WO2009084294A1 - 自動変速機の制御装置 - Google Patents
自動変速機の制御装置 Download PDFInfo
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- WO2009084294A1 WO2009084294A1 PCT/JP2008/067722 JP2008067722W WO2009084294A1 WO 2009084294 A1 WO2009084294 A1 WO 2009084294A1 JP 2008067722 W JP2008067722 W JP 2008067722W WO 2009084294 A1 WO2009084294 A1 WO 2009084294A1
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- pressure
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- torque
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- brake
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1204—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures for malfunction caused by simultaneous engagement of different ratios resulting in transmission lock state or tie-up condition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1224—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
- F16H2061/126—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is the controller
- F16H2061/1264—Hydraulic parts of the controller, e.g. a sticking valve or clogged channel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
- F16H61/686—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with orbital gears
Definitions
- an object of the present invention is to provide a control device for an automatic transmission that can prevent simultaneous engagement without using a cut-off valve, and that can be downsized, reduced in weight, and reduced in cost. To do.
- Input torque detection means (73) for detecting input torque input to the input shaft (10); Torque sharing determination means (74) for determining torque sharing in two friction engagement elements forming the gear stage (for example, C-1 and C-2 in the forward fourth speed stage); Based on the input torque and the torque sharing, the transmission torque in the two friction engagement elements (for example, C-1 and C-2 in the fourth forward speed) is calculated, and the torque capacity that can transmit the transmission torque is obtained.
- the normal oil pressure setting means (72) The two friction engagement elements (for example, the fourth forward speed) are formed in a state in which the shift stage is formed by the engagement of the two friction engagement elements (for example, C-1 and C-2 in the fourth forward speed). Then, another frictional engagement is made so that no slip occurs in C-1, C-2) and during the engagement of the two frictional engagement elements (for example, C-1, C-2 in the forward fourth speed).
- the two friction engagement elements are prevented from slipping and the two friction engagement elements are engaged. Even if another friction engagement element is engaged based on the line pressure during the engagement of the elements, the engagement in the two friction engagement elements is such that one of the three friction engagement elements slips. Since the resultant pressure is set, torque is transmitted between the drive source and the drive wheel without causing slippage in the friction engagement element in a state where the vehicle is traveling at a shift stage by the engagement of the two friction engagement elements. However, when another frictional engagement element is engaged, one of the three frictional engagement elements is slid to ensure a running state. . Thereby, it is not necessary to provide a cut-off valve, and the hydraulic control device can be made compact, lightweight, and cost can be reduced.
- the normal-time hydraulic pressure setting means (72) is configured such that the torque of the two friction engagement elements (for example, C-1 and C-2 in the forward fourth speed)
- the engagement pressure for example, P, for example
- C1 , PC2 are set respectively.
- the normal-time hydraulic pressure setting means sets the engagement pressures so that the torque capacities of the two friction engagement elements become torque capacities obtained by adding a safety factor to the calculated transmission torque of the two friction engagement elements. Therefore, even if there is a torque fluctuation in a state where the vehicle is traveling at a gear position due to the engagement of the two friction engagement elements, it is possible to reliably prevent the two friction engagement elements from slipping. .
- one of the three friction engagement elements (for example, C-1, C-2, C-3) (for example, C-1) is a vehicle. It is characterized by being slid by the inertia force.
- the present invention provides another friction engagement during engagement of the two friction engagement elements (for example, C-1 and C-2 in the forward fourth speed).
- the element for example, C-3
- the torque sharing in the three friction engagement elements changes, and the three friction engagement elements (for example, C- 1, C-2, C-3) (for example, C-1) becomes less than a limit torque (Ttire) at which the drive wheel slips, and thus the one friction engagement element (for example, C- 1) is characterized by slippage.
- the automatic transmission mechanism (5) is engaged with the two friction engagement elements (for example, C-1 and C-2 in the fourth forward speed). Is engaged with another frictional engagement element (eg C-1) and one of these three frictional engagement elements (eg C-1, C-2, C-3) (eg C-1)
- the state is any one of the plurality of shift speeds (for example, the state of the fifth forward speed).
- the automatic transmission mechanism is activated when another frictional engagement element is engaged during engagement of the two frictional engagement elements, and one of the three frictional engagement elements slips. Since this is the shift stage, the running state can be ensured.
- a one-way clutch (F-1) capable of fixing one-way rotation of the second rotating element (CR2) At the first forward speed, the first clutch (C-1) and the one-way clutch (F-1) are engaged, At the second forward speed, the first clutch (C-1) and the first brake (B-1) are engaged, At the third forward speed, the first clutch (C-1) and the third clutch (C-3) are engaged, At the fourth forward speed, the first clutch (C-1) and the second clutch (C-2) are engaged, At the fifth forward speed
- one end of the first brake (B-1) is fixed to the case (9) and the other end is drivingly connected to the hydraulic servo (44).
- the band brake is disposed such that the rotation direction of the drum-like member (18) from the second forward speed to the sixth forward speed is opposite to the winding direction of the brake band (19). It is characterized by becoming.
- the first, second, third, and fourth solenoid valves are configured to supply the engagement pressure in a form corresponding to the respective hydraulic servos. ) Can be set individually, and the torque capacity of each friction engagement element does not slip when the two friction engagement elements form a shift stage, and another friction engagement element is engaged. It may be possible to set any one to slide when combined.
- the present invention (see, for example, FIGS. 2 to 5) is arranged in parallel with the one-way clutch (F-1), and fixes the rotation of the second rotating element (CR2) when coasting the first forward speed.
- the second brake (B-2) The engagement pressure (P SLC2 ) regulated by the second solenoid valve (SLC2) is applied to the hydraulic servo (42) of the second clutch (C-2) and the hydraulic servo (42) of the second brake (B-2). 45) and a switching unit (23) for switching to supply.
- the second brake is arranged in parallel with the one-way clutch, and includes a brake that fixes the rotation of the second rotating element when coasting the first forward speed, and switches the engagement pressure adjusted by the second solenoid valve.
- the second brake hydraulic servo and the second brake hydraulic servo are switched and supplied by the control unit, so that the torque capacity of the second brake is small, especially at the coast of the first forward speed, and the first forward speed Since the second brake is not engaged even if the second solenoid valve outputs the engagement pressure at a speed other than the coast, another friction engagement element is engaged from any speed. Even if this is done, it is possible to make it possible to make sure that one frictional engagement element slips.
- FIG. 6 is an explanatory diagram showing an example of torque action during normal operation and failure, where (a) shows the torque action at the fourth forward speed in a normal state, and (b) shows the clutch C-3 from the state of the fourth forward speed. The figure which shows the torque effect
- an automatic transmission 3 suitable for use in, for example, an FF type (front engine, front drive) vehicle is an input of an automatic transmission that can be connected to an engine (drive source) 2 (see FIG. 1).
- a shaft 8 is provided, and a torque converter 4 and an automatic transmission mechanism 5 are provided around the axial direction of the input shaft 8.
- the torque converter 4 includes a pump impeller 4a connected to the input shaft 8 of the automatic transmission 3, and a turbine runner 4b to which the rotation of the pump impeller 4a is transmitted via a working fluid.
- the runner 4 b is connected to the input shaft 10 of the automatic transmission mechanism 5 disposed coaxially with the input shaft 8. Further, the torque converter 4 is provided with a lock-up clutch 7, and when the lock-up clutch 7 is engaged, the rotation of the input shaft 8 of the automatic transmission 3 causes the input shaft of the automatic transmission mechanism 5 to rotate. 10 is transmitted directly.
- the automatic transmission mechanism 5 is provided with a planetary gear (reduction planetary gear) SP and a planetary gear unit (planetary gear set) PU on the input shaft 10.
- the planetary gear SP is a so-called single pinion planetary gear that includes a sun gear S1, a carrier CR1, and a ring gear R1, and has a pinion P1 that meshes with the sun gear S1 and the ring gear R1.
- the sun gear S1 of the planetary gear SP is connected to a boss portion that is integrally fixed to the transmission case 9, and the rotation is fixed.
- the ring gear R1 is in the same rotation as the rotation of the input shaft 10 (hereinafter referred to as “input rotation”). Further, the carrier CR1 is reduced in speed by the input sun being decelerated by the fixed sun gear S1 and the ring gear R1 that rotates, and the clutch (friction engagement element, first clutch) C-1 and the clutch (Friction engagement element, third clutch) Connected to C-3.
- the sun gear S2 of the planetary gear unit PU is connected to a brake (friction engagement element, first brake) B-1 formed of a band brake and can be fixed to the transmission case. Connected, and the speed reduction rotation of the carrier CR1 can be input via the clutch C-3.
- the sun gear S3 is connected to the clutch C-1, so that the decelerated rotation of the carrier CR1 can be input.
- the brake B-1 has a brake band 19 provided around the drum-like member 18 connected to the clutch C-3 and the sun gear S2, and one end of the brake band 19 is fixed to the case 9. The other end is connected to a hydraulic servo 44 (see FIG. 5), which will be described later, and is wound around the drum-shaped member 18 by driving the hydraulic servo 44.
- the winding direction of the brake band 19 is disposed so as to be opposite to the rotation direction of the drum-shaped member 18 from the second forward speed to the sixth forward speed.
- the winding is performed by pulling in the reverse direction from the rotational speed at the sixth forward speed from the speed stage.
- the carrier CR2 is connected to a clutch (friction engagement element, second clutch) C-2 to which the rotation of the input shaft 10 is input, and the input rotation can be input via the clutch C-2.
- it is connected to the one-way clutch F-1 and the brake (friction engagement element, second brake) B-2, and rotation in one direction with respect to the transmission case is restricted via the one-way clutch F-1.
- the rotation can be fixed via the brake B-2.
- the ring gear R2 is connected to a counter gear (output shaft) 11, and the counter gear 11 is connected to driving wheels via a counter shaft and a differential device (not shown).
- the vertical axis indicates the rotational speed of each rotating element (each gear), and the horizontal axis indicates the gear ratio of these rotating elements.
- the vertical axis corresponds to the sun gear S1, the carrier CR1, and the ring gear R1 in order from the left side in FIG.
- the vertical axis corresponds to the sun gear S3, the ring gear R2, the carrier CR2, and the sun gear S2 in order from the right side in FIG.
- the clutch C-1 In the second forward speed (2ND), as shown in FIG. 3, the clutch C-1 is engaged and the brake B-1 is locked. Then, as shown in FIGS. 2 and 4, the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the rotation of the sun gear S2 is fixed by the locking of the brake B-1. Then, the carrier CR2 is decelerated and rotated at a speed lower than that of the sun gear S3, the decelerated rotation input to the sun gear S3 is output to the ring gear R2 via the carrier CR2, and the forward rotation as the second forward speed is counter gear. 11 is output.
- the clutch C-1 and the clutch C-3 are engaged. Then, as shown in FIGS. 2 and 4, the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the reduced rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the clutch C-3. That is, since the reduction rotation of the carrier CR1 is input to the sun gear S2 and the sun gear S3, the planetary gear unit PU is directly connected to the reduction rotation, and the reduction rotation is output to the ring gear R2 as it is, and the forward rotation as the third forward speed is performed. Output from the counter gear 11.
- the clutch C-1 and the clutch C-2 are engaged. Then, as shown in FIGS. 2 and 4, the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the input rotation is input to the carrier CR2 by engaging the clutch C-2. Then, due to the decelerated rotation input to the sun gear S3 and the input rotation input to the carrier CR2, the decelerated rotation is higher than the third forward speed and is output to the ring gear R2, and the forward rotation as the fourth forward speed is performed. Is output from the counter gear 11.
- the clutch C-2 is engaged and the brake B-1 is locked. Then, as shown in FIGS. 2 and 4, the input rotation is input to the carrier CR2 by the engagement of the clutch C-2. Further, the rotation of the sun gear S2 is fixed by the locking of the brake B-1. Then, the input rotation of the carrier CR2 becomes higher than the forward fifth speed by the fixed sun gear S2, and is output to the ring gear R2, and the forward rotation as the sixth forward speed is output from the counter gear 11. .
- the clutch C-3 is engaged and the brake B-2 is locked.
- the rotation of the carrier CR1 that is decelerated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S2 via the clutch C-3.
- the rotation of the carrier CR2 is fixed by the locking of the brake B-2.
- the decelerated rotation input to the sun gear S2 is output to the ring gear R2 via the fixed carrier CR2, and the reverse rotation as the first reverse speed is output from the counter gear 11.
- the clutch C-1, the clutch C-2, and the clutch C-3 are released.
- the carrier CR1, the sun gear S2, and the sun gear S3, that is, the planetary gear SP and the planetary gear unit PU are disconnected, and the input shaft 10 and the carrier CR2 are disconnected.
- the power transmission between the input shaft 10 and the planetary gear unit PU is disconnected, that is, the power transmission between the input shaft 10 and the counter gear 11 is disconnected.
- the hydraulic control device 6 includes, for example, an oil pump, a manual shift valve, a primary regulator valve, a secondary regulator valve, a solenoid modulator valve, a linear solenoid valve SLT, and the like (not shown).
- an oil pump that is rotationally connected to the pump impeller 4a of the torque converter 4 is driven in conjunction with the rotation of the engine, hydraulic pressure is generated by sucking oil from an oil pan (not shown) through a strainer.
- Hydraulic pressure generated by the oil pump on the basis of a signal pressure P SLT of the linear solenoid valve SLT that is pressure regulating output according to the throttle opening degree, the pressure is adjusted to a line pressure P L being discharged adjusted by the primary regulator valve .
- the line pressure P L is the manual shift valve, the solenoid modulator valve, and more information is supplied to the linear solenoid valve SLC3 to be described later.
- the line pressure P L supplied to the solenoid modulator valve of this is pressure regulated to a modulator pressure P MOD to be substantially constant pressure by the valve, the modulator pressure P MOD is and the linear solenoid valve SLT, details It is supplied as a source pressure for solenoid valves S1, S2, etc., which will be described later.
- the pressure discharged from the primary regulator valve is adjusted to the secondary pressure PSEC while being further discharged and adjusted by the secondary regulator valve, for example, and this secondary pressure PSEC is supplied to, for example, a lubricating oil passage or an oil cooler. And also supplied to the torque converter 4 and used to control the lock-up clutch 7.
- a manual shift valve (not shown) has a spool that is mechanically (or electrically) driven by a shift lever provided in a driver's seat (not shown), and the position of the spool is controlled by the shift lever.
- selected shift range e.g. P, R, N, D
- the forward range pressure output line from the port pressure P L is output as a forward range pressure (D range pressure) P D.
- D range pressure forward range pressure
- the line pressure P L rear proceeds range pressure output port reverse range Pressure (R range pressure) PREV is output.
- the input port, the forward range pressure output port and the reverse range pressure output port are blocked by the spool, and the forward range pressure output.
- port and the reverse range pressure output port are communicated with the drain port, that is, the non-output state D range pressure P D and the R range pressure P REV are drained (discharged).
- the hydraulic control device 6 includes the hydraulic servo 41 for the clutch C-1, the hydraulic servo 42 for the clutch C-2, the hydraulic servo 43 for the clutch C-3, the hydraulic servo 44 for the brake B-1, and the brake B-2.
- the solenoid valve S1, the solenoid valve S2, and the first clutch apply are used to switch the output pressure of the linear solenoid valve SLC2 to the hydraulic servo 42 of the clutch C-2 or the hydraulic servo 45 of the brake B-2.
- Relay valve 21, second clutch apply relay valve 22, C-2 relay valve (switching part) 3, B-2 comprises a relay valve 24, etc. are configured.
- Oil path a1 an oil passage a4 shown in FIG. 5, the oil passage a5 is configured to forward range pressure P D is connected the forward range pressure output port of the manual shift valve described above (not shown) may enter
- a reverse range pressure output port (not shown) of the manual shift valve is connected to the oil passage l so that the reverse range pressure PREV can be input.
- the oil passage d, the primary regulator valve and the line pressure P L from the (not shown) is input, additionally to the oil passage g1, the modulator pressure P MOD from the modulator valve (not shown) is input It is configured.
- the oil passage a1 is connected to an input port 21e of a first clutch apply relay valve 21 described later in detail through an oil passage a2, and a check valve 50 and an orifice 60 are provided.
- the oil passage a1 is connected to the accumulator 30 through an oil passage a3 and to the linear solenoid valve SLC1.
- the accumulator 30 includes a case 30c, a piston 30b disposed inside the case 30c, a spring 30s that urges the piston 30b, and an oil chamber 30a formed between the case 30c and the piston 30b. It is comprised.
- the linear solenoid valve (regulating pressure supply unit, the first solenoid valve) SLC1 is of a normally closed type that is in the non-output state when de-energized, the input port SLC1a via the oil path a1 inputs the forward range pressure P D If, and an output port SLC1b for outputting a control pressure P SLC1 to the hydraulic servo 41 by regulating the forward range pressure P D as an engagement pressure P C1. That is, the linear solenoid valve SLC1 shuts off the input port SLC1a and the output port SLC1b when not energized, and enters a non-output state. More specifically, from the hydraulic pressure command means 71 (see FIG. 1) of the control unit (ECU) 70 described later.
- An output port SLC1b of the linear solenoid valve SLC1 is connected to an input port 22c of a second clutch apply relay valve 22 described later via an oil passage b1.
- the linear solenoid valve (regulating pressure supply unit, the second solenoid valve) SLC2 is a normally open type that attains an outputting state when being de-energized, via a oil passage a4 inputs the forward range pressure P D input port and SLC2a, and an output port SLC2b for outputting a control pressure P SLC2 to the hydraulic servo 42 by regulating the forward range pressure P D as an engagement pressure P C2 (or an engagement pressure P B2).
- the linear solenoid valve SLC2 is in an output state in which the input port SLC2a and the output port SLC2b are communicated when not energized, and in detail when energized based on a command value from a hydraulic command means 71 of a control unit (ECU) 70 described later.
- the amount of communication between the input port SLC2a and the output port SLC2b can be reduced according to the command value (that is, the opening amount is reduced), that is, the engagement pressure P C2 (or P B2 ) can be output according to the command value.
- the output port SLC2b of the linear solenoid valve SLC2 is connected to an input port 22f of a second clutch apply relay valve 22 described later via an oil passage c1.
- the linear solenoid valve SLB1 is based on a command value from a hydraulic pressure command means 71 of a control unit (ECU) 70 described later. when energized, the larger depending the communication amount between the input port SLB1a and the output port SLB1b (the opening amount) in the finger command value, and is configured so as to output the engagement pressure P B1 that is in accordance with the command value .
- the output port SLB1b of the linear solenoid valve SLB1 is connected to the hydraulic servo 44 of the brake B-1 via an oil passage f1.
- a check valve 54 and an orifice 64 are disposed in the oil passage f1, and an oil chamber 34a of the B-1 damper 34 is connected through the oil passage f2.
- the second clutch apply relay valve 22 includes a spool 22p and a spring 22s that urges the spool 22p upward in the figure, and an oil chamber 22a and the spool 22p above the spool 22p in the figure.
- the oil chamber 22b is provided in the lower part of the figure, and the input port 22c, the output port 22d, the input port 22e, the input port 22f, the output port 22g, the input port 22h, and the output port 22i. And is configured.
- the oil chamber 22a is connected to the output port S1b of the solenoid valve S1 via the oil passages h1 and h3, and the input port 24c of the B-2 relay valve 24 described later via the oil passage h4. It is connected to the.
- the input port 22c is connected to the output port SLC1b of the linear solenoid valve SLC1 via an oil passage b1, and the output port 22d communicating with the input port 22c when the spool 22p is in the left half position It is connected to the hydraulic servo 41 of the clutch C-1 via b2.
- a check valve 51 and an orifice 61 are disposed in the oil passage b2, and an oil chamber 31a of the C-1 damper 31 is connected through the oil passage b3.
- an output port 22i communicating with the input port 22c is connected to the input port 21f of the first clutch apply relay valve 21 via the oil passage b4, and the oil passage It is connected to the oil chamber 22b through b4 and b5.
- the input port 22f is connected to the output port SLC2b of the linear solenoid valve SLC2 via the oil passage c1
- the input port 22h is connected to the first clutch apply relay valve 21 via the oil passage j. It is connected to the output port 21j.
- An output port 22g communicating with the input port 22f when the spool 22p is in the left half position and communicating with the input port 22h when the spool 22p is in the right half position is a C-2 described later via an oil passage c2.
- the relay valve 23 is connected to the input port 23b.
- a check valve 52 and an orifice 62 are disposed in the oil passage c2, and an oil chamber 32a of the C2-B2 damper 32 is connected through the oil passage c4.
- the C-2 relay valve 23 communicates with the input port 23b, the output port 23c, and the output port 23e, and communicates with the output port 23d and the drain port EX.
- the input port 23b and the output port 23d are communicated with each other, and the output port 23c and the output port 23e are communicated with the drain port EX.
- the B-2 relay valve 24 includes a spool 24p and a spring 24s that urges the spool 24p upward in the figure, and an oil chamber 24a above the spool 24p in the figure.
- the output port 24b, the input port 24c, the input port 24d, the input port 24e, the output port 24f, the output port 24g, and the drain port EX are configured.
- the oil chamber 24a is connected to the output port S2b of the solenoid valve S2 through an oil passage i.
- the input port 24d is connected to a reverse range pressure output port (not shown) of a manual shift valve from which a reverse range pressure PREV is output via an oil passage l.
- the input port 24e is connected to an oil passage.
- m is connected to the output port 23d of the C-2 relay valve 23, and communicates with the input port 24d when the spool 24p is in the left half position, and the spool 24p is in the right half position with the input port 24e.
- the output port 24g communicating with the brake B-2 is connected to the hydraulic servo 45 of the brake B-2 via the oil passage n.
- the solenoid valve S1 since the forward range pressure P D from the oil passage a2 is the first clutch apply relay valve 21 is input to the input port 21e, the solenoid valve S1 is not has been outputted signal pressure P S1 ON, switching to the D range was initially (initial N-D shift) is in the left half position by the biasing force of the spring 21s, and outputs the forward range pressure P D to the oil passage j from the output port 21j, but similarly the solenoid valve S1 Since the signal pressure PS1 is not output after being turned on, the input port 22h is shut off in the second clutch apply relay valve 22 which is in the left half position by the biasing force of the spring 22s.
- the linear solenoid valve SLC1 is turned on by the electric control of the control unit 70 and input to the input port SLC1a. and the forward range and the pressure P D pressure regulation and control that are, controlled pressure P SLC1 output from the gradually increases so that the output port SLC1b as the engagement pressure P C1, the control pressure P SLC1 (engagement pressure P C1 ) Is input to the input port 22c of the second clutch apply relay valve 22 via the oil passage b1.
- the engagement pressure P C1 supplied to the oil passage b2 through an oil passage b3 is input to the oil chamber 31a of the C1 damper 31, by the C1 damper 31, it is supplied to and discharged from the hydraulic servo 41 It prevents pulsation of Rukakarigo ⁇ P C1, and absorbs a surge pressure (a sharp fluctuating pressure), for example.
- the linear solenoid valve SLC2 control is regulation control
- the control pressure P SLC2 is output from the output port SLC2b
- the control pressure P SLC2 is second clutch apply locked to the left half position via the oil path c1 is input to the input port 22f of the relay valve 22, is outputted to the oil passage c2 from the output port 22g as the engagement pressure P B2.
- the engagement pressure P B2 output to the oil passage c2 is input to the input port 23b of the C-2 relay valve 23 that is in the right half position, and is output from the output port 23d. Further, the engagement pressure P B2 is input to the input port 24e of the B-2 relay valve 24 that is in the right half position via the oil passage m, is output from the output port 24g, and passes through the oil passage n. Is input to the hydraulic servo 45, and the brake B-2 is locked. Thus, coupled with the engagement of the clutch C-1, the first forward speed engine brake is achieved.
- the oil passage c2 is provided with a check valve 52 and an orifice 62.
- the check valve 52 When supplying the engagement pressure P B2 to the hydraulic servo 45 of the brake B-2, the check valve 52 is closed and the orifice The oil pressure is gently supplied via only 62, and at the time of discharge described later, the check valve 52 is opened to rapidly discharge the oil pressure in the oil passage c2.
- the engagement pressure P B2 supplied to the oil passage c2 is input to the oil chamber 32a of the C2-B2 damper 32 via the oil passage c4, and is supplied to and discharged from the hydraulic servo 45 by the C2-B2 damper 32. It prevents pulsation of Rukakarigo ⁇ P B2, and absorbs a surge pressure (a sharp fluctuating pressure), for example.
- the shift determination means 75 of the control unit 70 determines that the first forward speed is positively driven, that is, when the release of the engine brake state is determined, the solenoid valve S2 is turned off and the solenoid valve S1 is turned on. Further, the linear solenoid valve SLC2 is closed (energized) so that the control pressure P SLC2 as the engagement pressure P B2 is set to 0 and drained.
- a check valve 54 and an orifice 64 are disposed in the oil passage f1, and when the engagement pressure P B1 is supplied to the hydraulic servo 44 of the brake B-1, the check valve 54 is closed and the orifice When the hydraulic pressure is slowly supplied through only the hydraulic pressure 64 and the engagement pressure P B1 is discharged from the hydraulic servo 44, the hydraulic pressure is discharged more rapidly than when the check valve 54 is opened and supplied. ing. Further, the engagement pressure P B1 supplied to the oil passage f1 is input to the oil chamber 34a of the B-1 damper 34 via the oil passage f2, and is supplied to and discharged from the hydraulic servo 44 by the B-1 damper 34. It prevents pulsation of Rukakarigo ⁇ P B1, and absorbs a surge pressure (a sharp fluctuating pressure), for example.
- the release control of the brake B-1 is performed by the pressure regulation control of the linear solenoid valve SLB1, that is, the engagement pressure P B1 (control pressure P SLB1 ) of the hydraulic servo 44 of the brake B-1 passes through the oil passage f1.
- the brake B-1 is released.
- one of the linear solenoid valve SLC3 is, ON (energized) by the control pressure P SLC3 is 0 pressure regulation control from the state which has been closed so that the pressure is performed, the control pressure P SLC3 engagement pressure P C3 Is output from the output port SLC3b and input to the hydraulic servo 43 via the oil passage e1, and the clutch C-3 is engaged.
- the third forward speed is achieved.
- the aforementioned oil passage e1, the check valve 53 and the orifice 63 is disposed, when supplying the engagement pressure P C3 to the hydraulic servo 43 of the clutch C3 closes the check valve 53, the orifice 63 only gently supply the hydraulic pressure via and adapted rapidly discharge the oil pressure as compared with the case when discharging the engagement pressure P C3 from the hydraulic servo 43 to supply by opening the check valve 53 ing.
- the engagement pressure P C3 supplied to the oil path e1 is input via the oil passage e2 to the oil chamber 33a of the C3 damper 33, by the C3 damper 33, it is supplied to and discharged from the hydraulic servo 43 It prevents pulsation of Rukakarigo ⁇ P C3, and absorbs a surge pressure (a sharp fluctuating pressure), for example.
- the release control of the clutch C-3 is performed by the pressure regulation control of the linear solenoid valve SLC3, that is, the engagement pressure P C3 (control pressure P SLC3 ) of the hydraulic servo 43 of the clutch C-3 passes through the oil passage e1.
- the clutch C-3 is released.
- one of the linear solenoid valve SLC2 is, ON (energized) by the control pressure P SLC2 is 0 pressure regulation control from the state which has been closed so that the pressure is performed, the control pressure P SLC2 engagement pressure P C2 Is output from the output port SLC2b and input to the input port 22f of the second clutch apply relay valve 22 via the oil passage c1.
- the second clutch apply relay valve 22 as described above, the signal pressure P S1 solenoid valve S1 is ON has not been input to the oil chamber 22a, and the engagement pressure P C1 that is input to the oil chamber 22b Since the left half position is locked, the control pressure P SLC2 (engagement pressure P C2 ) input to the input port 22f is output as the engagement pressure P C2 from the output port 22g. Engagement pressure P C2 output from the output port 22g is input via the oil passage c2 to the input port 23b of the C2 relay valve 23.
- the solenoid valve S2 is turned OFF, the B-2 relay valve 24 is set to the left half position, the oil chamber 23a and the oil passage h5 are in the drain state, and the biasing force of the spring 23s is set. Because it is in the left half position by the engagement pressure P C2 input to the input port 23b is output from the output port 23c, it is also output from the output port 23e. Engagement pressure P C2 output from the output port 23c is input to the oil chamber 21d of the first clutch apply relay valve 21 via the oil passage c5, engaging the spool 21p of the first clutch apply relay valve 21 The combined pressure P C2 is combined with the urging force of the spring 21s to switch to the left half position and lock.
- the forward range pressure P D is input to the input port 22e via the oil passage k1 is switched from the output port 21i to output port 21j, but is output to the oil passage j, the second clutch apply relay valve 22 is blocked by the input port 22h. Further, since the forward range pressure P D which has been supplied to the oil path k1 is blocked, the supply of the forward range pressure P D as a lock pressure to the oil chamber 21c via the oil paths k2, k3 is released.
- the oil path c5 is the check valve 55 and the orifice 65 is disposed, when supplying the engagement pressure P C2 to the oil chamber 21d of the first clutch apply relay valve 21 closes the check valve 55, gently supply hydraulic pressure only through the orifice 65, and so rapidly discharge the oil pressure in comparison with the case of supplying open the check valve 55 when discharging the engagement pressure P C2 from the oil chamber 21d It has become.
- the check valve 52 and the orifice 62 are disposed in the oil passage c2, and the engagement pressure P C2 is applied to the clutch C-2 in the same manner as in the first forward speed engine braking.
- the hydraulic servo 42 closes the check valve 52, and slowly the hydraulic pressure is supplied only through the orifice 62, and opens the check valve 52 when discharging the engagement pressure P C2 from the hydraulic servo 42 The hydraulic pressure is discharged more rapidly than when it is supplied.
- the engagement pressure P C2 supplied to the oil path c2 is input via the oil passage c4 to the oil chamber 32a of the C2-B2 damper 32, by the C2-B2 damper 32, it is supplied to and discharged from the hydraulic servo 42 It prevents pulsation of Rukakarigo ⁇ P C2, and absorbs a surge pressure (a sharp fluctuating pressure), for example.
- the release control of the clutch C-1 is performed by the pressure regulation control of the linear solenoid valve SLC1, that is, the engagement pressure P C1 (control pressure P SLC1 ) of the hydraulic servo 41 of the clutch C-1 is the oil path b1,
- the discharge is controlled from the drain port EX of the linear solenoid valve SLC1 via b2, and the clutch C-1 is released.
- one linear solenoid valve SLC3 is subjected to pressure regulation control from a state in which it is turned on (energized) and closed so that the control pressure P SLC3 becomes zero pressure.
- control pressure P SLC3 is output from the output port SLC3b as an engagement pressure P C3, and input to the hydraulic servo 43 via the oil passage e1, the clutch C3 are engaged.
- the fifth forward speed is achieved.
- the release control of the clutch C-3 is performed by the pressure regulation control of the linear solenoid valve SLC3, that is, the engagement pressure P C3 (control pressure P SLC3 ) of the hydraulic servo 43 of the clutch C-3 passes through the oil passage e1.
- the clutch C-3 is released.
- One linear solenoid valve SLB1 is turned off (energized) from the closed state so that the control pressure PSLB1 becomes zero, as in the case of the second forward speed, and pressure regulation control is performed.
- the control pressure P SLB1 is output from the output port SLB1b as the engagement pressure P B1 and is input to the hydraulic servo 44 via the oil passage f1, and the brake B-1 is engaged. Thereby, in combination with the engagement of the clutch C-2, the sixth forward speed is achieved.
- the shift lever sensor (not shown) detects that the shift lever is in the N range position and the control unit 70 determines the N range based on the shift lever position
- the linear solenoid valve SLC2 and the linear range are detected.
- the solenoid valve SLC3 is turned on (energized), the linear solenoid valve SLB1 is turned off, and the control pressures P SLC2 , P SLC3 , P SLB1 are drained to 0 pressure (non-output state), that is, each hydraulic servo 42 , 43, 44, 45 are drained, and the clutch C-2, the clutch C-3, the brake B-1, and the brake B-2 are released.
- the solenoid valve S1 is maintained in an ON (energized) state, and the solenoid valve S2 is also maintained in an OFF state. That is, the signal pressures P S1 and P S2 are not output from both solenoid valves S1 and S2.
- the linear solenoid valve SLC1 for example, generates a release shock when the clutch C-1 is suddenly released, so that the control pressure P SLC1 is gradually reduced, and finally the control pressure PSLC1 is controlled.
- P SLC1 0 pressure (non-output state)
- the clutch C-1 is gently released.
- the automatic transmission 3 is in a neutral state with all clutches and brakes released.
- the accumulator 30 connected to the input port SLC1a of the linear solenoid valve SLC1 via an oil passage a3 or the like is connected to the oil passage a1 on the linear solenoid valve SLC1 side from the orifice 60.
- A3 the hydraulic pressure accumulated during the D range is released and the pressure is maintained, so that the release control of the clutch C-1 by the linear solenoid valve SLC1 is enabled. It is possible to prevent a release shock from occurring during the DN shift operation from the high speed state.
- the solenoid valve S1 is turned on (energized).
- the solenoid valve S2 is maintained in the OFF state, that is, the signal pressure PS2 is not output, so that the B-2 relay valve 24 is maintained in the left half position by the urging force of the spring 24s.
- the reverse range pressure P REV input to the input port 24d, an output port 24 g is supplied to the hydraulic servo 45 of the brake B-2 via the oil passage n, the brake B-2 is engaged.
- the linear solenoid valve SLC3 is gradually control the regulation control to output a control pressure P SLC3 by the control unit 70, is output from the output port SLC3b as an engagement pressure P C3, the hydraulic servo 43 via the oil path e1 That is, the clutch C-3 is gently engaged.
- the first reverse speed is achieved.
- the state is the same as the state of the N range, that is, the engagement pressure P B2 of the hydraulic servo 45 of the brake B-2 is the oil path n, the B-2 relay valve 24. , the oil passage l, via the manual shift valve is drained, the engagement pressure P C3 of the hydraulic servo 43 of the clutch C3 is drained from the linear solenoid valve SLC3.
- the control unit 70 turns on the solenoid valve S2, and the linear solenoid valve. maintained SLC3 the oN (energized state), that is with R range pressure P REV is blocked by B-2 relay valve 24 so as not to be supplied to the hydraulic servo 45 of the brake B-2, the clutch C-3 of the hydraulic servo 43
- a so-called reverse inhibit function is performed in which the engagement pressure P C3 (control pressure P SLC3 ) is not supplied to the vehicle , thereby preventing the first reverse speed from being achieved.
- the second clutch apply relay valve 22 is in the right half position by the signal pressure PS1 output from the solenoid valve S1 being input to the oil chamber 22a via the oil passages h1 and h3. is switched to, the forward range pressure P D input to the input port 22e, is outputted from the output port 22 d, is input to the hydraulic servo 41 via the oil passage b2, the clutch C-1 is engaged. Further, P SLC2 (engagement pressure P C2 ) output from the normally open linear solenoid valve SLC2 is blocked by the input port 22f of the second clutch apply relay valve 22 switched to the right half position.
- the linear solenoid valve SLC3 is normally open, is input to the input port SLC3a the line pressure P L as a substantially intact engagement pressure P C3, is output from the output port SLC3b, the hydraulic servo 43 via the oil path e1
- the clutch C-3 is engaged.
- the clutch C-1 and the clutch C-3 are engaged to achieve the third forward speed (see FIG. 3), that is, all-off fail when traveling from the first forward speed to the third forward speed. In this case, the traveling state by the third forward speed is ensured.
- the engagement pressure P C2 is oil passage c1 of clutch C2 as described above, the second clutch apply relay valve 22, the oil passage c2 , C-2 is input to the oil chamber 21d of the first clutch apply relay valve 21 via the relay valve 23 and the oil passage c5, and the spools 21p and 21q are locked at the left half position.
- the forward range pressure P D is output via the oil path j, is input to the input port 22h of the second clutch apply relay valve 22, the state of being blocked by the second clutch apply relay valve 22 which is in the left half position Has been.
- the second clutch apply relay valve 22 is in the right half position by the signal pressure PS1 output from the solenoid valve S1 being input to the oil chamber 22a via the oil passages h1 and h3.
- the solenoid valve S2 is turned OFF and the B-2 relay valve 24 is not switched and is maintained at the left half position, so that the oil passage h4 is shut off and the solenoid passage S1 is connected to the oil passage h5. Since the signal pressure PS1 is not output, the C-2 relay valve 23 is not switched and is maintained in the left half position.
- the forward range pressure P D input to the input port 22h of the second clutch apply relay valve 22 is output from the output port 22 g, the oil passage c2, C-2 relay valve 23 via the oil passage c3 hydraulic Input to the servo 42 causes the clutch C-2 to be engaged. Further, P SLC2 (engagement pressure P C2 ) output from the normally open linear solenoid valve SLC2 is blocked by the input port 22f of the second clutch apply relay valve 22 switched to the right half position. since the forward range pressure P D is output to the oil passage c2 is also output to the oil path c5 via the C-2 relay valve 23 is input to the oil chamber 21d of the first clutch apply relay valve 21, the first The clutch apply relay valve 21 is continuously locked at the left half position.
- the linear solenoid valve SLC3 is normally open, is input to the input port SLC3a the line pressure P L as a substantially intact engagement pressure P C3, is output from the output port SLC3b, the hydraulic servo 43 via the oil path e1
- the clutch C-3 is engaged.
- the clutch C-2 and the clutch C-3 are engaged to achieve the fifth forward speed (see FIG. 3), that is, the all-off fail when traveling from the fourth forward speed to the sixth forward speed. In this case, the traveling state by the fifth forward speed is ensured.
- the manual shift valve (not shown) drain outputs stop forward range pressure P D, is the forward range pressure P D is drained particularly for the linear solenoid valve SLC2 is a normally open input port 21e of the first clutch apply relay valve 21. Then, the oil passage j, c2, the forward range pressure P D of c5 to the oil chamber 21d which has been inputted via the is drained, the lock by the forward range pressure P D is released. Further, since the signal pressure PS1 is continuously output from the normally open solenoid valve S1, the spools 21p and 21q of the first clutch apply relay valve 21 are set to the right half by the signal pressure PS1 input to the oil chamber 21a. Switch to position.
- the line pressure P L is used as the original pressure, and the control pressure P SLC3 (engaged from the linear solenoid valve SLC3 that is normally open is substantially the same as the line pressure P L. Since the pressure P C3 ) is output, the clutch C-3 is in the engaged state. Even if the clutch C-3 is engaged, the clutches C-1 and C-2 and the brakes B-1 and B-2 are in a released state, and even if the decelerated rotation is input to the sun gear S2, the sun gear S3 Since the carrier CR2 is idled, the input shaft 10 and the counter gear 11 are substantially in a neutral state (see FIG. 2).
- the forward range pressure P D from the manual shift valve is output, the forward range pressure P D is the first clutch apply that switched to the right half position It is input to the input port 21e of the relay valve 21 and output from the output port 21i to the oil passage k1, via the input port 22e, the output port 22d, and the oil passage b2 of the second clutch apply relay valve 22 in the right half position. Is inputted to the hydraulic servo 41 of the clutch C-1, and the clutch C-1 is engaged, that is, the same state as in the all-off failure at the time of traveling from the first forward speed to the third forward speed, The third forward speed is secured. As a result, the vehicle can be restarted even after the vehicle has stopped after the all-off failure, and the limp home function is ensured.
- the control device 1 of the automatic transmission includes a control unit (ECU) 70, which includes an accelerator opening sensor 81, an output shaft rotation speed (vehicle speed) sensor 82. Are connected to each of the linear solenoid valves SLC1, SLC2, SLC3, SLB1, and the solenoid valves S1, S2 of the hydraulic control device 6 described above.
- the control unit 70 includes a hydraulic pressure command means 71 having a normal time hydraulic pressure setting means 72, an input torque detection means 73, a torque sharing determination means 74, a shift determination means 75, and a shift map map.
- the shift determining means 75 refers to the shift map map based on the accelerator opening detected by the accelerator opening sensor 81 and the vehicle speed detected by the output shaft rotational speed sensor 82, and the above-mentioned first forward speed to The sixth forward speed is determined. That is, an upshift shift line and a downshift shift line (shift point) corresponding to the accelerator opening and the vehicle speed are recorded in the shift map map, and the accelerator opening and the vehicle speed at that time exceed these shift lines. Then, the shift determination means 75 determines the shift (S2 in FIG. 6). The shift speed determined by the shift determination means 75 is output to the hydraulic pressure command means 71 and the torque sharing determination means 74.
- the input torque detection means 73 measures the engine torque by inputting an engine torque signal from the engine 2 (S3 in FIG. 6), and the input torque currently input to the input shaft 10 of the automatic transmission mechanism 5. Is detected. Further, the torque sharing determination means 74 is based on the gear determined by the shift determination means 75, and the torque sharing in the clutch or brake (see FIG. 3) engaged in the automatic transmission mechanism 5, that is, each gear ratio. Based on ( ⁇ 1 , ⁇ 2 , ⁇ 3 , ⁇ 4 , ⁇ 5 in FIG. 8 described later), the ratio to the input torque required in the clutch or brake is determined (calculated) (S4 in FIG. 6).
- the normal-time hydraulic pressure setting means 72 determines a safety factor (for example, 1.1 to 1.3 times) for the torque sharing in the engaged clutch or brake according to the shift speed determined by the torque sharing determination means 74. (Set according to the variation of each part, etc.)) (S5 in FIG. 6), and further multiplied by the torque sharing value multiplied by the safety factor and the input torque detected by the input torque detecting means 73.
- the torque capacity (transmission torque) of the clutch or brake being engaged is calculated, and the hydraulic servo of the clutch or brake being engaged is calculated from the number of friction plates of each clutch or brake, the area, the pressure receiving area of the hydraulic servo, etc.
- the engagement pressure (control pressure) to be supplied is calculated (S6 in FIG. 6).
- any one of the linear solenoid valves SLC1, SLC2, SLC3, SLB1 supplying the engagement pressure to the hydraulic servo of the clutch or brake being released outputs the maximum pressure, that is, the line in case of failure in a state of outputting a pressure P L and the pressure, the change in torque sharing caused by the three friction engagement elements are simultaneously engaged, the clutch C-3 for example from the state of the fourth forward speed engaging A case where they are combined (the fifth fail case Fa5 in FIG. 7) will be described as an example.
- ⁇ 1 is the gear ratio of the sun gear S1 and the carrier CR1
- ⁇ 2 is the gear ratio of the carrier CR1 and the ring gear R1
- ⁇ 3 is the gear ratio of the sun gear S2 and the carrier CR2
- ⁇ 4 is The tooth number ratio between the carrier CR2 and the ring gear R2
- ⁇ 5 is the tooth number ratio between the ring gear R2 and the sun gear S3.
- the torque capacity T C1 of the clutch C-1 is converted to the output shaft torque Tout
- the torque capacity T C2 of the clutch C-2 is converted to the output shaft torque Tout.
- T C1 ⁇ ( ⁇ 4 + ⁇ 5) Tout ⁇ ⁇ 4-T C3 ⁇ ⁇ 3
- T C1 (Tout ⁇ ⁇ 4-T C3 ⁇ ⁇ 3) / ( ⁇ 4 + ⁇ 5)
- Equation (3) Tout + ( ⁇ 1 / ⁇ 2)
- ⁇ Tout (Tout ⁇ ⁇ 4-T C3 ⁇ ⁇ 3) / ( ⁇ 4 + ⁇ 5)
- T C3 T C3 [( ⁇ 1 ⁇ ⁇ 5 + ⁇ 2 ⁇ ⁇ 5 + ⁇ 1 ⁇ ⁇ 4) / ⁇ 2 ⁇ ( ⁇ 4 + ⁇ 5- ⁇ 3) ⁇ ] ⁇ Tout (7) It becomes.
- the calculation result is the fifth failure case Fa5 shown in FIG. 7, that is, while traveling at full throttle forward fourth speed of the engine 2, the clutch C-3 linear solenoid valve SLC3 has failed is the line pressure P L Even in the worst condition in which the engine is released and the engine torque (input torque) becomes 0, the converted value for the output shaft torque of the clutch C-1 and the output of the clutch C-2 The converted value for the shaft torque is less than the limit torque Ttire for the drive wheel to slip.
- the clutch C-1 having the smallest conversion value with respect to the output shaft torque (in other words, the clutch C-1 having the largest torque received from the output shaft (drive wheel)) is driven without slipping the drive wheel.
- the clutch C-2, C-3 was engaged without the simultaneous engagement of the three clutches C-1, C-2, C-3. In this state, that is, in the state of the fifth forward speed, the traveling state is ensured without entering the stall state.
- the fifth fail case Fa5 which is a case where the clutch C-3 is engaged due to a failure in the fourth forward speed
- the first fail case which is a case of all possible failures.
- the torque sharing is also calculated in Fa1 to the fourth fail case Fa4 and the sixth fail case Fa6 to the tenth fail case Fa10 to obtain the state shown in FIG.
- the torque sharing is changed due to the failure,
- the conversion value for the output shaft torque of the clutch C-3 is less than the limit torque Ttire for the drive wheel to slip, and the clutches C-1 and C-2 are engaged, that is, the fourth forward speed stage is in a stalled state.
- the running state is ensured.
- the linear solenoid valves SLC 1, SLC 2, SLC 3, SLB 1 have engagement pressures P C1 , P C2 , P C3 .
- the torque capacity (hydraulic pressure setting) of each friction engagement element can be individually set.
- the torque capacity of the combined element is set so that it does not slip when the gear stage is formed by two friction engagement elements, and either one slips when another friction engagement element is engaged. Can be made possible.
- the torque capacity obtained by multiplying the torque capacity based on the torque sharing and the input torque by the safety factor should be set to an appropriate value in consideration of the output performance of the drive source (engine), the grip performance of the drive wheel, and the like.
- the normal hydraulic setting is performed so that the two frictional engagement elements to be formed do not slip and one of the frictional engagement elements slips when another frictional engagement element is engaged.
- the safety factor may be any value, and any method may be used as a method for calculating the normal hydraulic pressure setting.
- the automatic transmission 3 according to the present embodiment described above has been described as an example that can achieve the sixth forward speed.
- the present invention is not limited to this, and the normal hydraulic pressure setting as described above is possible.
- the present invention can be applied to any automatic transmission that can prevent simultaneous engagement by sliding two friction engagement elements.
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Abstract
Description
駆動源(2)に接続される入力軸(10)と、駆動車輪に接続される出力軸(11)と、を有し、前記複数の摩擦係合要素(C-1,C-2,C-3,B-1,B-2)のうちの2つの係合状態に基づき前記入力軸(10)と前記出力軸(11)との間の伝達経路を変更して複数の変速段を形成する自動変速機構(5)と、
ライン圧(PL)を自在に調圧し、前記係合圧(PC1,PC2,PC3,PB1,PB2)として前記各油圧サーボ(41,42,43,44,45)に個別に供給し得る調圧供給部(SLC1,SLC2,SLC3,SLB1)と、を備え、
前記変速段に応じて前記摩擦係合要素(C-1,C-2,C-3,B-1,B-2)を選択的に係合させる自動変速機(3)の制御装置(1)において、
前記入力軸(10)に入力される入力トルクを検出する入力トルク検出手段(73)と、
前記変速段を形成する2つの摩擦係合要素(例えば前進4速段ではC-1,C-2)におけるトルク分担を判定するトルク分担判定手段(74)と、
前記入力トルクと前記トルク分担とに基づき前記2つの摩擦係合要素(例えば前進4速段ではC-1,C-2)における伝達トルクを算出し、該伝達トルクを伝達し得るトルク容量となるように前記係合圧(例えばPC1,PC2)をそれぞれ設定する正常時油圧設定手段(72)と、を備え、
前記正常時油圧設定手段(72)は、
前記2つの摩擦係合要素(例えば前進4速段ではC-1,C-2)の係合により前記変速段を形成している状態で、前記2つの摩擦係合要素(例えば前進4速段ではC-1,C-2)に滑りが生じないように、かつ前記2つの摩擦係合要素(例えば前進4速段ではC-1,C-2)の係合中に別の摩擦係合要素(例えばC-3)が前記ライン圧(PL)に基づき係合したとしても、それら3つの摩擦係合要素(例えばC-1,C-2,C-3)のうちの1つ(例えばC-1)に滑りが生じるように、前記係合圧(例えばPC1,PC2)を設定することを特徴とする。
前記入力軸(10)の回転を減速する減速プラネタリギヤ(SP)と、
第1、第2、第3、及び第4の回転要素(S3,CR2,S2,R2)を有し、該第4の回転要素(R2)が前記駆動車輪に接続されるプラネタリギヤセット(PU)と、
前記減速プラネタリギヤ(SP)の減速回転を前記第1の回転要素(S3)に伝達自在にする第1クラッチ(C-1)と、
前記入力軸(10)の回転を前記第2の回転要素(CR2)に伝達自在にする第2クラッチ(C-2)と、
前記減速プラネタリギヤ(SP)の減速回転を前記第3の回転要素(S2)に伝達自在にする第3クラッチ(C-3)と、
前記第3の回転要素(S2)の回転を固定自在にする第1ブレーキ(B-1)と、
前記第2の回転要素(CR2)の一方向回転を固定し得るワンウェイクラッチ(F-1)と、を備え、
前進1速段にて、前記第1クラッチ(C-1)と前記ワンウェイクラッチ(F-1)とが係合され、
前進2速段にて、前記第1クラッチ(C-1)と前記第1ブレーキ(B-1)とが係合され、
前進3速段にて、前記第1クラッチ(C-1)と前記第3クラッチ(C-3)とが係合され、
前進4速段にて、前記第1クラッチ(C-1)と前記第2クラッチ(C-2)とが係合され、
前進5速段にて、前記第2クラッチ(C-2)と前記第3クラッチ(C-3)とが係合され、
前進6速段にて、前記第2クラッチ(C-2)と前記第1ブレーキ(B-1)とが係合されることを特徴とする。
前記バンドブレーキは、前記前進2速段から前記前進6速段における前記ドラム状部材(18)の回転方向が、前記ブレーキバンド(19)の巻付き方向と逆方向になるように配設されてなることを特徴とする。
前記第1ソレノイドバルブ(SLC1)が調圧した係合圧(PSLC1)を、前記第1クラッチ(C-1)の油圧サーボ(41)に供給してなり、
前記第2ソレノイドバルブ(SLC2)が調圧した係合圧(PSLC2)を、前記第2クラッチ(C-2)の油圧サーボ(42)に供給してなり、
前記第3ソレノイドバルブ(SLC3)が調圧した係合圧(PSLC3)を、前記第3クラッチ(C-3)の油圧サーボ(43)に供給してなり、
前記第4ソレノイドバルブ(SLB1)が調圧した係合圧(PSLB1)を、前記第1ブレーキ(B-1)の油圧サーボ(44)に供給してなることを特徴とする。
前記第2ソレノイドバルブ(SLC2)が調圧した係合圧(PSLC2)を、前記第2クラッチ(C-2)の油圧サーボ(42)と前記第2ブレーキ(B-2)の油圧サーボ(45)とに切換えて供給する切換え部(23)と、を備えてなることを特徴とする。
まず、本発明を適用し得る自動変速機3の概略構成について図2に沿って説明する。図2に示すように、例えばFFタイプ(フロントエンジン、フロントドライブ)の車輌に用いて好適な自動変速機3は、エンジン(駆動源)2(図1参照)に接続し得る自動変速機の入力軸8を有しており、該入力軸8の軸方向を中心としてトルクコンバータ4と、自動変速機構5とを備えている。
つづいて、上記構成に基づき、自動変速機構5の作用について図2、図3及び図4に沿って説明する。なお、図4に示す速度線図において、縦軸方向はそれぞれの回転要素(各ギヤ)の回転数を示しており、横軸方向はそれら回転要素のギヤ比に対応して示している。また、該速度線図のプラネタリギヤSPの部分において、縦軸は、図4中左方側から順に、サンギヤS1、キャリヤCR1、リングギヤR1に対応している。更に、該速度線図のプラネタリギヤユニットPUの部分において、縦軸は、図4中右方側から順に、サンギヤS3、リングギヤR2、キャリヤCR2、サンギヤS2に対応している。
つづいて、本発明に係る自動変速機の油圧制御装置6について説明する。まず、油圧制御装置6における図示を省略した、ライン圧、セカンダリ圧、モジュレータ圧、レンジ圧等の生成部分について、大まかに説明する。なお、これらライン圧、セカンダリ圧、モジュレータ圧、レンジ圧の生成部分は、一般的な自動変速機の油圧制御装置と同様なものであり、周知のものであるので、簡単に説明する。
ついで、本発明に係る油圧制御装置6における主に変速制御を行う部分について図5に沿って説明する。なお、本実施の形態においては、スプール位置を説明するため、図5中に示す右半分の位置を「右半位置」、左半分の位置を「左半位置」という。
次に、本実施の形態に係る油圧制御装置6の作用について説明する。
続いて、例えば運転手がシフトレバーをNレンジ位置からDレンジ位置にすると、マニュアルシフトバルブの前進レンジ圧出力ポートから油路a1,a4,a5に前進レンジ圧PDが出力され、該前進レンジ圧PDは、油路a1を介してリニアソレノイドバルブSLC1に、油路a4を介してリニアソレノイドバルブSLC2に、油路a5を介してリニアソレノイドバルブSLB1、油路a1,a2を介して第1クラッチアプライリレーバルブ21にそれぞれ入力される。
また、例えば制御部70の変速判定手段75により前進1速段のエンジンブレーキが判断されると、該制御部70からの電気指令により、ソレノイドバルブS2がONされ、かつソレノイドバルブS1がOFFされ、さらに、リニアソレノイドバルブSLC2が調圧制御される。該ソレノイドバルブS2がONされると、油路g1,g3を介して入力ポートS2aに入力されているモジュレータ圧PMODが、信号圧PS2として出力ポートS2bより出力されて、油路iを介してB-2リレーバルブ24の油室24aに入力され、スプール24pがスプリング24sの付勢力に反して図中下方に切換えられ、該B-2リレーバルブ24が右半位置にされる。
ついで、例えば上記前進1速段の状態から制御部70の変速判定手段75により前進2速段が判断されると、該制御部70からの電気指令により、上記前進1速段の際と同様に(エンジンブレーキ時は除く)、ソレノイドバルブS1がONされ、かつソレノイドバルブS2がOFFされた状態で、上記リニアソレノイドバルブSLC1の調圧状態が維持されつつ、リニアソレノイドバルブSLB1の調圧制御が行われる。
続いて、例えば上記前進2速段の状態から制御部70の変速判定手段75により前進3速段が判断されると、該制御部70からの電気指令により、同様にソレノイドバルブS1がONされ、かつソレノイドバルブS2がOFFされた状態で、上記リニアソレノイドバルブSLC1の調圧状態が維持されつつ、リニアソレノイドバルブSLB1がOFFされる形で閉じられると共に、リニアソレノイドバルブSLC3の調圧制御が行われる。
次に、例えば上記前進3速段の状態から制御部70の変速判定手段75により前進4速段が判断されると、該制御部70からの電気指令により、同様にソレノイドバルブS1がONされ、かつソレノイドバルブS2がOFFされた状態で、上記リニアソレノイドバルブSLC1の調圧状態が維持されつつ、リニアソレノイドバルブSLC3がOFFされる形で閉じられると共に、リニアソレノイドバルブSLC2の調圧制御が行われる。
次に、例えば上記前進4速段の状態から制御部70の変速判定手段75により前進5速段が判断されると、該制御部70からの電気指令により、同様にソレノイドバルブS1がONされ、かつソレノイドバルブS2がOFFされた状態で、上記リニアソレノイドバルブSLC2の調圧状態が維持されつつ、リニアソレノイドバルブSLC1がOFFされる形で閉じられると共に、リニアソレノイドバルブSLC3の調圧制御が行われる。
そして、例えば上記前進5速段の状態から制御部70の変速判定手段75により前進6速段が判断されると、該制御部70からの電気指令により、同様にソレノイドバルブS1がONされ、かつソレノイドバルブS2がOFFされた状態で、上記リニアソレノイドバルブSLC2の調圧状態が維持されつつ、リニアソレノイドバルブSLC3がON(通電)される形で閉じられると共に、リニアソレノイドバルブSLB1の調圧制御が行われる。
その後、例えば運転手が車輌を減速していき、車速に応じてダウンシフトされて前進1速段の状態で停車した後、シフトレバーをDレンジ位置からNレンジ位置にすると、上記マニュアルシフトバルブの前進レンジ圧出力ポートが入力ポートとの間が遮断されると共にドレーンポートに連通され、つまり前進レンジ圧PDがドレーンされる。
また、例えば運転手のシフトレバーの操作によってシフトレバーがRレンジ位置にされると、上述のようにマニュアルシフトバルブの後進レンジ圧出力ポートから後進レンジ圧PREVが出力され、該後進レンジ圧PREVは、油路lなどを介してB-2リレーバルブ24の入力ポート24dに入力される。
続いて、本油圧制御装置6におけるソレノイド・オールオフフェール時における動作を説明する。シフトレバー位置がDレンジにされた状態における通常走行時に、例えばバッテリーのショートや断線等に起因して、全てのソレノイドバルブ(リニアソレノイドバルブSLC1、リニアソレノイドバルブSLC2、リニアソレノイドバルブSLC3、リニアソレノイドバルブSLB1、ソレノイドバルブS1、ソレノイドバルブS2)がOFFフェール(以下、「オールオフフェール」という。)した場合、リニアソレノイドバルブSLC1、リニアソレノイドバルブSLB1、及びソレノイドバルブS2は、ノーマルクローズタイプであるため油圧の出力をせず、リニアソレノイドバルブSLC2、リニアソレノイドバルブSLC3、及びソレノイドバルブS1は、ノーマルオープンタイプであるため、それぞれの油圧を出力する。
つづいて、本発明に係る自動変速機の制御装置1について、主に図1、図6乃至図8に沿って説明する。
即ち、プラネタリギヤユニットPUにおける力のつり合い関係式は、
Tout=TC1+TC2・・・(1)
であり、
プラネタリギヤユニットPUにおけるモーメントのつり合い関係式は、
TC2・λ3+TC1・(λ3+λ4+λ5)=Tout・(λ3+λ4)・・・(2)
である。
即ち、力のつり合い関係式は、
Tout+TC2=TC1+TC3・・・(3)
であり、
プラネタリギヤSPにおけるモーメントのつり合い関係式は、
(TC1+TC3)・λ1=TC2・(λ1+λ2)・・・(4)
であり、
プラネタリギヤユニットPUにおけるモーメントのつり合い関係式は、
TC3・λ3=Tout・λ4-TC1・(λ4+λ5)・・・(5)
である。
即ち、数式(4)に数式(3)を代入することにより、
(Tout+TC2)・λ1=TC2・(λ1+λ2)
となり、
TC2=(λ1/λ2)・Tout・・・(6)
となる。
また、数式(5)は、
TC1・(λ4+λ5)=Tout・λ4-TC3・λ3
TC1=(Tout・λ4-TC3・λ3)/(λ4+λ5)・・・(5’)
であり、
数式(3)に数式(5’)と数式(6)とを代入することにより、
Tout+(λ1/λ2)・Tout=(Tout・λ4-TC3・λ3)/(λ4+λ5)+TC3
TC3=[(λ1・λ5+λ2・λ5+λ1・λ4)/{λ2・(λ4+λ5-λ3)}]・Tout・・・(7)
となる。
そして、数式(3)に数式(6)と数式(7)とを代入することにより、
TC1=Tout+(λ1/λ2)・Tout-[(λ1・λ5+λ2・λ5+λ1・λ4)/{λ2・(λ4+λ5-λ3)}]・Tout
TC1=[1+(λ1/λ2)-(λ1・λ5+λ2・λ5+λ1・λ4)/{λ2・(λ4+λ5-λ3)}]・Tout・・・(8)
となる。
Claims (9)
- 各油圧サーボにそれぞれ供給される係合圧に基づき係合される複数の摩擦係合要素と、
駆動源に接続される入力軸と、駆動車輪に接続される出力軸と、を有し、前記複数の摩擦係合要素のうちの2つの係合状態に基づき前記入力軸と前記出力軸との間の伝達経路を変更して複数の変速段を形成する自動変速機構と、
ライン圧を自在に調圧し、前記係合圧として前記各油圧サーボに個別に供給し得る調圧供給部と、を備え、
前記変速段に応じて前記摩擦係合要素を選択的に係合させる自動変速機の制御装置において、
前記入力軸に入力される入力トルクを検出する入力トルク検出手段と、
前記変速段を形成する2つの摩擦係合要素におけるトルク分担を判定するトルク分担判定手段と、
前記入力トルクと前記トルク分担とに基づき前記2つの摩擦係合要素における伝達トルクを算出し、該伝達トルクを伝達し得るトルク容量となるように前記係合圧をそれぞれ設定する正常時油圧設定手段と、を備え、
前記正常時油圧設定手段は、
前記2つの摩擦係合要素の係合により前記変速段を形成している状態で、前記2つの摩擦係合要素に滑りが生じないように、かつ前記2つの摩擦係合要素の係合中に別の摩擦係合要素が前記ライン圧に基づき係合したとしても、それら3つの摩擦係合要素のうちの1つに滑りが生じるように、前記係合圧を設定する、
ことを特徴とする自動変速機の制御装置。 - 前記正常時油圧設定手段は、前記2つの摩擦係合要素のトルク容量が、前記算出された2つの摩擦係合要素の伝達トルクに安全率を加味したトルク容量となるように前記係合圧をそれぞれ設定する、
ことを特徴とする請求項1記載の自動変速機の制御装置。 - 前記3つの摩擦係合要素のうちの1つは、車輌の慣性力により滑らされる、
ことを特徴とする請求項1または2記載の自動変速機の制御装置。 - 前記2つの摩擦係合要素の係合中に別の摩擦係合要素が係合した際に、3つの摩擦係合要素におけるトルク分担が変わり、3つの摩擦係合要素のうちの1つが前記駆動車輪がスリップする限界トルク未満となることで、該1つの摩擦係合要素に滑りが生じる、
ことを特徴とする請求項1ないし3のいずれか記載の自動変速機の制御装置。 - 前記自動変速機構は、前記2つの摩擦係合要素の係合中に別の摩擦係合要素が係合し、それら3つの摩擦係合要素のうちの1つに滑りが生じた際、前記複数の変速段のいずれかの状態となる、
ことを特徴とする請求項1ないし4のいずれか記載の自動変速機の制御装置。 - 前記自動変速機は、
前記入力軸の回転を減速する減速プラネタリギヤと、
第1、第2、第3、及び第4の回転要素を有し、該第4の回転要素が前記駆動車輪に接続されるプラネタリギヤセットと、
前記減速プラネタリギヤの減速回転を前記第1の回転要素に伝達自在にする第1クラッチと、
前記入力軸の回転を前記第2の回転要素に伝達自在にする第2クラッチと、
前記減速プラネタリギヤの減速回転を前記第3の回転要素に伝達自在にする第3クラッチと、
前記第3の回転要素の回転を固定自在にする第1ブレーキと、
前記第2の回転要素の一方向回転を固定し得るワンウェイクラッチと、を備え、
前進1速段にて、前記第1クラッチと前記ワンウェイクラッチとが係合され、
前進2速段にて、前記第1クラッチと前記第1ブレーキとが係合され、
前進3速段にて、前記第1クラッチと前記第3クラッチとが係合され、
前進4速段にて、前記第1クラッチと前記第2クラッチとが係合され、
前進5速段にて、前記第2クラッチと前記第3クラッチとが係合され、
前進6速段にて、前記第2クラッチと前記第1ブレーキとが係合される、
ことを特徴とする請求項1ないし5のいずれか記載の自動変速機の制御装置。 - 前記第1ブレーキは、一端がケースに固定され、他端が前記油圧サーボに駆動連結され、該油圧サーボの駆動により前記第3の回転要素に連結されたドラム状部材に巻付けられるブレーキバンドを有するバンドブレーキからなり、
前記バンドブレーキは、前記前進2速段から前記前進6速段における前記ドラム状部材の回転方向が、前記ブレーキバンドの巻付き方向と逆方向になるように配設されてなる、
ことを特徴とする請求項6記載の自動変速機の制御装置。 - 前記調圧供給部は、第1、第2、第3、及び第4ソレノイドバルブの4つのソレノイドバルブを有し、
前記第1ソレノイドバルブが調圧した係合圧を、前記第1クラッチの油圧サーボに供給してなり、
前記第2ソレノイドバルブが調圧した係合圧を、前記第2クラッチの油圧サーボに供給してなり、
前記第3ソレノイドバルブが調圧した係合圧を、前記第3クラッチの油圧サーボに供給してなり、
前記第4ソレノイドバルブが調圧した係合圧を、前記第1ブレーキの油圧サーボに供給してなる、
ことを特徴とする請求項6または7記載の自動変速機の制御装置。 - 前記ワンウェイクラッチと並列配置され、前記前進1速段のコースト時に前記第2の回転要素の回転を固定する第2ブレーキと、
前記第2ソレノイドバルブが調圧した係合圧を、前記第2クラッチの油圧サーボと前記第2ブレーキの油圧サーボとに切換えて供給する切換え部と、を備えてなる、
ことを特徴とする請求項8記載の自動変速機の制御装置。
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WO2011027527A1 (en) | 2009-09-04 | 2011-03-10 | Aisin Aw Co., Ltd. | Control apparatus for automatic transmission and control method thereof |
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US8214118B2 (en) | 2008-12-25 | 2012-07-03 | Aisin Aw Co., Ltd. | Control apparatus for automatic transmission |
WO2012133808A1 (ja) * | 2011-03-31 | 2012-10-04 | アイシン・エィ・ダブリュ株式会社 | 変速装置の制御装置および制御方法 |
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WO2016175287A1 (ja) * | 2015-04-30 | 2016-11-03 | アイシン・エィ・ダブリュ株式会社 | 変速装置 |
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JP5494827B2 (ja) * | 2010-12-25 | 2014-05-21 | トヨタ自動車株式会社 | 車両用自動変速機の制御装置 |
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WO2016175287A1 (ja) * | 2015-04-30 | 2016-11-03 | アイシン・エィ・ダブリュ株式会社 | 変速装置 |
JP2016211603A (ja) * | 2015-04-30 | 2016-12-15 | アイシン・エィ・ダブリュ株式会社 | 変速装置 |
CN107614933A (zh) * | 2015-04-30 | 2018-01-19 | 爱信艾达株式会社 | 变速装置 |
Also Published As
Publication number | Publication date |
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CN101779064A (zh) | 2010-07-14 |
KR20100031137A (ko) | 2010-03-19 |
JPWO2009084294A1 (ja) | 2011-05-12 |
EP2166255B1 (en) | 2013-12-04 |
US20120290180A1 (en) | 2012-11-15 |
JP4998562B2 (ja) | 2012-08-15 |
KR101139184B1 (ko) | 2012-04-26 |
EP2166255A4 (en) | 2012-01-18 |
US8255128B2 (en) | 2012-08-28 |
EP2166255A1 (en) | 2010-03-24 |
US8543299B2 (en) | 2013-09-24 |
US20090171545A1 (en) | 2009-07-02 |
CN101779064B (zh) | 2013-01-02 |
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