JP6847535B2 - Automatic transmission - Google Patents

Description

The present invention relates to an automatic transmission that switches a traveling range position by operating a shift lever.

Patent Document 1 includes an automatic transmission having a main valve body installed below the transmission casing and a sub-valve body installed above the transmission casing and accommodating a manual valve interlocked with a shift lever operation. The machine is disclosed. The manual shaft is downsized by supplying the start clutch hydraulic pressure supplied from the main valve body to the start clutch via the sub valve body.

Japanese Unexamined Patent Publication No. 7-174198

However, when the sub-valve body is installed above the transmission casing as in the technique of Patent Document 1, it is installed above the oil level in the transmission casing. Oil in the sub valve body may escape and air may enter the hydraulic circuit. Then, the next time the engine is operated and the select operation is performed, the supply of oil to the start clutch may be delayed and the start responsiveness of the vehicle may deteriorate.

The present invention has been made in view of the above problems, and an object of the present invention is to provide an automatic transmission capable of ensuring the start responsiveness of a vehicle even when the engine is left in a stopped state for a long period of time.

In the automatic transmission of the present invention, a control valve body provided below the transmission casing and provided with a pressure regulating valve for adjusting the hydraulic pressure supplied to the starting clutch, and a control valve body installed above the transmission casing and described above. A manual valve body provided with a manual valve that switches the path of the hydraulic pressure supplied from the start clutch to the supply position and the non-supply position for supplying the hydraulic pressure to the start clutch, and the driver regardless of the shift lever operation of the driver. A shift actuator that can switch the position of the manual valve, a parking lock actuator that can operate the parking lock mechanism independently of the operation of the shift actuator, and a control valve body that can supply hydraulic pressure when the engine is stopped. It has an electric oil pump, the pressure regulating valve, the shift actuator, the parking lock actuator, and a controller for controlling the operating state of the electric oil pump, and the controller has a controller when the engine is stopped. The air that supplies hydraulic pressure to the starting clutch by locking the parking lock actuator, operating the electric oil pump, switching the position of the manual valve from the non-supply position to the supply position for a predetermined time by the shift actuator. It was decided to perform punching control.

Therefore, by performing air bleeding control when the engine is stopped, it is possible to ensure the start responsiveness of the vehicle even when the driver gets on the vehicle and restarts the engine after leaving the engine stopped for a long period of time.

It is the schematic which shows the structure of the automatic transmission of Example 1. FIG. It is the schematic which shows the structure of the shift-by-wire system of Example 1 and a part of the hydraulic circuit. It is a flowchart which shows the air bleeding control process of Example 1. FIG. It is a flowchart which shows the air bleeding control process of Example 2.

[Example 1]
FIG. 1 is a schematic view showing the configuration of the automatic transmission of the first embodiment, and FIG. 2 is a schematic view showing the configuration of the shift-by-wire system of the first embodiment and a part of the hydraulic circuit. The automatic transmission of the first embodiment is a belt type continuously variable transmission, but other stepped transmissions may be used and is not particularly limited. The automatic transmission shifts the rotation output from the engine and transmits it to the drive wheels. A torque converter, a forward / backward switching mechanism FRA, a primary pulley PP, a belt VB, a secondary pulley SP, a differential gear DEF, and the like are housed in the transmission casing 20. Further, in the transmission casing 20, a parking lock mechanism including a parking gear PG arranged coaxially with the secondary pulley SP and a parking pole 7 capable of locking the transmission output shaft by engaging with the parking gear PG. Has.

Above the transmission casing 20, there is a shift-by-wire actuator 3 that operates in response to the operation of the shift lever 30 operated by the driver. The shift-by-wire actuator 3 includes a shift actuator 4 for driving a manual valve 6 described later and a parking lock actuator 9 for driving a parking pole 7 (see FIG. 2).

The control valve body 1 is installed below the transmission casing 20. Inside the control valve body 1, an oil pump OP driven by an engine and an electric oil pump EOP driven by an electric motor M1 are used as a hydraulic source, and check valves 101 and 102 are used to prevent backflow to the hydraulic source side. It has a plurality of control valves that regulate the pump discharge pressure supplied to the hydraulic actuator by adjusting various control hydraulic pressures (see FIG. 2). The start clutch engagement oil supply supplied to the two friction engagement elements described later is regulated by the clutch regulator valve 10 provided in the control valve body 1.

A primary pulley PP and a secondary pulley SP, which are hydraulic actuators, are installed above the control valve body 1. A forward / backward switching mechanism FRA is installed coaxially with the primary pulley PP. The forward / backward switching mechanism FRA has a planetary gear set and two friction engaging elements (a forward clutch FWDC that achieves a forward state by fastening and a reverse brake REVB that achieves a reverse state by fastening), which are hydraulic actuators. The forward clutch FWDC has a forward clutch pressure chamber that generates a pressing force on the forward clutch piston. The reverse brake REVB has a reverse brake pressure chamber that generates a pressing force on the reverse brake piston.

The transmission controller ATCU controls the fastening state of the friction fastening element in the forward / backward switching mechanism FRA in the automatic transmission according to the position of the shift lever 30, and the belt type continuously variable transmission according to the vehicle speed and the accelerator pedal opening. Controls the gear ratio of, and controls the operation of a plurality of control valves, the electric oil pump EOP, the shift actuator 4, and the parking lock actuator 9 according to the range position signal of the shift lever 30 and the ON / OFF signal of the ignition switch IGN. ..

The manual valve body 2 is installed above the primary pulley PP in the transmission casing 20. The manual valve body 2 includes a manual valve 6 for switching the supply destination of the start clutch engagement hydraulic pressure. The manual valve 6 is connected to the shift actuator 4 via a link mechanism 5, and switches the axial position of the manual valve 6 according to the operation of the shift actuator 4. Between the control valve body 1 and the manual valve body 2, there is a first introduction oil passage 11 that supplies the start clutch engagement hydraulic pressure by piping. A second introduction oil passage 12 for supplying the start clutch engagement hydraulic pressure is provided between the manual valve body 2 and the forward clutch pressure chamber. A third introduction oil passage 14 for supplying the start clutch engaging oil is provided between the manual valve body 2 and the reverse brake pressure chamber. The oil level of the transmission casing 20 is set to a height such that a part of the control valve body 1 and the lower end of the differential gear DEF come into contact with each other, and the manual valve body 2 has the oil level of the transmission casing 20. It is set at a higher position than.

For the oil discharged from the oil pump OP or the electric oil pump EOP, the oil pressure regulated by the pressure regulator valve is supplied to each pulley, and the starting clutch is regulated by the clutch regulator valve 10 on the downstream side of the pressure regulator valve. The fastening oil is supplied from the control valve body 1 to the manual valve 6 via the first introduction oil passage 11.

The manual valve body 2 is connected to a cylinder 200 accommodating the manual valve 6 with a first drain oil passage 201, a reverse oil passage 202 connected to the third introduction oil passage 14, and a first introduction oil passage 11. It has a starting oil passage 203, a forward oil passage 204 connected to the second introduction oil passage 12, and a second drain oil passage 207 set at the tip of the cylinder 200.

The manual valve 6 has an engaging portion 61 that engages with the link mechanism 5, a first spool 62, and a second spool 63. The first spool 62 is a spool for switching the connection destination of the reverse oil passage 202, and switches between the first drain oil passage 201 and the starting oil passage 203. The second spool 63 is a spool for switching the connection destination of the starting oil passage 203, and switches between the reverse oil passage 202 and the forward oil passage 204.

A shift oil passage 17 for supplying signal oil for operating the shift actuator is provided between the control valve body 1 and the shift actuator 4. The shift actuator 4 has a link plate 53 to which one end of the link mechanism 5 is connected and swings via the swing center 01. The link plate 53 has a first swinging end portion 51 connected to the link mechanism 5 and a second swinging end portion 52 located on the opposite side of the link mechanism 5 via the swing center O1. The first piston pin 43 abuts on the first oscillating end 51, and the second piston pin 44 abuts on the second oscillating end 52. The oil supply supplied from the shift oil passage 17 is supplied to the first piston pin 43 via the first solenoid 41, and the oil supply supplied from the shift oil passage 17 is supplied to the second piston pin 44 via the first solenoid 41. It is supplied via the solenoid 42.

The first solenoid 41 and the second solenoid 42 shut off between the shift oil passage 17 and the drain in a non-energized state (hereinafter, also referred to as an OFF state), and the oil supply supplied from the shift oil passage 17 is supplied. It is supplied as it is to the first piston pin 43 and the second piston pin 44. On the other hand, in the energized state (hereinafter, also referred to as the ON state), the oil supply supplied from the shift oil passage 17 is drained.

When both the first solenoid 41 and the second solenoid 42 are turned off, the force pushing out from the first piston pin 43 and the second piston pin 44 acts on both ends of the link plate 53 to reach the neutral position, and the position of the manual valve 6 is changed. , The N range position is such that both the first introduction oil passage 11 and the second introduction oil passage 12 and the first introduction oil passage 11 and the third introduction oil passage 14 are cut off.

When only the first solenoid 41 is turned on, the second piston pin 44 pushes out the second swinging end portion 52, and the first piston pin 43 is pushed back from the first swinging end portion 51. Therefore, the first introduction oil passage 11 It is in the R range position where the start clutch engagement hydraulic pressure is supplied to the reverse brake REVB by communicating between the oil passage 14 and the third introduced oil passage 14.

When only the second solenoid 42 is turned on, the first piston pin 43 pushes out the first swinging end portion 51, and the second piston pin 44 is pushed back from the second swinging end portion 52, so that the first introduction oil passage 11 It is in the D range position where the start clutch engagement hydraulic pressure is supplied to the forward clutch FWDC by communicating between the second introduction oil passage 12 and the second introduction oil passage 12. That is, the shift actuator 4 controls the position of the manual valve 6 by wire according to the combination of the ON / OFF states of the first solenoid 41 and the second solenoid 42 controlled by the transmission controller ATCU.

A parking oil passage 16 for supplying signal oil for operating the parking pole is provided between the control valve body 1 and the parking lock actuator 9. The parking lock actuator 9 has a pressure adjusting unit 96 that adjusts the oil pressure supplied from the parking oil passage 16 to the parking operating oil pressure, a parking oil passage 95 that supplies the parking operating oil pressure from the pressure adjusting unit 96, and a parking operating oil pressure. It has a parking piston 91 that operates based on the parking piston 91, a parking solenoid 90 that can apply an urging force to the parking piston 91, and a lock mechanism 92 that locks the position of the parking piston 91. The lock mechanism 92 fixes the position of the parking piston 91 in the parking locked state or the parking unlocked state, and maintains the position of the parking piston 91 regardless of the hydraulic state.

The parking lock actuator 9 has a link plate 93 to which one end of a parking rod 8 that controls an engagement state between the parking pole 7 and the parking gear PG is connected and swings via a swing center. The other end of the link plate 93 to which the parking rod 8 is connected has an elastic body 94 that urges the parking rod 8 in the pushing direction. The parking piston 91 comes into contact with the other end of the link plate 93. When an urging force acts on the parking piston 91 from the parking solenoid 90 with the lock mechanism 92 released, the link plate 93 is pushed out against the force of the elastic body 94 by the urging force and the parking operating hydraulic pressure, and the parking rod. Pull back 8.

As a result, the engagement between the parking pole 7 and the parking gear PG is released. On the other hand, when the urging force from the parking solenoid 90 does not act, the parking rod 8 is pushed by the action of the elastic body 94, whereby the parking pole 7 and the parking gear PG mesh with each other. The parking lock actuator 9 can switch the parking lock state by the transmission controller ATCU regardless of the position of the shift lever 30.

(About air bleeding control processing)
When the manual valve body 2 is installed above the transmission casing 20, it is installed above the oil level in the transmission casing 20. Therefore, if the manual valve body 2 is left for a long period of time with the engine stopped, the oil in the manual valve body 2 is installed. May come off and air may get mixed in the hydraulic circuit. Then, the next time the engine is operated and the select operation is performed, the supply of oil to the start clutch may be delayed and the start responsiveness of the vehicle may deteriorate. Therefore, in the first embodiment, since the oil pump OP is stopped while the engine is stopped, the electric oil pump EOP is operated, the parking lock actuator 9 is kept in the locked state, and the shift actuator 4 is moved from the N range position. It was decided to operate in the D range position or the R range position and perform air bleeding control to supply oil to the path for supplying oil to the forward clutch FWDC and the reverse brake REVB.

In a normal vehicle not equipped with the parking lock actuator 9 or the shift actuator 4, the manual valve and the parking lock mechanism are connected via a manual shaft, and when the manual valve is activated, the parking lock mechanism is also unlocked. There is a risk that the vehicle will move. Therefore, air bleeding control cannot be performed when the ignition switch IGN is OFF. On the other hand, in the first embodiment, since the shift actuator 4 and the parking lock actuator 9 are configured to be able to operate independently, there is no problem that the vehicle moves during the air bleeding control.

FIG. 3 is a flowchart showing the air bleeding control process of the first embodiment.
In step S1, it is determined whether or not the ignition switch IGN is ON. If it is ON, this control flow is terminated, and if it is OFF, the process proceeds to step S2.
In step S2, the standby state is set.
In step S3, it is determined whether or not the set time T1 has elapsed, and if it is determined that the set time T1 has elapsed, the process proceeds to step S4. In other cases, the process returns to step S2 to continue the standby state. Here, the set time T1 is the time required for the oil to escape from the hydraulic circuit, and is determined by an experiment or the like. This is because if the oil has not fallen out, it is not necessary to fill the hydraulic circuit with oil.

In step S4, the electric oil pump EOP is operated.
In step S5, the manual valve 6 is operated by the shift actuator 4 to perform N → D selection from the N range position to the D range position. As a result, the first introduction oil passage 11 and the second introduction oil passage 12 are connected, and air bleeding in the hydraulic circuit leading to the forward clutch FWDC is performed. That is, by periodically performing air bleeding control when the ignition switch IGN is OFF, the vehicle's start responsiveness can be improved even when the engine is restarted after being left for a long time with the engine stopped. Can be secured.

In step S6, the standby state is set.
In step S7, it is determined whether or not the set time T2 has elapsed, and if it is determined that the set time T2 has elapsed, the process proceeds to step S7. In other cases, the process returns to step S6 to continue the standby state. Here, the set time T2 is the time required for bleeding air in the hydraulic circuit leading to the forward clutch FWDC, and is determined by an experiment or the like.
In step S8, the shift actuator 4 operates the manual valve 6 to perform D → N selection from the D range position to the N range position.

In step S9, the shift actuator 4 operates the manual valve 6 to perform N → R selection from the N range position to the R range position. As a result, the first introduction oil passage 11 and the third introduction oil passage 14 are connected, and air bleeding in the hydraulic circuit leading to the reverse brake REVB is performed.

In step S10, the standby state is set.
In step S11, it is determined whether or not the set time T3 has elapsed, and if it is determined that the set time T3 has elapsed, the process proceeds to step S12. In other cases, the process returns to step S10 to continue the standby state. Here, the set time T3 is the time required for bleeding air in the hydraulic circuit leading to the reverse brake REVB, and is determined by an experiment or the like.
In step S12, the shift actuator 4 operates the manual valve 6 to perform R → N selection from the R range position to the N range position. When it is determined that the responsiveness of the reverse brake REVB is not necessary due to the vehicle design, it is not necessary to perform the processes of steps S9 to S11.
In step S13, the electric oil pump EOP is stopped.

While the above-mentioned air bleeding control process is being executed, the following flow is executed as an interrupt process.
In step S21, it is determined whether or not the ignition switch IGN is ON. If it is ON, the process proceeds to step S22. In other cases, this control flow is terminated and the process is repeated from step S21.
In step S22, the shift actuator 4 operates the manual valve 6 to return the manual valve 6 to the N range position regardless of the range position of the manual valve 6.
In step S23, the operation of the electric oil pump EOP is stopped.

That is, even during the air bleeding control process, if the ignition switch IGN is turned ON, the manual valve 6 is returned to the N range position and the electric oil pump EOP is stopped to shift to normal control. .. As a result, by terminating the operation of each actuator that is different from the driver's intention, there is no sense of discomfort given to the driver.

As described above, in Example 1, the following effects can be obtained.
(1) A control valve body 1 installed below the transmission casing 20 and provided with a clutch regulator valve 10 (pressure regulating valve) that regulates the hydraulic pressure supplied to the forward clutch FWDC and the reverse brake REVB (starting clutch), and a transmission. A manual installed above the casing 20 that switches the hydraulic path supplied from the control valve body 1 to the forward clutch FWDC and the reverse brake REVB between the supply position and the non-supply position for supplying the hydraulic fluid to the forward clutch FWDC and the reverse brake REVB. A manual valve body 2 provided with a valve 6, a shift actuator 4 capable of switching the position of the manual valve 6 regardless of the operation of the shift lever 30 by the driver, and a parking lock mechanism independent of the operation of the shift actuator 4. A parking lock actuator 9 that can operate, an electric oil pump EOP that can supply hydraulic pressure to the control valve body 1 when the engine is stopped, a clutch regulator valve 10, a shift actuator 4, a parking lock actuator 9, and an electric motor. It has an oil pump EOP and a transmission controller ATCU that controls the operating state of the transmission controller ATCU. When the engine is stopped, the transmission controller ATCU locks the parking lock actuator 9 and operates the electric oil pump EOP to shift. The actuator 4 switches the position of the manual valve 6 from the non-supply position to the supply position for a predetermined time (T2 or T3), and performs air bleeding control to supply hydraulic pressure to the forward clutch FWDC and the reverse brake REVB.
Therefore, even if the oil pump OP is stopped when the engine is stopped, by performing air bleeding control, even if the engine is left in the stopped state for a long period of time and then boarded and the engine is restarted, The start responsiveness of the vehicle can be ensured.

(2) The transmission controller periodically performs air bleeding control when the ignition switch IGN is turned off. Therefore, even if the engine is stopped, the oil in the hydraulic circuit can be filled while suppressing the power consumption.

[Example 2]
Next, Example 2 will be described. Since the basic configuration is the same as that of the first embodiment, only the differences will be described. FIG. 4 is a flowchart showing the air bleeding control process of the second embodiment. In the first embodiment, when the ignition switch IGN is OFF, air bleeding control is performed as periodic interrupt processing. On the other hand, in the second embodiment, the driver's boarding timing, that is, immediately before the ignition switch IGN is turned on, detects whether or not the driver is likely to start the vehicle, and starts the vehicle. When it was judged that the probability was high, it was decided to implement air bleeding control before the ignition switch IGN was turned on.

Specifically, instead of step S3 of the first embodiment, step S31 is performed, and it is determined whether or not the door lock is released. If the door lock is released, it is judged that there is a high probability that the vehicle will start, and the process proceeds to step S4. In other cases, the process returns to step S2 and the standby state is continued. As a result, when the ignition switch IGN is OFF, the power consumption can be suppressed as compared with the case where the air bleeding control is periodically performed. In addition, the driver's boarding timing can be easily detected by making a judgment based on the release of the door lock.

[Other Examples]
Although the embodiment for carrying out the present invention has been described above based on the examples, the specific configuration of the present invention is not limited to the configuration shown in the examples and does not deviate from the gist of the invention. Even if there is a design change or the like, it is included in the present invention. For example, in the first embodiment, the shift actuator 4 and the parking lock actuator 9 are hydraulically operated, but may be operated by an electric motor or an electromagnetic actuator.

For example, in Example 1,

1 Control valve body 2 Manual valve body 3 Shift-by-wire actuator 4 Shift actuator 5 Link mechanism 6 Manual valve 7 Parking pole 8 Parking rod 9 Parking lock actuator 10 Clutch regulator valve 11 1st introduction oil passage 12 2nd introduction oil passage 13 Forward clutch Pressure chamber 14 Third introduction oil passage 15 Reverse brake Pressure chamber 16 Parking oil passage 17 Shift oil passage 20 Transmission casing
ATCU transmission controller
DEF differential gear
FRA forward / backward switching mechanism
FWDC forward clutch
OP oil pump
EOP electric oil pump
PP primary pulley
REVB reverse brake
SP secondary pulley
PG parking gear
VB belt

Claims (4)

A control valve body installed below the transmission casing and equipped with a pressure regulating valve that regulates the oil supply to the starting clutch.
A manual valve installed above the transmission casing and provided with a manual valve that switches the flow of the oil supply from the control valve body to the start clutch between a supply position for supplying the hydraulic pressure to the start clutch and a non-supply position. With the body
A shift actuator that can switch the position of the manual valve regardless of the driver's shift lever operation,
A parking lock actuator that can operate the parking lock mechanism independently of the operation of the shift actuator,
An electric oil pump that can supply flood control to the control valve body when the engine is stopped.
A controller that controls the operating state of the pressure regulating valve, the shift actuator, the parking lock actuator, and the electric oil pump.
Have,
When the engine is stopped, the controller locks the parking lock actuator, operates the electric oil pump, and switches the position of the manual valve from the non-supply position to the supply position for a predetermined time by the shift actuator. , An automatic transmission characterized by performing air bleeding control for supplying hydraulic pressure to the starting clutch. In the automatic transmission according to claim 1,
The controller is an automatic transmission characterized in that the air bleeding control is periodically executed when the ignition switch is turned off. In the automatic transmission according to claim 1,
The controller is an automatic transmission characterized in that the air bleeding control is executed when the driver's boarding timing is detected. In the automatic transmission according to claim 3,
The automatic transmission, characterized in that the driver's boarding timing is the timing at which the door lock is released.

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