WO2015099077A1 - 自動変速機の油圧制御装置 - Google Patents
自動変速機の油圧制御装置 Download PDFInfo
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- WO2015099077A1 WO2015099077A1 PCT/JP2014/084387 JP2014084387W WO2015099077A1 WO 2015099077 A1 WO2015099077 A1 WO 2015099077A1 JP 2014084387 W JP2014084387 W JP 2014084387W WO 2015099077 A1 WO2015099077 A1 WO 2015099077A1
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- engagement
- hydraulic
- hydraulic oil
- automatic transmission
- pressure
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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
- F16H61/02—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 characterised by the signals used
- F16H61/0262—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 characterised by the signals used the signals being hydraulic
- F16H61/0265—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 characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
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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
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
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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
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/62—Gearings having three or more central gears
- F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
- F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. RAVIGNEAUX
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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
- F16H61/0021—Generation or control of line pressure
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
- F16H63/3026—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes
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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
- F16H57/00—General details of gearing
- F16H57/08—General details of gearing of gearings with members having orbital motion
- F16H2057/087—Arrangement and support of friction devices in planetary gearings, e.g. support of clutch drums, stacked arrangements of friction devices
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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
- F16H2061/1232—Bringing the control into a predefined state, e.g. giving priority to particular actuators or gear ratios
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
- F16H63/3026—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes
- F16H2063/303—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes the friction member is actuated and released by applying pressure to different fluid chambers
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0069—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising ten forward speeds
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/202—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set
- F16H2200/2023—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set using a Ravigneaux set with 4 connections
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2046—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with six engaging means
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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
- F16H57/00—General details of gearing
- F16H57/08—General details of gearing of gearings with members having orbital motion
- F16H57/10—Braking arrangements
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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
- the present invention relates to a hydraulic control device for an automatic transmission having a plurality of engagement elements mounted on a vehicle, for example, and more specifically, a double-chamber hydraulic pressure having a plurality of hydraulic oil chambers for one engagement element.
- the present invention relates to a hydraulic control device for an automatic transmission capable of engaging and disengaging an engagement element using a servo.
- a stepped automatic transmission mounted on a vehicle controls the engagement state of a plurality of engagement elements (clutch, brake) by a hydraulic control device, and forms a transmission path in a transmission mechanism at each shift stage.
- a hydraulic servo is used to engage and disengage the engaging element, and the hydraulic servo includes one hydraulic oil chamber for one engaging element. Hydraulic servos equipped with are widely used.
- the engagement element engaged at the first forward speed or the first reverse speed since the engagement element engaged at the first forward speed or the first reverse speed has a large torque sharing, it is necessary to increase the supply pressure of the oil pump, and thus the pump load is high. However, when gears other than the first forward speed and the reverse first speed are formed using this engagement element, the torque sharing is reduced, so that it is not necessary to increase the supply pressure of the oil pump. Because of the large pump load, improvement in fuel consumption has been hindered.
- a double-chamber hydraulic servo having a plurality of hydraulic oil chambers for one engaging element has been developed as a hydraulic servo (see Patent Document 1).
- the double-chamber hydraulic servo includes a first hydraulic oil chamber and a second hydraulic oil chamber, and each hydraulic oil chamber is supplied with a respective engagement pressure using a separate hydraulic pressure supply path. It is possible.
- the torque capacity of the engaging elements to be engaged is different between when the engagement pressure is supplied only to the first hydraulic oil chamber and when the engagement pressure is supplied to both of the two hydraulic oil chambers. Can do.
- the engagement pressure is supplied to both of the two hydraulic oil chambers.
- the first hydraulic fluid chamber when the engagement does not require a large torque capacity, the first hydraulic fluid chamber.
- the engagement pressure is supplied to both of the two hydraulic oil chambers by the double chamber type hydraulic servo to engage one engagement element and the other engagement. Shifting from another gear to another gear while shifting the engagement pressure to both of the two hydraulic fluid chambers of the double chamber hydraulic servo.
- a tie-up in which the engagement elements that should not be simultaneously engaged may be engaged.
- the engagement pressure is supplied to the two hydraulic oil chambers in the double chamber hydraulic servo, the torque capacity of one corresponding engagement element is increased, and the vehicle equipped with this automatic transmission There is a possibility of increasing the deceleration.
- the present invention provides a first shift stage that supplies engagement pressure to the two hydraulic oil chambers of a double-chamber hydraulic servo that has two hydraulic oil chambers and is capable of engaging and disengaging one engagement element. Even if tie-up occurs when shifting to the second gear stage that supplies engagement pressure to the two hydraulic oil chambers of the hydraulic servo, it is possible to suppress an increase in the deceleration of the mounted vehicle.
- An object of the present invention is to provide a hydraulic control device for a transmission.
- the hydraulic control device (10) of the automatic transmission (1) includes a plurality of engagement elements (C1, C2, C3, C4, B1, B2).
- a predetermined engagement element (B2) of the plurality of engagement elements (C1, C2, C3, C4, B1, B2) includes two hydraulic oil chambers (74, 83), and the two hydraulic oils
- An engagement pressure (PSL6, PL) is supplied to both of the two hydraulic oil chambers (74, 83) to engage the predetermined engagement element (B2) to achieve the first gear (1st).
- the control unit engages the predetermined engagement element having the two hydraulic oil chambers and achieves the first shift speed, and then grasps the engagement element other than the predetermined engagement element to change the second position.
- the supply of the engagement pressure to one of the two hydraulic oil chambers is reduced.
- the torque capacity of the engagement element is smaller than when the engagement pressure is supplied to the two hydraulic oil chambers, and any of the engagement elements slides with a small torque, and this automatic transmission is mounted. It can suppress that the deceleration of a vehicle becomes large.
- the term “reduction” here includes not only the case where the supplied hydraulic pressure is reduced or shut off from the outside, but also the non-supply that prevents the supplied hydraulic pressure from being supplied.
- the skeleton figure which shows the automatic transmission which concerns on embodiment of this invention.
- the schematic diagram of the hydraulic servo of the 2nd brake of the automatic transmission concerning an embodiment of the invention. 1 is a schematic diagram of a hydraulic control apparatus according to an embodiment of the present invention.
- the flowchart which shows the operation
- the automatic transmission 1 is connected to a crankshaft of an engine (internal combustion engine) (not shown) or a rotor of an electric motor as a drive source mounted vertically in a front portion of a rear wheel drive vehicle. Power (torque) from an engine or the like can be transmitted to left and right rear wheels (drive wheels) (not shown).
- the automatic transmission 1 houses a starter (fluid transmission) 2, an oil pump 3, a speed change mechanism 4 that shifts power transmitted from an engine or the like to the input shaft 40 and transmits the power to the output shaft 41, and the like.
- the transmission case 5 is provided.
- the starting device 2 includes a lock-up clutch 21 capable of connecting and disconnecting the torque converter 20, a front cover coupled to an engine crankshaft and the like and the input shaft 40 of the transmission mechanism 4, and an input of the front cover and the transmission mechanism 4.
- a damper mechanism 22 that attenuates vibration between the shaft 40 and the shaft 40 is provided.
- the torque converter 20 is arranged inside the pump impeller 23 on the input side connected to the front cover, the turbine runner 24 on the output side connected to the input shaft 40 of the transmission mechanism 4, and the pump impeller 23 and the turbine runner 24.
- a stator 25 that rectifies the flow of hydraulic oil from the turbine runner 24 to the pump impeller 23, and a one-way clutch 26 that is supported by a stator shaft (not shown) and restricts the rotational direction of the stator 25 in one direction.
- the torque converter 20 may be a fluid coupling that does not have the stator 25.
- the oil pump 3 includes a pump assembly including a pump body and a pump cover, an external gear (inner rotor) connected to the pump impeller 23 of the torque converter 20 via a chain or a gear train, and an internal gear meshing with the external gear. It is comprised as a gear pump which has a tooth gear (outer rotor) etc.
- the oil pump 3 is driven by power from an engine or the like, sucks hydraulic oil stored in an oil pan (not shown), and pumps the hydraulic oil to a valve body 50 of the hydraulic control device 10 described later.
- the transmission mechanism 4 is configured as a 10-speed transmission, and includes an input shaft 40, an output shaft 41 connected to left and right rear wheels via a differential gear and a drive shaft (not shown), an input shaft 40, and A Ravigneaux type planetary gear mechanism configured by combining a single pinion type first planetary gear 42 and a second planetary gear 43 arranged side by side in the axial direction of the output shaft 41, a double pinion type planetary gear, and a single pinion type planetary gear. And a planetary gear set 44. Further, the speed change mechanism 4 includes a first clutch C1, a second clutch C2, a third clutch C3, a first clutch C6 as six engagement elements for changing the power transmission path from the input shaft 40 to the output shaft 41. A four-clutch C4, a first brake B1, and a second brake (predetermined engagement element) B2 are provided.
- the first and second planetary gears 42 and 43 and the planetary gear set 44 are referred to as the planetary gear set 44, the second planetary gear 43, and the first planetary gear 42 from the starting device 2, that is, the engine side (left side in FIG. 1). It arrange
- the planetary gear set 44 is disposed on the front side of the vehicle so as to be close to the starting device 2
- the first planetary gear 42 is disposed on the rear side of the vehicle so as to be close to the output shaft 41
- 43 is disposed between the planetary gear set 44 and the first planetary gear 42.
- the first planetary gear 42 is connected to a first sun gear 42s that is an external gear, a first ring gear 42r that is an internal gear arranged concentrically with the first sun gear 42s, and a first sun gear 42s and a first ring gear 42r, respectively.
- the first carrier 42c of the first planetary gear 42 is always connected (fixed) to the intermediate shaft 47 of the transmission mechanism 4 connected to the input shaft 40.
- the first carrier 42c functions as an input element of the first planetary gear 42 when the fourth clutch C4 is engaged, and idles when the fourth clutch C4 is released.
- the first ring gear 42r functions as an output element of the first planetary gear 42 when the fourth clutch C4 is engaged.
- the second planetary gear 43 includes a second sun gear 43s that is an external gear, a second ring gear 43r that is an internal gear arranged concentrically with the second sun gear 43s, and the second sun gear 43s and the second ring gear 43r, respectively.
- the second sun gear 43 s of the second planetary gear 43 is integrated (always connected) with the first sun gear 42 s of the first planetary gear 42, so that the second sun gear 43 s rotates or stops constantly (and coaxially) with the first sun gear 42 s. It has become.
- the first sun gear 42 s and the second sun gear 43 s may be configured separately and always connected via a connecting member (not shown).
- the second carrier 43c of the second planetary gear 43 is always connected to the output shaft 41, and is always rotated or stopped integrally (and coaxially) with the output shaft 41.
- the second carrier 43 c functions as an output element of the second planetary gear 43.
- the second ring gear 43 r of the second planetary gear 43 functions as an element that can be fixed to the second planetary gear 43.
- the planetary gear set 44 is a compound planetary gear mechanism configured by combining a third planetary gear 45 that is a double pinion planetary gear and a fourth planetary gear 46 that is a single pinion planetary gear.
- Each planetary gear is arranged in the transmission case 5 so as to be arranged in the order of the fourth planetary gear 46, the third planetary gear 45, the second planetary gear 43, and the first planetary gear 42 from the engine side.
- the planetary gear set 44 includes a third sun gear 45s and a fourth sun gear 46s that are external gears, a third ring gear 45r that is an internal gear disposed concentrically with the third and fourth sun gears 45s and 46s, and a third gear.
- the third carrier 45c holds the plurality of third pinion gears 45p and the plurality of fourth pinion gears 46p so as to be rotatable (rotatable) and revolved.
- the third planetary gear 45 includes a third sun gear 45s, a third carrier 45c, a third pinion gear 45p, a fourth pinion gear 46p, and a third ring gear 45r.
- the fourth planetary gear 46 includes a fourth sun gear 46s, a third carrier 45c, a fourth pinion gear 46p, and a third ring gear 45r.
- the fourth sun gear 46s functions as an element that can be fixed to the planetary gear set 44.
- the third carrier 45 c is always connected (fixed) to the input shaft 40 and is always connected to the first carrier 42 c of the first planetary gear 42 via the intermediate shaft 47.
- the third carrier 45 c functions as an input element of the planetary gear set 44.
- the third ring gear 45 r functions as a first output element of the planetary gear set 44
- the third sun gear 45 s functions as a second output element of the planetary gear set 44.
- the first clutch C1 connects the first sun gear 42s of the first planetary gear 42 and the second sun gear 43s of the second planetary gear 43 that are always connected to the third ring gear 45r of the planetary gear set 44, and releases the connection between them.
- the second clutch C2 connects the first sun gear 42s of the first planetary gear 42 and the second sun gear 43s of the second planetary gear 43 and the third sun gear 45s of the planetary gear set 44 that are always connected to each other and releases the connection therebetween.
- the third clutch C3 connects the second ring gear 43r of the second planetary gear 43 and the third ring gear 45r of the planetary gear set 44 to each other and releases the connection between them.
- the fourth clutch C4 connects the first ring gear 42r of the first planetary gear 42 and the output shaft 41 to each other and releases the connection therebetween.
- the first brake B1 fixes (connects) the fourth sun gear 46s of the planetary gear set 44 to the transmission case 5 in a non-rotatable manner and releases the fourth sun gear 46s to the transmission case 5 so as to be rotatable.
- the second brake B2 fixes (connects) the second ring gear 43r of the second planetary gear 43 to the transmission case 5 in a non-rotatable manner and releases the second ring gear 43r to the transmission case 5 so as to be rotatable. It is.
- first clutch C1 to the fourth clutch C4 a piston, a plurality of friction engagement plates (for example, a friction plate formed by sticking a friction material on both surfaces of an annular member, and both surfaces are smoothed)
- a multi-plate friction type hydraulic clutch having a hydraulic servo constituted by an engagement oil chamber, a centrifugal hydraulic pressure cancellation chamber, and the like, each of which is supplied with hydraulic oil, is employed.
- the first brake B1 and the second brake B2 include a hydraulic servo including a piston, a plurality of friction engagement plates (friction plates and separator plates), an engagement oil chamber to which hydraulic oil is supplied, and the like.
- a plate friction type hydraulic brake is adopted.
- the automatic transmission 1 includes a hydraulic servo (not shown) capable of engaging / disengaging the first clutch C1, a hydraulic servo (not shown) capable of engaging / disengaging the second clutch C2, a hydraulic servo (not shown) capable of engaging / disengaging the third clutch C3, A hydraulic servo (not shown) capable of engaging / disengaging the fourth clutch C4, a hydraulic servo (not shown) capable of engaging / disengaging the first brake B1, and a hydraulic servo 70 capable of engaging / disengaging the second brake B2 are provided (see FIG. 5).
- the hydraulic servos of the first clutch C1 to the fourth clutch C4, the first brake B1, and the second brake B2 are operated by receiving and supplying hydraulic oil from the hydraulic control device 10.
- the hydraulic servo 70 of the second brake B2 is of a double chamber type having a first hydraulic oil chamber 74 and a second hydraulic oil chamber 83 as two hydraulic oil chambers ( (See FIG. 4).
- one of the two hydraulic oil chambers is a second hydraulic oil chamber 83
- the other of the two hydraulic oil chambers is a first hydraulic oil chamber 74.
- the first hydraulic oil chamber 74 and the second hydraulic oil chamber 83 are selectively used only in the first hydraulic oil chamber 74 when a large engagement pressure is not necessary for the second brake B2, for example, in the middle speed stage.
- the hydraulic pressure is supplied to both the first hydraulic oil chamber 74 and the second hydraulic oil chamber 83. (See FIG. 2).
- the second brake B2 is an engaging element that is engaged when at least each of the forward and backward starting stages (low speed stage including the first speed stage) is achieved.
- FIG. 2 is an engagement table showing the relationship between the respective speed stages of the speed change mechanism 4 and the operating states of the first clutch C1 to the fourth clutch C4, the first brake B1, and the second brake B2.
- B2in indicates the engagement state of the second brake B2 based on the supply of the engagement pressure PSL6 to the first hydraulic oil chamber 74 of the hydraulic servo 70
- B2out indicates the second state of the hydraulic servo 70.
- the engagement state of 2nd brake B2 based on having supplied engagement pressure PL to the hydraulic oil chamber 83 is shown.
- FIG 3 is a velocity diagram showing the ratio of the rotational speed of each rotary element to the rotational speed of the input shaft 40 in the speed change mechanism 4 (however, the input shaft 40, that is, the first carrier 42c and the third carrier 45c).
- the rotation speed is set to 1).
- the three rotating elements constituting the single-pinion type first planetary gear 42 are velocity diagrams of the first planetary gear 42 (
- the first sun gear 42s, the first carrier 42c, and the first ring gear 42r are arranged in this order from the left side in the drawing at intervals corresponding to the gear ratio ⁇ 1.
- the first sun gear 42s is the first rotating element of the automatic transmission 1
- the first carrier 42c is the second rotating element of the automatic transmission 1
- the first ring gear 42r is the third rotating element of the automatic transmission 1. Therefore, the first planetary gear 42 includes the first rotation element, the second rotation element, and the third rotation element of the automatic transmission 1 that are arranged in order at intervals corresponding to the gear ratio ⁇ 1 on the velocity diagram.
- the three rotating elements constituting the single-pinion type second planetary gear 43 are speed diagrams of the second planetary gear 43 (the center in FIG. 3).
- the second sun gear 43s, the second carrier 43c, and the second ring gear 43r are arranged in this order from the left side in the drawing at intervals corresponding to the gear ratio ⁇ 2.
- the second sun gear 43s is the fourth rotating element of the automatic transmission 1
- the second carrier 43c is the fifth rotating element of the automatic transmission 1
- the second ring gear 43r is the sixth rotating element of the automatic transmission 1. Therefore, the second planetary gear 43 has the fourth rotation element, the fifth rotation element, and the sixth rotation element of the automatic transmission 1 that are arranged in order at intervals corresponding to the gear ratio ⁇ 2 on the speed diagram.
- the four rotating elements constituting the planetary gear set 44 that is, the fourth sun gear 46s, the third carrier 45c, the third ring gear 45r, and the third sun gear 45s are arranged in this order from the left side of the drawing in the single type third planetary gear 45. They are arranged on a speed diagram (speed diagram on the right side in FIG. 3) of the planetary gear set 44 with an interval corresponding to the gear ratio ⁇ 3 and the gear ratio ⁇ 4 of the double pinion type fourth planetary gear 46.
- the fourth sun gear 46s is the seventh rotating element of the automatic transmission 1
- the third carrier 45c is the eighth rotating element of the automatic transmission 1
- the third ring gear 45r is the ninth rotating element of the automatic transmission 1
- the third sun gear 45s is the tenth rotating element of the automatic transmission 1.
- the planetary gear set 44 has the seventh rotation element, the eighth rotation element, the ninth rotation element, and the tenth rotation of the automatic transmission 1 that are arranged in order on the speed diagram at intervals corresponding to the gear ratios ⁇ 3 and ⁇ 4. Has elements.
- the first clutch C1 to the fourth clutch C4, the first brake B1, and the second brake B2 shown in the skeleton diagram of FIG. 1 are shown in the engagement table of FIG.
- the first forward speed (1st) to the tenth forward speed (10th) and the first reverse speed (Rev) are achieved at a rotation speed ratio as shown in the speed diagram of FIG.
- the shift is realized by grasping at least two of the plurality of engaging elements during the shift.
- the second brake B2 and the third clutch C3 and the second ring gear 43r of the second planetary gear 43 are disposed on the opposite side in the axial direction with the center support 5a integrated with the transmission case 5 interposed therebetween, and the drum member 60 (See FIG. 1).
- the drum member 60 includes a cylindrical portion 60a provided on the outer periphery of the input shaft 40 and the intermediate shaft 47, and a cylindrical drum portion 60b having a larger diameter than the cylindrical portion 60a and having one end (left end in FIG. 4) opened.
- the center support 5a extends from the inner peripheral surface of the transmission case 5 inward in the radial direction, and has a cylindrical inner peripheral portion 5b having a central hole.
- the cylindrical portion 60a is rotatably supported. Splines are formed on the inner peripheral surface and the outer peripheral surface of the drum portion 60 b of the drum member 60.
- the second brake B2 includes a plurality of friction plates 61, and a plurality of separator plates 62 and a backing plate arranged alternately with the friction plates 61.
- the plurality of friction plates 61 are fitted into splines formed on the outer peripheral surface of the drum portion 60b, rotate integrally with the drum portion 60b, and function as a brake hub so as to be movable in the axial direction.
- the plurality of separator plates 62 are fitted to splines formed on the inner peripheral surface of the transmission case 5, and are supported by the transmission case 5 so that they cannot rotate with respect to the transmission case 5 and can move in the axial direction. Is done.
- the automatic transmission 1 includes a hydraulic servo 70 for engaging the second brake B2.
- the hydraulic servo 70 is a double chamber type having a first hydraulic oil chamber 74 and a second hydraulic oil chamber 83, and the hydraulic oil chambers 74 and 83 are defined by separate pistons and recesses.
- the first hydraulic oil chamber 74 is fitted into an annular first recess 71 formed on the side of the center support 5a on the second brake B2 side, and is slidably fitted in the first recess 71 in the axial direction.
- the first piston 72 can press the friction plate 61 and the separator plate 62 to engage the second brake B2, and can press the annular first pressure receiving portion 72a and the friction plate 61 and the separator plate 62.
- a seal such as an O-ring is provided between the inner peripheral surface of the first pressure receiving portion 72a and the inner peripheral side surface of the first recess 71, and between the outer peripheral surface of the first pressure receiving portion 72a and the outer peripheral side surface of the first recess 71.
- the first pressure receiving portion 72a is supported by the center support 5a so as to be movable in the axial direction, and defines the first hydraulic oil chamber 74 together with the center support 5a.
- the plate pressing portion 72b is formed to extend radially outward from the first pressure receiving portion 72a, and protrudes in the axial direction so that the tip end portion can come into contact with the separator plate 62 positioned on the innermost hydraulic servo 70 side. ing.
- the first pressure receiving portion 72a is biased by a return spring 73 composed of a plurality of coil springs.
- the return spring 73 is disposed at a circumferential interval between a recess formed on the second brake B2 side of the first pressure receiving portion 72a and an annular spring support member 75 fixed to the center support 5a.
- the spring support member 75 is fixed to the center support 5a using a snap ring. Accordingly, the return spring 73 biases the first piston 72 so as to be separated from the friction plate 61 and the separator plate 62.
- a single or a plurality of leaf springs may be used instead of a plurality of coil springs.
- the second hydraulic oil chamber 83 includes an annular second concave portion 81 formed on the outer peripheral side of the first concave portion 71 at a side portion of the center support 5a on the second brake B2 side, and the second concave portion 81 in the axial direction. And a second piston 82 slidably fitted thereto.
- the second piston 82 is disposed on the opposite side of the second brake B2 via the first piston 72, and presses the friction plate 61 and the separator plate 62 by pressing the first piston 72 in the sliding direction.
- the brake B2 can be engaged, and includes an annular second pressure receiving portion 82a and a piston pressing portion 82b that can press the first piston 72.
- a seal such as an O-ring is provided between the inner peripheral surface of the second pressure receiving portion 82a and the inner peripheral side surface of the second recess 81, and between the outer peripheral surface of the second pressure receiving portion 82a and the outer peripheral side surface of the second recess 81.
- Each member is arranged.
- the second pressure receiving portion 82a is supported by the center support 5a so as to be movable in the axial direction, and defines a second hydraulic oil chamber 83 together with the center support 5a.
- the first recess 71 and the second recess 81 are partitioned by the annular partition wall 63 so as not to communicate with each other, and are formed so as to have substantially the same axial length.
- the engagement hydraulic pressure (hydraulic oil) regulated by the hydraulic control device 10 through an oil passage formed in the intermediate shaft 47 and the center support 5a. can be supplied separately. That is, in the present embodiment, supplying hydraulic pressure to the first hydraulic oil chamber 74 means engaging B2in, and supplying hydraulic pressure to the second hydraulic oil chamber 83 means that B2out is It means to engage.
- the hydraulic control device 10 includes a valve body 50 and a control unit (hereinafter also referred to as ECU) 11 as shown in FIG.
- the valve body 50 is controlled by the ECU 11 and includes an oil pump (not shown) and a primary regulator valve that regulates the hydraulic pressure from the oil pump to the engagement pressure PL that is a line pressure, and regulates various source pressures. Is generated.
- the valve body 50 includes a linear solenoid valve (solenoid valve) SL6 and a shut-off mechanism 51.
- the linear solenoid valve SL6 includes an input port SL6a to which the engagement pressure PL is input and an output port SL6b connected to the first hydraulic oil chamber 74, and according to a control signal from the ECU 11, the output port SL6b Therefore, the engagement pressure PSL6 can be output. That is, the linear solenoid valve SL6 adjusts and supplies the engagement pressure to the first hydraulic oil chamber 74.
- the valve body 50 is a linear solenoid valve (not shown) that can supply hydraulic pressure to a hydraulic servo that engages and disengages the first clutch C1, and a linear solenoid (not shown) that can supply hydraulic pressure to a hydraulic servo that engages and disengages the second clutch C2.
- a linear solenoid valve (not shown) capable of supplying hydraulic pressure to a hydraulic servo for engaging and disengaging one brake B1 is provided.
- Each linear solenoid valve has a normally closed (N / C) type that shuts off the input port and output port when not energized (hereinafter also referred to as OFF) and communicates when energized (hereinafter also referred to as ON). Is used.
- the shut-off mechanism 51 is a normally closed type, and includes a solenoid valve SR that can output a signal pressure PSR in accordance with a control signal from the ECU 11, and a switching valve 52 that can be switched by the signal pressure PSR.
- the switching valve 52 includes an input port 52b to which the engagement pressure PL is input, an output port 52c connected to the second hydraulic oil chamber 83, a communication position that connects the input port 52b and the output port 52c, and the input port 52b.
- a spool (not shown) that can be switched to a shut-off position that shuts off the output port 52c, a spring (biasing member) 52s that biases the spool to the shut-off position, and the signal pressure PSR is input to the spring 52s.
- an oil chamber 52a that biases the communication position against the communication position.
- the ECU 11 supplies the engagement pressures PSL6, PL to both the two hydraulic oil chambers 74, 83 to engage the second brake B2, and achieve, for example, the first forward speed (first shift speed). From the state, when the engagement element other than the second brake B2 is grasped and shifted to, for example, the third forward speed (second speed stage), the second forward speed is compared to the state where the first forward speed is achieved. The supply of the engagement pressure PL to the hydraulic oil chamber 83 is reduced, and in this embodiment, it is shut off (see FIGS. 7A and 7B).
- ECU11 makes it the condition of interruption
- the threshold value may be set on the basis of the shift speed before and after the shift, and the torque capacity required for the second brake B2 at that time, or may be a uniform predetermined value for determining the coast-down shift and the off-up shift in advance. It is good as a value.
- the ECU 11 supplies the engagement pressures PSL6, PL to both of the two hydraulic oil chambers 74, 83, engages the second brake B2, and achieves the first forward speed, other than the second brake B2.
- the supply of the engagement pressure PSL6 to the first hydraulic oil chamber 74 is maintained as in the state where the first forward speed is achieved. (See FIGS. 7A and 7B). As a result, the shift of the third forward speed is reliably maintained.
- the automatic transmission 1 is mounted on a vehicle such as an automobile, and includes an accelerator opening degree detection unit (not shown) that detects an accelerator opening degree, an input shaft rotation speed detection means that detects the rotation speed of the input shaft, Vehicle speed detection means for detecting the actual vehicle speed of the vehicle.
- an accelerator opening degree detection unit (not shown) that detects an accelerator opening degree
- an input shaft rotation speed detection means that detects the rotation speed of the input shaft
- Vehicle speed detection means for detecting the actual vehicle speed of the vehicle.
- the ECU 11 determines the engagement pressure PL to be applied to the second hydraulic oil chamber 83 when it is determined that the shift by gripping has been completed based on the actual gear ratio obtained from the input shaft rotation speed detection means and the vehicle speed detection means.
- the supply reduction is stopped, and the engagement pressure PL to the second hydraulic oil chamber 83 is increased. That is, in the present embodiment, the ECU 11 controls the cutoff mechanism 51 to release the cutoff of the supply of the engagement pressure PL to the second hydraulic oil chamber 83 (FIG. 7A). reference).
- the ECU 11 determines that the shift by the grip change is not completed based on the actual gear ratio obtained from the input shaft rotation speed detection means and the vehicle speed detection means, the ECU 11 applies the engagement to the second hydraulic oil chamber 83.
- the interruption of the supply of the combined pressure PL is maintained (see FIG. 7B).
- the time chart of FIG. 7 shows the engagement pressure PC1 of the hydraulic servo of the first clutch C1 and the hydraulic servo of the second clutch C2 when shifting from the first forward speed (1st) to the third forward speed (3rd).
- the engagement pressure PC2 the engagement pressure PB1 of the hydraulic servo of the first brake B1, the engagement pressure PB2in of the first hydraulic fluid chamber 74 of the hydraulic servo 70 of the second brake B2, the first of the hydraulic servo 70 of the second brake B2.
- FIG. 7A shows a case where the gear shift is normal
- FIG. 7B shows the engagement of the hydraulic servo of the first clutch C1 during the gear shift. This is a case where a failure in which the pressure PC1 is maintained occurs.
- the ECU 11 is engaged with both of the two hydraulic oil chambers 74 and 83 from the first gear position (for example, the first forward speed) that supplies the engagement pressures PSL6 and PL to both of the two hydraulic oil chambers 74 and 83. It is determined whether or not a shift operation has been started to a second shift stage (for example, the third forward speed) that supplies the pressures PSL6 and PL (step S1). This determination is made based on whether or not the actual gear ratio obtained from the input shaft rotation speed detection means and the vehicle speed detection means has changed by a predetermined amount or more, or the ECU 11 determines to start a shift operation. It is executed based on whether or not. If the ECU 11 determines that the speed change operation has not been started, the ECU 11 ends the process.
- a shift operation for example, the first forward speed
- step S2 judges whether accelerator opening (ACC) is below a threshold value, when it judges that shifting operation was started (step S2).
- the ECU 11 determines that the accelerator opening is equal to or smaller than the threshold value
- the ECU 11 cuts off the supply of the engagement pressure PL to the second hydraulic oil chamber 83 and engages the second brake B2 by the second piston 82.
- the application of pressure is stopped (B2out release control) (step 3).
- the ECU 11 releases the one engagement element (for example, the first clutch C1) to start the shift control (step S4, t1 in FIG. 7A, t3 in FIG. 7B), and others.
- the engaging element for example, the first brake B1 is engaged to perform a shifting change (after t1 in FIG. 7A, after t3 in FIG. 7B).
- step S5 judges whether the gear ratio of the target gear stage after the shift has been established after the shift control is started (step S5). This determination is executed based on whether or not the actual gear ratio obtained from the input shaft rotation speed detection means and the vehicle speed detection means is within a predetermined range of the target gear ratio.
- the ECU 11 determines that the gear ratio of the target shift speed is established, the ECU 11 releases the engagement pressure PL to the second hydraulic oil chamber 83, and again the second brake B2 by the second piston 82. (B2out apply control) (step S6, t2 and after in FIG. 7A).
- the ECU 11 may have generated a failure in which the engagement element has not been switched appropriately. It is determined that there is a failure, and a failure determination is made (step S7, t4 and after in FIG. 7B). At this time, the four engagement elements of the first clutch C1, the second clutch C2, the first brake B1, and the second brake B2 tie up, but the second brake B2 is the engagement pressure of the first hydraulic oil chamber 74. Since the engagement is performed only by PB2in, the second brake B2 slips and the deceleration does not increase. If the ECU 11 determines that a failure has occurred, for example, the ECU 11 shifts to the fail-safe mode, and executes appropriate processing such as returning the gear to the original state or switching to another gear.
- step S2 when the ECU 11 determines in step S2 that the accelerator opening is not less than or equal to the threshold value, the ECU 11 starts the shift control by releasing one engagement element (for example, the first clutch C1) as it is (step S8). ), Engaging another engagement element (for example, the first brake B1), and performing a reshuffling shift.
- one engagement element for example, the first clutch C1
- another engagement element for example, the first brake B1
- step S9 judges whether the gear ratio of the target gear stage after the shift has been established after the shift control is started. If the ECU 11 determines that the target gear ratio of the shift speed is established, the ECU 11 ends the process. Further, if the ECU 11 cannot determine that the gear ratio of the target shift stage has been established for a predetermined time after the start of the shift control, the ECU 11 may have generated a failure in which the engagement element has not been switched appropriately. It is determined that there is a failure, and a failure determination is performed (step S10). The fail determination is the same as the process in step S7 described above.
- the shut-off mechanism 51 is the first shift stage (for example, forward) that supplies the engagement pressures PSL6, PL to the two hydraulic oil chambers 74, 83. From the first gear) to the second gear (for example, the third forward gear) for supplying the engagement pressures PSL6 and PL to the two hydraulic oil chambers 74 and 83, during the shifting by the grip change and the accelerator opening.
- the degree is less than or equal to a predetermined value, the supply of the engagement pressure PL to the second hydraulic oil chamber 83 is reduced (cut off).
- the ECU 11 supplies the engagement pressures PSL6, PL to both the two hydraulic oil chambers 74, 83 to engage the second brake B2 and move forward 1st speed.
- the first hydraulic oil chamber 74 is entered, as in the state where the first forward speed is achieved.
- the supply of the engagement pressure PSL6 is maintained. As a result, the shift to the third forward speed is reliably maintained.
- the ECU 11 stops the reduction in the supply of the engagement pressure PL to the second hydraulic oil chamber 83 when the shift by gripping is completed, Engagement pressure PL to the second hydraulic oil chamber 83 is increased. For this reason, the third forward speed, which is the target shift speed, can be formed.
- the shift from the first forward speed to the third forward speed is a shift in a state where the accelerator opening is smaller than a predetermined value.
- a predetermined value such as during coast down or off-up shift
- the engine capacity is small and the torque capacity required for the engagement element engaged by the hydraulic servo is relatively small. Therefore, there is no problem even if the supply of the engagement pressure to one hydraulic oil chamber is cut off. Further, since it is not necessary to cut off the supply of the engagement pressure until the deceleration of the vehicle is sufficiently small without cutting off the supply of the engagement pressure, unnecessary operations are suppressed, and the valve, the engagement element, The service life of hydraulic servos can be extended.
- the shut-off mechanism 51 that switches between supply and shut-off of the engagement pressure PL to the second hydraulic oil chamber 83, and the engagement with the first hydraulic oil chamber 74.
- a linear solenoid valve SL6 that regulates and supplies the combined pressure PSL6.
- the shut-off mechanism 51 includes the solenoid valve SR that can output the signal pressure PSR, the input port 52b that receives the engagement pressure PL, and the second hydraulic oil.
- An output port 52c connected to the chamber 83, a spool that can be switched between a communication position for communicating the input port 52b and the output port 52c, and a blocking position for blocking the input port 52b and the output port 52c;
- a switching valve 52 having a spring 52s for energizing and an oil chamber 52a for energizing the spool to the communication position against the spring 52s when the signal pressure PSR is input is provided. For this reason, by supplying a control signal from the ECU 11 to the solenoid valve SR, the supply and shutoff of the engagement pressure PL to the second hydraulic oil chamber 83 can be easily controlled.
- the present invention is not limited to this.
- the present invention can be similarly applied to a case where the speed is changed from the first forward speed to the second forward speed, or the speed is changed from the second forward speed to the third forward speed.
- the supply of the engagement pressure PL to the second hydraulic oil chamber 83 is interrupted.
- the present invention is not limited to this, and the supply of the engagement pressure PSL6 to the first hydraulic oil chamber 74 may be interrupted instead of the supply of the engagement pressure PL to the second hydraulic oil chamber 83.
- the ECU 11 controls the linear solenoid valve SL6 as a shut-off mechanism so as not to supply the engagement pressure PSL6 to the first hydraulic oil chamber 74.
- the case where the supply of the engagement pressure PL to the second hydraulic oil chamber 83 is interrupted when the accelerator opening is equal to or smaller than the threshold value has been described.
- the supply of the engagement pressure PL to the second hydraulic oil chamber 83 may be cut off regardless of the accelerator opening.
- the present invention is not limited to this, and other combinations of engagement elements have other stages.
- the present invention can also be applied to an automatic transmission capable of forming a gear position. For example, three clutches and two brakes, a one-way clutch, a Ravigneaux type planetary reset and a reduction planetary gear are provided, and six forward speeds are formed by simultaneous engagement of two of the five engagement elements. You may make it apply to the possible automatic transmission.
- the shut-off mechanism 51 is a mechanism including the solenoid valve SR and the switching valve 52 .
- the present invention is not limited to this, and hydraulic communication and shut-off can be switched. Any mechanism can be applied as appropriate.
- one of the two hydraulic oil chambers of the present invention is used as the second hydraulic oil chamber 83, and the shutoff mechanism 51 can switch the supply of the engagement pressure PL.
- the present invention is not limited to this, and according to the configuration of the hydraulic servo 70, the shutoff mechanism 51 may be capable of switching between supply and shutoff of the engagement pressure to any hydraulic oil chamber.
- the valve body 50 is provided with the shut-off mechanism 51 that can shut off the supply of the engagement pressure PL to the second hydraulic oil chamber 83
- a reduction mechanism that can reduce the supply of the engagement pressure PL to the second hydraulic oil chamber 83 may be provided.
- the reduction mechanism reduces the engagement pressure PL to the second hydraulic oil chamber 83 to 0.2 to 0 when the first forward speed is achieved, for example. It shall be reduced to 5 times.
- a linear solenoid valve can be utilized, for example.
- This reduction mechanism also reduces the supply of the engagement pressure PL to the second hydraulic oil chamber 83 even if a tie-up occurs during a shift by changing the engagement element, so that the second brake B2 The torque capacity is reduced, and it is possible to suppress the second brake B2 from slipping with a small torque and increasing the deceleration generated in the vehicle.
- the linear solenoid valve SL6 is used to regulate and supply the engagement pressure PSL6 to the first hydraulic oil chamber 74 .
- the duty may be controlled using a solenoid valve instead of the linear solenoid valve SL6.
- the hydraulic control device of the automatic transmission can be used for vehicles such as passenger cars and trucks, and in particular, utilizes a double chamber type hydraulic servo provided with a plurality of hydraulic oil chambers for one engagement element. Therefore, it is preferable to use the engaging element that can be engaged and disengaged.
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Abstract
Description
前記複数の係合要素(C1,C2,C3,C4,B1,B2)のうちの所定の係合要素(B2)は、2つの作動油室(74,83)を備え、当該2つの作動油室(74,83)の少なくとも一方に係合圧(PSL6,PL)が給排されることにより係脱可能な係合要素であり、
前記2つの作動油室(74,83)の両方に係合圧(PSL6,PL)を供給して前記所定の係合要素(B2)を係合し第1の変速段(1st)を達成した状態から、前記所定の係合要素(B2)以外の係合要素を掴み換えて第2の変速段(3rd)へ変速する際に、前記第1の変速段(1st)を達成した状態に比べて、前記2つの作動油室(74,83)の一方への係合圧(PL)の供給を低減する制御部(11)を備えることを特徴とする。
10 油圧制御装置
11 ECU(制御部)
50 バルブボディ
51 遮断機構
52 切換えバルブ
52a 油室
52b 入力ポート
52c 出力ポート
52s スプリング(付勢部材)
70 油圧サーボ
74 第1の作動油室(2つの作動油室の他方)
83 第2の作動油室(2つの作動油室の一方)
C1 第1クラッチ(係合要素)
C2 第2クラッチ(係合要素)
C3 第3クラッチ(係合要素)
C4 第4クラッチ(係合要素)
B1 第1ブレーキ(係合要素)
B2 第2ブレーキ(係合要素、所定の係合要素、ブレーキ)
PL 係合圧
PSL6 係合圧
PSR 信号圧
SL6 リニアソレノイドバルブ(ソレノイドバルブ、遮断機構)
SR ソレノイドバルブ
Claims (8)
- 複数の係合要素を有し、少なくとも2つを選択的に同時係合することにより複数の変速段を達成可能な自動変速機の油圧制御装置であって、
前記複数の係合要素のうちの所定の係合要素は、2つの作動油室を備え、当該2つの作動油室の少なくとも一方に係合圧が給排されることにより係脱可能な係合要素であり、
前記2つの作動油室の両方に係合圧を供給して前記所定の係合要素を係合し第1の変速段を達成した状態から、前記所定の係合要素以外の係合要素を掴み換えて第2の変速段へ変速する際に、前記第1の変速段を達成した状態に比べて、前記2つの作動油室の一方への係合圧の供給を低減する制御部を備える、
ことを特徴とする自動変速機の油圧制御装置。 - 前記制御部は、前記2つの作動油室の両方に係合圧を供給して前記所定の係合要素を係合し前記第1の変速段を達成した状態から、前記所定の係合要素以外の係合要素を掴み換えて前記第2の変速段へ変速する際に、前記第1の変速段を達成した状態と同様に、前記2つの作動油室の他方への係合圧の供給を維持する、
ことを特徴とする請求項1記載の自動変速機の油圧制御装置。 - 前記制御部は、掴み換えによる変速が完了した場合に、前記2つの作動油室の一方への係合圧の供給の低減を中止し、当該2つの作動油室の一方への係合圧を上昇させる、
ことを特徴とする請求項2記載の自動変速機の油圧制御装置。 - 前記第1の変速段から前記第2の変速段への変速は、アクセル開度が所定値より小さい状態での変速である、
ことを特徴とする請求項1乃至3のいずれか1項に記載の自動変速機の油圧制御装置。 - 前記2つの作動油室の一方への係合圧の供給と遮断とを切り換える遮断機構と、
前記2つの作動油室の他方への係合圧を調圧して供給するソレノイドバルブと、を備える、
ことを特徴とする請求項1乃至4のいずれか1項に記載の自動変速機の油圧制御装置。 - 前記所定の係合要素は、前記2つの作動油室の他方としての第1の作動油室と、前記第1の作動油室の外周側に配置される前記2つの作動油室の一方としての第2の作動油室と、を有するブレーキである、
ことを特徴とする請求項5記載の自動変速機の油圧制御装置。 - 前記遮断機構は、
信号圧を出力可能なソレノイドバルブと、
係合圧が入力される入力ポートと、前記2つの作動油室の一方に接続される出力ポートと、前記入力ポート及び前記出力ポートを連通する連通位置と前記入力ポート及び前記出力ポートを遮断する遮断位置とに切換可能なスプールと、前記スプールを前記遮断位置に付勢する付勢部材と、前記信号圧が入力されることにより前記スプールを前記付勢部材に抗して前記連通位置に付勢する油室と、を有する切換えバルブと、を備える、
ことを特徴とする請求項5又は6に記載の自動変速機の油圧制御装置。 - 前記所定の係合要素は、少なくとも前後進の各発進段を達成する場合に係合される係合要素である、
ことを特徴とする請求項1乃至7のいずれか1項に記載の自動変速機の油圧制御装置。
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JP2015555018A JP6222245B2 (ja) | 2013-12-26 | 2014-12-25 | 自動変速機の油圧制御装置 |
US15/100,816 US9765882B2 (en) | 2013-12-26 | 2014-12-25 | Hydraulic control device of automatic transmission |
CN201480068964.8A CN105829774B (zh) | 2013-12-26 | 2014-12-25 | 自动变速器的油压控制装置 |
DE112014005042.3T DE112014005042T5 (de) | 2013-12-26 | 2014-12-25 | Hydraulische Steuervorrichtung eines Automatikgetriebes |
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US20170234217A1 (en) * | 2016-02-16 | 2017-08-17 | General Electric Company | Inline Propeller Gearbox Brake |
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US10352409B2 (en) * | 2013-11-29 | 2019-07-16 | Aisin Aw Co., Ltd. | Multi-stage transmission |
KR101822768B1 (ko) * | 2013-12-26 | 2018-01-26 | 아이신에이더블류 가부시키가이샤 | 자동 변속기의 유압 제어 장치 |
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JPH07217728A (ja) * | 1994-01-31 | 1995-08-15 | Mazda Motor Corp | 自動変速機の制御装置 |
JPH07317892A (ja) * | 1994-05-23 | 1995-12-08 | Toyota Motor Corp | 自動変速機の変速制御装置 |
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JP2011094786A (ja) * | 2009-09-29 | 2011-05-12 | Aisin Aw Co Ltd | 自動変速機の油圧制御装置 |
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2014
- 2014-12-25 DE DE112014005042.3T patent/DE112014005042T5/de not_active Withdrawn
- 2014-12-25 CN CN201480068964.8A patent/CN105829774B/zh not_active Expired - Fee Related
- 2014-12-25 JP JP2015555018A patent/JP6222245B2/ja not_active Expired - Fee Related
- 2014-12-25 US US15/100,816 patent/US9765882B2/en active Active
- 2014-12-25 WO PCT/JP2014/084387 patent/WO2015099077A1/ja active Application Filing
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JPH07217728A (ja) * | 1994-01-31 | 1995-08-15 | Mazda Motor Corp | 自動変速機の制御装置 |
JPH07317892A (ja) * | 1994-05-23 | 1995-12-08 | Toyota Motor Corp | 自動変速機の変速制御装置 |
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US20170234217A1 (en) * | 2016-02-16 | 2017-08-17 | General Electric Company | Inline Propeller Gearbox Brake |
US10287977B2 (en) * | 2016-02-16 | 2019-05-14 | General Electric Company | Inline propeller gearbox brake |
Also Published As
Publication number | Publication date |
---|---|
US9765882B2 (en) | 2017-09-19 |
DE112014005042T5 (de) | 2016-09-01 |
JP6222245B2 (ja) | 2017-11-01 |
JPWO2015099077A1 (ja) | 2017-03-23 |
CN105829774B (zh) | 2017-10-03 |
US20160290499A1 (en) | 2016-10-06 |
CN105829774A (zh) | 2016-08-03 |
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