the electric pump 106 in step S2.

  As a result, the force acting on the spool 124 by the hydraulic pressure from the electric pump 106 input to the second control port A2 of the hydraulic power source switching valve 114 is the line pressure input to the first control port A1 of the hydraulic power source switching valve 114. In step S3, the spool 124 of the hydraulic source switching valve 114 is moved from the mechanical pump 6 side (first position shown in FIG. 7) to the electric pump 106 side (shown in FIGS. 8 and 9). (Second position) (see symbol c in FIG. 12). Thereafter, during idle stop, hydraulic control by the hydraulic pressure generated by the electric pump 106 is performed.

  In the example shown in FIG. 12, when the discharge pressure of the electric pump 106 is completely raised, the first LSV 102 is turned off as indicated by reference sign d, so that the fastening chamber 65 of the LR brake 60 is indicated as indicated by reference sign e. Is drained from. At this time, the engaged state of the low clutch 40 and the hydraulic pressure supply to the clearance chamber 64 of the LR brake 60 are maintained. Thereby, since the LR brake 60 is in the engagement preparation state (see FIG. 4), a substantial neutral state is realized while being in the D range.

  In the example shown in FIG. 12, as shown by the symbol f, even when the shift range is switched from the D range to the N range during the idle stop, the neutral state in which the LR brake 60 is ready for engagement is continued. .

  However, when the idle stop is started in the state where the D range is selected, the engaged state of the LR brake 60 may be maintained and the first speed state may be maintained. In this case, when the shift range is switched from the D range to the N range during the idling stop, the LR brake 60 may be ready for engagement by draining oil from the engagement chamber 65 of the LR brake 60.

  In step S4, it is determined whether there is a start request such as turning off the brake or turning on the accelerator during the idling stop.

  If the result of determination in step S4 is that there is a start request, the engine is restarted in step S5, and when the discharge pressure of the mechanical pump 6 is thereby raised, in step S6, the hydraulic pressure source switching valve The spool 124 of 114 returns from the electric pump 106 side (second position shown in FIGS. 8 and 9) to the mechanical pump 6 side (first position shown in FIG. 7), and thereafter the hydraulic pressure generated by the mechanical pump 6 is used. Hydraulic control is performed.

  Thereafter, when a predetermined time has elapsed, a stop signal is output to the motor 105 in step S7, whereby the operation of the electric pump 106 is stopped.

  On the other hand, if the result of determination in step S4 is that there is no start request, it is determined in step S8 whether or not an engine restart condition other than the start request is satisfied. As restart conditions other than the start request, for example, the remaining battery capacity is a predetermined amount or less, the power consumption of a vehicle-mounted device such as a car air conditioner is a predetermined amount or more, or in the case of a diesel vehicle, diesel For example, the regeneration of the particulate filter (DPF) is started.

  If the restart condition is not satisfied as a result of the determination in step S8, the determination processes in steps S4 and S8 are repeatedly executed until a start request or other restart conditions are satisfied. During this time, the idling stop is continued. For example, as shown by a symbol g in FIG. 12, the hydraulic pressure supply to the fastening chamber 65 is precisely controlled by adjusting the output pressure of the first LSV 102 in the ready state for fastening the LR brake 60. it can.

  On the other hand, if the restart condition is satisfied as a result of the determination in step S8, the first LSV 102 is closed in step S9, and the oil is discharged from the fastening chamber 65 of the LR brake 60. For example, when the restart condition is satisfied when the remaining capacity of the battery is equal to or less than a predetermined amount as shown by reference sign h in FIG. 12, it is dense with a relatively small output pressure as shown by reference sign i in FIG. When the controlled first LSV 102 is turned off, the fastening chamber 65 is drained.

  In the subsequent step S10, it is determined whether or not the fastening chamber 65 has been normally drained based on the output signal of the hydraulic switch 220 provided in the fastening line 142.

  At this time, if the first LSV 102 is normally turned off, the fastening chamber 65 is drained normally, so that the hydraulic switch 220 is turned off as indicated by the symbol j in FIG. In step S5, the engine is restarted.

  On the other hand, when oil cannot be drained from the fastening chamber 65 due to the open failure of the first LSV 102 as shown by reference numeral k in FIG. 12, the hydraulic switch 220 is turned on as shown by reference numeral 1 in FIG. It is determined that the oil could not be drained normally.

  If the result of the determination in step S10 is that the fastening chamber 65 cannot be drained due to an open failure of the first LSV 102, the on / off SV 101 is turned on in step S11 as shown by the symbol m in FIG. The spool 126 of 116 is moved to the second position, and the clearance adjustment line 141 is closed to drain the fastening chamber 65 together with the clearance chamber 64 (see FIG. 8). Thereby, even if the first LSV 102 has an open failure, the fastening chamber 65 can be reliably drained.

  As described above, the engine is restarted in step S5 in the state in which the fastening chamber 65 is reliably drained in step S11 and step S12, so that the engine is operated with the LR brake 60 and the low clutch 40 engaged. Restarting can be prevented. Thereby, when the engine is restarted in a state where the N range is selected, it is possible to prevent the vehicle from starting contrary to the intention of the driver or causing a sense of incongruity due to the power transmission state.

  However, the control operations shown in FIGS. 11 and 12 are merely examples, and various changes can be made. For example, if the hydraulic switch 220 is not provided on the fastening line 142, an open failure of the first LSV 102 cannot be detected. In this case, the low clutch 40 is released when the engine is restarted due to a condition other than the start request. By doing so, it is possible to avoid restarting the engine in the power transmission state.

[Second Embodiment]
The configuration of the hydraulic circuit 320 of the automatic transmission according to the second embodiment will be described with reference to FIG.

  In the hydraulic circuit 320 of the second embodiment, the description of the configuration common to the hydraulic circuit 100 of the first embodiment is omitted, and the same reference numerals are given in FIG.

  In the hydraulic circuit 320 shown in FIG. 13, a control line 321 branched from the first main line 129 led from the mechanical pump 6 is connected to the control port D1 of the opening / closing valve 116, and the on / off SV 101 is on the control line 321. Is provided.

  Further, the LR brake line 322 led from the LR brake output port C2 of the hydraulic power source switching valve 114 is connected to the input port E1 of the opening / closing valve 116. The LR brake line 322 is not connected to the on / off SV 101.

  With such a configuration of the hydraulic circuit 320, the ON / OFF SV101 cannot be turned on when hydraulic control is performed by the hydraulic pressure generated by the electric pump 106 during the idle stop. Therefore, the hydraulic pressure can be supplied to the clearance chamber 64 and the fastening chamber 65 of the LR brake 60 in the same manner as in the first embodiment, but the fastening chamber 65 is drained together with the clearance chamber 64 by closing the opening / closing valve 116. I can't.

  Therefore, in the second embodiment, when an open failure of the first LSV 102 is detected by diagnosis based on the output signal of the hydraulic switch 220, the neutral state is achieved by releasing the low clutch 40 when the engine is restarted due to a condition other than the start request. It is hydraulically controlled to realize the state. Thereby, when the engine is restarted, it is possible to prevent the vehicle from starting against the will of the driver or causing a sense of incongruity due to the power transmission state.

[Third Embodiment]
The configuration of the hydraulic circuit 330 of the automatic transmission according to the third embodiment will be described with reference to FIG.

  Note that in the hydraulic circuit 330 of the third embodiment, the description of the configuration common to the hydraulic circuit 100 of the first embodiment is omitted, and the same reference numerals are given in FIG.

  In the hydraulic circuit 330 shown in FIG. 14, a fastening valve (“switching valve” in the claims) 118 is provided between the fastening chamber 65 of the LR brake 60 and the first LSV 102.

  A control port G1 for switching the position of the spool 128 is provided at the left end of the fastening valve 118 in the drawing. A control line 331 branched from the source pressure supply line 143 is connected to the control port G1.

  Further, the fastening valve 118 includes an input port H1 and an output port I1. An input line 332 led from the first LSV 102 is connected to the input port H1, and a fastening line 142 is connected to the output port I1.

  When the on / off SV 101 is on, the on-off valve 116 is closed, and when the hydraulic pressure supply to the gap adjustment line 141 is stopped, the main pressure is not supplied to the main pressure supply line 143, and the fastening valve 118 is controlled. Since the hydraulic pressure is not supplied to the port G1, the spool 128 of the fastening valve 118 is located at the first position on the left side in the drawing. When the spool 128 is in the first position, the input port H1 and the output port I1 are blocked by the spool 128.

  When the on / off SV 101 is off and the on-off valve 116 is opened and hydraulic pressure is supplied to the gap adjustment line 141, the source pressure supplied from the gap adjustment line 141 to the source pressure supply line 143 is the control line 331. To the control port G1 of the fastening valve 118. When the original pressure introduced to the control port G1 is equal to or higher than the predetermined oil pressure, the spool 128 is located at the second position on the right side in the figure, and the input port H1 communicates with the output port I1. Thereby, the hydraulic pressure controlled by the first LSV 102 is supplied to the fastening chamber 65.

  According to the configuration of the hydraulic circuit 330 shown in FIG. 14, the hydraulic pressure can be supplied to the fastening chamber 65 only when the hydraulic pressure in the clearance chamber 64 becomes equal to or higher than the predetermined hydraulic pressure, and the hydraulic pressure in the clearance chamber 64 becomes lower than the predetermined hydraulic pressure. In addition, the fastening chamber 65 is always in an oil drained state. Therefore, in order to fasten the LR brake 60, the oil supply sequence in which the hydraulic pressure is supplied to the clearance chamber 64 after the hydraulic pressure is supplied to the clearance chamber 64, and after the oil is discharged from the fastening chamber 65 to release the LR brake 60, or At the same time, it is possible to reliably achieve the oil discharge sequence of discharging oil from the clearance chamber 64.

  In addition, when the first LSV 102 fails to open, as in the first embodiment, the open / close valve 116 is closed by turning on / off the SV 101, and the fastening chamber 65 is drained together with the clearance chamber 64, whereby the LR brake 60 is discharged. Can be released.

[Fourth Embodiment]
A configuration of a hydraulic circuit 340 of the automatic transmission according to the fourth embodiment will be described with reference to FIG.

  In the hydraulic circuit 340 of the fourth embodiment, the description of the configuration common to the hydraulic circuit 100 of the first embodiment or the hydraulic circuit 330 of the third embodiment is omitted, and the same reference numerals are given in FIG. doing.

  In the hydraulic circuit 340 shown in FIG. 15, a control line 341 branched from the first main line 129 led from the mechanical pump 6 is connected to the control port D1 of the on-off valve 116, and the on / off SV 101 is on the control line 341. Is provided.

  Further, the LR brake line 342 led from the LR brake output port C2 of the hydraulic power source switching valve 114 is connected to the input port E1 of the opening / closing valve 116. The LR brake line 342 is not connected to the on / off SV 101.

  With such a configuration of the hydraulic circuit 340, the ON / OFF SV101 cannot be turned on when hydraulic control is performed by the hydraulic pressure generated by the electric pump 106 during the idle stop. Therefore, the hydraulic pressure can be supplied to the clearance chamber 64 and the fastening chamber 65 of the LR brake 60 in the same manner as in the third embodiment, but the fastening chamber 65 is drained together with the clearance chamber 64 by closing the opening / closing valve 116. I can't.

  Therefore, in the fourth embodiment, when an open failure of the first LSV 102 is detected by diagnosis based on the output signal of the hydraulic switch 220, the neutral state is achieved by releasing the low clutch 40 when the engine is restarted under conditions other than the start request. It is hydraulically controlled to realize the state. Thereby, when the engine is restarted, it is possible to prevent the vehicle from starting against the will of the driver or causing a sense of incongruity due to the power transmission state.

  Further, according to the configuration of the hydraulic circuit 340 shown in FIG. 15, since the fastening valve 118 similar to that of the third embodiment is provided, the hydraulic pressure is supplied to the fastening chamber 65 for the first time when the hydraulic pressure in the clearance chamber 64 becomes equal to or higher than a predetermined hydraulic pressure. This is possible, and the fastening chamber 65 is also always in the oil drained state when the oil pressure in the clearance chamber 64 becomes less than the predetermined oil pressure. Therefore, in order to fasten the LR brake 60, the oil supply sequence in which the hydraulic pressure is supplied to the clearance chamber 64 after the hydraulic pressure is supplied to the clearance chamber 64, and after the oil is discharged from the fastening chamber 65 to release the LR brake 60, or At the same time, it is possible to reliably achieve the oil discharge sequence of discharging oil from the clearance chamber 64.

  As described above, according to the present invention, in the idling stop state of the engine, the erroneous engagement of the starting frictional engagement element is prevented, and the responsiveness at the start of the vehicle is improved while suppressing power consumption. Therefore, there is a possibility of being suitably used in the field of manufacturing industries of vehicles equipped with automatic transmissions and idle stop control of engines.

DESCRIPTION OF SYMBOLS 1 Automatic transmission 3 Torque converter 3c Turbine 3f Lock-up clutch 4 Input shaft 6 Mechanical oil pump (mechanical pump)
40 Low clutch 50 High clutch 60 LR brake (Friction engagement element to be engaged when starting)
62 Piston for clearance adjustment 63 Piston for fastening 64 Hydraulic chamber for clearance adjustment (clearance chamber)
65 Hydraulic room for fastening (fastening room)
70 26 brake 80 R35 brake 100 hydraulic circuit 101 on-off solenoid valve 102 first linear solenoid valve (hydraulic control valve)
103 Second linear solenoid valve 106 Electric oil pump (electric pump)
112 Manual valve 114 Hydraulic source switching valve 116 On-off valve (supply / discharge control valve)
118 Fastening valve (switching valve)
141 Clearance adjustment line (first oil passage)
142 fastening line (second oil passage)
143 Source pressure supply line (source pressure supply oil passage)
200 control device 201 ECU
202 TCM
220 Hydraulic switch 320, 330, 340 Hydraulic circuit

Claims (4)

An idle stop control device that automatically stops the engine when a predetermined stop condition is satisfied, and automatically restarts the engine when a predetermined restart condition is satisfied in an automatic stop state;
A mechanical oil pump driven by the engine;
An electric oil pump that operates during an automatic stop of the engine;
A hydraulic control device for an automatic transmission comprising a frictional engagement element that is fastened when starting,
A gap adjusting hydraulic chamber to which a hydraulic pressure for reducing the clutch clearance of the frictional engagement element is supplied;
A fastening hydraulic chamber to which hydraulic pressure for fastening the friction fastening element is supplied;
A first oil passage for supplying hydraulic pressure generated by the electric oil pump to the gap adjusting hydraulic chamber;
A hydraulic control valve to which a source pressure is supplied by a source pressure supply oil passage branched from the first oil passage;
A hydraulic control device for an automatic transmission, comprising: a second oil passage that supplies the hydraulic pressure controlled by the hydraulic control valve to the fastening hydraulic chamber. A supply / discharge control valve for controlling supply / discharge of hydraulic pressure to the clearance adjusting hydraulic chamber is provided in the first oil passage,
2. The hydraulic control device for an automatic transmission according to claim 1, wherein the original pressure supply oil passage is branched from the first oil passage on a downstream side of the supply / discharge control valve.   The hydraulic pressure controlled by the hydraulic control valve is supplied to the fastening hydraulic chamber side when the original pressure is equal to or higher than a predetermined hydraulic pressure between the hydraulic control valve and the fastening hydraulic chamber in the second oil passage. 3. The automatic transmission according to claim 1, further comprising a switching valve that cuts off the hydraulic pressure controlled by the hydraulic control valve when the original pressure is less than the predetermined hydraulic pressure. Hydraulic control device for the machine.   During the automatic stop of the engine, the hydraulic control valve is closed until the hydraulic pressure is filled in the clearance adjustment hydraulic chamber, and the hydraulic control valve is opened after the hydraulic pressure is filled in the clearance adjustment hydraulic chamber. The hydraulic control device for an automatic transmission according to any one of claims 1 to 3, wherein the control is performed as described above.

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