JP6561337B2 - Control device for automatic transmission - Google Patents

Description

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

  The technique of Patent Document 1 is known as a control device for an automatic transmission. In this publication, in a stepped automatic transmission, a shift shock is avoided by controlling a precharge time for completing the piston stroke of the frictional engagement element at the time of shifting.

JP 7-27217 A

  In recent years, due to the increase in the number of automatic transmissions, many target gear speed candidates (hereinafter referred to as provisional gear speeds) have existed before the target gear speed is determined after a gear shift request. . When precharging is performed on the frictional engagement element that is engaged at the provisional shift stage until the target shift stage is determined, if the precharge time is controlled as in Patent Document 1, the precharge time becomes indefinite and appropriate. There was a problem that precharge could not be achieved.

  The present invention has been made paying attention to the above problems, and an object of the present invention is to provide an automatic transmission control device capable of stabilizing the precharge time.

In order to achieve the above object, the automatic transmission control apparatus according to the present invention has an automatic transmission that achieves a plurality of shift stages by a combination of a plurality of frictional engagement elements, and the engagement pressure of the frictional engagement elements is opened. A control valve that controls based on the valve amount, a line pressure control valve that is provided between the oil pump and the control valve, controls a line pressure, a controller that controls the control valve and the line pressure control valve, wherein the controller is in the frictional engagement element on the release state, when the precharge for supplying the engagement pressure to fully open the control valve, raises the line pressure to a height corresponding to the type of the frictional element from after a predetermined time has elapsed, and the Rukoto to start the precharge.

  Therefore, the precharge time can be stabilized by increasing the height of the line pressure in accordance with the type of the frictional engagement element.

1 is a skeleton diagram showing a configuration of an automatic transmission that achieves FR type 7 forward speed 1 reverse speed according to Embodiment 1; FIG. FIG. 3 is a circuit diagram illustrating a hydraulic circuit of the control valve unit according to the first embodiment. It is a figure which shows the fastening operation | movement table | surface of the forward 7 speed reverse speed 1 in the automatic transmission of Example 1. FIG. 3 is a flowchart illustrating precharge control according to the first exemplary embodiment. 6 is a first delay time map in the precharge control according to the first embodiment. 3 is a time chart showing precharge control during downshift in the automatic transmission according to the first embodiment.

  FIG. 1 is a skeleton diagram showing the configuration of an automatic transmission that achieves the first forward speed and the reverse speed of the FR type according to the first embodiment, and an overall system diagram showing a control configuration of the automatic transmission. The automatic transmission AT according to the first embodiment is connected to the engine Eg via a torque converter TC to which a lockup clutch LUC is attached. The rotation output from the engine Eg rotationally drives the pump impeller and the oil pump OP of the torque converter TC. The oil stirred by the rotation of the pump impeller is transmitted to the turbine runner through the stator, and drives the input shaft Input.

  Further, based on an engine controller (hereinafter referred to as ECU) 10 that controls the drive state of the engine Eg, an automatic transmission controller (hereinafter referred to as ATCU) 20 that controls the shift state of the automatic transmission AT, and the output signal of the ATCU 20 A control valve unit CVU that performs hydraulic control of each fastening element and a motor controller (hereinafter, MCU) 30 that controls a pump motor for driving the electric oil pump EOP are provided. Note that the ECU 10, the ATCU 20, and the MCU 30 are connected via a CAN communication line or the like, and share sensor information and control information with each other by communication.

  The ECU 10 is connected to an APO sensor 1 that detects the amount of accelerator pedal operation by the driver and an engine speed sensor 2 that detects the engine speed. The ECU 10 controls the fuel injection amount and the throttle opening based on the engine speed and the accelerator pedal operation amount, and controls the engine output speed and the engine torque.

  The ATCU 20 includes a first turbine rotation speed sensor 3 that detects the rotation speed of the first carrier PC1 described later, a second turbine rotation speed sensor 4 that detects the rotation speed of the first ring gear R1, and the rotation speed of the output shaft Output. Is connected to an output shaft speed sensor 5 and an inhibitor switch 6 for detecting the shift lever operating state of the driver. The shift lever is an engine brake in which an engine brake acts in addition to P, R, N, and D. A range position and a normal forward travel range position where the engine brake does not act are provided.

  In the ATCU20, together with the rotation speed calculation unit that calculates the rotation speed of the input shaft Input, the optimum command shift stage is selected from the shift map of the seventh forward speed stage, which will be described later, based on the vehicle speed Vsp and the accelerator pedal opening APO when normal. The control valve unit CVU is provided with a shift control unit that outputs a control command for achieving the command shift speed.

  The MCU 30 has a motor control unit that controls the operating state of the pump motor of the electric oil pump EPO in accordance with the operation of the ignition switch. When the motor control unit receives a line pressure increase request signal from the ATCU 20 or an engine stop signal such as an idle stop from another controller, the motor control unit drives the pump motor and supplies the line pressure from the electric oil pump EPO. .

(About automatic transmission configuration)
Next, the configuration of the automatic transmission AT will be described. The first planetary gear set GS1 and the second planetary gear set GS2 are arranged in this order from the input shaft Input side to the axial output shaft Output side. In addition, a plurality of clutches C1, C2, C3 and brakes B1, B2, B3, B4 are arranged as friction engagement elements. A plurality of one-way clutches F1 and F2 are arranged.

  The first planetary gear G1 is a single pinion type planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 that meshes with both gears S1 and R1. The second planetary gear G2 is a single pinion planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 that supports a second pinion P2 meshing with both gears S2 and R2.

  The third planetary gear G3 is a single pinion planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 that supports a third pinion P3 that meshes with both gears S3 and R3. The fourth planetary gear G4 is a single pinion planetary gear having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports a fourth pinion P4 that meshes with both gears S4 and R4.

  The input shaft Input is connected to the second ring gear R2 and inputs the rotational driving force from the engine Eg via the torque converter TC or the like. The output shaft Output is connected to the third carrier PC3, and transmits the output rotational driving force to the driving wheels via a final gear or the like not shown. The first connecting member M1 is a member that integrally connects the first ring gear R1, the second carrier PC2, and the fourth ring gear R4. The second connecting member M2 is a member that integrally connects the third ring gear R3 and the fourth carrier PC4. The third connecting member M3 is a member that integrally connects the first sun gear S1 and the second sun gear S2.

  The first planetary gear set GS1 is configured by connecting a first planetary gear G1 and a second planetary gear G2 with a first connecting member M1 and a third connecting member M3, and includes four rotating elements. In addition, the second planetary gear set GS2 includes a third planetary gear G3 and a fourth planetary gear G4 connected by a second connecting member M2 and configured by five rotating elements. The first planetary gear set GS1 has a torque input path that is input from the input shaft Input to the second ring gear R2. The torque input to the first planetary gear set GS1 is output from the first connecting member M1 to the second planetary gear set GS2.

  The second planetary gear set GS2 has a torque input path that is input from the input shaft Input to the second connecting member M2, and a torque input path that is input from the first connecting member M1 to the fourth ring gear R4. The torque input to the second planetary gear set GS2 is output from the third carrier PC3 to the output shaft Output.

  When the H & LR clutch C3 is released and the rotation speed of the fourth sun gear S4 is larger than that of the third sun gear S3, the third sun gear S3 and the fourth sun gear S4 generate independent rotation speeds. Therefore, the third planetary gear G3 and the fourth planetary gear G4 are connected via the second connecting member M2, and each planetary gear achieves an independent gear ratio.

  The input clutch C1 is a clutch that selectively connects and disconnects the input shaft Input and the second connecting member M2. The direct clutch C2 is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4. The H & LR clutch C3 is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4. A second one-way clutch F2 is arranged between the third sun gear S3 and the fourth sun gear. The front brake B1 is a brake that selectively stops the rotation of the first carrier PC1. The first one-way clutch F1 is disposed in parallel with the front brake B1. The low brake B2 is a brake that selectively stops the rotation of the third sun gear S3. The 2346 brake B3 is a brake that selectively stops the rotation of the third connecting member M3 (the first sun gear S1 and the second sun gear S2). The reverse brake B4 is a brake that selectively stops the rotation of the fourth carrier PC4.

(About the configuration of the control valve unit)
FIG. 2 is a circuit diagram showing a hydraulic circuit of the control valve unit CVU. The circuit configuration will be described below. In the hydraulic circuit of the first embodiment, an oil pump OP and an electric oil pump EOP as hydraulic sources driven by an engine, and a manual for switching an oil path for supplying a line pressure PL in conjunction with a driver's shift lever operation. A valve MV and a pilot valve PV for reducing the line pressure to a predetermined constant pressure are provided. An oil passage 100 is connected between the oil pump OP and the electric oil pump EOP. On the oil passage 100, there is a check valve 100a that allows only the flow of oil from the electric oil pump EOP to the oil pump OP side.

  In addition, a first pressure regulating valve CV1 for regulating the engagement pressure of the low brake B2, a second pressure regulating valve CV2 for regulating the engagement pressure of the input clutch C1, a third pressure regulating valve CV3 for regulating the engagement pressure of the front brake B1, A fourth pressure regulating valve CV4 for regulating the engagement pressure of the H & RL clutch C3, a fifth pressure regulating valve CV5 for regulating the engagement pressure of the 2346 brake B3, and a sixth pressure regulating valve CV6 for regulating the engagement pressure of the direct clutch C2 are provided. Yes.

  In addition, either the first switching valve SV1, which switches the low brake B2 or the input clutch C1 to the state where only one of the supply oil passages is in communication, or the supply oil passage for the D range pressure and R range pressure for the direct clutch C2. A second switching valve SV2 that switches to a state that only communicates, and a third switching valve SV3 that switches the hydraulic pressure supplied to the reverse brake B4 between the hydraulic pressure supplied from the sixth pressure regulating valve CV6 and the hydraulic pressure supplied from the R range pressure. And the 4th switching valve SV4 which switches the hydraulic pressure output from 6th pressure regulation valve CV6 between the oil path 123 and the oil path 122 is provided.

  Further, based on a control signal from the ATCU 20, a first solenoid valve SOL1 that outputs a pressure regulating signal to the first pressure regulating valve CV1, and a second solenoid valve SOL2 that outputs a pressure regulating signal to the second pressure regulating valve CV2; The third solenoid valve SOL3 that outputs a pressure regulation signal to the third pressure regulation valve CV3, the fourth solenoid valve SOL4 that outputs the pressure regulation signal to the fourth pressure regulation valve CV4, and the pressure regulation to the fifth pressure regulation valve CV5 A fifth solenoid valve SOL5 that outputs a signal, a sixth solenoid valve SOL6 that outputs a pressure regulating signal to the sixth pressure regulating valve CV6, and a second signal that outputs a switching signal to the first switching valve SV1 and the third switching valve SV3. 7 solenoid valve SOL7 is provided.

  Each of the solenoid valves SOL2, SOL5, SOL6 is a three-way proportional solenoid valve having three ports, the first port is supplied with pilot pressure described later, the second port is connected to a drain oil passage, Each port is connected to a pressure receiving portion of a pressure regulating valve or a switching valve. The solenoid valves SOL1, SOL3, and SOL4 are two-way proportional solenoid valves having two ports, and the solenoid valve SOL7 is a three-way on / off solenoid valve having three ports.

  The first solenoid valve SOL1, the third solenoid valve SOL3, and the seventh solenoid valve SOL7 are normally closed types (closed when not energized). On the other hand, the second solenoid valve SOL2, the fourth solenoid valve SOL4, the fifth solenoid valve SOL5, and the sixth solenoid valve SOL6 are of a normally open type (open state when not energized).

(About oil passage configuration)
The discharge pressure of the oil pump OP driven by the engine is adjusted to the line pressure by adjusting the pressure regulator valve PRV by the line pressure solenoid SOL8, and then supplied to the oil passage 101 and the oil passage 102. The oil passage 101 includes an oil passage 101a connected to a manual valve MV that operates in conjunction with the driver's shift lever operation, an oil passage 101b that supplies the original pressure of the fastening pressure of the front brake B1, and an H & LR clutch C3. An oil passage 101c for supplying the original pressure of the fastening pressure is connected.

  The manual valve MV is connected to an oil passage 105 and an oil passage 106 that supplies an R range pressure selected during reverse travel, and switches between the oil passage 105 and the oil passage 106 in accordance with a shift lever operation.

  In the oil passage 105, there are an oil passage 105a that supplies the original pressure of the engagement pressure of the low brake B2, an oil passage 105b that supplies the original pressure of the engagement pressure of the input clutch C1, and an original pressure of the engagement pressure of the 2346 brake B3. An oil passage 105c for supplying, an oil passage 105d for supplying the original pressure of the engagement pressure of the direct clutch C2, and an oil passage 105e for supplying a switching pressure of a second switching valve SV2 described later are connected.

  In the oil passage 106, an oil passage 106a that supplies the switching pressure of the second switching valve SV2, an oil passage 106b that supplies the original pressure of the engagement pressure of the direct clutch C2, and an oil passage that supplies the engagement pressure of the reverse brake B4 106c is connected.

  An oil passage 103 for supplying pilot pressure is connected to the oil passage 102 via a pilot valve PV. The oil passage 103 has an oil passage 103a for supplying pilot pressure to the first solenoid valve SOL1, an oil passage 103b for supplying pilot pressure to the second solenoid valve SOL2, and an oil for supplying pilot pressure to the third solenoid valve SOL3. Passage 103c, an oil passage 103d for supplying pilot pressure to the fourth solenoid valve SOL4, an oil passage 103e for supplying pilot pressure to the fifth solenoid valve SOL5, and an oil passage 103f for supplying pilot pressure to the sixth solenoid valve SOL6 And an oil passage 103g for supplying a pilot pressure to the seventh solenoid valve SOL7.

  The first pressure regulating valve CV1 has a first port connected to the oil passage 105a, a second port connected to the drain circuit, and a third port connected to the oil passage 115a connected to the first switching valve SV1. And a fourth port to which the signal pressure of the first solenoid valve SOL1 is supplied, a fifth port to which an oil passage fed back from the oil passage 115a as a counter pressure of this signal pressure is connected, and a fourth port. A spring acting opposite to the hydraulic pressure is provided. In FIG. 2, when the first switching valve SV1 moves upward, the oil passage 105a communicates with the oil passage 115a, while when moved downward, the oil passage 115a communicates with the drain. Similarly, the second pressure regulating valve CV2 to the sixth pressure regulating valve CV6 are provided with the same configurations as the first port to the fifth port and the spring, and thus description thereof is omitted.

  The first switching valve SV1 includes a first port connected to the oil passage 115a, a second port connected to the drain circuit, a third port connected to the oil passage 115b, and a first port connected to the drain circuit. 4 ports, a fifth port connected to an oil passage 150a for supplying hydraulic pressure to the low brake B2, a sixth port connected to an oil passage 150b for supplying hydraulic pressure to the input clutch C1, and a seventh solenoid valve SOL7 A seventh port connected to the oil passage 140b that supplies the signal pressure and a spring that acts opposite to the hydraulic pressure supplied to the seventh port are provided. In FIG. 2, when the first switching valve SV1 moves to the left, the oil passage 115a and the oil passage 150a are communicated, and the oil passage 150b and the drain are communicated. On the other hand, when moving to the right, the oil passage 150a and the drain communicate with each other, and the oil passage 115b and the oil passage 150b communicate with each other.

  The second switching valve SV2 has a first port connected to the oil passage 105d for supplying the D range pressure, a second port connected to the oil passage 106d for supplying the R range pressure, and the sixth pressure regulating valve CV6. A third port connected to an oil passage 120 for supplying hydraulic pressure, a fourth port connected to an oil passage 105e for supplying D range pressure, and an oil passage 106a for supplying an R range pressure as a counter pressure of the fourth port. And a spring acting opposite to the hydraulic pressure supplied to the fourth port. In FIG. 2, when the second switching valve SV2 moves to the right, the oil passage 106b communicates with the oil passage 120, while when moved to the left, the oil passage 105d communicates with the oil passage 120.

  The third switching valve SV3 includes a first port connected to an oil passage 122 that supplies hydraulic pressure from the fourth switching valve SV4, a second port connected to an oil passage 106c that supplies R range pressure, and reverse. The third port connected to the oil passage 130 for supplying hydraulic pressure to the brake B4, the fourth port connected to the oil passage 140a for supplying the signal pressure of the seventh solenoid valve SOL7, and the fourth port d4 are supplied. A spring is provided to act against the hydraulic pressure. In FIG. 2, when the third switching valve SV3 moves to the right, the oil passage 106c and the oil passage 130 are communicated, and when moved to the left, the oil passage 122 and the oil passage 130 are communicated.

  The fourth switching valve SV4 has a first port connected to the oil passage 121 for supplying hydraulic pressure from the sixth pressure regulating valve CV6, a second port and a third port connected to the drain circuit, and an R range pressure. The fourth port to be supplied, the fifth port to which the D-range pressure is supplied, the spring acting opposite to the fourth port, the seventh port connected to the oil passage 122, and the oil passage 123 are connected. An eighth port is provided. In FIG. 2, when the fourth switching valve SV4 moves to the right, the oil passage 121 and the oil passage 123 communicate with each other and the oil passage 122 and the drain circuit communicate with each other. On the other hand, when the fourth switching valve SV4 moves to the left, the oil passage 121 and the oil passage The oil passage 123 and the drain circuit are in communication with each other.

Next, the operation will be described.
[Shifting action]
FIG. 3 is a diagram showing an engagement operation table for the seventh forward speed and the first reverse speed in the automatic transmission gear transmission according to the first embodiment. When the clutches C1, C2, C3 and brakes B1, B2, B3, B4 are in a normal state, as shown in the engagement operation table of FIG. ) And release pressure (no mark). Each solenoid is controlled to achieve these fastening states.

(About precharge control)
Precharge is a control that compensates for the piston loss stroke by fully opening each of the pressure regulating valves CV1 to CV6 and supplying the line pressure PL to the friction engagement element for a predetermined time. In the case of the automatic transmission AT according to the first embodiment, for example, when the current shift speed is 7th, when the driver depresses the accelerator pedal, a downshift request is output and the state before the target shift speed is determined Then, a plurality of target shift speeds such as the sixth speed, the fifth speed, the fourth speed, and the third speed are generated (hereinafter, a shift speed at which the possibility of shifting before the target shift speed is determined is referred to as a temporary shift speed). Here, the degree to which the driver depresses the accelerator pedal cannot be determined when the downshift request is output. Therefore, normally, for example, an APO change rate representing a change in driving point is obtained until a predetermined time that is considered to be settled, or even before the predetermined time elapses. Until the predetermined value is reached, the determination of the target shift stage is prohibited. Then, after a predetermined time elapses after the downshift request is output or before the predetermined time elapses and the APO change rate becomes equal to or smaller than a predetermined value, the target shift stage is determined and the downshift is executed.

  At this time, if the precharge is not performed after the downshift request is output and the target shift speed is determined, and the precharge is started after the target shift speed is determined, the responsiveness is deteriorated. In particular, it takes time to precharge the piston of the friction engagement element from the release position to the engagement position, and torque cannot be transmitted during this period. Therefore, even before the target shift speed is determined, it is conceivable to secure shift response by precharging the friction engagement elements that are engaged at the temporary shift speed in advance.

  However, since the line pressure PL is generally set based on the accelerator pedal opening and the engine torque, if the precharge time is increased when the line pressure PL is low, compensation for the piston loss stroke due to precharge is made. When the end timing varies and the target gear position is determined and then the shift is executed, the shift shock worsens due to the engine speed rising due to insufficient fastening force, and the inertia phase with insufficient gear ratio changes. There was a risk of causing a reduction in the shift response. Therefore, in the first embodiment, when precharging is performed after a downshift request is output, precharging is performed after increasing the line pressure PL according to the shift type (the flow rate required for the frictional engagement element to be engaged). It was.

FIG. 4 is a flowchart showing precharge control according to the first embodiment.
In step S1, it is determined whether or not a shift request is output. If there is a shift request, the process proceeds to step S2, and otherwise, the control flow ends.
In step S2, the precharge line pressure PLpre is calculated from the shift type. Specifically, in a friction engagement element that needs to be precharged after a shift request, the value obtained by multiplying the piston area by the stroke amount is divided by a preset target stroke time to calculate the required flow rate. Then, the precharge line pressure PLpre is calculated based on the required flow rate. That is, since the piston area and stroke amount vary depending on the frictional engagement element, the required flow rate is also different. Therefore, by calculating the precharge line pressure PLpre according to the shift type, the piston stroke can be obtained approximately at the target stroke time. . In addition, what is necessary is just to total the required flow volume of each friction engaging element, when precharging to several friction engaging elements.

  In step S3, the first delay time T1 is calculated based on the precharge line pressure PLpre. FIG. 5 is a first delay time map in the precharge control according to the first embodiment. The larger the precharge line pressure PLpre, the longer the time required for the actual line pressure PL to rise. Therefore, the line pressure is stabilized by increasing the first delay time T1.

  In step S4, it is determined whether or not there is an ON request for the electric oil pump EOP. If there is an ON request, the process proceeds to step S5, and if there is no ON request, the process proceeds to step S6. That is, the ATCU 20 calculates the current discharge flow rate of the oil pump OP based on the engine speed, and determines whether or not the precharge line pressure PLpre can be achieved with this discharge flow rate. When it is determined that the precharge line pressure PLpre cannot be achieved, a line pressure increase request signal is output to the MCU 30 to operate the electric oil pump EOP. As a result, the necessary precharge line pressure PLpre can be ensured even when the engine speed is low, such as downshift.

  In step S5, the final delay time T0 is calculated by adding the second delay time T2, which is the pressure increase time by the electric oil pump EOP, to the first delay time T1. When the electric oil pump EOP is operated, it takes time to increase the rotation speed of the electric oil pump EOP, and the oil filling time in the oil passage 100 between the electric oil pump EOP and the line pressure oil passage is required. That's why. On the other hand, when the electric oil pump EOP is not operated, the process proceeds to step S6, and the first delay time T1 is set as the delay time T0.

In step S7, the line pressure PL is set to PLpre to perform line pressure increase control, and the delay counter starts counting up.
In step S8, it is determined whether or not the count value T of the delay counter is greater than or equal to the delay time T0. If it is greater than or equal to T0, the process proceeds to step S9. If it is less than T0, the process returns to step S7 to continue the line pressure increase control.
In step S9, precharge is started. Specifically, the pressure regulating valve of the frictional engagement element corresponding to the transmission type is fully opened.
In step S10, the pressure regulating valve of the frictional engagement element corresponding to the transmission type is fully opened and precharging is started.
In step S10, it is determined whether or not the piston stroke of the frictional engagement element corresponding to the shift type has been completed. If completed, the process proceeds to step S11. If not completed, the process returns to step S9 to continue the precharge. . The piston stroke state is detected by, for example, a sensor that detects the engagement pressure of the frictional engagement element and when the engagement pressure becomes higher than the hydraulic pressure considering the return spring reaction force or friction, or a sensor that directly detects the stroke state. There is no particular limitation.
In step S11, the line pressure PL is changed from the precharge line pressure PLpre to the normal line pressure PLnor.

FIG. 6 is a time chart showing precharge control during downshift in the automatic transmission according to the first embodiment.
When a downshift request is determined at time t1, the line pressure is increased to the precharge line pressure PLpre. At this time, the electric oil pump EOP is operated because the oil pump OP alone cannot achieve the precharge line pressure PLpre.
When the delay time T0 elapses at time t2, precharging is started and the control valve of the frictional engagement element corresponding to the shift type is fully opened. At this time, because the precharge line pressure PLpre is calculated based on the target stroke time, the piston stroke can be completed in a stable precharge time.
When the piston stroke is completed at time t3, the control valve is fully opened and the fastening pressure is gradually increased. Then, the inertia phase starts from time t4, and the downshift ends at time t5.

As described above, the effects listed below can be obtained in the first embodiment.
(1) An automatic transmission AT that achieves multiple shift speeds by combining a plurality of frictional engagement elements B1, B2, B3, C1, C2, and C3, and friction engagement elements B1, B2, B3, C1, C2, and C3 Between the pressure regulating valves CV1, CV2, CV3, CV4, CV5, CV6 (control valves) that control the fastening pressure based on the valve opening amount, and between the oil pump OP and the pressure regulating valves CV1, CV2, CV3, CV4, CV5, CV6 A pressure regulator valve PRV (line pressure control valve) that controls the line pressure PL, and an ATCU20 (controller) that controls the pressure regulating valves CV1, CV2, CV3, CV4, CV5, CV6 and the pressure regulator valve PRV. In preparation, the ATCU 20 increases the line pressure to a height corresponding to the type of the frictional engagement element when precharging the frictional engagement element in the released state by fully opening the pressure regulating valve and supplying the engagement pressure.
Therefore, the precharge time can be stabilized regardless of the transmission type.

(2) The ATCU 20 starts precharging after the delay time T0 (predetermined time) has elapsed after raising the line pressure to a height corresponding to the type of frictional engagement element.
Therefore, the precharge can be performed after the fluctuation of the hydraulic pressure accompanying the increase in the line pressure is stabilized, and the time required for completing the piston stroke can be stabilized.

(3) The ATCU 20 increases the first delay time T1 (predetermined time) as the line pressure is higher.
Therefore, the higher the line pressure, the longer it takes for the oil pressure to stabilize. By increasing the first delay time T1, the line pressure can be stabilized and the precharge time can be stabilized.

(4) The oil pump has an oil pump OP (first pump) driven by an engine and an electric oil pump EOP (second pump) driven by an electric motor. In addition to the oil pump OP, electric oil When driving the pump EOP, the second delay time T2 (second predetermined time) is added to the first delay time T1.
When the electric oil pump EOP is operated, it takes time to increase the rotation speed of the electric oil pump EOP, and the oil filling time in the oil passage 100 between the electric oil pump EOP and the line pressure oil passage is required. It becomes. Therefore, when the electric oil pump EOP is operated, the second delay time T2 is added to stabilize the line pressure and start precharging, so that the precharging time can be stabilized. In addition, the precharge time can be stabilized even when a plurality of precharges are performed by increasing the number of provisional shift stages as the number of stages increases.

  The present invention has been described based on the first embodiment. However, the present invention is not limited to the above-described embodiment, and other configurations may be used. For example, in the first embodiment, the description has been given of the automatic transmission of the seventh forward speed and the first reverse speed. However, the automatic transmission may be further multi-staged, or may be applied to an automatic transmission having fewer forward speed stages. . In the first embodiment, the first delay time T1 is secured to some extent, but may be 0. Further, the second delay time T2 is set as a constant value, but may be variable according to the discharge amount required for the electric oil pump EOP.

10 Engine controller
20 Automatic transmission controller
30 Motor controller
OP Oil pump
EOP electric oil pump

Claims (3)

An automatic transmission that achieves a plurality of shift speeds by a combination of a plurality of frictional engagement elements;
A control valve for controlling the fastening pressure of the frictional engagement element based on the valve opening amount;
A line pressure control valve provided between the oil pump and the control valve, for controlling the line pressure;
A controller for controlling the control valve and the line pressure control valve;
With
The controller raises the line pressure to a height corresponding to the type of the friction engagement element for a predetermined time at the time of precharging to supply the engagement pressure by fully opening the control valve to the friction engagement element in the released state. after the control system for an automatic transmission which is characterized that you start the precharge. The control apparatus for an automatic transmission according to claim 1,
The controller of an automatic transmission, wherein the controller increases the predetermined time as the line pressure is higher. The control apparatus for an automatic transmission according to claim 2,
The oil pump has a first pump driven by an engine and a second pump driven by an electric motor,
An automatic transmission control device, wherein when the second pump is driven in addition to the first pump, a second predetermined time is added to the predetermined time.

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