JPH11336888A - Hydraulic control device for vehicular automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hydraulic control device for a vehicular automatic transmission, which prevents the occurrence of engaging shock at the starting gear step, and well prevents the durability of a starting hydraulic type friction engaging device accomplishing the action of the aforesaid starting gear step from being degraded even when a shift lever is switched over to a running range from a non-running range, and even if an accelerator pedal is simultaneously stepped on. SOLUTION: When a shift lever 84 is switched over to a D range from an N range, an oil passage feeding working oil to a clutch acting as a starting hydraulic type friction engaging device, is switched over to a large orifice condition by a large orifice switch-over means 306 when shifting is actuated, working oil is quickly fed to the clutch, and shift to a first gear step is accomplished in an early stage, the period of time required for shifting where shift shock takes place due to the simultaneous stepping of an accelerator pedal, is shortened, and concurrently, the quantity of energy absorption at the time of clutch engagement is thereby reduced, and the durability of the clutch can thereby be well prevented from being degraded.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method of controlling the flow rate of hydraulic oil supplied to one of a plurality of hydraulic friction engagement devices for switching the gear position of an automatic transmission for a vehicle which is brought into frictional engagement when the vehicle starts. The present invention relates to a hydraulic control device for an automatic transmission for a vehicle, comprising a hydraulic fluid flow rate changing device that changes by an orifice switching control.

[0002]

2. Description of the Related Art In an automatic transmission for a vehicle, in order to switch the operation timing of a hydraulic friction engagement device for establishing a shift gear, an oil passage for supplying hydraulic oil to the hydraulic friction engagement device is provided. An orifice is provided, and an orifice control valve for opening and closing a bypass oil passage for bypassing the orifice is provided. When the shift lever is operated from the non-traveling range, ie, N range or P range, to the traveling range, ie, D range or R range, ,
By closing the orifice control valve and setting it in a small orifice state with a large flow resistance, the engagement timing of a hydraulic friction engagement device such as a low clutch or a band brake for achieving the starting gear is delayed to make it smooth. Orifice control devices for automatic transmissions to be engaged have been proposed. For example, the apparatus described in Japanese Patent Application Laid-Open No. 2-296063 is such.

[0003]

When the vehicle is started, the shift lever is switched from the non-traveling range to the traveling range, so that the shift lever is moved before the engagement of the starting hydraulic friction engagement device is completed. In some cases, a so-called simultaneous depression operation is performed. In such a case, according to the conventional orifice control device described above, the hydraulic friction engagement device for achieving the starting gear in connection with the shift lever being switched from the non-travel range to the travel range. In order to achieve the start gear stage in the state where the input shaft rotation speed of the automatic transmission is high in connection with the depression operation of the accelerator pedal, the oil passage that supplies hydraulic oil to the Due to the engagement of the hydraulic friction engagement device, the engagement shock of the starting gear is increased, and the friction or energy absorption of the starting hydraulic friction engagement device that achieves the starting gear is achieved. And the durability may be impaired.

The present invention has been made in view of the above circumstances, and an object thereof is to perform an operation of switching the shift lever from a non-traveling range to a traveling range and simultaneously depressing an accelerator pedal. However, it is an object of the present invention to provide a hydraulic control device for an automatic transmission for a vehicle, in which an engagement shock at a start gear stage and a decrease in durability of a starting hydraulic friction engagement device for achieving the start gear stage are suitably prevented. It is in.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, a gist of a first invention is to provide a plurality of hydraulic friction engagement devices for switching a gear position of an automatic transmission for a vehicle. The flow rate of the hydraulic oil supplied to the starting hydraulic friction engagement device that is frictionally engaged to achieve the starting gear of the vehicle among the plurality of hydraulic friction engagement devices is changed by switching the orifice. A hydraulic control device for an automatic transmission for a vehicle, comprising:
(a) shift operation determining means for determining that the shift operating device has been switched from the non-travel range to the travel range; and (b) the shift operation determining means shifts the shift operating device from the non-travel range to the travel range. When it is determined that the switching operation has been performed, a shift operation-time large orifice switching unit that switches an oil passage that supplies hydraulic oil to the starting hydraulic friction engagement device to a large orifice state; and (c) the shift operation determination. If the elapsed time from the determination that the shift operation device has been switched from the non-traveling range to the traveling range by the means exceeds a first switching time set in advance, the starting hydraulic friction engagement device is activated. Supply flow rate reducing means for reducing the supply flow rate of the hydraulic oil by switching an oil passage for supplying the hydraulic oil to a small orifice state;
To include.

[0006]

In this way, when the shift operating device is switched from the non-traveling range to the traveling range, the operating oil is applied to the starting hydraulic friction engagement device by the large orifice switching means during the shifting operation. After the shift operation device is switched from the non-traveling range to the traveling range, the hydraulic oil is supplied to the starting hydraulic friction engagement device through the large orifice state oil passage. Is quickly supplied and the shift is completed early, so that the section in which the shift shock occurs due to simultaneous depression of the accelerator pedal is reduced as compared with the case where the small orifice is in the beginning, and the starting hydraulic system is used. The amount of energy absorption at the time of engagement of the friction engagement device is reduced, and a decrease in durability is suitably prevented. Further, if the elapsed time after the shift operation device is switched from the non-traveling range to the traveling range exceeds the first switching time set in advance, the supply flow rate reducing means activates the starting hydraulic friction engagement device. The oil passage for supplying oil is switched to the small orifice state, and the supply flow rate of the working oil is reduced, so that the starting hydraulic friction engagement device is smoothly engaged.

[0007]

According to a second aspect of the present invention, a plurality of hydraulic friction engagements for switching gears of an automatic transmission for a vehicle are provided. The device, the flow rate of the hydraulic oil supplied to the starting hydraulic friction engagement device that is frictionally engaged to achieve the starting gear of the vehicle among the plurality of hydraulic friction engagement devices,
A hydraulic control device for an automatic transmission for a vehicle, comprising: a hydraulic oil flow changing device that changes by switching an orifice; and (a) determining that a shift operation device is operated to switch from a non-traveling range to a traveling range. Shift operation determining means, and (b) actuating the starting hydraulic friction engagement device when the shift operation determining means determines that the shift operating device has been switched from the non-traveling range to the traveling range. (C) The shift operation determining means determines that the shift operating device has been switched from the non-traveling range to the traveling range by a shift operation large-orifice switching means for switching an oil passage for supplying oil to a large orifice state. Hydraulic pressure source pressure increasing means for increasing the pressure of a hydraulic source supplying hydraulic oil to the hydraulic friction engagement device by a predetermined pressure,
(d) The elapsed time from when the shift operation determining means determines that the shift operation device has been switched from the non-traveling range to the traveling range is a second predetermined time.
When the switching time is exceeded, control for switching the oil path for supplying hydraulic oil to the starting hydraulic friction engagement device from the large orifice state switched by the large orifice switching means during the shift operation to the small orifice state; and Supply flow rate reducing means for reducing the supply flow rate of hydraulic oil to the starting hydraulic friction engagement device by performing at least one of control for reducing the pressure of the hydraulic pressure source increased by a predetermined pressure by the source pressure increasing means. , To include.

[0008]

In this way, when the shift operating device is switched from the non-traveling range to the traveling range, the hydraulic oil is applied to the starting hydraulic friction engagement device by the large orifice switching means during the shift operation. Is switched to the large orifice state, and the pressure of the hydraulic source for supplying the hydraulic oil to the hydraulic friction engagement device is increased by a predetermined pressure by the hydraulic source pressure increasing means. After the operation is switched from the non-traveling range to the traveling range, the hydraulic oil from the hydraulic pressure source, which has been increased by a predetermined pressure, is quickly supplied to the starting hydraulic friction engagement device through the oil passage in the large orifice state, so that the gear shift is performed early. Since it is completed, compared with the case where the orifice is in the small orifice state from the beginning, the section where the shift shock caused by the simultaneous depression of the accelerator pedal is reduced A, is reduced energy absorption amount at the time of engagement of the starting frictional coupling device is a decrease in durability is suitably prevented. If the elapsed time after the shift operation device is switched from the non-traveling range to the traveling range exceeds the second switching time set in advance, the supply flow rate reducing means activates the hydraulic friction engagement device for starting. By performing at least one of a control for returning the oil passage for supplying oil from the large orifice state to the small orifice state and a control for reducing the pressure of the hydraulic pressure source that has been increased by a predetermined pressure, the starting hydraulic friction engagement device is controlled. Since the supply amount of the hydraulic oil is reduced, the starting hydraulic friction engagement device is smoothly engaged. In addition, compared to the first invention, the supply amount of the hydraulic oil to the starting hydraulic friction engagement device in the large orifice state increases, so that the capacity of the accumulator connected to the starting hydraulic friction engagement device is increased. There is an advantage that the reduction of the shift time and the shift time from the shift operation to the start or completion of the shift can be further achieved.

[0009]

Here, in the first or second aspect of the present invention, it is preferable that the shift operation device is shifted to a start gear position associated with an operation of switching from a non-travel range to a travel range. When the shift is completed, a large orifice switching means at the end of gear shifting for switching the oil path for supplying the working oil to the starting hydraulic friction engagement device from the previously small orifice state to the large orifice state is further included. With this configuration, at the time of the next shift operation from the non-travel range to the travel range, or when the starting hydraulic friction engagement device is engaged in another shift,
Switching time from the small orifice state to the large orifice state is not required.

[0010] Preferably, a hydraulic oil temperature detecting device for detecting an oil temperature of the hydraulic oil, and the first switching time based on the hydraulic oil temperature measured by the hydraulic oil temperature detecting device. And / or switching time correction means for correcting the second switching time. With this configuration, the first switching time and / or the second switching time are set to be as long as possible in consideration of the variation in the flow rate of the hydraulic oil with respect to the starting hydraulic friction engagement device related to the viscosity of the hydraulic oil. Therefore, there is an advantage that the time from the shift operation to the start gear shift start or the shift completion is shortened as much as possible. Incidentally, if the first switching time or the second switching time is not corrected based on the oil temperature of the hydraulic oil, the time from the shift operation to the start gear shift start and / or the completion of the gear shift when the hydraulic oil becomes low in temperature becomes low. , The shift shock is generated due to the simultaneous depression of the accelerator pedal, or the durability of the starting hydraulic friction engagement device is impaired. Further, when the first switching time or the second switching time is corrected based on the oil temperature of the hydraulic oil as described above, the starting hydraulic friction engagement is performed in order to correspond to the hydraulic oil supply flow rate at a low temperature. There is an advantage that it is not necessary to increase the capacity of the accumulator connected to the device.

Preferably, a hydraulic oil temperature detecting device for detecting an oil temperature of the hydraulic oil, and a hydraulic pressure increase means based on the oil temperature of the hydraulic oil measured by the hydraulic oil temperature detecting device. And a hydraulic pressure increase width correcting means for correcting the increase width of the hydraulic source pressure raised by the above.
With this configuration, the hydraulic friction for starting is set within the first switching time and / or the second switching time in consideration of the variation in the flow rate of the hydraulic oil with respect to the hydraulic friction engagement device for starting related to the viscosity of the hydraulic oil. Since the increase range of the hydraulic pressure is determined so that the engagement device is immediately before the engagement, the shift time from the shift operation to the start gear or the completion of the shift at the time of low temperature is prevented from being increased, and There is an advantage that the shift time is reduced as much as possible.

Preferably, an elapsed time since the shift operation determining means determines that the shift operation device has been switched from the non-traveling range to the traveling range is the first switching time or the second switching time. If the engagement of the starting hydraulic friction engagement device is not completed even after exceeding the preset third switching time longer than the time, an oil passage for supplying hydraulic oil to the starting hydraulic friction engagement device And a large orifice switching means when the guard time elapses to switch to a large orifice state. With this configuration, if the elapsed time from the shift operation exceeds the third switching time, the oil passage switched to the small orifice state by the supply flow rate reducing means is switched to the large orifice state. Even if the oil passage is clogged, the engagement of the starting hydraulic friction engagement device is reliably performed, and the vehicle can be started.

Preferably, during a shift period to a start gear associated with the shift operation device being operated to switch from the non-travel range to the travel range, the engine output torque-related amount for starting the vehicle is reduced. In the case where the hydraulic fluid engagement device is rapidly raised, a large orifice priority switching unit that preferentially switches an oil passage that supplies hydraulic oil to the starting hydraulic friction engagement device to a large orifice state is further included. With this configuration, even when the accelerator pedal is operated and the engine output torque sharply increases during the gear shift period for achieving the starting gear, the large orifice state is established and the engagement of the starting hydraulic friction engagement device is started. Since the time is shortened, the heat generation and the decrease in durability are prevented.

Preferably, during a shift period to a start gear associated with the shift operation device being operated to switch from the non-travel range to the travel range, the engine output torque-related amount for starting the vehicle is reduced. When the pressure is rapidly increased, the apparatus further includes a hydraulic pressure increase priority means for preferentially increasing the pressure of the hydraulic pressure supplying hydraulic oil to the hydraulic friction engagement device by a predetermined pressure. In this way, even when the accelerator pedal is operated during the gear change period for achieving the starting gear and the engine output torque sharply increases, the pressure of the hydraulic source is increased by a predetermined pressure and the starting hydraulic friction engagement is started. Since the engagement time of the device is shortened, its heat generation and durability are prevented.

[0015]

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

FIG. 1 shows a torque converter 12 connected to an engine 10 of a vehicle, an automatic transmission 14, a differential gear device 16, and a hydraulic control device or a hydraulic control circuit 18 for controlling the speed of the automatic transmission 14. , Its hydraulic control circuit 1
The electronic control unit 20 for shifting the vehicle 8 and the like are shown. Power output from the engine 10 is transmitted to drive wheels (not shown) via the torque converter 12, the automatic transmission 14, the differential gear device 16, the left and right axles 22 and 24, and the like.

The torque converter 12 includes a pump impeller 28 connected to a crankshaft 26 of the engine 10.
And a turbine wheel 32 connected to the input shaft 30 of the automatic transmission 14 and to which power is transmitted from a pump wheel 28 via a fluid, and which is fixed to a fixed position housing 36 via a one-way clutch 34. And a lock-up clutch 40 that directly connects the pump impeller 28 and the turbine impeller 32 via a damper (not shown).

The automatic transmission 14 has four forward speeds and one reverse speed.
The input gear 30, a set of Ravigneaux-type planetary gear units 44, a ring gear 48 that rotates together with a ring gear 46 of the Ravigneaux-type planetary gear units 44, and a ring gear thereof. An output shaft for transmitting power between the differential gear device 48 and the differential gear device 16, that is, a counter shaft 50 is provided.

In the Ravigneaux type planetary gear set 44, a single pinion planetary gear set 52 and a double pinion planetary gear set 54 share a carrier 56 and the ring gear 46. The single pinion planetary gear device 52 includes a sun gear 58, a planetary gear 60 attached to the carrier 56, and the ring gear 46. The double pinion planetary gear 54 includes a sun gear 62, a first pinion gear 64 and a second pinion gear 66 that are integrally connected to each other and rotatably attached to the carrier 56.

The components of the single pinion planetary gear set 52 and the double pinion planetary gear set 54 are not only integrally connected to each other but also selectively connected to each other by three clutches C1, C2 and C3. It is supposed to be. Some of the components of the single pinion planetary gear device 52 and the double pinion planetary gear device 54 include three brakes B1, B2,
B3 selectively connected to the housing 36;
Further, some of those components are engaged with the housing 36 by two one-way clutches F1 and F2 in the direction of rotation. In addition, since portions other than the counter shaft 50 of the torque converter 12 and the automatic transmission 14 are configured symmetrically with respect to the axis of the input shaft 30 and the like, in FIG. The lower side is omitted.

The clutch C is a hydraulic friction engagement device.
1, C2, C3 and brakes B1, B2, B3 are constituted by, for example, a multi-plate clutch or a band brake having one or two bands of opposite winding directions. The frictional engagement and the disengagement thereof are controlled by the hydraulic control circuit 18 which operates in accordance with the command from the control unit 20, respectively, so that the gear ratio γ (= the rotational speed of the input shaft 30 / counter) as shown in FIG. Thus, four forward speeds and one reverse speed, each having a different number of rotations of the shaft 50, are obtained. In FIG. 2, “1ST”, “2ND”, “3
"RD" and "4TH" represent the first gear, the second gear, the third gear, and the fourth gear, respectively, on the forward side. It gradually decreases as it goes to the fourth gear. Also, in FIG.
"P", "R", "N", "D", "2", "L"
A parking (P) range, a reverse (R) range, a neutral (N) range, a drive (D) range, a second (2) range, and a low (L) range which are selectively selected by manual operation of the shift lever 84. Each is shown. The P range and the N range are recognized as non-running ranges selected when the vehicle does not run, and the R range, D range, 2 ranges, and L range are recognized as running ranges for moving the vehicle backward or forward. . When the D range is selected by the shift lever 84,
As shown in FIG. 2, the engagement of the clutch C1 for achieving the first gear is started. In this case,
The first gear corresponds to the starting gear, and the clutch C1 corresponds to the starting hydraulic friction engagement device.

The hydraulic control circuit 18 corresponds to four solenoid valves SV1 to SV4 used for controlling the gear position of the automatic transmission 14, etc., and a throttle opening TA detected by a throttle opening sensor 76 described later. Linear solenoid valve SLT that generates a control oil pressure P _S having a predetermined magnitude, for example, a linear solenoid valve _SLN that generates a control oil pressure P _SLN used as an accumulator back pressure described later, frictional engagement of the lock-up clutch 40, and its friction. Linear solenoid valve SLU for generating hydraulic pressure for disengagement and control of the slip amount and the like, and hydraulic control circuit 1
An oil temperature sensor 88 and the like functioning as a hydraulic oil temperature detecting device for detecting the oil temperature T _OIL of the hydraulic oil in 8 are provided.

The speed change electronic control unit 20 includes a CPU 7
And a so-called microcomputer including a RAM 72, a ROM 74, an input / output interface (not shown), and a throttle opening sensor 76 for detecting an opening TA of a throttle valve provided on an intake pipe (not shown) of the engine 10. An engine speed sensor 78 for detecting the speed of the engine 10, an input shaft speed sensor 80 for detecting the speed of the input shaft 30, and a vehicle speed sensor for detecting the speed N _C of the counter shaft 50, that is, the vehicle speed V. 82, the operating position of the shift lever 84, ie, L, S,
D, N, R, from the operating position sensor 86 for detecting one of the P range, a signal indicative of the throttle opening TA, signals indicative of engine speed N _E (rpm), the input shaft rotational speed N
A signal representing _IN (rpm), a signal representing the output shaft rotation speed N _C (rpm), that is, a signal representing the vehicle speed V, and the operating position P of the shift lever 84
A signal representing _ST is supplied. The CPU 70 of the shift electronic control device 20 processes the input signal using the RAM 72 according to a program stored in the ROM 74 in advance, and based on the processing result, for example, detects the traveling state of the vehicle, and controls the solenoid valve SV1. Or SV
4. The control of the linear solenoid valves SLT, SLN and SLU is executed.

[0024] The hydraulic control circuit 18, as shown in FIG. 3, the clutch C1 and the source pressure at which the line pressure P _L to regulating pressure regulating valve 90 and the linear solenoid of the hydraulic fluid supplied to the brake B1 and the like a valve SLT, the line pressure P _L is reduced to a constant pressure P _SOL, the constant pressure P _SOL
Pressure reducing valve 92 that supplies the pressure to the linear solenoid valve SLT
A pump 94 that is rotated by the engine 10 to function as a hydraulic pressure source for operating hydraulic pressure;
And a strainer 124 for filtering the hydraulic oil that is recirculated to the hydraulic fluid 4.

The pressure reducing valve 92 has a spool valve 96 for opening and closing between the input port a and the output port b, and a spring 98 for urging the spool valve 96 in the valve opening direction. The line hydraulic pressure P supplied to a
_L is reduced to the constant pressure P _SOL and generated at its output port b. The input port c of the pressure reducing valve 92 is supplied with the hydraulic pressure of the output port b as a feedback hydraulic pressure. The constant pressure P _SOL is controlled by the spool valve 96.
If the pressure receiving area which communicates with the input port c A _{MO D,} the urging force of the spring 98 and W _MOD, a constant pressure of the formula (1).

[0026]

[ _Equation 1] P _SOL = W _MOD / A _MOD (1)

The linear solenoid valve SLT has its inlet
Spool valve that opens and closes between force port a and output port b
Element 100 and its spool valve element 100 are urged in the valve opening direction.
The spring 102 is provided. The above input port
a is the constant pressure P_SOLAnd its constant pressure P
_SOLFrom the electronic control unit for shifting 20 to the linear solenoid S
_SLTThe hydraulic pressure adjusted according to the exciting current output to
And the control hydraulic pressure P_SIs generated at output port b.
Can be Above linear solenoid S_SLTDepending on the exciting current
Closing the spool valve 100 by closing the output port b.
The urging force for urging in the direction is F_IWith the spring 102
W power_SLT, Ring of land 104 of spool valve 100
The area of the pressure receiving surface_SLTThen, the land 104
Between the oil chamber 108 and the land 106 and the output port b
Are connected to each other by the oil passage 110, and the land 1
The hydraulic pressure acting on the annular pressure receiving surface of the control oil pressure P_S
The control hydraulic pressure P_SIs represented by equation (2)
It is. The output from the linear solenoid valve SLT is
Control hydraulic pressure P_SIs usually the throttle opening TA, fuel
Injection amount F, intake air amount Q, accelerator pedal operation amount, etc.
Electronic control unit for shifting so as to indicate the magnitude of the engine load
20.

[0028]

P _S = F _I / A _SLT −W _SLT / A _SLT (2)

The pressure regulating valve 90 has an input port b and an output port b.
A spool valve 112 that opens and closes between the
The pool valve 112 is attached via the engagement plate 114 in the valve closing direction.
And an input port thereof.
Hydraulic pressure of the working oil supplied from the pump 94 to the
Is controlled by the control hydraulic pressure P supplied to the input port a._STo
Corresponding to the line pressure P_LAdjust the pressure. Above pressure regulating valve
90 input port c is supplied with the hydraulic pressure of the input port b.
It is supplied as feedback hydraulic pressure. The above spring
The urging force of_REGOf the spool valve 112
Let the area of the annular pressure receiving surface of the land 118 be A_REG1, The above sp
To bias the valve element 112 in the valve closing direction of the output port d.
The area of the pressure receiving surface of the biasing member 122 is A_REG2Then,
In hydraulic pressure P _LIs represented by the following equation (3). Where (3)
The formula is the above line pressure P_LIs the control hydraulic pressure P_SProportional to
Is generated by Control oil pressure P_SBut d
In the normal case of engine load,
Hydraulic pressure P_LDoes not cause slippage of the hydraulic friction engagement device
Large engine load that is necessary and sufficient in the range
The pressure is adjusted to the normal pressure value corresponding to the size
I have.

[0030]

P _L = (A _REG2 / A _REG1 ) · P _S + W _REG / A _REG1 (3)

FIG. 4 shows the control of the clutch C1 for achieving the first gear of the automatic transmission 14 and the 3-4 shift of the hydraulic control circuit 18 when the vehicle starts moving. 2 shows a portion related to control of the clutch C1 and the brake B1. FIG. 4 shows the solenoid valves SV1 and SV having a normally closed (normally closed) structure.
2, 3-4 shift valve 150, shift timing valve 15
2. The orifice 1 whose inner diameter is set smaller than the orifice 156 for downshifting of the orifice switching valve 154, orifice 156, and clutch-to-clutch 4 → 3.
58, accumulator 160 for clutch, accumulator 162 for brake, orifice 16 before accumulator
4 and the like are shown.

The solenoid valve SV1 has an orifice 1
Port a to which the constant pressure P _SOL is supplied through port 68
And a drain port b, the port a of which is connected to the input port a of the 3-4 shift valve 150. The solenoid valve SV1 shuts off the flow of hydraulic oil between the two ports in the non-excited state of the OFF state, i.e. the solenoid S _SV1, the excited state of the ON state, namely the solenoid S _SV1 supplied to the port a By releasing hydraulic oil to the atmospheric pressure from the drain port b, the 3-4 shift valve 1 connected to the port a is released.
The hydraulic pressure of the 50 input ports a is switched between the constant pressure P _SOL and the atmospheric pressure.

The solenoid valve SV2 has an orifice 1
Port a to which the constant pressure P _SOL is supplied through
And a drain port b, the port a of which is connected to the input port a of the orifice switching valve 154. The solenoid valve SV2 blocks the flow of hydraulic fluid between the two ports in the non-excited state of the OFF state, i.e. the solenoid S _SV2, in the excited state of the ON state, namely the solenoid S _SV2 supplied to the port a By releasing the hydraulic oil to the atmospheric pressure from the drain port b, the oil pressure at the input port a of the orifice switching valve 154 connected to the port a is switched between the constant pressure P _SOL and the atmospheric pressure.

The 3-4 shift valve 150 includes input ports a, b, and c, input / output ports d and e, an output port f, a drain port g, and the input / output port d. A spool valve element 172 for selectively communicating with one of the drain port g and selectively communicating the input / output port e with one of the input port c and the output port f; A spring 174 for urging the valve 172 in a direction in which the input / output port d communicates with the drain port g and the input / output port e communicates with the input port c.
And The input port a is connected to the port a of the solenoid valve SV1 as described above, and the line pressure P _L is supplied to the input ports b and c through an oil passage 176. The input / output port d is connected to the brake B1 through an oil passage 177.

The urging force W _{V1 of the} spring 174 and the area A _V1a of the end face of the land 178 communicating with the input port a of the spool valve 172 are A _V1a · P _SOL >
W _V1 . Therefore, when the solenoid valve SV1 is in the OFF state, the operating oil of the constant pressure P _SOL is supplied to the input port a.
The spool valve 172 communicates with the input port b and the input / output port d as shown on the left side of FIG. 4 against the urging force W _V1 of the spring 174, and communicates with the input / output port e and the output port f. When the solenoid valve SV1 is in the ON state, the hydraulic pressure of the input port a is set to the atmospheric pressure, and the spool valve 172 is moved by the urging force W _{V1 of the} spring 174. As shown on the right side of FIG.
And the input / output port e communicates with the input / output port d and the drain port g.

The shift timing valve 152 includes input ports a, b, and c, a drain port d, a spool valve element 180 for opening and closing between the input port b and the drain port d, and a spool valve element 180. And a spring 182 for urging the valve in the valve opening direction. The input ports a and c are connected to the oil passage 183 and the oil passage 1 respectively.
85, it is connected to the brake B1 and the output port f of the 3-4 shift valve 150. The control port PSLN generated by the linear solenoid valve _SLN is supplied to the input port b.

The above control oil pressure P_SLNIs the spool valve
180, a ring of a land 184 communicating with the input port a.
The area of the pressure receiving surface_V2aOf the spool valve element 180
Annular pressure reception of the land 186 communicating with the input port b
A is the area of the surface_V2b, The urging force of the spring 182 is W
_V2Then A_V2a・ P_L> A_V2b・ P_SLN+ W_V2Tona
It is so. Therefore, the solenoid valve S
When V1 is OFF, the line is connected to the input port a.
Hydraulic pressure P_LIs supplied, the spool valve element
180 is the urging force W of the spring 182_V2Figure against
4, the input port c and the drain
The import d moves in the direction in which it communicates. On the other hand,
When the solenoid valve SV1 is ON, the input port a
Since the oil pressure is the atmospheric pressure, the spool valve element 180 is
The urging force W of the spring 182 _V24 on the left side of FIG.
As shown in FIG.
D moves in a direction that does not allow communication.

The orifice switching valve 154 includes input ports a, b, and c, an output port d communicating with the input port b, a spool valve 188 for opening and closing the input port c and the output port d, The spool valve 18
And a spring 190 for urging the valve 8 in the valve opening direction. The input port a is connected to the port a of the solenoid valve SV2 as described above, and the input port b is connected to the input / output port e of the 3-4 shift valve 150 by an oil passage 192. The orifice 156 is provided in the middle of the oil passage 192, and the orifice 158 is provided at a position closer to the orifice switching valve 154 than the orifice 156. The above input port c
Is connected to a portion of the oil passage 192 between the orifice 156 and the orifice 158. The port d is connected to the clutch C1 by an oil passage 194.

The constant pressure P _SOL is controlled by the spool valve 1
The area of the pressure receiving surface of the land 195 communicating with the input port a of A 88 is A _V3a , and the _urging force of the spring 190 is W
Assuming _V3 , A _V3a · P _SOL > W _V3 . When the solenoid valve SV2 is turned off, the constant pressure P _SOL is supplied to the port a of the orifice switching valve 154, so that the port c of the orifice switching valve 154 as shown on the left side of FIG. Is blocked by the land 195 of the spool valve element 188. As a result, when hydraulic oil is supplied to the clutch C1 through the oil passages 192 and 194, the supplied hydraulic oil passes through the two orifices 156 and 158 in series. This state where the flow resistance is large is called a small orifice state. On the other hand, when the solenoid valve SV2 is turned on, the hydraulic pressure at the port a of the orifice switching valve 154 is set to the atmospheric pressure. Therefore, as shown on the right side of FIG. Are communicated. As a result, when the hydraulic oil is supplied to the clutch C1 through the oil passages 192 and 194, the supplied hydraulic oil bypasses the orifice 158, and the orifice 1 having an inner diameter larger than that of the orifice 158 is supplied.
56. This state where the flow resistance is small is called a large orifice state. Switching control between the small orifice state and the large orifice state is referred to as orifice switching control.

The portion of the oil passage 192 closer to the input / output port e of the 3-4 shift valve 150 than the orifice 156 and the oil passage 194 are connected by an oil passage 196. The oil passage 196 is provided with a one-way valve 198 that permits the flow of hydraulic oil from the oil passage 194 to the oil passage 192, but prohibits the flow in the opposite direction. The one-way valve 198 allows the oil passage 1
The supply of hydraulic oil to the clutch C1 through 96 is prohibited.

The clutch accumulator 160 includes:
A housing 200, a port a and an input port b provided in the housing 200,
The piston includes a stepped cylindrical piston 202 slidably accommodated in the cylinder 0 and a spring 204 for urging the piston 202 toward the port a. The piston 202 includes a large-diameter portion 206 and a small-diameter portion 208, and an end surface 210 of the large-diameter portion 206 opposite to the small-diameter portion 208 is communicated with the port a. Further, an annular end face 212 formed at the boundary between the large diameter portion 206 and the small diameter portion 208 is communicated with the input port b. The port a is connected to the oil passage 194 by an oil passage 214, and the line oil pressure P _L is supplied to the input port b as an accumulator back pressure.
The back pressure may be a pressure for adjusting the line oil pressure P _L by a valve similar to the pressure reducing valve 92.

When the solenoid valve SV1 is in the OFF state.
The port a of the clutch accumulator 160
If the hydraulic pressure is the atmospheric pressure, the piston 202 moves to the right in FIG.
As shown on the side, the urging force of the spring 204
To port a of accumulator 160 for clutch
Moves and is stored inside the clutch accumulator 160
The amount of hydraulic oil to be performed is minimized. On the other hand, the above solenoid valve
SV1 is turned on and the accumulator for the clutch
The line oil to the port a and the input port b of the
Pressure P_LIs supplied, the piston 202 becomes a clutch.
Engagement pressure P of C1 _C1Above at a travel distance corresponding to the size of
The user can move inside the housing 200. The piston 20
2 is the area of the end face 210_A1a, The annular end face 21
The area of 2 is A_A1b, The moving distance x of the annular piston 202
The urging force of the spring 204 is W_A1(X)
Then, the relationship represented by the following equation (4) holds.

[0043]

[Number 4] P _C1 = _{[W A1 (x) + P L} A A1b ] / A _A1a ··· (4)

The urging force W _A1 (x) of the spring 204
Is expressed by the following equation (5), where the urging force of the spring 204 when the moving distance x is zero is W _A1 (0) = W _A10 , and the spring constant of the spring 204 is k ₁ .

[0045]

## EQU5 ## W _A1 (x) = W _A10 + k ₁ · x (5)

From the equations (4) and (5), the above-mentioned urging force W
_{If A1} (x) is deleted, the engagement pressure P _{C1 of the} clutch C1 is obtained.
The relational expression (6) between the above and the moving distance x is obtained.

[0047]

X = (P _C1 · A _A1a ) / k _1- (W _A10 + P _L · A _A1b ) / k ₁ (6)

The right side of equation (6) must be larger than zero.
That is, the engagement pressure P of the clutch C1_C1But prescribed
Threshold hydraulic pressure P_LA1TH= (W_A10 + P_L・ A_A1b) / A
_A1aIf not, accumulate for the clutch
The generator 160 does not start storing the operating oil. This threshold
Hydraulic pressure P_LA1THIs, for example, a frictional member of the clutch C1.
If the engagement pressure P_C1In the accumulating area where the rise of
The engagement pressure at the time when the engagement of the clutch C1 is started to be started.
P_C1Has been slightly smaller than. Therefore,
The accumulator 160 for latching is controlled by the engagement pressure P_C1Is on
Threshold hydraulic pressure P _LA1THIf it rises beyond
1 starts to contain hydraulic oil before starting frictional engagement,
The clutch accumulator 160 has its maximum capacity.
Up to the clutch C1.
The amount of hydraulic oil supplied decreases and the engagement pressure P_C1Slow rise
Therefore, the frictional engagement of the clutch C1 is performed gently.
Will be

The brake accumulator 162 includes:
The port a is similar to the clutch accumulator 160, and the port a is connected to the oil passage 17 by an oil passage 216.
7 and the line oil pressure P _L is supplied to the input port b. This brake accumulator 162
Operates in the same manner as the clutch accumulator 160 when the brake B1 is frictionally engaged. Note that the back pressure of the accumulators 160 and 162 may be a pressure adjusted by a valve similar to the linear solenoid valve SLT.

The pre-accumulator orifice 164, which functions as a hydraulic oil outflow rate limiting device, is
Orifice 218 provided in the orifice 2
And a brake accumulator 162 provided in the bypass passage 220 from the oil passage 177 side.
A one-way valve 222 that allows hydraulic fluid to flow to the side, but inhibits the flow in the opposite direction. Therefore, the orifice 164 before the accumulator does not suppress the flow rate of the hydraulic oil accommodated in the accumulator for brake 162 from the oil passage 177 through the oil passage 216, but the orifice 164 passes from the brake accumulator 162 through the oil passage 216. The flow rate of the working oil toward the oil passage 177 is suppressed. As a result, when the hydraulic pressure P _{B1 of the} brake B1 is reduced to the atmospheric pressure, the outflow of hydraulic oil from the brake B1 through the oil passage 177 can be hastened, so that the frictional engagement of the brake B1 is further released. Can be done quickly.

The clutch C1 of the present embodiment is, for example, as shown in FIG.
A multi-plate type as shown in FIG. In FIG. 5, a clutch C1 of the present embodiment includes an annular cylinder portion 230 formed integrally with the input shaft 30, and an annular piston 232 housed in the cylinder portion 230 so as to be slidable in the axial direction. A return spring 236 for urging the annular piston 232 in a direction in which the volume of an annular hydraulic chamber 234 formed by the cylinder portion 230 and the annular piston 232 decreases, and a plurality of pressure plates 238 rotating together with the input shaft 30. And a plurality of clutches provided at the other end of the intermediate shaft 240 provided at one end thereof with the sun gear 62 of the double pinion planetary gear set 54 so as to alternately overlap with the pressure plate 238, and rotating together with the intermediate shaft 240. And a plate 242.

When the hydraulic pressure of the hydraulic oil in the hydraulic chamber 234 is atmospheric pressure, the annular piston 232 is moved to the initial position shown in FIG. The distance from the pressure plate 238 is D. From this state, when the engagement pressure P _C1 through the oil passage 194 provided inside of the input shaft 30 is supplied to the hydraulic chamber 234, the annular piston 232 is anti to the urging force of the return spring 236 Then, it is moved toward the pressure plate 238. When the moving distance reaches the distance D, the annular piston 2
When the pressure plate 238 and the pressure plate 238 start engaging, and the pressure plate 238 and the clutch plate 242 start frictionally engaging, the clutch C1 starts frictional engagement.

The period until the moving distance of the annular piston 232 reaches the distance D is a period during which the return spring 236 continues elastic contraction until the pressure plate 238 and the clutch plate 242 are in close contact with each other. This period is referred to as a return spring period or a packing period. The frictional engagement of the clutch C1 is performed more strongly as the hydraulic pressure of the working oil supplied through the oil passage 194 is higher. Further, when the increasing rate of the hydraulic pressure of the working oil supplied through the oil passage 194 is large, the frictional engagement is performed more rapidly than when the increasing rate is small. In this embodiment, the brake B1, the clutch C2, and the like have the same configuration as the clutch C1.

FIG. 6 is a functional block diagram for explaining main control functions of the electronic control unit 20 for shifting. When the vehicle is running, the shift control means 300 determines the actual vehicle speed V and the throttle opening T based on a shift diagram stored in advance.
A, a shift determination is performed based on an engine load amount which is one of an A, an intake air amount Q of the engine 10, a fuel injection amount F to the engine 10, an accelerator pedal operation amount _ACC, etc., and the determined shift speed is realized. The gears of the automatic transmission 14 are switched by outputting a shift command output or hydraulic pressure for selectively operating a plurality of hydraulic friction engagement devices for performing the operation according to FIG. Further, when the shift lever 84 is operated to switch from the non-traveling range to the traveling range, a shift command or a hydraulic pressure for achieving the starting gear is output. For example, when the shift lever 84 is switched from the N range to the D range, a shift command or a hydraulic pressure for achieving the first gear (starting gear) is output, and the shift lever 84 is set to N or P. Range to R
When the operation is switched to the range, a shift command or a hydraulic pressure for achieving the reverse gear (starting gear) is output.

For example, in FIG. 4, the hydraulic oil flow changing device 302 includes an oil passage 192 through which hydraulic oil is supplied to the clutch C1.
Orifices 156 and 158 provided in the orifice, an orifice switching valve 154 that bypasses the orifice 158 and sets the oil passage 192 to a large orifice state, and is operated by the electronic control unit 20 to control the switching state of the orifice switching valve 154. And is supplied to a starting hydraulic friction engagement device that is frictionally engaged to achieve a start gear of the vehicle among the plurality of hydraulic friction engagement devices. The flow rate of the operating oil is changed by switching the flow resistance provided in the starting hydraulic friction engagement device. For example, when starting in the forward direction by an N → D shift operation, the clutch C
In the oil passage 192 for supplying the hydraulic oil to the first orifice, one of a large orifice state in which the hydraulic oil is supplied only through the orifice 156 and a small orifice state in which the hydraulic oil is supplied through the orifices 156 and 158 is switched.

The shift operation determining means 304 determines that the shift lever 84 has been switched from a non-traveling range, for example, an N range to a traveling range, for example, a D range, by a signal indicating the operating position _PST output from the operating position sensor 86. Judgment based on When performing a shift operation, the large orifice switching means 306 determines that the shift operation determining means 304 has determined that the shift lever 84 has been switched from the non-traveling range to the traveling range. As soon as it is output, the oil passage 19 that supplies the working oil to the clutch C1 to the working oil flow rate changing device 302
2 is switched to the large orifice state.

[0057] elapsed time determining means 308, first switching the elapsed time t _e of the shift lever 84 by the shift operation determining section 304 is determined to have been switched over from the non-driving range to the driving range is set in advance It determines whether exceeds the time T _1. This elapsed time determination value T ₁ is
A value before the engagement of the clutch C1 is started,
It is set to be as long as possible.

The supply flow rate reducing means 310 is also recognized as a small orifice switching means, and the elapsed time determining means 308 switches the shift lever 84 from the non-traveling range to the traveling range by the shift operation determining means 304. Elapsed time t since it was determined that the operation was performed
_{when e} is determined to have exceeded the elapsed time determination value T ₁ that is set in advance, the oil passage 192 for supplying working oil to the clutch C1 in the hydraulic oil flow rate control apparatus 302 to the small orifice state from the large orifice state By performing the switching, the supply flow rate of the working oil to the clutch C1 is reduced from the supply flow rate in the large orifice state.

The shift end determining means 312 terminates the shift to the starting gear associated with the operation of the silt lever 84 from the non-running range to the running range, for example, the end of the shift to the first gear, which is the forward gear. and whether the value obtained by multiplying the speed ratio gamma ₁ of the first gear and (N _c × γ ₁₎ and the input shaft rotational speed N _iN of the automatic transmission 14 coincides with the rotational speed N _c, for example the counter shaft 50 It is determined based on whether or not. When the shift is completed, the large orifice switching means 314 provides an oil passage 19 for supplying hydraulic oil to the clutch C1 when the shift end determining means 312 determines that the shift to the start gear is completed.
At 2, the small orifice state is switched to the large orifice state.

FIG. 7 shows a main part of the control operation of the shift electronic control unit 20, that is, the shift stage of the automatic transmission 14 is changed in response to the operation of the shift lever 84 from the N range to the D range. This is a start-time hydraulic control routine that is executed when the gear is shifted from the neutral state to the first gear.

In FIG. 7, the shift operation determining means 3
Step corresponding to step 04 (hereinafter, step is omitted)
In SA1, whether or not the shift lever 84 has been operated from the N range to the D range, that is, a shift command for achieving the first gear is output in association with the N → D shift operation of the shift lever 84. It is determined whether it has been performed. Although the present routine is terminated when the determination in SA1 is negative, the If so the, at SA2, the contents of the timer C _te which counts the elapsed time t _e is initialized (cleared) to zero, and the first switching time or the elapsed time determination value (fixed value) T ₁ is set. Next, the SA corresponding to the large orifice switching means 306 during the shift operation
In 3, the oil passage 192 for supplying hydraulic oil to the clutch C1 for achieving the first gear is switched by the orifice switching valve 154 to the large orifice state. This state is shown at t _{0 in} FIG. Note that the solid line in FIG. 8 shows the variation of this embodiment, the broken line represents a change when not provided large orifice section from t ₀ time point t ₁ point.

[0062] In the subsequent SA4, timer C _te of the counting contents of t
After being incremented by 1 is added to _e, in SA5 corresponding to the elapsed time determining means 308, elapsed time the elapsed time t _e is set in advance determined value T
_It is determined whether or not it becomes ₁ or more. When the determination at SA5 is negative, the above-described SA4 and subsequent steps are repeatedly executed.
In SA6, the oil passage 192 for supplying hydraulic oil to the clutch C1 is switched from the large orifice state to the small orifice state by the orifice switching valve 154.
Time point t ₁ in FIG. 8 shows this state.

Next, in SA7 corresponding to the shift end determining means 312, it is determined whether or not the shift to the first speed gear achieved by the engagement of the clutch C1 has been completed, for example, based on the input shaft rotation speed N _IN . counter shaft rotation speed N _c and the first gear of the gear ratio gamma ₁ product and (N _c × γ ₁₎ is determined based on a match. If the determination at SA7 is denied, the control waits by repeatedly executing SA7. If the determination is affirmative, at SA8 corresponding to the large orifice switching means 314 at the end of the shift, the operating oil is supplied to the clutch C1. The supply oil passage 192 is switched from the small orifice state to the large orifice state.
T ₂ point in FIG. 8 shows the shift end determination time point.

As described above, according to the present embodiment, when the shift lever 84 is switched from the N range to the D range, the large orifice switching means 306 (SA
According to 3), the oil passage 192 for supplying the working oil to the clutch C1 which is the starting hydraulic friction engagement device is switched to the large orifice state. Since the gear is promptly supplied and the shift to the first gear is completed early, the shift period in which a shift shock occurs due to simultaneous depression of the accelerator pedal is shortened as compared with the case where the small orifice is in the initial state. In addition, the amount of energy absorption at the time of engagement of the clutch C1 is reduced, and a decrease in the durability of the clutch C1 is suitably prevented. Further, if it exceeds the elapsed time determination value T ₁ that the elapsed time t _e of the switching operations is determined from the N range to the D range is set in advance of the shift lever 84, the supply flow rate reduction means 310 (SA6)
As a result, the oil passage 192 for supplying the working oil to the clutch C1 is switched to the small orifice state, and the supply flow rate of the working oil to the clutch C1 is reduced more than before.
The clutch C1 is smoothly engaged.

FIG. 8 shows a case where the simultaneous depression is performed during the shift period for achieving the first gear. Simultaneous depression of the conventional case where a large orifice period from t ₀ time point t ₁ when is not provided, the automatic transmission 1
4 to generate a change A ₁ in the output torque T _O ,
Total energy absorption (generation) amount E _{tota of} clutch C1
_l while were those shown in A ₂ curve, in the case of the embodiment in which the large orifice period from t ₀ time point t ₁ when is provided, the change in the output torque of the automatic transmission 14 B ₁
And the total energy absorption E _total of the clutch C1 is significantly lower than the A ₂ curve.
_The results are shown in _two curves. Incidentally, t _a time in the solid line of FIG. 8 showing a change in a gear change period of the present embodiment clutch C
1 is the engagement start point, and the point in time t _b is the engagement end point of the clutch C1. Further, in the broken line of FIG. 8 showing a conventional case of large orifice period from t ₀ time point t ₁ when is not provided, t _x time is engaging the starting point of the clutch C1, t _y point of the clutch C1 This is the engagement end point.

Here, the total energy of the clutch C1
Lugi absorption E_totalIs the differential rotation during engagement of the clutch C1.
The rotation number is ω (t), and the engagement torque during engagement of the clutch C1 is T.
_C1(t), from the start of engagement of the clutch C1
Integration value up to the end of engagement ∫ [ω (t)_C1(t)) dt
It is expressed as Output torque T by conventional simultaneous depression
_OChange A₁Is the output torque T_OHigh and input shaft rotation
Speed N_INEngagement shock due to the high
Because it takes a long time to complete the engagement of the clutch C1
Total energy absorption E of clutch C1_totalIs large
However, according to this embodiment, the output by simultaneous depression
Torque T_OChange B₁Is the output torque T _OIs low and in
Force axis rotation speed N_INEngagement on the lower part of the
Time to complete engagement of clutch C1 is short
Therefore, the total energy absorption amount E of the clutch C1
_totalIs reduced, and the durability is enhanced.

Further, according to the present embodiment, the shift lever 8
When the shift to the first gear stage related to the switching operation of the No. 4 from the N range to the D range is completed, the operating oil is supplied to the clutch C1 by the large orifice switching means 314 (SA8) at the end of the shift. Since the oil passage 192 is switched from the previous small orifice state to the large orifice state, when the next shift operation from the non-traveling range to the traveling range, or when the clutch C1 is engaged in other shifts, the small orifice There is an advantage that the switching operation from the state to the large orifice state and the time for the operation are not required.

Next, another embodiment of the present invention will be described.
In the following description, the same parts as those in the above-described embodiment are denoted by the same reference numerals, and description thereof will be omitted.

FIG. 9 is a functional block diagram for explaining a main part of the control function of the shift electronic control device 20 in another embodiment, and FIG. It is a flowchart explaining a part. This embodiment has the same functions as the embodiment of FIG. 6 except for the following differences. The shift lever 8 is determined by the shift operation determining means 304.
When it is determined that the switch 4 has been switched from the N range to the D range, the pressure of the hydraulic source that supplies hydraulic oil to the clutch C1, which is the starting hydraulic friction engagement device at this time, that is, the output of the pressure regulating valve 90 6 is different from the embodiment in FIG. 6 in that a hydraulic pressure increase unit 318 for increasing the line oil pressure P _L as a pressure from a normal pressure adjustment value by a predetermined pressure is provided. Further, the elapsed time determination means 308 is the shift operation determination means 3
04, it is determined that the shift lever 84 has been switched from the N range to the D range.
_e is to determine whether or not _e has exceeded a preset second switching time, that is, a second elapsed time determination value T ₂ , and the elapsed time determination means 308 determines that the shift lever 84 has been shifted from the N range. When it is determined that the elapsed time t _e after the switching operation to the D range has exceeded the second switching time set in advance, that is, the second elapsed time determination value T ₂ ,
During the shift operation, the oil passage 192 for supplying the hydraulic oil to the clutch C1 is switched from the large orifice state switched by the large orifice switching means 306 to the small orifice state, and the pressure is increased by a predetermined value by the hydraulic pressure increase means 318. The supply flow rate reducing means 320 for reducing the supply flow rate of the working oil to the starting hydraulic friction engagement device by performing at least one of the controls for reducing the pressure of the hydraulic pressure source to a normal pressure adjustment value is shown in FIG. It differs from the embodiment of FIG. 6 in that it is provided in place of the supply flow rate reducing means 310.

In FIG. 10, after SB1 corresponding to the shift operation judging means 304 is executed in the same manner as in SA1, in SB2, a timer C _te for counting the elapsed time t _e.
The contents initialized to zero (clear), and a second switching time that is, the second elapsed time determination value (fixed value) T ₂ is set. This second elapsed time determination value T ₂ is determined by the automatic transmission 1
As long as 4 of the same type, the line pressure P _L is smaller than the elapsed time determination value T ₁ to the clutch C1 is raised a predetermined value from the normal value are brought more rapidly engaged.

Next, in SB3 corresponding to the large orifice switching means 306 and the hydraulic pressure increasing means 318 at the time of the shift operation, the first orifice switching valve 154 is used for the first operation.
With oil passage 192 for supplying working oil to the clutch C1 in order to achieve fast gear is switched to the large orifice state, rises from the line pressure P _L is normal pressure value to a higher value by a predetermined increase width [Delta] P _L1 Let me do. The state at time t _{0 in} FIG. 11 indicates this state. Note that the solid line in FIG. 8 shows the variation of this embodiment, the broken line represents a change when not provided large orifice section from t ₀ time point t ₁ point. The predetermined value ΔP _L1 is used to further shorten the time from when the N → D shift operation is performed to when the clutch C1 starts to be engaged, and is a value that is experimentally obtained in advance.

[0072] In the following SB4, timer C _te of the counting contents of t
After incrementing by adding 1 to _e , the elapsed time t _e is set to a predetermined elapsed time determination value T in SB5 corresponding to the elapsed time determination means 308.
_It is determined whether or not ₂ or more. If the determination at SB5 is negative, the above steps SB4 and below are repeatedly executed.
In corresponding SB6 to, together with the oil passage 192 for supplying working oil to the clutch C1 by the orifice switching valve 154 is switched from the large orifice state to the small orifice state, the hydraulic pressure rises to the end of the predetermined value [Delta] P _L1 of the line pressure P _L And the pressure is returned to the normal pressure regulation value. Time point t ₁ in FIG. 11 shows this state.

Next, at SB7 corresponding to the shift end determination means 312, it is determined whether or not the shift to the first gear has been completed, similarly to SA7.
If the determination in step S7 is negative, the control waits by repeatedly executing step SB7.
At 8, the oil passage 192 is switched from the small orifice state to the large orifice state, similarly to SA8. T ₂ time points 11 shows the shift end determination time point.

According to the present embodiment, the shift lever 84
When the operation is switched from the range to the D range, the oil passage 192 for supplying the hydraulic oil to the clutch C1, which is the starting hydraulic friction engagement device, is brought into the large orifice state by the large orifice switching means 306 (SB3) during the shift operation. together it is switched, since the line pressure P _L is increased by a predetermined pressure [Delta] P _L1 than the normal value by the hydraulic source pressure increasing device 318 (SB3), hydraulic fluid quickly through the oil passage 192 of the large orifice state to the clutch C1 Supplied first
Since the shift to the high gear is completed early, the shift period in which the shift shock occurs due to the simultaneous depression of the accelerator pedal is further shortened and the clutch C1 is reduced as compared with the case where the small orifice is initially set. , The amount of energy absorption at the time of engagement of the clutch C1 is reduced, and a decrease in the durability of the clutch C1 is suitably prevented. Also, the shift lever 84
Elapsed time t _e is preset elapsed time determination value T from the N range from being determined switching operation to the D range
_{When the} pressure exceeds ₂ , the supply flow reducing means 320 (SB6) switches the oil passage 192 for supplying the hydraulic oil to the clutch C1 to the small orifice state, and the line oil pressure P _L
Is reduced to the normal value, and the supply flow rate of the working oil to the clutch C1 is reduced as compared with before, so that the clutch C1 is smoothly engaged.

FIG. 12 is a functional block diagram for explaining a main part of the control function of the electronic shift control device 20 according to another embodiment of the present invention. FIG. It is a flowchart explaining the principal part of an operation.

FIG. 12 shows a graph based on the oil temperature T _OIL of the hydraulic oil of the automatic transmission 14 detected by the oil temperature sensor 88 functioning as a hydraulic oil temperature detecting device regardless of the change in the viscosity of the hydraulic oil. as time determination value T ₁ is made so as long as possible in the range of the previous engagement of the clutch C1 at the time of N → D shift operation, the elapsed time determination value T ₁ in the case where the viscosity of the hydraulic oil drops reduced, by increasing the elapsed time determination value T ₁ in the case where the viscosity of the hydraulic oil in the opposite rises, the switching time to correct the elapsed time determination value T ₁ correcting means 3
Although the embodiment is different from the embodiment in FIG. 6 in that an additional 24 is provided, other functions are common.

FIG. 13 differs from FIG. 13 in that SC4 to SC7 corresponding to the switching time correction means 324 for correcting the elapsed time determination value T ₁ according to the oil temperature T _OIL of the hydraulic oil of the automatic transmission 14 are added. Otherwise, the steps are almost the same as those of the embodiment of FIG. In FIG. 13, in SC1 to SC3, similarly to SA1 to SA3, when the N → D shift operation of the shift lever 84 is determined, the content of the timer _Cte is initialized (cleared) to zero and the first switching time is set. That is, the first passage time determination value (fixed value) T ₁ is set, and after the oil temperature T _OIL of the operating oil of the automatic transmission 14 is read, the oil passage 19 that supplies the operating oil to the clutch C1 is read.
2 is in a large orifice state. This state is shown at t _{0 in} FIG.

[0078] Next, in SC4, for example the difference between the actual oil temperature T _{OI L} and 80 ° C about the reference oil temperature T _ST (T _ST -T
_OIL ) is larger than a predetermined lower limit width ΔT _L (positive value), in other words, a lower limit value (T _ST −ΔT _L ) of a reference (set) temperature range centered on the reference oil temperature T _ST. It is determined whether the actual oil temperature T _OIL is lower than ()). This S
If the determination at C4 is affirmative, at SC5, for example, the reference oil temperature T _{ST is determined} from the relationship stored in advance shown in FIG.
Elapsed time determining value T ₁ is is increasing correction by adding the correction value [Delta] T ₁ determined based on | T _ST -T _OIL | difference between the actual oil temperature T _OIL When. However, if the determination in SC4 is denied, in SC6, the difference (T _ST −T _OIL ) between the reference oil temperature T _ST and the actual oil temperature T _OIL is set to a predetermined upper limit width ΔT _H (negative value ), In other words, whether or not the actual oil temperature T _OIL exceeds the upper limit value (T _ST -ΔT _H ) of the reference (set) temperature range centered on the reference oil temperature T _ST . Is determined. If the determination in SC6 is affirmative, in SC7, the difference | T between the reference oil temperature T _ST and the actual oil temperature T _OIL from the relationship stored in advance shown in FIG.
By subtracting the correction value ΔT ₁ determined based on _ST− T _OIL |, the elapsed time determination value T ₁ is reduced and corrected.
If the judgments of SC4 and SC6 are both negative, the correction is not performed because the actual oil temperature T _OIL is within the reference (set) temperature range around the reference oil temperature T _ST .

In subsequent SC8 to SC12, SA4 to SC4
Similar to SA8, the actual elapsed time t _eIs the first elapsed time
Judgment value T₁If it is determined that the speed has exceeded
The oil passage 192 that supplies hydraulic oil has a large orifice shape
State to the small orifice state (t in FIG. 15).
₁Time). Then, to the first gear, which is the starting gear
Is completed, the oil passage 192 becomes small orifice-shaped.
State to the large orifice state (t in FIG. 15).
_TwoTime).

The solid line in FIG. 15 is a time chart for explaining the operation when the elapsed time determination value T ₁ is increased and corrected by the above control at a low temperature. The broken line in FIG. 15 indicates the operation of the embodiment of FIG. 8 when the elapsed time determination value T ₁ is not corrected to increase at low temperatures, for example, at low temperatures. According to this embodiment, in consideration of the change of the hydraulic oil flow to the clutch C1 in relation to the viscosity of the hydraulic oil, between the first switching time T ₁ is is determined as much as possible long values orifice switching point Kakyu Therefore, there is an advantage that the time from the N → D shift operation to the start of the shift to the first gear or the completion of the shift is reduced as much as possible. By the way,
When the first switching time T ₁ is not corrected based on the oil temperature T _OIL of the hydraulic oil, as shown by the broken line in FIG. 15, when the hydraulic oil is at a low temperature, the shift from the N → D shift operation to the first gear is performed. The time until the start of the shift or the completion of the shift becomes longer, and a shift shock occurs due to simultaneous depression of the accelerator pedal, or the durability of the clutch C1 is impaired. When the first switching time T ₁ on the basis of the oil temperature T _OIL of the working oil as described above is corrected, an accumulator 160 connected to the clutch C1 to accommodate working oil supply flow rate at a low temperature There is an advantage that it is not necessary to increase the capacity of the device.

FIG. 16 is a functional block diagram for explaining a main part of a control function of the electronic shift control device 20 according to another embodiment of the present invention. FIG. It is a flowchart explaining the principal part of an operation.

In FIG. 16, based on the oil temperature T _OIL of the hydraulic oil of the automatic transmission 14 detected by the oil temperature sensor 88 functioning as a hydraulic oil temperature detecting device, regardless of the change in viscosity of the hydraulic oil, When the viscosity of the hydraulic oil is decreased so that the elapsed time determination value T2 of the _second operation becomes as long as possible within the range before the engagement of the clutch C1 during the N → D shift operation, the second time decreases the time determination value T _2, by increasing the determination value T ₂ the second elapsed time when the viscosity of the hydraulic oil in the opposite rises, the switching time for correcting the second elapsed time determination value T ₂ Based on the correction means 324 and the oil temperature T _OIL , it is set to be as long as possible in the range before the engagement of the clutch C1 during the N → D shift operation regardless of the change in the viscosity of the hydraulic oil. Second elapsed time determination value T
As sufficiently hydraulic oil to the clutch C1 is supplied in the _2, reduces the rise [Delta] P _L1 of the line pressure P _L in the case where the viscosity of the operating oil is lowered, the viscosity of the hydraulic oil in the opposite rises by increasing the rise [Delta] P _L1 in the case, the hydraulic pressure rise correcting means 3 for correcting the rise [Delta] P _L1
26 is different from the embodiment shown in FIG. 9 in that an additional function is provided.

In FIG. 17, the second elapsed time determination value T_TwoOwn
Oil temperature T of hydraulic oil of dynamic transmission 14_OILOff to adjust according to
Change time correction means 324 and line oil pressure P_LRise
ΔP _L1Is the oil temperature T of the hydraulic oil of the automatic transmission 14._OILIn response to
SD4 corresponding to the hydraulic pressure rise width correction means 326 to be corrected
Other than the difference in that the
This is common to the steps of the tenth embodiment.

In SD1 and SD3 of FIG.
Similarly to SB3 and SB3, the timer _Cte is initialized and the oil temperature T _OIL of the operating oil of the automatic transmission 14 is read in association with the determination that the N → D shift operation of the shift lever 84 is performed. The elapsed time determination value T2 of ₂ is set, and the oil passage 192 for supplying the hydraulic oil to the clutch C1 is brought into the large orifice state. The state at time t _{0 in} FIG. 18 indicates this state.

Next, at SD4, the reference oil temperature T_STWhen
Actual oil temperature T_OILDifference (T_ST-T _OIL) Is preset
Lower limit width ΔT_LIs greater than (positive value), in other words
Then the reference oil temperature T_STLower limit of reference temperature range centered on
(T_ST−ΔT_LActual oil temperature T)_OILFalls below
It is determined whether or not. When the judgment of this SD4 is affirmed
Is the second elapsed time in SD5 in the same way as SC5
Interval determination value T_TwoIs increased and the line hydraulic pressure P
_LRise width ΔP_L1Is increased. However, SD4
If the judgment is denied, in SD6, the reference oil temperature T
_STAnd the actual oil temperature T_OILDifference (T_ST-T_OIL) Is set in advance.
The specified upper limit width ΔT_H(Negative value)
In other words, the reference oil temperature T_STAbove the reference temperature range centered on
Limit value (T _ST−ΔT_HActual oil temperature T)_OILUp
Is determined. This judgment of SD6 is affirmed.
In the case of SD7, the second
Elapsed time judgment value T_TwoIs reduced and the line
Hydraulic pressure P_LRise width ΔP_L1Is corrected to decrease. Actually
Oil temperature T_OILIs corrected if is within the above reference temperature range
Is not done.

[0086] In the subsequent SD8 through SD12, similarly to SB4 to SB8, the actual elapsed time t _e is determined to have exceeded the determination value T ₂ the second elapsed time, the clutch C1
To the oil passage 192 for supplying working oil together switched from the large orifice state until it into small orifice state (t ₁ point in FIG. 18), rise [Delta] P _L1 only an elevated obtained have the line pressure P _L is far The normal pressure adjustment value is returned. When the shift to the first gear, which is the starting gear, is completed, the oil passage 192 is switched from the small orifice state to the large orifice state (t _{2 in} FIG. 18).
Time).

The solid line in FIG.
Elapsed time judgment value T_TwoAnd line oil pressure P_Lupon
Ascending width ΔP_L1To explain the operation when the
FIG. The broken line in FIG. 18 indicates the second elapsed time determination.
Constant value T_TwoAnd line oil pressure P _LRise width ΔP_L1Is increased
If it is not corrected, for example, the low temperature operation of the embodiment of FIG.
Motion. According to this embodiment, the viscosity of the hydraulic oil
Considering the change of hydraulic oil flow for the connected clutch C1,
And the line pressure P_LRise width ΔP_L1And the second elapsed time judgment
Constant value T_TwoIs corrected, the first shift from the N → D shift operation is performed.
More time to start or complete shifting to higher gears
There is the advantage of being shortened. Incidentally, the oil temperature T of the hydraulic oil_OILTo
Based on the second switching time T_TwoAnd line oil pressure P_LRise
Width ΔP_L1Is not corrected, the dashed line in FIG.
Thus, when the operating oil is at a low temperature, the first shift from the N → D shift operation is performed.
Longer time to start or complete shifting to higher gears
Gear shift by pressing the accelerator pedal simultaneously.
Or the durability of the clutch C1 is impaired.
It was done. Also, as mentioned above,
Warm T_OILSwitching time T based on_TwoAnd line hydraulics
P_LRise width ΔP_L1Is corrected at low temperatures.
Connected to the clutch C1 to respond to the hydraulic oil supply flow rate
Increasing the capacity of the accumulator 160 to be continued
There is an advantage that is unnecessary.

FIG. 19 is a functional block diagram for explaining a main part of the control function of the shift electronic control device 20 according to another embodiment of the present invention. FIG. It is a flowchart explaining the principal part of an operation.

In FIG. 19, the third elapsed time determination value (third switching time) T ₃ that is longer than the first elapsed time determination value T ₁ or the second elapsed time determination value T ₂ is reliably and reliably determined. Third switching time correction means 328 for correcting the clutch C1 based on the oil temperature T _OIL so that the clutch C1 can be quickly determined to be incompletely engaged;
The elapsed time t _e from the determination that the switching operation to the range has been performed exceeds the third elapsed time determination value (third switching time) T ₃ corrected by the third switching time correction means 328, and the clutch If the engagement of C1 is not completed,
6 is different from the embodiment of FIG. Unlike the example, other functions are common.

[0090] In Figure 20, the third elapsed time determination value to set and oil temperature correction of T ₃ SE3, to the large orifice state preferentially, the elapsed time t _e from N → D shift operation S it is determined that the third elapsed time determination value T ₃ traversal and clutch C1 has not yet completed engagement
The difference from the embodiment of FIG. 7 is that E9 is further provided, but the other steps are common.

In FIG. 20, in SE1 and SE2,
Similarly to SA1 and SA2, N → D of the shift lever 84
When the shift operation is determined, the contents of the timer C _te is initialized to zero (cleared) by and first changeover time, that the first elapsed time determination value (fixed value) T ₁ is set. T in FIG.
Time ₀ indicates this state.

[0092] Then, in SE3 corresponding to the third switching time correcting unit 328, for example, the third elapsed time determination value T ₃ on the basis of the temperature T _OIL of the actual hydraulic oil from pre-stored relationship shown in FIG. 22 It is determined. This relationship is determined by experimentally _obtaining in advance the minimum time in which the engagement of the clutch C1 must be securely completed if the clutch C1 is normal for each oil temperature T _OIL , and is determined by the relationship. that third elapsed time determination value T ₃ of, corresponds to the guard time relating to the engagement of the clutch C1.

In subsequent SE4 to SE8, SA3 to S
Similar to A7, after the oil passage 192 is switched to the large orifice state, the elapsed time t _e after N → D shift operation is first
If it is determined that the elapsed time determination value T ₁ has been exceeded, the oil passage 192
There is switched to the small orifice state (t ₁ point in FIG. 21), whether the shift to the first gear has been completed is determined (SE8). In that case the shift to the first gear is not determined to have been completed is performed SE9 corresponding to the guard time has elapsed during a large orifice switching means 330, where, N → D elapsed time t _e after the shift operation whether exceeds a third elapsed time determination value T ₃ is determined. While the determination in SE9 is denied, SE5 and subsequent steps are repeatedly executed.

In a normal case where there is no clogging of the hydraulic circuit, particularly the orifice 158 having a relatively small inner diameter, the shift to the first gear is determined to have been completed in SE8. 192 is switched to the large orifice state. However, if the shift to the first gear stage due to the engagement of the clutch C1 is not completed due to an abnormality in the hydraulic circuit or the clutch C1, the shift is not completed yet.
Since the elapsed time t _e at the SE9 it is determined to exceed the determination value T ₃ third elapsed time, switched preferentially to the large orifice state at SE10. T _{3 in} FIG.
The time point indicates this state. Thus, the engagement of the clutch C1 is performed in the t ₃ time points after, starting running of the vehicle despite the failure of the hydraulic circuit is enabled. In FIG. 21, the point in time t _a indicates the engagement start point of the clutch C1. Vehicle stopped state (counter shaft rotation speed N
_c = 0), the input shaft speed N _IN changes toward zero.

FIG. 23 is a functional block diagram for explaining a main part of a control function of the shift electronic control device 20 according to another embodiment of the present invention. FIG. It is a flowchart explaining the principal part of an operation.

In FIG. 23, during the shift period to the starting gear, that is, the first speed, related to the operation of switching the shift lever 84 from the N range to the D range, that is, before the shift is completed (clutch C1). Before the engagement of the engine 10 is completed), for example, the throttle opening TA, the intake air amount Q of the engine 10,
Based on the fuel injection amount F to the engine 10, the engine output torque-related quantity such as the accelerator pedal operation amount A _CC and / or its rate of change has risen above a predetermined value, the engine by simultaneous depression for starting the vehicle If it is determined that the output torque-related amount has been sharply increased, a simultaneous large depression orifice priority switching means 334 for preferentially switching the oil passage 192 for supplying hydraulic oil to the clutch C1 to the large orifice state is further provided. Although this embodiment differs from the embodiment of FIG. 6 in that the other functions are common. FIG. 24 differs from the embodiment of FIG. 7 in that SF5 and SF8 for determining that the throttle opening TA has risen sharply are provided, but the other steps are common.

In SF1 to SF4 of FIG. 24, similarly to SA1 to SA4, when the N → D shift operation of the shift lever 84 is determined, the content of the timer _Cte is initialized (cleared) to zero and the first timer is cleared. The switching time, that is, the first elapsed time determination value (fixed value) T ₁ is set, and the clutch C
The oil passage 192 for supplying the hydraulic oil to 1 is switched to the large orifice state, and the content of the timer _Cte is incremented. This state is shown at time t _{0 in} FIG.

Next, at SF5 corresponding to the simultaneous orifice large orifice priority switching means 334, it is determined whether or not the throttle opening TA (%) corresponding to the engine output torque sharply increases or sharply increases. It is determined whether or not the opening degree TA and / or the rate of change dTA / dt of the opening degree have exceeded a predetermined reference value. This criterion value is a value set in advance to determine the operation of depressing the accelerator pedal when the vehicle starts. When the determination of SF5 is denied, in SF6 and SF7, SA5 and SA
Similarly to 6, N → D elapsed time t _e from the shift operation is judged whether exceeds the elapsed time determination value T ₁ is, the oil passage 192 in case it exceeds the small orifice from the large orifice state until it The state is switched (time t _{1 in} FIG. 25). However, when the determination of SF5 is affirmed,
By ending this routine in the large orifice state, the large orifice state is preferentially maintained.

Next, in SF8 corresponding to the simultaneous large depression orifice priority switching means 334, it is determined whether or not the throttle opening TA (%) corresponding to the engine output torque sharply increases or increases in the same manner as in SF5. Is determined. If the determination in SF8 is denied, it is determined in SF9 and SF10 whether or not the shift to the first gear has been completed, as in SA7 and SA8. Can be switched. However, if the determination in SF8 is affirmative, even before the shift is completed, SF10 is preferentially executed to switch to the large orifice state. T ₄ time of FIG. 25 shows this state.

A solid line in FIG. 25 is a time chart for explaining the operation when the large orifice state is preferentially set by the above control. The broken line in FIG. 25 indicates a case where the large orifice state is not preferentially set due to a sudden increase in the engine output torque, for example, the case of the embodiment of FIG. In the latter, when the simultaneous depressing shown in A ₁ is performed, the engagement time of the clutch C1 becomes longer, for engagement of the clutch C1 has been performed in a state of high rotational speed and Kokakarigo圧total energy of the clutch C1 absorption amount E _{tota l} is a ₂
However, according to the present embodiment,
When the simultaneous depressing shown in B ₁ is performed, the engagement time of the clutch C1 becomes short, the clutch for engagement of the clutch C1 is performed in a state of relatively low rotational speed and Teikakarigo圧The total energy absorption E _{total of} C1 is B ₂
It becomes relatively small as shown in FIG. Therefore, according to the present embodiment, the total energy absorption amount E _{total of} the clutch C1 is suppressed, and burnout is prevented or durability is improved.

FIG. 26 is a functional block diagram for explaining a main part of the control function of the electronic shift control device 20 according to another embodiment of the present invention. FIG. It is a flowchart explaining the principal part of an operation.

In FIG. 26, the N range of the shift lever 84
Related to the switch operation from D to D range
During the shift to the forward gear, that is, the first gear,
For example, throttle opening TA, intake air amount of engine 10
Q, fuel injection amount F to engine 10, accelerator pedal
Operation amount A_CCEngine output torque related quantity and / or
Or, based on the fact that the rate of change has risen above a predetermined value,
The amount of engine output torque related to the vehicle starts suddenly
If it is determined that the vehicle has been raised, the clutch C1
A hydraulic pressure source for supplying hydraulic oil, that is, line hydraulic pressure_LPressure
With a predetermined pressure ΔP_L2Only increase hydraulic source pressure priority rise
6. Means 338 of FIG.
Although different from the embodiment, other functions are common. FIG.
At 7, it is determined that the throttle opening TA has risen sharply.
SG5, SG9 and the line hydraulic pressure P _LPriority on pressure
Predetermined pressure ΔP_L2SG8 and SG12 to increase
The difference from the embodiment of FIG. 7 in that
Other steps are common.

In SG1 to SG4 of FIG. 27, similarly to SA1 to SA4, when the N → D shift operation of the shift lever 84 is determined, the content of the timer _Cte is initialized (cleared) to zero and the first timer is cleared. The switching time, that is, the first elapsed time determination value (fixed value) T ₁ is set, and the clutch C
The oil passage 192 for supplying the hydraulic oil to 1 is switched to the large orifice state, and the content of the timer _Cte is incremented. This state is shown at time t _{0 in} FIG.

Next, the hydraulic pressure increase priority means 33
8 in SG5 corresponding to the engine output torque.
Corresponding throttle opening TA (%) sharply increases or increases
Whether or not the opening degree TA and / or the opening degree change
If the rate dTA / dt exceeds a predetermined reference value,
It is determined based on This criterion value is
To determine the accelerator pedal depressing operation at the time.
This is the set value. If this SG5 decision is denied
In the case of SG6 and SG7, SA5 and SA
6, the elapsed time t from the N → D shift operation_eIs
Overtime judgment value T ₁It is determined whether or not
In this case, the oil passage 192 becomes smaller than the previous large orifice state.
Switching to the orifice state (t in FIG. 28)₁Time
point). However, if the judgment of SG5 is affirmed,
In SG8, the line hydraulic pressure P_LIs higher than the normal pressure
Predetermined pressure ΔP_L2SG6 and SG
7 is executed.

Next, the hydraulic pressure increase priority means 338
In SG9, it is determined whether or not the throttle opening degree TA (%) corresponding to the engine output torque sharply increases or sharply increases in the same manner as in SG5. This SG
If the judgment of No. 9 is denied, SG10 and SF11
In the same manner as SA7 and SA8, whether the shift to the first gear has been completed is determined, it is switched to the large orifice state when completing (t ₂ time in FIG. 28). However, when the judgment of SG9 is affirmed,
Predetermined pressure than the line pressure P _L normal pressure value by priority even before the shift end to SG12 is executed Δ
It is increased by P _L2 (at time t _{4 in} FIG. 28). Then, line pressure P _L is returned to a normal pressure value after a predetermined time (t ₅ the time in FIG. 28).

The solid line in FIG. 28 is a time chart for explaining the operation in the case where the line pressure P _L is preferentially increased by a predetermined pressure ΔP _L2 from the normal pressure adjustment value by the above control. The broken line in FIG. 28 indicates a case where the large orifice state is not preferentially set due to a sudden increase in the engine output torque, for example, the case of the embodiment of FIG. In the latter, when the simultaneous depressing shown in A ₁ is performed, the engagement time of the clutch C1 becomes longer, for engagement of the clutch C1 has been performed in a state of high rotational speed and Kokakarigo圧Although total energy absorption E _total of the clutch C1 was increased as shown in a _2, according to this embodiment, when the simultaneous depressing shown in B ₁ is performed, the engagement time of the clutch C1 There is shortened, since the engagement of the clutch C1 is total energy absorption E _total of the clutch C1 becomes relatively small as shown in B ₂ to be done in a state of relatively low rotational speed and Teikakarigo圧is there. Therefore, according to the present embodiment, the total energy absorption amount E _{total of the} clutch C1 is obtained.
Is suppressed, and the burnout is prevented or the durability is enhanced.

As described above, one embodiment of the present invention has been described with reference to the drawings. However, the present invention can be implemented as another mode different from those embodiments.

For example, in the above-described embodiment, the description has been given of the start in the forward direction. However, the present invention is also applied to the start in the reverse direction. In this case, N → R
Shifting or switching orifice oil passage for supplying hydraulic fluid to the clutch C3 or the brake B3 is a hydraulic type friction engagement device that is engaged when P → R shift operation is performed, or temporary line pressure P _L The rise
The engagement timing is controlled.

Further, in the above-described embodiment, the automatic transmission for FF constituted as shown in FIG. 1 has been described. Automatic transmission of the type described above may be used. In the above-described embodiment, the shift lever 84 is used as the shift operation device. However, another operation device may be used.

Further, some or all of the configurations of the above-mentioned embodiments may be combined with any of them. For example, the third switching time correction means 328 of FIG. 19 can be provided in the embodiments of FIGS. 6, 9, 12, 16, 23, and 26. The means 334 for raising the hydraulic pressure source priority in FIG. 334 and FIG.

[0111] In the illustrated embodiment, is configured so as to detect the throttle opening degree TA, instead it, such as the accelerator pedal depression amount A _CC, the fuel injection amount F, the intake air amount Q it may be an amount or the engine load associated with the engine output torque T _E.

In the embodiment shown in FIG. 19, the third switching time correction means 328 corrects the third elapsed time determination value T ₃ based on the oil temperature T _OIL. determination value T ₃ is no problem even a constant value.

[0113] In the embodiment of FIG. 23, 10 is switched to preferentially large orifice by simultaneous depression during large orifice priority switching unit 334, from the part, for example, the orifice switching time point i.e. t ₁ time of a gear change period Even if it is only the rear part, a certain effect can be obtained.

In the flowchart of the above-described embodiment, various changes such as a change in the order of steps, a merger, a separation, and the like can be made unless the main functions are changed. For example, if the determination of SF5 is denied in FIG. 24, SF10 may be executed, or if the determination of SE9 in FIG. 20 is denied, SE8 is executed.
The following may be performed.

What has been described above is merely an embodiment of the present invention, and the present invention can be variously modified without departing from the gist thereof.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating a power transmission path and a shift electronic control device of a vehicle including a hydraulic control device for an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a table illustrating a relationship between a gear position and a combined state of operation of a friction engagement device for establishing the gear position in the automatic transmission of the vehicle in FIG. 1;

FIG. 3 is a hydraulic circuit diagram showing a configuration of a part of the hydraulic control circuit of FIG. 1 that generates a line hydraulic pressure.

FIG. 4 is a part of the hydraulic control circuit of FIG.
FIG. 2 is a hydraulic circuit diagram showing a configuration of a part that supplies hydraulic oil to a brake 1 and a brake B1.

FIG. 5 is a sectional view showing an example of a configuration of a clutch C1 provided in the automatic transmission of FIG.

FIG. 6 is an essential part of a control function of the shift electronic control device of FIG. 1,
That is, it is a functional block diagram illustrating control for supplying hydraulic oil to a starting hydraulic friction engagement device that is operated in connection with starting of a vehicle.

7 is a main part of a control operation of the shift electronic control device of FIG. 1,
That is, it is a flowchart illustrating control for supplying hydraulic oil to the starting hydraulic friction engagement device that is operated in association with the start of the vehicle.

8 is a time chart for explaining a state of supply of hydraulic oil to a clutch C1 for achieving a start gear of the vehicle by the control operation of FIG. 7, in comparison with changes in other parameters.

9 is a functional block diagram illustrating control functions of a shift electronic control device according to another embodiment of the present invention, and is a diagram corresponding to FIG.

10 is a flowchart illustrating a control operation of the shift electronic control device of FIG. 9, and is a diagram corresponding to FIG. 7;

11 is a time chart for explaining a state of supply of hydraulic oil to a clutch C1 for achieving a start gear of the vehicle by the control operation of FIG. 10, and is a diagram corresponding to FIG.

FIG. 12 is a functional block diagram illustrating a control function of a shift electronic control device according to another embodiment of the present invention;
FIG. 7 is a diagram corresponding to FIG. 6.

13 is a flowchart illustrating a control operation of the shift electronic control device of FIG. 12, and is a diagram corresponding to FIG. 7;

[14] The determination value T ₁ first elapsed time to correct, based on the oil temperature T _OIL, which is a diagram showing a relationship used in SC5 or SC7 in FIG.

15 is a time chart illustrating a state of supply of hydraulic oil to clutch C1 for achieving the starting gear of the vehicle by the control operation in FIG. 13, and is a diagram corresponding to FIG.

FIG. 16 is a functional block diagram illustrating control functions of a shift electronic control device according to another embodiment of the present invention.
FIG. 7 is a diagram corresponding to FIG. 6.

17 is a flowchart illustrating a control operation of the shift electronic control device of FIG. 16, and is a diagram corresponding to FIG. 7;

18 is a time chart for explaining a supply state of hydraulic oil to a clutch C1 for achieving a start gear of the vehicle by the control operation in FIG. 17, and is a diagram corresponding to FIG.

FIG. 19 is a functional block diagram illustrating control functions of a shift electronic control device according to another embodiment of the present invention.
FIG. 7 is a diagram corresponding to FIG. 6.

20 is a flowchart illustrating a control operation of the shift electronic control device of FIG. 19, and is a diagram corresponding to FIG. 7;

21 is a time chart for explaining a supply state of hydraulic oil to a clutch C1 for achieving a start gear of the vehicle by the control operation in FIG. 20, and is a diagram corresponding to FIG.

22 is a diagram showing a relationship used in SE3 of FIG. 20 to correct a _third elapsed time determination value T3 based on an _oil temperature T _OIL .

FIG. 23 is a functional block diagram illustrating a control function of a shift electronic control device according to another embodiment of the present invention.
FIG. 7 is a diagram corresponding to FIG. 6.

24 is a flowchart illustrating a control operation of the shift electronic control device of FIG. 23, and is a diagram corresponding to FIG. 7;

25 is a time chart illustrating a state of supply of hydraulic oil to clutch C1 for achieving the starting gear of the vehicle by the control operation in FIG. 23, and is a diagram corresponding to FIG.

FIG. 26 is a functional block diagram illustrating control functions of a shift electronic control device according to another embodiment of the present invention.
FIG. 7 is a diagram corresponding to FIG. 6.

27 is a flowchart illustrating a control operation of the shift electronic control device in FIG. 26, and is a diagram corresponding to FIG. 7;

28 is a time chart for explaining a supply state of hydraulic oil to the clutch C1 for achieving the starting gear of the vehicle by the control operation in FIG. 26, and is a diagram corresponding to FIG.

[Explanation of symbols]

 14: Automatic transmission for vehicle 84: Shift lever (shift operating device) 88: Oil temperature sensor (operating oil temperature detecting device) 302: Operating oil flow rate changing device 304: Shift operation determining means 306: Shift operation large orifice switching means 310: Supply flow rate reducing means 314: Large orifice switching means at the end of gear shifting 318: Hydraulic source pressure increasing means 320: Supply flow reducing means 324: Switching time correcting means 326: Hydraulic pressure increase width correcting means 328: Third switching time correcting means 330 : Large orifice switching means when guard time elapses 334: Large orifice priority switching means at the time of simultaneous depression 338: Hydraulic source oil pressure priority increasing means C1: Clutch (hydraulic friction engagement device for starting)

────────────────────────────────────────────────── ───

[Procedure amendment]

[Submission date] August 4, 1999

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] Claim 1

[Correction method] Change

[Correction contents]

[Procedure amendment 2]

[Document name to be amended] Statement

[Correction target item name] 0005

[Correction method] Change

[Correction contents]

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, a gist of a first invention is to provide a plurality of hydraulic friction engagement devices for switching a gear position of an automatic transmission for a vehicle. The flow rate of the hydraulic oil supplied to the starting hydraulic friction engagement device that is frictionally engaged to achieve the starting gear of the vehicle among the plurality of hydraulic friction engagement devices is changed by switching the orifice. A hydraulic control device for an automatic transmission for a vehicle, comprising:
(a) through the first orifice and the second orifice in series
For supplying hydraulic oil to the starting hydraulic friction engagement device
And (b) the second orifice in the oil passage.
Supply hydraulic oil through the first orifice
Large orifice state and its first orifice and
Small orifice that supplies hydraulic oil through two orifices
An orifice switching valve that switches to one of
(c) a shift operation determining means for determining that the shift operating device has been switched from the non-traveling range to the traveling range; and (d) the shift operating determining means shifts the shift operating device from the non-traveling range to the traveling range. When it is determined that the switching operation has been performed, the orifice switching valve is turned off.
A large orifice switching means at the time of a shift operation for switching an oil path for supplying hydraulic oil to the starting hydraulic friction engagement device to a large orifice state by changing the position; (e) the shift operation device is disabled by the shift operation determination means. If the elapsed time from the determination that the switching operation from the traveling range to the traveling range is performed exceeds the first switching time set in advance,
And a supply flow reduction means for reducing the supply flow rate of the working oil by switching the oil passage for supplying hydraulic fluid to the starting hydraulic friction engagement device by switching the orifice selector valve to the small orifice state, include It is in.

[Procedure amendment 3]

[Document name to be amended] Statement

[Correction target item name] 0055

[Correction method] Change

[Correction contents]

For example, in FIG. 4, the hydraulic oil flow changing device 302 includes an oil passage 192 through which hydraulic oil is supplied to the clutch C1.
Orifices 156 and 158 provided in the orifice, an orifice switching valve 154 that bypasses the orifice 158 and sets the oil passage 192 to a large orifice state, and is operated by the electronic control unit 20 to control the switching state of the orifice switching valve 154. And is supplied to a starting hydraulic friction engagement device that is frictionally engaged to achieve a start gear of the vehicle among the plurality of hydraulic friction engagement devices. The flow rate of the operating oil is changed by switching the flow resistance provided in the starting hydraulic friction engagement device. For example, when starting in the forward direction by an N → D shift operation, the clutch C
In the oil passage 192 for supplying the hydraulic oil to the first orifice, one of a large orifice state in which the hydraulic oil is supplied only through the orifice 156 and a small orifice state in which the hydraulic oil is supplied through the orifices 156 and 158 is switched. In this embodiment, the orifice 156 is the first
The orifice 158 corresponds to the second orifice.
Corresponding to the

[Procedure amendment 4]

[Document name to be amended] Statement

[Correction target item name] Explanation of sign

[Correction method] Change

[Correction contents]

[Description of Signs] 14: Automatic transmission for vehicle 84: Shift lever (shift operating device) 88: Oil temperature sensor (operating oil temperature detecting device) 154: Orifice switching valve 156: Orifice (first orifice) 158: Orifice ( (Second orifice) 192: Oil passage 302: Hydraulic oil flow rate changing device 304: Shift operation determining means 306: Large orifice switching means at the time of shift operation 310: Supply flow rate reducing means 314: Large orifice switching means at the end of shifting 318: Hydraulic source pressure Ascending means 320: Supply flow rate reducing means 324: Switching time correcting means 326: Hydraulic pressure increase width correcting means 328: Third switching time correcting means 330 Large orifice switching means when guard time has elapsed 334: Large orifice priority switching means at the time of simultaneous depression 338: C1 clutch (hydraulic friction engagement device for starting) )

Continued on the front page (72) Inventor Ryoji Habuchi 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Tatsuya Ozeki 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation

Claims (8)

[Claims] 1. A plurality of hydraulic friction engagement devices for switching a gear position of an automatic transmission for a vehicle, and a friction engagement device for achieving a starting gear of a vehicle among the plurality of hydraulic friction engagement devices. A hydraulic oil flow control device for an automatic transmission for a vehicle, comprising: a hydraulic oil flow rate changing device that changes a flow rate of hydraulic oil supplied to a starting hydraulic friction engagement device to be combined by switching an orifice; Shift operation determining means for determining that the operating device has been switched from the non-travel range to the travel range; and determining by the shift operation determining means that the shift operating device has been switched from the non-travel range to the travel range. When the shift operation is performed, the large orifice switching means at the time of a shift operation for switching an oil passage for supplying hydraulic oil to the starting hydraulic friction engagement device to a large orifice state; If the elapsed time from the determination means that the shift operating device has been switched from the non-traveling range to the traveling range exceeds a first switching time set in advance, the starting hydraulic friction engagement device is started. And a supply flow rate reducing means for reducing a supply flow rate of the hydraulic oil by switching an oil passage for supplying the hydraulic oil to a small orifice state. 2. A plurality of hydraulic friction engagement devices for switching a gear position of an automatic transmission for a vehicle, and a friction engagement device for achieving a starting gear of a vehicle among the plurality of hydraulic friction engagement devices. A hydraulic oil flow control device for an automatic transmission for a vehicle, comprising: a hydraulic oil flow rate changing device that changes a flow rate of hydraulic oil supplied to a starting hydraulic friction engagement device to be combined by switching an orifice; Shift operation determining means for determining that the operating device has been switched from the non-travel range to the travel range; and determining by the shift operation determining means that the shift operating device has been switched from the non-travel range to the travel range. When the shift operation is performed, a large orifice switching means at the time of a shift operation for switching an oil passage for supplying hydraulic oil to the starting hydraulic friction engagement device to a large orifice state; When the means determines that the shift operating device has been switched from the non-travel range to the travel range, the hydraulic source pressure for increasing the pressure of the hydraulic source supplying hydraulic oil to the hydraulic friction engagement device by a predetermined pressure Ascending means, when the shift operation determining means determines that the shift operating device has been switched from the non-traveling range to the traveling range, and the elapsed time exceeds a second switching time set in advance, Control for switching an oil passage for supplying hydraulic oil to the starting hydraulic friction engagement device from a large orifice state switched by the large orifice switching means during the shift operation to a small orifice state; and a predetermined pressure by the hydraulic pressure source increasing means. By performing at least one of the controls for reducing the increased pressure of the hydraulic pressure source, the operation with respect to the starting hydraulic friction engagement device is performed. A hydraulic control device for an automatic transmission for a vehicle, comprising: a supply flow rate reducing unit configured to reduce a supply flow rate of oil. 3. A hydraulic oil is supplied to the starting hydraulic friction engagement device when the shift to the starting gear stage associated with the shift operation device being switched from the non-traveling range to the traveling range is completed. 3. The hydraulic control device for an automatic transmission for a vehicle according to claim 1, further comprising a large orifice switching means at the end of gear shifting for switching a hydraulic path to be switched from a small orifice state to a large orifice state. 4. An operating oil temperature detecting device for detecting an oil temperature of the operating oil, and the first switching time or the second switching based on an oil temperature of the operating oil measured by the operating oil temperature detecting device. The hydraulic control device for an automatic transmission for a vehicle according to any one of claims 1 to 3, further comprising switching time correction means for correcting time. 5. A hydraulic oil temperature detecting device for detecting an oil temperature of the hydraulic oil, and a hydraulic pressure increase means based on the oil temperature of the hydraulic oil measured by the hydraulic oil temperature detecting device. 3. The hydraulic control apparatus for an automatic transmission for a vehicle according to claim 2, further comprising: a hydraulic pressure increase width correcting means for correcting an increase width of the hydraulic pressure. 6. An elapsed time after the shift operation determining means determines that the shift operating device has been switched from the non-traveling range to the traveling range is longer than the first switching time or the second switching time. If the third switching time exceeds a preset switching time and the engagement of the starting hydraulic friction engagement device is not completed, the oil passage switched to the small orifice state by the supply flow rate reducing means is switched to the large orifice state. 3. The hydraulic control device for an automatic transmission for a vehicle according to claim 1, further comprising a large orifice switching means when the guard time elapses. 7. An engine output torque-related amount is rapidly increased for starting a vehicle during a shift period to a start gear associated with the shift operation device being operated to switch from a non-travel range to a travel range. 3. The automatic transmission according to claim 1, further comprising a large orifice priority switching means for preferentially switching an oil passage for supplying hydraulic oil to the starting hydraulic friction engagement device to a large orifice state. Machine hydraulic control device. 8. An engine output torque-related amount is rapidly increased for starting a vehicle during a shift period to a start gear associated with the shift operation device being operated to switch from a non-travel range to a travel range. 3. The automatic transmission according to claim 1, further comprising a hydraulic pressure increase priority means for preferentially increasing a pressure of a hydraulic pressure supply source for supplying hydraulic oil to the hydraulic friction engagement device by a predetermined pressure. Hydraulic control device.