JPH07119821A - Oil pressure controller for automatic transmission of vehicle - Google Patents

Abstract

PURPOSE:To provide an oil pressure controller of an automatic transmission for a vehicle, by which good speed change control can be obtained regardless of a change of line pressure, by adopting a type such that a rise of working oil pressure within a hydraulic frictional engaging device for an engaging starting period is restricted by a relief valve, while, when the working oil pressure within the hydraulic frictional engaging device reaches the prescribed switch working pressure, the restriction placed by the relief valve upon the rise of pressure is released by a pressure-relief-check-valve. CONSTITUTION:Engaging working oil pressure PBO, which is outputted from a shift valve 66 to a BO-control valve 74, is introduced also into an oil chamber 114 for changing the switch working pressure of a BO-signal valve 76, which functions as a regulation pressure-check valve, via an oil passage 113 and acts on a second spool valve 112 in the direction opposing to the engaging pressure PBOC acting on a first spool valve 106. As a result, the switch working pressure PK of the BO-signal valve 76 is changed in response to the engaging working oil pressure PBO, namely the line pressure PL. Therefore, good speed change control can be obtained regardless of a change in the line pressure PL.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control system for a vehicle automatic transmission.

[0002]

2. Description of the Related Art In an automatic transmission for a vehicle in which a predetermined gear stage is selected in accordance with the operation of a predetermined hydraulic friction engagement device, it is based on a line pressure for engaging a predetermined hydraulic friction engagement device. An engagement hydraulic oil output valve for outputting the engagement hydraulic oil, and the hydraulic friction engagement device for adjusting the engagement hydraulic oil while allowing the engagement hydraulic oil output from the engagement hydraulic oil output valve to pass therethrough. Pressure regulator valve to be supplied to the pressure regulator valve and the pressure regulator valve that is switched to the side that generates the blocking pressure that blocks the pressure regulating operation of the pressure regulator valve when the pressure of the hydraulic oil output from the pressure regulator valve exceeds a certain switching working pressure. There is known a hydraulic control device for an automatic transmission for a vehicle, which includes and. According to this, the rise of the hydraulic fluid pressure in the hydraulic friction engagement device during the engagement start period is suppressed by the pressure regulating valve, and the hydraulic fluid pressure in the hydraulic friction engagement device is constant. When the pressure is reached, the suppression of the pressure increase by the pressure regulating valve is released, so that the accumulator having a large volume to be connected to the hydraulic friction engagement device is not required. For example, JP-A-3
This is the hydraulic control device for an automatic transmission for a vehicle described in Japanese Patent Publication No.-4066.

[0003]

By the way, in a hydraulic control device for an automatic transmission for a vehicle, generally, in order to generate an engaging force corresponding to a transmission torque in a hydraulic friction engaging device, for example, a hydraulic friction engaging device is used. The line pressure, which is the original pressure of the engagement hydraulic oil supplied to the device, is adjusted according to the throttle valve opening, and is supplied to the hydraulic friction engagement device in accordance with the line pressure. The pressure of the engaging hydraulic fluid is also changed. Therefore, in the above-described conventional hydraulic control device, in order to make the hydraulic oil pressure in the hydraulic friction engagement device in the engagement start period reach the maximum value, that is, the line pressure, regardless of the line pressure, the switching of the pressure regulating block valve is performed. Since the working pressure is set to a constant value lower than the change range corresponding to the fluctuation of the line pressure of the hydraulic oil for engagement supplied to the hydraulic frictional engagement device, good shift control according to the fluctuation of the line pressure can be obtained. I couldn't do it.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to suppress the rise of hydraulic oil pressure in a hydraulic friction engagement device during an engagement start period by means of a pressure regulating valve. In addition, in the hydraulic control device of the type in which the pressure regulating valve releases the suppression of the pressure increase by the pressure regulating valve when the hydraulic oil pressure in the hydraulic friction engagement device reaches a constant switching operating pressure, An object of the present invention is to provide a hydraulic control device for an automatic transmission for a vehicle, which can obtain good shift control regardless.

[0005]

To achieve the above object, the gist of the present invention is to provide an automatic transmission for a vehicle in which a predetermined gear stage is selected according to the operation of a predetermined hydraulic friction engagement device. In a machine, an engagement hydraulic oil output valve that outputs engagement hydraulic oil based on line pressure for engaging a predetermined hydraulic friction engagement device, and an engagement hydraulic oil output valve output from the engagement hydraulic oil output valve A pressure regulating valve which regulates the hydraulic fluid for engagement while passing the hydraulic fluid and supplies it to the hydraulic friction engagement device, and when the pressure of the hydraulic fluid output from the pressure regulating valve exceeds a predetermined switching operating pressure, A hydraulic control device for an automatic transmission for a vehicle, comprising: a pressure regulating valve that is switched to a side that generates a blocking pressure that blocks the pressure regulating operation of the pressure regulating valve, and (a) for receiving the hydraulic fluid for engagement. Is provided on the pressure regulating valve, and It includes a switching operating pressure changing oil chamber that changes the switching operating pressure according to the pressure of the engaging operating oil.

[0006]

With this configuration, when the engagement hydraulic oil output from the engagement hydraulic oil output valve to the pressure regulating valve is received in the pressure regulation blocking valve switching working pressure changing oil chamber, the pressure regulation blocking valve is switched. The working pressure is changed according to the pressure of the engagement hydraulic oil.

[0007]

Therefore, when the pressure of the engaging hydraulic oil supplied to the pressure regulating valve changes in accordance with the change in the line pressure, the switching operating pressure of the pressure regulating blocking valve changes in accordance with the change. For example, when the pressure of the engagement hydraulic oil supplied to the pressure regulating valve increases due to the increase of the accelerator operation amount and the increase of the line pressure, the switching operating pressure of the pressure regulation blocking valve is correspondingly increased. The rising period of the hydraulic pressure in the engagement start period in the friction engagement device is lengthened. Therefore, regardless of the change in the line pressure, that is, the switching operation pressure, the engagement of the hydraulic friction engagement device becomes smooth, and good shift control can be obtained.

In the above invention, preferably, (b) a slip control pressure generating solenoid valve for generating a continuously changing slip control pressure for performing slip control of the lockup clutch of the vehicle, and , (C) The pressure regulating valve is provided for receiving the slip control pressure generated from the slip control pressure generating solenoid valve, and controls the switching operating pressure of the pressure regulating valve based on the slip control pressure. And a switching actuation pressure control oil chamber. With this configuration, the switching operation pressure of the pressure regulation blocking valve is controlled using the slip control pressure. For this reason, in the pressure regulation blocking valve of the conventional hydraulic control device, once it is positioned at the pressure regulation blocking side position, the engagement hydraulic fluid output valve causes the hydraulic fluid in the hydraulic friction engagement device to be discharged and its engagement. While the pressure regulation blocking side position was maintained unless the combined pressure was reduced, in this configuration, the pressure regulation blocking valve is switched from the pressure regulation blocking side position to the pressure regulation allowable position by changing the slip control pressure. It is possible to control the engagement pressure when discharging the hydraulic oil in the hydraulic friction engagement device, and there is an advantage that the shift shock at that time can be appropriately mitigated.

Preferably, (d) a lockup clutch engagement switching pressure generating valve for generating a lockup clutch engagement switching pressure for switching the lockup clutch of the vehicle to an engaged state, and (e) The pressure regulating valve is provided to receive the lockup clutch engagement switching pressure generated from the lockup clutch engagement switching pressure generating valve, and when the lockup clutch engagement switching pressure is generated, the pressure regulation is blocked. A pressure regulation blocking position maintaining oil chamber for maintaining the valve in the pressure regulation blocking side position is further included. By doing this, during the slip control period of the lockup clutch,
Since the lockup clutch engagement switching pressure is generated and the pressure regulating valve is maintained at the pressure regulating side position by this, even if the slip control pressure is changed to execute the slip control, the pressure regulating valve is adjusted. The stop valve is not affected by it. Therefore, the linear solenoid valve that outputs the slip control pressure for the slip control of the lockup clutch can be shared for controlling the pressure regulating valve and the pressure regulating blocking valve,
There is an advantage that the hydraulic control circuit is small and lightweight.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to the drawings.

FIG. 1 is a skeleton view of a vehicle power transmission device to which an embodiment of the present invention is applied. In the figure, the power of the engine 10 is transmitted to the drive wheels via a torque converter 12 with a lockup clutch 12, a stepped automatic transmission 14 including three sets of planetary gear units, and a differential gear device (not shown). It has become so.

The torque converter 12 is the engine 1
Pump impeller 18 connected to zero crankshaft 16
And a turbine impeller 22 fixed to the input shaft 20 of the automatic transmission 14 and rotated by receiving oil from the pump impeller 18, and a housing 26 which is a non-rotating member via a one-way clutch 24. Stator wheel 28
And a lockup clutch 32 connected to the input shaft 20 via a damper 30. When the oil pressure in the disengagement side oil chamber 33 is higher than the oil pressure in the engagement side oil chamber 35 in the torque converter 12, the lockup clutch 32 is disengaged, so that the input / output rotation speed ratio of the torque converter 12 is reduced. The torque is transmitted at a corresponding amplification factor. However, when the hydraulic pressure in the engagement-side oil chamber 35 is higher than that in the disengagement-side oil chamber 33, the lockup clutch 32 is brought into the engaged state, so that the input / output members of the torque converter 12, that is, the crankshaft 16 and the input. The shaft 20 is directly connected.

The automatic transmission 14 has three coaxially arranged elements.
Set of single pinion type planetary gear units 34, 36, 38
And an input shaft 20, an output gear 39 that rotates together with a ring gear of the planetary gear device 38, and a counter shaft (output shaft) 40 that transmits power between the differential gear device. Some of the components of the planetary gear units 34, 36 and 38 are not only integrally connected to each other, but also selectively connected to each other by three clutches C ₀ , C ₁ and C ₂ . Further, the planetary gear units 34, 36, 3
Some of the eight components are four brakes B ₀ , B ₁ , B
₂ and B ₃ are selectively connected to the housing 26, and further, some of the components are engaged with each other or with the housing 26 by their rotational directions by three one-way clutches F ₀ , F ₁ and F ₂ . It is supposed to be done.

Each of the clutches C ₀ , C ₁ and C ₂ and the brakes B ₀ , B ₁ , B ₂ and B ₃ is provided with, for example, a multi-plate clutch or one band or two bands whose winding directions are opposite to each other. It is constituted by a band brake or the like, and is operated by hydraulic actuators, respectively, and the operation of these hydraulic actuators is controlled by an electronic control unit 42, which will be described later, and is shown in FIG. As described above, it is possible to obtain five forward gears and one reverse gear with different gear ratios I (= rotational speed of input shaft 20 / rotational speed of counter shaft 40). In Figure 2, "1ST",
“2ND”, “3RD”, “4TH”, and “5TH” are the forward first speed gear, second speed gear, third speed gear,
The fourth speed gear and the fifth speed gear are shown, and the above gear ratio is gradually reduced from the first speed gear to the fifth speed. Since the torque converter 12 and the automatic transmission 14 are configured symmetrically with respect to the axis, the lower side of the rotation axis of the input shaft 20 and the upper side of the rotation axis of the counter shaft 40 are shown in FIG. It is omitted.

In the hydraulic control circuit 44, when controlling the gear stage of the automatic transmission 14, the solenoid No.
1st solenoid valve 46 and 2nd solenoid valve 4 which are respectively turned on and off by solenoid 1, solenoid No. 2 and solenoid No. 3
8 and a third solenoid valve 50, and the combination of the operation of the first solenoid valve 46, the second solenoid valve 48, and the third solenoid valve 50 allows the clutch and the brake to be selectively operated as shown in FIG. When activated, any one of the first to fifth speed gears is established. The "○" and "x" marks in the solenoid column in FIG. 2 indicate the excited state and the non-excited state, respectively. Further, in the columns of the clutch and the brake, the mark “◯” represents the engaged state, and the mark “x” represents the disengaged state. Further, the mark "○" in the column of the one-way clutch indicates that the engagement state is obtained during the forward drive.

In the hydraulic control circuit 44, the fourth electromagnetic valve 52 generates a switching source pressure P _SL for switching the lockup clutch 32 to the engaged state and supplies it to a lockup signal valve 54 described later. As a result, the lockup clutch engagement switching pressure P _LS is generated. Further, during the slip control period of the lockup clutch 32, a continuously changing slip control pressure P _SLU is generated from the linear solenoid valve SLU according to the output characteristic shown in FIG. Furthermore, clutches C1, C2, brake B
During the shift period in which the shift is performed by the engagement of 2, the accumulator back pressure control pressure that continuously changes is the linear solenoid valve SL.
It is generated from N and supplied to an accumulator control valve (not shown) which generates a back pressure of an accumulator connected to the clutches C1, C2 and the brake B2. In this embodiment, the linear solenoid valve SLU functions as a slip control pressure generating solenoid valve.

FIG. 4 shows a main part of the hydraulic control circuit 44. In the figure, in the lockup signal valve 54, when the switching source pressure P _SL is not supplied, the engagement pressure PB _{2 of the} brake B2 that is engaged at the second speed or higher is the lockup clutch engagement switching pressure P. _It is output as _LS , but when the switching source pressure P _SL is supplied, the spring 5
By moving the spool valve element 58 against the biasing force of 6, the lockup clutch engagement switching pressure P _LS is drained. That is, the lockup clutch engagement switching pressure P _LS is generated when the fourth electromagnetic valve 52 is operated and the automatic transmission 14 is in the second speed gear stage or higher. In this embodiment, the lockup signal valve 54
Functions as a lockup clutch engagement switching pressure generation valve.

The line pressure P _L is regulated by a well-known line pressure regulating valve (not shown) to a magnitude according to the throttle valve opening. When the lockup clutch engagement switching pressure P _LS is not supplied, the lockup relay valve 60 supplies the line pressure P _L to the release side oil chamber 33 and the operating oil in the engagement side oil chamber 35 is an oil not shown. The lock-up clutch 32 is released by switching to a position for discharging to the cooler. However, when the lockup clutch engagement switching pressure P _LS is supplied, the lockup relay valve 60 supplies the line pressure P _L to the engagement side oil chamber 35 and slips the hydraulic oil in the release side oil chamber 33. The lock-up clutch 32 is brought into the engaged state by switching to a position where the lock-up clutch 32 flows out to the control valve 62. Here, the engaged state of the lockup clutch 32 includes not only the completely engaged state but also the slip control state.

When the lockup clutch 32 is engaged, the drive current I _SLU supplied from the electronic control unit 42 is supplied.
Slip control pressure P _SLU corresponding to the linear solenoid valve
Generated from the SLU, the slip control valve 62 releases the release side oil / oil chamber 33 to the drain or operates the line pressure P _L according to the slip control pressure P _SLU to engage the oil on the engagement side. Pressure difference ΔP between chamber 35 and release side oil chamber 33
Is adjusted to control the slip amount of the lockup clutch 32. When the slip control pressure P _SLU is maximized, the disengagement side oil chamber 33 is released to the drain, and the lockup clutch 32 is brought into a completely engaged state.

The shift valve 66 is a shift lever 19 described later.
D range pressure P _D generated from a manual valve (not shown) when 6 is operated to the drive range (D range)
An oil chamber 68 that receives the pressure, and an oil chamber 72 that accommodates the spring 70 and that receives the output pressure P _S3 of the third solenoid valve 50,
According to the D range pressure P _D , the biasing force of the spring 70, and the output pressure P _S3 of the third solenoid valve 50, the automatic transmission 14
Is a reverse gear, a first gear, a third gear, and a fourth gear, they are located at the positions shown on the left side of FIG. 4, and are a second gear and a fifth gear. It sometimes has a spool valve element 74 positioned at the position shown on the right side of FIG. In this shift valve 66, the engagement hydraulic oil is
When the automatic transmission 14 is in the second gear position and the fifth gear position, it is output to the B0 control valve 74 and the B0 signal valve 76, but the automatic transmission 14 is in the reverse gear position and the first gear position. The gear CO, the third speed gear, and the fourth speed gear are output to the clutch CO. In this embodiment, the shift valve 66 functions as an engagement hydraulic oil output valve. The engagement hydraulic oil has an engagement hydraulic pressure P _BO that is equal to the line pressure P _L.

The B0 control valve 74 controls the engagement hydraulic pressure P.
_BOPressure regulating valve for regulating the output port 78 for engagement
Hydraulic pressure P_BOInput port 80 and drain port
The first spool valve member 84 that selectively communicates with the valve 82.
And the low output pressure shown on the left side of FIG.
With regulated output pressure to urge towards the side position
Engagement pressure P_BOCFeedback oil chamber 86
And the first spool valve element 84 toward the low output pressure side position.
In order to urge the slip control pressure P_SLUAccept
The oil chamber 88 and the first spool valve 84 toward the high output pressure side.
The spring 90 that biases once and the first spool valve element 8
4 is urged toward the high output pressure side position shown on the right side of FIG.
Second spool valve provided so as to be able to abut it
92 and the second spool valve element 92 to the first spool valve element 84
Throttle pressure P _thAccept oil
Chamber 94 and cutback pressure P_{B / C}Oil chamber 9
6 and. Furthermore, the B0 control valve 74 has
The first spool valve element 84 should be located at the right position in FIG.
The pressure regulating operation is blocked by and the input port 80 and output
Blocking pressure P described below for communicating with the port 78_SIG1To
An oil chamber 98 for receiving is provided. Above throttle
Pressure P_thIs a throttle valve that rotates together with the throttle valve.
The size depends on the rotation angle of the
It is output from the torque valve opening detection valve. Also on
Cutback pressure P_{B / C}Is the engagement pressure of the brake B2.
P_B2Cut-back valve not shown when is generated
Which is output from the throttle pressure P_thSame as
Value pressure.

The first spool valve element 84 is provided with a land L1, a land L2, and a land L3 in this order from the upper end thereof. The lands L1 and L2 have the same cross-sectional area A1, and the land L3 has a cross-sectional area A3. Then, A1
<A3. Further, the second spool valve element 92 is sequentially provided with a land L4 and a land L5 from the upper end thereof, and when the cross-sectional area of the land L4 is A4 and the cross-sectional area of the land L5 is A5, A4> A5. The cross-sectional area of these lands is A5 <A1 <A4 <A3. Therefore, assuming that the biasing force of the spring 90 is W ₁ , the B0 control valve 74 outputs the engagement pressure P _BOC by adjusting the pressure according to Formula 1. That is, the brake B0
In the pressure adjusting operation of the B0 control valve 74 at the initial stage of the engagement, the higher the throttle pressure P _th and the cutback pressure P _{B / C} , the higher the engaging pressure P _BOC is adjusted, but the slip control pressure P
_The higher the _SLU , the lower the engagement pressure P _BOC is adjusted.

[0023]

[ _Equation 1] P _BOC = [A5 · P _th + (A4-A5) · P
_{B / C} + W _1- (A3-A1) ・ P _SLU ] / A1

The B0 signal valve 76 includes a first spool valve element 106 for selectively connecting the output port 100 for outputting the blocking pressure P _SIG1 to the input port 102 to which the line pressure P _L is supplied and the drain port 104. , A spring 108 for urging the first spool valve element 106 toward the pressure regulation blocking side position shown on the left side of FIG. 4, and a spring 108 that accommodates the spring 108 and moves the first spool valve element 106 to the pressure regulation blocking side position. The oil chamber 110 that receives the engagement pressure P _BOC of the brake B0 to urge it toward the brake chamber and the first spool valve element 106 that can come into contact with it to urge the first spool valve element 106 to the pressure regulating side position shown on the right side of FIG. The second spool valve element 112 provided on the
An oil chamber 114 for receiving the engagement operating hydraulic pressure P _BO output from the shift valve 66 through the oil passage 113 for urging the spool valve element 112 to the pressure regulation allowing side position and the second spool valve element 112 for pressure regulation prevention. Oil chamber 116 that receives the lockup clutch engagement switching pressure P _LS to urge it to the side position
And an oil chamber 118 that receives the slip control pressure P _{SL U} in order to urge the first spool valve element 106 to the pressure regulation allowing side position.
It has and. In this embodiment, the oil chamber 114 functions as an oil chamber for changing the switching operating pressure, the oil chamber 116 functions as an oil chamber for maintaining the pressure regulation blocking position, and the oil chamber 118 functions as an oil chamber for controlling the switching operating pressure. ing.

The second spool valve element 112 is provided with a land L6 and a land L7 in this order from the upper end thereof, and when the cross-sectional areas of the lands L6 and L7 are A6 and A7, A6> A7. Also, the first spool valve 106
Is sequentially provided with a land L8 and a land L9 from the upper end thereof, and these lands L8 and L9 have the same pressure receiving area, and therefore are designated as A8. The cross-sectional area of these lands is A7 <A6 <A8. Therefore, assuming that the urging force of the spring 108 is W ₂ , the above B
The 0 signal valve 76 is switched from the pressure regulation allowing side position to the pressure regulating blocking side position when the switching operation condition shown in Formula 2 is satisfied, and outputs the blocking pressure P _SIG1 from the output port 100. Prevent pressure regulation. In this embodiment,
This B0 signal valve 76 functions as a pressure regulation blocking valve. The engagement pressure P _BOC of the brake B ₀ , that is, the switching operation pressure P _K of the B0 signal valve 76 when the switching operation condition shown in the above mathematical expression 2 is satisfied is stored in the oil chamber 114 as shown by the broken line in FIG. The value is a predetermined value smaller than the supplied engagement hydraulic pressure P _BO, that is, the line pressure P _L , and is changed with it.

[0026]

[Equation 2] A6 ・ P _BO + (A8-A7) ・ P _SLU <A8 ・
P _BOC + W ₂

Therefore, the engagement pressure P _{BOC of} the brake B ₀ , which is regulated and outputted by the B0 control valve 74, using the engagement hydraulic pressure P _BO outputted from the shift valve 66 as a source pressure.
Is controlled by the slip control pressure P _SLU as shown in the characteristic of FIG. At the point A where the above expression 2 is satisfied in the process of decreasing the slip control pressure P _SLU , the B0 signal valve 76 is switched to the pressure regulating blocking side position to block the blocking pressure P.
_{Since SIG1} is output to the oil chamber 98 of the B0 control valve 74, the input port 80 and the output port 78 of the B0 control valve 74 are output.
Since it is allowed to communicate communicated, the engagement pressure P _BOC is the line pressure P _L
Is increased stepwise to the engaging hydraulic pressure P _BO having a magnitude equal to. On the contrary, the point B at which the above equation 2 is not satisfied in the process of increasing the slip control pressure P _SLU
Then, since the B0 signal valve 76 is switched to the pressure regulation allowing side position and the blocking pressure P _SIG1 that has been output up to that point is discharged, the pressure regulation operation of the B0 control valve 74 is started. The pressure P _BOC is stepped down to the regulated value. At this time, a hysteresis is formed because P _{BOC on} the right side of Expression 2 has a magnitude equal to the line pressure P _L.

Returning to FIG. 1, the electronic control unit 42 controls the CP
A so-called microcomputer including a U182, a ROM 184, a RAM 186, an interface (not shown), etc., for detecting an opening degree of a throttle valve 187 provided in an intake pipe of the engine 10 and opened / closed by operating an accelerator pedal (not shown). A throttle sensor 188, an engine rotation speed sensor 190 that detects the rotation speed of the engine 10, an input shaft rotation speed sensor 192 that detects the rotation speed of the input shaft 20 of the automatic transmission 14, a counter shaft 40 of the automatic transmission 14, that is, an output shaft. Output shaft rotation speed sensor 194 for detecting the rotation speed of the
From the operation position sensor 198 for detecting the operation position of 96,
Signal indicating throttle valve opening TA, engine speed N
A signal representing _e , a signal representing the input shaft rotation speed N _in , a signal representing the output shaft rotation speed N _out, and a signal representing the operation position of the shift lever 196 are respectively supplied.

In the electronic control unit 42, the CPU 182
While using the temporary storage function of the RAM 186,
The input signal is processed according to the program stored in M184.
The automatic transmission 14 shift control, lock-up clutch
H engagement control, brake B₀The engagement control of
It The shift control of the automatic transmission 14 corresponds to the running state.
The actual throttle valve opening from the shift diagram selected accordingly.
The gear change is determined based on TA and the vehicle speed V, and the change is determined.
The speed change output is output to establish the speed determined gear.
Be done. Therefore, the first solenoid valve 46, the second solenoid valve 4
8 or the third solenoid valve 50 is driven.
The clutch C of the automatic transmission 14₀ , C₁ , C ₂ , Blur
Key B₀ , B₁ , B₂ , B₃ Operation is selectively controlled
According to the operation table of FIG. 2, 5 forward gears and 1 reverse gear
Either of them can be established.

The engagement control of the lock-up clutch is executed, for example, during traveling in the fourth speed gear and the fifth speed gear. In this engagement control, for example, based on the actual throttle valve opening TA and the output shaft rotation speed N _out based on the relationship shown in FIG. 5 selected correspondingly in the fourth speed gear or the fifth speed gear When the determination is made, and when it is determined that the region is the engagement region or the slip region, the fourth electromagnetic valve 52 is operated and the lockup relay valve 60 is switched to the ON position. And
In the engagement range, the slip control pressure P _SLU output from the linear solenoid valve SLU is maximized to bring the lockup clutch 32 into the fully engaged state, but in the slip range. , The slip control pressure P _SLU is adjusted according to a predetermined control formula including a feedback term and a feedforward term so that the actual slip rotation speed N _slip of the lockup clutch 32 matches a predetermined target rotation speed N _slip ^T. To be done.

When the automatic transmission 14 is in a gear shift state in which the clutch C _O and the brake B _O are switched and the slip control of the lockup clutch 32 is not being performed,
As shown in FIG. 7, the engagement control of the brake B ₀ is executed by the electronic control unit 42. That is, FIG.
At point a, for example, when the upshift from the fourth gear to the fifth gear is determined, the slip control pressure P _SLU output from the linear solenoid valve _SLU is increased to near its maximum value. Then, the shift valve 66 is switched to the fifth speed position by the shift output, the engagement hydraulic pressure P _BO is output, and the B0 signal valve 76 is output.
Is switched to the pressure regulation allowing position, the blocking pressure P _SIG1 that has been output until then is discharged. Point b in FIG. 7 shows this state. Thus, since the engagement pressure P _BOC brake B ₀ from B0 control valve 74 the hydraulic fluid is supplied to be outputted brake B within _0, upshift is started. During the subsequent rising period of the engagement pressure P _BOC , the electronic control unit 4 is controlled so that smooth gear shifting is performed.
The control pressure value of the B0 control valve 74 is controlled by the slip control pressure P _SLU according to the command from the control unit 2, and the engagement pressure P of the brake B ₀ is controlled.
_BOC is gradually increased. Then, when the engagement pressure P _BOC becomes high and the formula 2 is satisfied, the B0 signal valve 76
Since the blocking pressure P _SIG1 is output from the B0 control valve 74 and the pressure regulating operation of the B0 control valve 74 is blocked, the engagement pressure P _BOC is stepwise increased to the engagement operating hydraulic pressure P _BO output from the shift valve 66. Upshift shifting is terminated. 7c
The dots indicate this condition. In this state, the slip control pressure P
_SLU is almost zero.

At point d in FIG. 7, for example, the fifth gear
From the 4th speed to the 4th gear
When high speed output is performed, the slip control pressure P_SLUThe rise of
Be started. Slip control pressure P_SLUIn the process of increasing
If the condition of Equation 2 is not satisfied, the pressure regulation is blocked until then.
The B0 signal valve 76 that was in the stop position was switched
Since the position is switched to the pressure regulation allowing side, the engagement pressure P_BOCIs
Engagement hydraulic pressure P regulated by the B0 control valve 74_BOWell
It is lowered step by step. Point e in Fig. 7 shows this state.
are doing. This allows the break through the B0 control valve 74.
B₀Since the hydraulic oil in the
The speed starts. Engagement pressure P after this_BOCStanding
During the falling period, electronic control is applied so that smooth shifting is performed.
Slip control pressure P according to a command from the control device 42_SLUBy
B0 control valve 74 regulates the pressure adjustment value, and brake B₀of
Engaging pressure P_BOCIs gradually lowered. And the engagement pressure
P _BOCBecomes low and brake B₀Is released
After the downshift is completed, the 5th speed side until then
If the shift valve 66 that was in the position is switched to the fourth speed position,
Be done. Point f in FIG. 7 shows this state. In this state,
Lip control pressure P_SLUIs approximately the maximum value. Then slip
Control pressure P_SLUIs set to approximately 0 and the above equation 2 is satisfied.
Then, the B0 signal valve 76 is set to the pressure regulation blocking side position.
Be done. Point g in FIG. 7 shows this state.

In the above-mentioned control, the engagement pressure P _BOC when the B0 signal valve 76 is switched to the pressure regulation blocking side by satisfying the equation 2, that is, the switching operating pressure P _K of the B0 signal valve 76 is the brake B. _The slip control pressure P _{SL U} can be arbitrarily changed by changing the slip control pressure P _{SL U} within a range in which the engagement state of ₀ does not change. The electronic control unit 42 can control the final point of the rising period of the engagement pressure P _BOC by changing the slip control pressure P _SLU according to various parameters.

FIG. 8 shows the slip of the lockup clutch 32.
During the up control, for example, from the 4th gear to the 5th gear
When a shift up judgment is made,
Brake B by child control device 42₀ Showing the engagement control of
There is. That is, the slip of the lockup clutch 32
During the control, when the shift judgment is made at point a in FIG.
If the slip control pressure P_SLUTowards its maximum
It is quickly raised at a predetermined speed. Slip like this
Control pressure P_SLULockup clutch 32
Is started toward full engagement, and
Equation 2 is no longer satisfied and the B0 signal valve 76 allows pressure adjustment.
It is located in the lateral position. Then lock up crack
8 at the point b in FIG.
Shift-up output is performed. In this state,
Combined working hydraulic pressure P_BOAnd engagement pressure P _BOCIs zero and
Lip control pressure P_SLUIs high pressure, A8 ・ P
_{SL U}> W₂Becomes the first spool valve 106 and the second sp
B0 signal valve 76 since it is separated from the valve valve 112.
Is set to the pressure regulation allowing side, and the B0 control valve 74 can regulate the pressure.
It is in a state.

Therefore, the shift output for the upshift is
The shift valve 66 is switched to the fifth speed side for engagement.
Hydraulic pressure P_BOIs supplied to the B0 control valve 74, the B0 control is
Engagement pressure P regulated by control valve 74_BOCIs output and
Rake B₀Since the supply of hydraulic oil is started, the engagement pressure P
_BOCIs gradually increased and the slip control pressure P
_SLUBegins to decline. However, at this stage
Up control pressure P_SLUIs still high even though
Therefore, the lockup clutch 32 maintains the engaged state.
are doing.

Here, the electronic control unit 42 has means for determining the inertia phase in the shifting process based on the start of the decrease of the engine rotation speed N _e during the shifting and the fourth electromagnetic field when the inertia phase is determined. And means for operating the valve 52 to generate the lockup clutch engagement switching pressure P _LS from the lockup signal valve 54. Therefore, when the inertia phase is determined at the point c in FIG. 8 due to the progress of the shift-up gear shift, the fourth solenoid valve 52 is actuated to generate the lockup clutch engagement switching pressure P _{LS, and the} lockup clutch engagement switching pressure P _LS is generated. The up clutch 32 is released, and the lock-up clutch engagement switching pressure P _LS is supplied to the oil chamber 116 of the B0 signal valve 76.
Therefore, thereafter, with the lockup clutch 32 being released, the B
The engagement pressure P _BOC is adjusted by the zero control valve 74, and the hydraulic fluid having the engagement pressure P _BOC is supplied to the brake B ₀ , whereby the gear shift is executed. When the engagement pressure P _BOC gradually increases with the progress of the engagement of the brake B ₀ and the condition of the equation 2 is satisfied, the blocking pressure P _SIG1 becomes B0.
Since it is output from the signal valve 76 to the B0 control valve 74,
The engagement pressure P _BOC is stepwise increased to the line pressure P _L , and the slip control pressure P _SLU is decreased toward zero. Point d in FIG. 8 shows this state.

As described above, according to this embodiment, the engaging
From the shift valve 66 functioning as a hydraulic oil output valve to the pressure regulating valve
Hydraulic oil for engagement output to the B0 control valve 74 that functions as
Pressure P _BOFunctions as a pressure regulating valve via the oil passage 113
To the oil chamber 114 for changing the switching operating pressure of the B0 signal valve 76
Is also guided, and the engagement pressure acting on the first spool valve element 106.
P_BOCActing on the second spool valve element 112 in the direction opposite to
Therefore, the switching operating pressure P of the B0 signal valve 76 is_KHaso
Hydraulic pressure P for engaging_BOWill be changed accordingly. That is,
Line pressure P shown by the solid line in FIG._LSupplied according to changes in
Engaging hydraulic pressure P_BOChanges, depending on the change
Switching operating pressure P of B0 signal valve 76_KIs shown by the broken line in FIG.
Can be changed. For example, if the accelerator operation amount is
Increased line pressure P_LB becomes higher due to
0 Engagement hydraulic pressure P supplied to the control valve 74_BOIs high
Then, the switching operating pressure P of the B0 signal valve 76 is accordingly changed.
_KIs increased, so brake B_OWithin the engagement start period
Engaging pressure P_BOCThe rising period of is extended. Servant
Line pressure P_LSwitching of the B0 signal valve 76 according to
Working pressure P_KIs changed, the line pressure P_Lchange of
Despite the above, the brake B during shifting_OEngagement is smooth
As a result, good shift control can be obtained.

For example, in the conventional hydraulic control device as described in Japanese Patent Laid-Open No. 3-4066, the switching operating pressure of the pressure regulating valve (B0 signal valve 76) is as shown by the alternate long and short dash line in FIG. a constant value, this constant value from being set in the vicinity of the lower limit of the variation width of the line pressure P _L, for by regulating pressure range is narrow pressure regulating valve (B0 control valve 74), the variation of the line pressure P _L It was not possible to expect a smooth engagement during shifting across the entire width. For example, at the time of gear shifting in a traveling state in which the throttle valve opening TA is large, the switching operating pressure P _K
Is not high enough, pressure regulation stop valve (B0 signal valve 7
The stepwise rise width of the engagement pressure P _{BOC due} to the switching operation of 6) becomes large, which may cause a shift shock.

According to the B0 signal valve 76 of this embodiment, the cross-sectional area A of the land L9 of the first spool valve element 106 is A.
8 is a cross-sectional area A6 of the land L6 of the second spool valve 112.
Therefore, even if the engagement pressure P _BOC of the brake B ₀ fluctuates, there is an advantage that the self-holding after the B0 signal valve 76 is switched to the pressure regulation blocking side is stable.

Further, according to the B0 signal valve 76 of this embodiment, since the oil chamber 118 for receiving the slip control pressure P _SLU is provided, when the lockup clutch engagement switching pressure P _LS is in the off state, Slip control pressure P _SLU
Thus, the switching operating pressure P _K of the B0 signal valve 76 can be controlled. That is, in the B0 signal valve of a conventional hydraulic control apparatus, when brought into position once pressure regulating blocking side position, as long as the shift valve 66 does not reduce the engagement pressure P _BOC was drained hydraulic oil in the brake B ₀ that While the position on the pressure regulation prevention side was maintained, in the present embodiment, the slip control pressure P
By increasing _SLU , the B0 signal valve 76 can be switched from the pressure regulation blocking side position to the pressure regulation allowable position, and the engagement pressure P _BOC at the time of draining the brake B ₀ can be controlled. There is an advantage that the shift shock at the time of down is suitably mitigated.

Further, according to the B0 signal valve 76 of the present embodiment, the oil chamber 118 that receives the slip control pressure P _SLU.
However, the first spool valve element 106 and the second spool valve element 112 are
Are provided at positions where they are brought into contact with each other, and even if the lockup clutch engagement switching pressure P _LS is in the on state, the slip control pressure P _SLU is made relatively high, so that the first
The spool valve element 106 and the second spool valve element 112 are separated so that the first spool valve element 106 is located at the position shown in the lower side of FIG. 4, and the B0 signal valve 76 is preferentially switched to the pressure regulation allowing position. To be Therefore, even during the slip control of the lockup clutch 32, the B0 control valve 74
The pressure can be adjusted by the shift up shift.

Further, according to the B0 signal valve 76 of this embodiment, since the oil chamber 116 for receiving the lockup clutch engagement switching pressure P _LS is provided, this lockup clutch engagement switching pressure P _LS is generated. During the period
Even if the slip control pressure P _SLU is changed within a predetermined range for the slip control of the lockup clutch 32, B0
There is no effect on the signal valve 76, and its pressure regulation blocking side position is maintained. Therefore, the linear solenoid valve SLU that outputs the slip control pressure P _SLU for the slip control of the lockup clutch 32 is set to the B0 control valves 74 and B0.
It can be shared for controlling the signal valve 76, and has an advantage that the hydraulic control circuit 44 is small and lightweight.

Although one embodiment of the present invention has been described above with reference to the drawings, the present invention can be applied to other aspects.

For example, the oil chamber 116 that receives the lockup clutch engagement switching pressure P _LS in the B0 signal valve 76 described above may be removed. In such a case, a linear solenoid valve for outputting control pressure may be provided to the oil chamber 88 of the B0 control valve 74 and the oil chamber 118 of the B0 signal valve 76 independently of the linear solenoid valve SLU for slip control. Good.

Further, in the above-mentioned embodiment, the shift between the fourth gear and the fifth gear has been described, but the shift between the first gear and the second gear is explained. Alternatively, the shift may be between the second speed gear and the third speed gear. in short,
It suffices if the shift is related to the operation of the brake B ₀ .

Further, in the above embodiment, the B0 control valve 74
Although the example in which the rising of the engagement pressure P _BOC of the brake B ₀ is controlled by the B0 signal valve 76 instead of the accumulator has been described, another hydraulic friction engagement device may be used.

Also, the B0 signal valve 76 of the above-mentioned embodiment is used.
Is the first spool valve element 106 and the second spool valve element 112.
However, it may be constituted by one spool valve element, and the acting direction of the hydraulic pressure applied thereto and the size of the land may be appropriately changed.

The above description is merely one embodiment of the present invention, and the present invention can be variously modified without departing from the gist thereof.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of an automatic transmission for a vehicle to which a hydraulic control device according to an embodiment of the present invention is applied.

FIG. 2 is a table for explaining shift speeds obtained by a combination of operations of a plurality of hydraulic friction engagement devices in the automatic transmission of FIG.

3 is a diagram showing an output characteristic of a linear solenoid valve SLU provided in the hydraulic control circuit of FIG.

FIG. 4 is a diagram illustrating a main part of the hydraulic control circuit of FIG.

5 is a diagram illustrating a relationship used for region determination in engagement control of a lockup clutch by the electronic control device of FIG.

6 is a diagram showing a relationship between an engagement pressure P _BOC and a slip control pressure P _SLU of the B0 control valve of FIG.

FIG. 7 is a time chart explaining the operation of the electronic control unit of FIG.

FIG. 8 is a time chart explaining the operation of the electronic control device of FIG.

9 is a diagram illustrating the relationship between the switching operating pressure P _K of the B0 signal valve of FIG. 4 and the throttle valve opening TA.

[Explanation of symbols]

14: Automatic transmission 54: Lock-up signal valve (lock-up clutch engagement switching pressure generation valve) 66: Shift valve (engagement hydraulic oil output valve) 74: B0 control valve (pressure regulating valve) 76: B0 signal valve (regulating valve) Pressure blocking valve) 113: Oil passage 114: Oil chamber (oil chamber for changing switching operating pressure) 116: Oil chamber (oil chamber for maintaining pressure regulating position) 118: Oil chamber (oil chamber for switching operating pressure control) SLU: Linear solenoid valve (solenoid valve for slip control pressure generation)

Claims (3)

[Claims] 1. An automatic transmission for a vehicle, in which a predetermined gear stage is selected according to the operation of a predetermined hydraulic friction engagement device, based on a line pressure for engaging a predetermined hydraulic friction engagement device. An engagement hydraulic oil output valve for outputting engagement hydraulic oil, and the hydraulic friction engagement device for adjusting the engagement hydraulic oil while passing the engagement hydraulic oil output from the engagement hydraulic oil output valve And a pressure regulating valve that is switched to a side that generates a blocking pressure that blocks the pressure regulating operation of the pressure regulating valve when the pressure of the hydraulic oil output from the pressure regulating valve exceeds a predetermined switching operating pressure. A hydraulic control device for an automatic transmission for a vehicle, comprising: a pressure control valve for receiving the engagement hydraulic oil, wherein the predetermined switching operating pressure is set to the pressure of the engagement hydraulic oil. Oil chamber for changing the switching operating pressure, which is changed accordingly. Hydraulic control apparatus for a vehicular automatic transmission according to claim. 2. A slip control pressure generating solenoid valve that generates a continuously changing slip control pressure for performing slip control of the lockup clutch of the vehicle, and a slip control pressure generating solenoid valve that generates the slip control pressure. And a switching actuation pressure control oil chamber for controlling the switching actuation pressure of the pressure regulation stop valve based on the slip control pressure. The hydraulic control device for an automatic transmission for a vehicle according to claim 1. 3. A lockup clutch engagement switching pressure generation valve for generating a lockup clutch engagement switching pressure for switching the lockup clutch of the vehicle to an engaged state, and the lockup clutch engagement switching pressure generation valve. Is provided in the pressure regulation blocking valve for receiving the lockup clutch engagement switching pressure generated from the pressure control valve, and maintains the pressure regulation blocking valve at the pressure regulation blocking side when the lockup clutch engagement switching pressure is generated. The hydraulic control device for an automatic transmission for a vehicle according to claim 2, further comprising: an oil chamber for maintaining a pressure regulating position.