JP2837945B2 - Hydraulic control device for automatic transmission - Google Patents

Description

The present invention relates to a hydraulic control device for an automatic transmission for a vehicle.

2. Description of the Related Art A disengagement-side friction engagement element that transmits torque before a gear shift in a shift that requires a clutch or a brake of an automatic transmission for a vehicle (the friction engagement element is sometimes referred to as an element hereinafter). As a method for smoothly switching the torque transmission path to the engagement side element that transmits torque after shifting from the above), there is a hydraulic control method disclosed in JP-A-62-246653 as follows.

That is, each of the engagement-side element and the release-side element has a duty solenoid and a hydraulic adjustment valve in each hydraulic circuit, and by changing the duty ratio between 0 and 100%, each supply hydraulic pressure can be reduced to the line pressure and zero. It is a method of adjusting between.

More specifically, as shown in FIG. 13, the supply hydraulic pressure (engagement hydraulic pressure) to the release-side element immediately after the shift command is started.
Is set to a predetermined initial oil pressure Pa, and the supply oil pressure of the engagement-side element is set to the initial oil pressure Pb at the end of the piston stroke.
The difference between the normal input shaft speed (No. ij) and the actual input shaft speed (Ni) obtained from the output shaft speed (No) and the gear ratio (ij) of the gear before shifting is 20 rpm. while feedback control of the supply pressure P ₁ of the release-side element as, leaving the release side element to slip condition. At this time, the supply pressure P ₂ of the engaging element is a feedback control which is [Delta] P ₂ at a time added is calculated from the deviation between the initial from pressure Pb and the input shaft rotational speed of the target change rate actual rate of change is performed. Then, when the input side rotation speed (Ni) starts to decrease rapidly due to the engagement side element starting to engage and start to have a torque, the supply hydraulic pressure P ₁ so that the release side element maintains the slip state. Decrease. Supply pressure P ₁ of the feedback control disengagement side element is continued to 0 or a predetermined value.

[Problems to be Solved by the Invention] In the above-mentioned conventional technology, since the elements on both the engaging side and the disengagement side are gradually changed, smooth switching of torque transmission can be achieved without using a one-way clutch or the like. However, there are the following problems.

That is, when the engagement-side element starts transmitting torque, the input torque of the release-side element decreases accordingly. Therefore, the input shaft rotation speed Ni sharply decreases, the slip amount ΔNv cannot be maintained, and the engagement is re-engaged (ΔNv = 0). The feedback control is operated so that the slip starts again. However, if the pressure of the engagement-side element is increased quickly, it is difficult to follow the engagement. For this reason, simultaneous engagement of the engagement-side element and the release-side element occurs, which may be accompanied by an uncomfortable feeling of deceleration (shift shock).

In order to prevent the input torque (transmission torque) of the disengagement side element from suddenly decreasing, the torque transmission of the engagement side element may be slowly increased. That is to decrease the addition value [Delta] P ₂ feed pressure P ₂ of the engaging element. However, this creates a long torque phase (a region in which the speed ratio between the input and output of the automatic transmission does not change and only the torque ratio changes at the beginning of the upshift), and is accompanied by a sense of elongation during the shift.

Further, the intermittent flow of the working fluid due to the ON / OFF operation of the duty solenoid may cause pressure pulsation, and may also generate torque vibration. The control pressure of the duty solenoid is influenced by the viscosity of the working fluid. Therefore, some correction is required depending on the temperature of the working fluid.

In general, when a one-way clutch (OWC) shift and a shift without OWC are mixed in one automatic transmission, the shift characteristic (feeling) of the shift without OWC is the same as that of the OWC shift. It is desired that a smooth shift without a shift shock be performed.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a hydraulic control device for an automatic transmission capable of preventing a feeling of elongation during a gear shift without increasing the time length of a torque phase and minimizing a drop in output torque at this time. It is to be.

[Means for Solving the Problems] The above object of the present invention is achieved by the following configurations.

 That is, the present invention includes the following two inventions.

(1) an input shaft that connects a plurality of rotating elements of a gear transmission mechanism via respective friction engagement elements, an output shaft that connects to at least one rotating element of the gear transmission mechanism, and a gear shift operated by hydraulic pressure A hydraulic control device for an automatic transmission, comprising: a plurality of friction engagement elements for achieving engagement / disengagement of a rotating element of a mechanism; A disengagement side frictional engagement element, engagement hydraulic pressure control means for supplying pressure oil to engage the engagement side frictional engagement element when there is a shift command from a low gear to a high gear, When there is a shift command to a high speed stage, the engagement hydraulic pressure of the release-side friction engagement element is set to an initial set oil pressure in order to bring the release-side friction engagement element into a slip state having a target slip amount,
The actual slip amount of the disengagement-side friction engagement element is calculated based on the number of rotations of the input shaft and the number of rotations of the output shaft at the low speed,
The pressure oil supplied to the release-side friction engagement element is controlled based on a deviation between the actual slip amount and the target slip amount so that the actual slip amount maintains the target slip amount of the release-side friction engagement element. When the engagement of the engagement-side frictional engagement element starts and the actual slip amount falls below the torque phase state determination reference rotation speed at which the slip amount is set to be smaller than the target slip amount, A hydraulic control device for an automatic transmission, comprising: release hydraulic control means for rapidly releasing an engagement state of a release-side friction engagement element.

(2) an input shaft that connects a plurality of rotating elements of the gear transmission mechanism via frictional engagement elements, an output shaft that connects to at least one rotating element of the gear transmission mechanism, and the gear transmission operated by hydraulic pressure. A hydraulic control device for an automatic transmission, comprising: a plurality of friction engagement elements for achieving engagement / disengagement of a rotating element of a mechanism; Disengagement-side friction engagement element, first supply hydraulic pressure switching means for supplying pressure oil to the engagement-side friction engagement element at the time of shifting from a low gear to a high gear and traveling at a high gear, A second supply hydraulic pressure switching means for supplying pressure oil to the disengagement side frictional engagement element at the time of shifting from a low speed to a high speed, and the second supply hydraulic pressure switching means for engaging the engagement frictional engagement element at the time of shifting from a low speed to a high speed. Require engagement side frictional engagement via first supply hydraulic pressure switching means First engagement hydraulic pressure adjusting means for supplying hydraulic oil while adjusting pressure oil, and the first engagement hydraulic pressure adjusting means for engaging the disengagement-side friction engagement element in a slip state during a shift from a low gear to a high gear, and then releasing the friction engagement element. A second engagement oil pressure adjusting means for adjusting the oil pressure to the disengagement side friction engagement element via the second supply oil pressure switching means, and the disengagement side friction engagement when there is a shift command from a low gear to a high gear. The initial engagement hydraulic pressure is set so that the engagement state of the element maintains the target slip amount, and the rotational speed of the input shaft and the rotational speed of the output shaft at the low speed stage determine the engagement of the disengagement side frictional and frictional engagement elements. An actual slip amount is calculated, and the release-side friction engagement element is determined based on a deviation between the actual slip amount and the target slip amount so that the actual slip amount maintains the target slip amount of the release-side friction engagement element. Adjust the pressure oil supplied to the When the engagement of the element starts and the actual slip amount falls below the torque phase state determination reference rotation speed at which the slip amount is set to be smaller than the target slip amount, the engagement of the disengagement side friction engagement element is reduced. A control device for controlling the operation of the second engagement hydraulic pressure adjusting means for rapidly releasing the engagement state. ,.

[Operation and Effect of the Invention] As shown in FIGS. 6 and 7, when there is a shift command from the low gear to the high gear, the disengagement element is set to the engagement pressure (P _Rel ) of the disengagement element as the initial set oil pressure. The engagement state is set with the target slip amount (ΔSilp). At this time, the pressure of the friction engagement side element is increased by the accumulator characteristic in which the back pressure is constant.

Then, based on the deviation between the actual slip amount of the release-side element and the target slip amount, the supply hydraulic pressure to the release-side element is controlled while performing feedback control so that the actual slip amount maintains the target slip amount. Controlled by means. (In the invention described in claim (2), the “second
The supply of pressure oil to the engagement adjusting means is adjusted. ". In other words, in order to approximate the torque capacity of the release element obtained from the number and diameter of the friction plates of the release element to the torque as shown in FIG. It is. Then, when the slip amount of the release-side element becomes smaller than the torque phase determination reference rotation speed, the release-side element cannot maintain the slip, and it is determined that the torque phase has started. At the torque phase start point (FIG. 7), when the friction engagement element starts engaging, the input torque to the release element rapidly decreases, and the difference between this input torque and the torque capacity of the release element is reduced. It becomes large (I _FLG = 2 lines shown in FIG. 6), and it is in a state where the slip state of the releasing element cannot be maintained. Thus, when the torque phase is started, the engagement hydraulic pressure of the release-side element is rapidly drained.

At the end point of the torque phase in FIG. 7, the disengagement side element is released from the slip engagement state, while the engagement of the friction engagement element is completed, and the speed change is started.

The time from the torque phase start point to the torque phase end point (speed change start point) shown in FIG. 7 is the actual torque phase time (t _TF ). The ideal torque phase time (t _TFR ) is
It is determined in advance by the hydraulic pressure control means of the engaging element, for example, the load characteristics of the accumulator and the back pressure thereof. By using the actual torque phase time (t _TF ) and the target torque phase time (t _TFR ), the degree of goodness of the previous shift is determined. For example, when the ratio of the rapid drain is small, that is, when dD (FIG. 2) is small, the engagement side and the release side elements are simultaneously engaged. In this case, dD is increased and the speed of rapid drain is increased.

In this way, the sense of elongation during the torque phase is prevented, and
A shift feeling that is equal to or higher than that of a one-way clutch shift can be achieved with a minimum drop in the torque phase.

Example An example of the present invention will be described with reference to the drawings.

FIG. 8 shows a skeleton of an automatic transmission to which the present invention is applied.

The automatic transmission 1 includes a gear transmission mechanism 3 having a starting device 2 and a planetary gear device. The starting device 2 may include a fluid coupling, an electromagnetic clutch, and a multi-plate clutch in addition to the torque converter shown in the embodiment of the present invention. , A suitable means such as a centrifugal clutch can be selected.

The gear transmission mechanism 3 accommodates a planetary gear train and a frictional engagement element (element) in a case.
It comprises a row of simple planetary gear sets 61,62,63.

The carrier of the first simple planetary gear set 61 is connected to the ring gear of the third simple planetary gear set 63 via a first intermediate shaft, and the carrier of the third simple planetary gear set 63 is connected to the second simple planetary gear set 62. Connected to the ring gear of
Connect to output shaft. The sun gear of the third simple planetary gear set 63 is connected to the carrier of the second simple planetary gear set 62 and to the sun gear of the first simple planetary gear set 61 via a frictional engagement element.

The friction engagement element has four clutches, two brakes,
Equipped with two one-way clutches, the connection relationship between the friction engagement element and each element of the planetary gear train is as follows.

The input shaft of the gear transmission 3 is connected to the drum of the first clutch 11 and the drum of the third clutch 13. The hub of the first clutch 11 is provided with a first simple planetary gear set 61.
Of the third clutch 13 is connected to the first ring gear.
To the sun gear of the simple planetary gear set 61. The hub of the third clutch 13 is also connected to the drum of the second clutch 12 and further connected to the hub of the fourth clutch 14 and the outer race of the first one-way clutch 31.

The hub of the second clutch 12 is connected to the sun gear of the third simple planetary gear set 63 via a second intermediate shaft and to the carrier of the second simple planetary gear set 62.

This carrier is further connected to the outer race of a second one-way clutch 32 which also serves as the hub of the second brake 22.
The inner race of the second one-way clutch 32 is attached to a case which is a stationary member.

The drum of the fourth clutch 14 also functions as the drum of the first brake 21, and is connected to the inner race of the first one-way clutch 31 and the sun gear of the second simple planetary gear set 62 via the third intermediate shaft. .

A first rotation sensor 71 is provided outside the third clutch 13 directly connected to the input shaft to obtain rotation information of the input shaft. A second rotation sensor 72 is also provided outside the output shaft to obtain rotation information of the output shaft.

This automatic transmission can achieve eight forward speeds and one reverse speed by engaging and disengaging the friction engagement elements.

FIG. 9 is an operation explanatory view showing an engaged / disengaged state of each friction engagement element that achieves eight forward speeds and one reverse speed.

The 8 forward speeds are 1st, 2nd, 2.5th, 3rd, 3.2th, 3.5th
The fourth, fifth, and fifth speeds are referred to according to the gear ratios achieved by each of the shift speeds shown in Table 1.

Table 1 shows the gear ratio and the torque distribution that the friction engagement element bears at each shift speed.

In the automatic transmission according to the present invention, the relationship between each gear position and the gear ratio as a reference shift pattern is as follows: 1st gear 3.1 2nd gear 2.0 3rd gear 1.4 4th gear 1.0 5th gear 0.7 Reverse gear 2.5. The five forward speeds can be achieved as a basic shift pattern.

By setting three shift speeds between the second and fourth speeds of the basic shift pattern, it is possible to obtain a more appropriate shift pattern corresponding to running and acceleration conditions.

10 to 12 show a circuit configuration of a hydraulic control device for an automatic transmission according to the present invention.

The hydraulic servo of the friction engagement element to be controlled is 4
One clutch servos 11, 12, 13, 14 and two brakes 21,
22. The second clutch 12 of the four clutches
A small servo 12S with a small piston and a large servo 12L with a large piston are provided as hydraulic servos. Third clutch 13
Similarly, a small servo 13S using a small piston and a large servo 13L using a large piston are provided.

As is clear from Table 1 and FIG. 9, the second clutch 12 is engaged at the second, third, and fourth speeds, and maintains the engaged state at the fourth speed at the fifth speed.

The torque to be borne is small at the 2nd, 3.2nd, and 4th speeds in the engaged state, but is large at the 5th speed that maintains the engaged state.
Therefore, in the present invention, the small servo 12S is controlled at the 4th speed or lower for operating the engagement / disengagement to achieve control with good responsiveness, and at the 5th speed with a large torque load, both servos 12S and 12L are used. Obtain sufficient engagement torque.

 The third clutch 13 has a similar configuration and operation.

The first brake 21 is a hand brake and needs to exhibit various functions. In order to cope with these various controls, the servo of the first brake 21 includes a first servo 21A and a second servo 21B as servo application sides, and a servo 21R that supplies hydraulic pressure also to the servo return side. Have. Then, only the first brake 21 is directly controlled by using the linear solenoid valve 46.

The second brake 22, as is clear from Table 1,
Since the torque to be borne varies depending on the shift speed, a first servo 22A and a second servo 22B are provided.

As an accumulator for adjusting the servo pressure,
Accumulator 51 for first clutch, accumulator 52 for second clutch, accumulator for third clutch
53 is provided.

Four solenoid valves as means for controlling the hydraulic circuit
41, 42, 43, 44 and four linear solenoid valves 45, 46, 47, 48 are provided. The second solenoid valve 41 is a normally open valve, and communicates with a drain when off and communicates with a corresponding circuit when on. The third solenoid valve 42 is a normally closed valve, and communicates with a drain when turned on and communicates with a corresponding circuit when turned off. The first solenoid valve 43 is a normally closed valve, and the fourth solenoid valve 44 is a normally open valve.

A total of 29 valves will be equipped as oil passage switching and pressure regulating valves. The codes and names of each valve are listed.

100 manual valve 110 1-2 shift valve 120 2-3 shift valve 130 3-4 shift valve 140 4-5 shift valve 160 reverse control valve 210 first clutch 11 orifice control valve 220... Drain control valve for second clutch 12 230... Accumulator relay for third clutch 12 first
Valve 240: accumulator relay of second clutch 12 second
Valve 250: Control valve of second and third clutches 12, 13 260: Drain control valve of third clutch 13 270: Accumulator relay of third clutch 13 First
Valve 280: Accumulator relay of third clutch 13 second
Valve 290: Modulator valve of fourth clutch 14 300: Large piston relay valve 310: Control of first brake 21 First valve 320: Control of first brake 21 Second valve 330: First Release relay valve 340 for the brake 21 340 Relay valve for the first brake 21 350 Modulator valve 400 for the second brake 22 Solenoid relay valve 410 Primary regulator valve 420 Secondary regulator valve 430 Lock Up relay valve 440 Accumulator control valve 450 Lockup control valve 470 Cutback valve 480 Solenoid modulator valve The automatic transmission according to the present embodiment achieves the eight forward speeds as described above.

In the basic shift pattern of 1st gear → 2nd gear → 3rd gear → 4th gear → 5th gear, simultaneous switching of two clutches occurs between 2nd gear and 3rd gear.

That is, in the upshift from the second speed to the third speed, the second clutch 12 is released and the third clutch 13 is engaged. In the downshift from the third speed to the second speed, the third clutch 13 is released and the second clutch 12 is engaged.

As described above, the second clutch 12 has the small servo 12S and the large servo 12L, and the responsiveness is improved by using only the small servo 12S for the second speed engagement. Similarly, the third clutch 13 also urges only the small servo 13S and the 13th servo 13L.

In order to smoothly achieve the simultaneous switching of the two clutches, in the hydraulic control device of the present embodiment, the drain control valve, which is an adjusting mechanism, and the hydraulic servo are adjusted for each clutch to be simultaneously switched. An accumulator as a pressure regulating mechanism, and an accumulator relay as a switching valve for controlling connection and disconnection between the hydraulic servo and the accumulator.
Equipped with a valve. The drain control of the servo hydraulic pressure of the clutch in both directions is achieved by using one linear solenoid valve. To configure this control device, it is necessary to stop the operation of the servo drain control valve of the other clutch when one linear solenoid valve controls the hydraulic servo drain control valve of the other clutch. Accordingly, an accumulator relay second valve which is a switching valve having a function of operating one accumulator relay first valve and stopping the operation of the other drain control valve.
Equip a valve.

FIG. 10 shows the details of the main parts of the automatic transmission and FIG.
FIG. 7 shows the operation of each valve and the flow of pressure oil at the time of speed.

As shown in FIG. 9, in the second speed, the solenoid 41
The valve is on, the solenoid valve 42 is on, the solenoid valve 43 is off, and the solenoid valve 45 is off.

In this state, the normally open solenoid valve 41 outputs a hydraulic signal to the oil passage 4100 marked with a cross, and overcomes the force of a spring (not shown) provided in the lower oil chamber to release the accumulator relay of the second clutch 12. The spool of the two-valve 240 is set to the right position shown by oblique lines. The oil chamber above the accumulator relay first valve 230 of the second clutch 12 is connected to the accumulator relay second valve 240 of the second clutch 12 via oil chambers 3420 and 3400.
The accumulator relay second valve 240
Is drained because the spool is in the right position. Therefore, the first valve of the accumulator relay of the second clutch 12
The spool 230 is at the left position shown by the inclination due to the force of a spring (not shown) provided in the lower oil chamber.

A hydraulic signal is output from the normally closed solenoid valve 43 to an oil passage 4300 marked with a cross, and the 2-3 shift valve 12 is output through an oil passage 4310.
Since the input is input to the upper oil chamber of 0, the 2-3 shift valve 120 is moved to the right position shown by oblique lines by overcoming the force of a spring (not shown) arranged in the lower oil chamber. The signal sent to the second valve 230 of the accumulator relay of the third clutch 13 via the oil chamber 4320 overcomes the spring force (not shown) provided in the lower oil chamber, and moves the spool to the right position shown by oblique lines.

The linear solenoid valve 45 is turned off in the second speed and does not output the oil pressure to the oil passage 4500, and the oil chamber above the control valve 250 of the second and third clutches 12 and 13 which is connected through the oil passage 4350. The second and third clutches are not supplied with hydraulic pressure.
The spools of the drain control valves 220 and 260 at the positions 12 and 13 are at the left positions indicated by oblique lines due to the force of a spring (not shown) provided in the lower oil chamber.

Then, the line pressure input from the oil passage 2510 becomes the second,
The oil is output to the oil passage 2520 through the intermediate oil chamber of the control valve 250 of the third clutch 12, 13, and is output through the oil passage 2530 to the second clutch 12.
Is input to the lower oil chamber of the drain control valve 220, the spool of the drain control valve 220 of the second clutch 12 is held at the left position shown by oblique lines.

Similarly, when the line pressure is input to the oil chamber below the drain control valve 260 of the third clutch 13 via the oil passage 2540, the spool of the drain control valve 260 of the third clutch 13 is hatched. At the left position shown.

Next, the flow of hydraulic pressure supplied to the servo will be described. The D range hydraulic pressure passes through the oil passage 1000 with the line pressure marked with a circle.
The spool branches to the oil passages 1020 and 1030, but since the spool of the 2-3 shift valve 120 is at the right position shown by oblique lines, the input of the oil passage 1020 is
The oil is output to the marked oil passage 1040 and is input to the drain control valve 220 of the second clutch 12. Since the spool of the drain control valve 220 of the second clutch 12 is at the left position shown by oblique lines, the input hydraulic pressure is output to the oil passage 1100 marked with a circle,
The small servo 12S of the second clutch 12 is energized via the oil passage 1120. This hydraulic pressure is input to an accumulator relay first valve 230 of the second clutch via an oil passage 1140. Since the spool of the first valve 230 of the accumulator relay of the second clutch is at the left position, the input oil pressure is sent to the second clutch accumulator 52 via the oil passage 1200 and the oil passage 150
The back pressure is controlled by the accumulator control valve 440 shown in FIG.

The hydraulic pressure input to the 2-3 shift valve 120 via the hydraulic pressure 1030 is not output to the oil passage 1300 because the spool is at the right position, and therefore, the small servo 13S of the third clutch 13 is not energized.

By the above operation, the second clutch 12 is engaged,
Speed is achieved. In the second gear, the first clutch
11 also engages, but the description of the operation is omitted.

In the third speed, the second clutch 12 is released, and the third clutch
In the case of a 2-3 shift, the second clutch 12 is released and the third clutch 13 is engaged.
Must be switched at the same time.

 Next, the operation at the time of the 2-3 shift will be described with reference to FIG.

As shown in FIG. 9, when the state of the 2-3 shift is established, the normally open solenoid valve 41 is turned off, the solenoid valve 42 is turned off,
The solenoid valve 43 has an ON pattern.

When the normally open solenoid valve 41 is turned off, the output of the signal oil pressure to the oil passage 4100 is shut off, and the spool of the accumulator relay second valve 240 of the second clutch 12 is connected to a spring (not shown) provided in the lower oil chamber. The left position is indicated by diagonal lines due to force. Since the solenoid valve 42 is turned off, the solenoid valve 42
3-4 shift valve 130 through oil passage 4200 marked with □
To output a signal to the oil chamber above the 3-4 shift valve 13
The zero spool is in the right position shown by oblique lines, overcoming a spring force (not shown) provided in the lower oil chamber.

Then, the line pressure input from the oil passage 3000 marked with a triangle is output to the oil passage 3010 through the 3-4 shift valve 130,
The oil is output to the second valve 240 of the accumulator relay of the second clutch 12 via the oil passage 3300.3320.

Accumulator relay second valve 240 for second clutch 12
The oil pressure of the line pressure input to the
Is input to the first valve 230 of the accumulator relay of the second clutch 12 via the oil passage 3420, and overcomes the force of a spring (not shown) disposed in the lower oil chamber to indicate the spool by the hatched right side. Position. By changing the position of the spool, the oil passage 12 from the oil passage 1140 of the small servo 12S of the second clutch 12 to the accumulator 52 for the second clutch 12
The oil passage 1140 is shut off by the spool of the valve 230, and the pressure in the accumulator 52 is drained.

Accumulator relay second valve 240 for second clutch 12
The oil pressure output to oil passage 3400 from oil passage 34
The value is input to the drain control valve 260 of the third clutch 13 through 40, and the spool is set to the left position shown by the oblique lines. Then, the oil passage 1320 is locked at a position where the oil passage 1320 communicates with the oil passage 1300, and the function as a pressure regulating valve is stopped.

When the solenoid valve 43 is turned on, the output of the signal oil pressure to the oil passage 4300 is shut off. When there is no input of the signal oil pressure sent through the oil passage 4310, the 2-3 shift valve
The spool 120 is at the left position shown by oblique lines due to the force of a spring (not shown) provided in the lower oil chamber. Then oil line 1000
Is output to the oil passage 3000 through the 2-3 shift valve 120 and input to the 3-4 shift valve 130. The input hydraulic pressure is output to the oil passage 3010, returns to the 2-3 shift valve 120 via the oil passage 3020, and is output to the oil passage 1040 marked with a triangle.
The oil pressure of the oil passage 1040 is adjusted by the drain control valve 22 of the second clutch 12.
Entered as 0. Similarly, since the input of the signal oil pressure in the oil passage 4320 disappears, the spool of the 280 of the second valve of the accumulator relay of the third clutch is moved to the left position indicated by oblique lines by the force of a spring (not shown) provided in the lower oil chamber. Becomes

At the time of the 2-3 shift, the linear solenoid valve 45 outputs the signal oil pressure linearly controlled to the oil passage 4500 marked with x. This signal oil pressure is supplied to the second clutch 1 via oil passage 4530.
2. The spool is input to the upper oil chamber of the control valve 250 of the third clutch 13 and overcomes the force of a spring (not shown) provided in the lower oil chamber of the control valve 250 to set the spool to the right position indicated by oblique lines. .

Then, through the oil passages 2520, 2530, and 2540, the second clutch
The line pressure input to the lower oil chamber of the drain control valve 220 of the twelfth and the drain control valve 260 of the third clutch 13 is drained. The signal oil pressure output from the linear solenoid valve 45 is applied to the second clutch 1 via oil passages 4550 and 4510.
The control signal is input to the drain control valve 220 of the second clutch 12, and the spool of the drain control valve 220 of the second clutch 12 is moved to an arbitrary position between the left position and the right position indicated by oblique lines to make this valve function as a pressure regulating valve. The drain control valve 22 of the second clutch 12
A spring (not shown) is provided between the zero spool and the plunger. As a result, the oil passage 110 marked with ●
The hydraulic pressure for urging the small servo 12S of the second clutch 12 via 0,1120 is drained and controlled by the control of the linear solenoid valve 45. At this time, the first valve 230 of the accumulator relay of the second clutch 12 disposed between the oil passage 1140 and the oil passage 1200 is in a shut-off state, and the oil passage 1200 from the accumulator 52 communicates with the drain, and the oil passage 1140 is closed by the spool of the first valve 230 of the accumulator relay.

On the other hand, the D range oil pressure input to the 2-3 shift valve 120 via the oil pressures 1000 and 1030 marked with a circle is output to the oil passage 1300 marked with a circle and the drain control valve of the third clutch 13 is
Sent to 260. The hydraulic pressure that has passed through the drain control valve 260 of the third clutch 13 in the locked state urges the small servo 13S of the third clutch 13 via the oil passage 1320. This oil pressure is sent to an accumulator relay first valve 270 of the third clutch 13 via an oil passage 1360, and the oil pressure passing through this valve is applied to the oil passage 1
It is sent to the accumulator 53 for the third clutch 13 via 380, and is controlled to an appropriate boosting characteristic.

The grip change in the upshift of the automatic transmission according to the present embodiment is performed between the second clutch 12 and the third clutch 13. Therefore, the second clutch 12 and the third clutch 13
FIG. 1 is a schematic diagram of a main part of the hydraulic control device at the time of the third shift.

The second clutch 12 engaged in the second speed corresponds to the disengagement-side friction engagement element of the present invention, and the linear solenoid valve 45 and the drain control valve 220 (the valve 45 and the valve 220 are described in claim 2). Second
The hydraulic control circuit including the engagement hydraulic pressure adjustment means) and the 2-3 shift valve 120 (the second engagement hydraulic pressure switching means of the invention described in claim (2)) is the release-side hydraulic control means of the present invention. The output control by the linear solenoid valve 45 performs feedback control to maintain the slip amount of the second clutch 12 at the target value, and when the engagement of the third clutch 13 starts (torque phase starts), the drain control valve 220 Using the second clutch 1
2 Drain the hydraulic oil for engagement quickly. On the other hand, the third clutch 13 corresponds to the engagement-side friction engagement element of the present invention, and includes the accumulator 53 (first engagement hydraulic pressure adjusting means according to claim (2)) and the 3-4 shift valve 130 (claim). The hydraulic control circuit including the (first engagement hydraulic pressure switching means described in (2)) is the engagement-side hydraulic control means of the present invention.

When a 2-3 shift command is received, the linear solenoid valve 45
Sends the signal pressure for pressure regulation to the drain control valve 220 of the second clutch 12, drains the hydraulic pressure of the servo 12S, sends it to the drain control valve 220 of the second clutch 12, drains the hydraulic pressure of the servo 12S, and The linear control of the linear solenoid valve 45 is performed so that the second clutch 12 is slightly slipped. Then, the supply of hydraulic pressure via the accumulator 53 to the third clutch 13 increases, the third clutch 13 starts transmitting torque, and the point at which the slip of the second clutch 12 cannot be maintained is defined as the torque phase start point. Judgment is made, the slip state of the second clutch 12 is rapidly released, and the shift to the third speed is completed.

Next, the procedure of the hydraulic control of the drain pressure of the second clutch 12 of the present embodiment will be described with reference to the flowcharts of FIGS.

First, the I flag is set to “0” to determine the torque phase state, and the engagement hydraulic pressure of the second clutch 12 is set to an initial value Ds. D is an output signal of the linear solenoid valve 45 (step 1). Next, a timer is started (step 2). At this time, the 2-3 shift valve 120 is switched, and at the same time, the working fluid starts flowing into the cylinder (not shown) of the third clutch 13. At this time, the third
The pressure of the clutch 13 is increased by the accumulator characteristic in which the back pressure is constant. When t ₁ hour (Figure 6) passes, the engagement oil pressure of the second clutch 12 becomes the initial value Ds. And
The deviation e between the target rotation speed (Nr) for maintaining the target slip amount (△ Slip) at the second speed of the input shaft at that time and the actual input shaft rotation speed (Ni) for maintaining the actual slip amount
(K) is calculated (step 4). Note that k of e (k)
Is a count number in increments of time. Next, the torque phase state is determined (step 5). As a result, when it is determined that the torque phase has started, the I flag is set to "2" (step 6). If the I flag is "2", the engagement hydraulic pressure of the second clutch 12 is quickly drained by the drain valve 220 (steps 7, 9). Here, △ D (k) indicates an increase in the control signal to the linear solenoid valve 45 at the time of k from the previous time (k-1), and dD is a negative constant determined by the engagement hydraulic pressure of the third clutch 13. It is.

Also, before entering the torque phase state, the deviation e (k)
△ D (k) calculated from the variation of the deviation (△ e (k)) in accordance with the illustrated equation, the second clutch 12
The feedback control is performed so that the slip amount of the vehicle becomes the target value (steps 8 and 9).

Thus, the input shaft speed (Ni) and the output shaft speed (No)
When the ratio starts changing (step 10), the second clutch 12 does not need to have torque, so the second clutch 12
End of drain pressure control.

Here, the target rotation speed (Nr) of step 4 and the deviation (e)
FIG. 3 shows a flowchart of the calculation of (k)).

First, the input shaft speed (Ni) and the output speed (No) are respectively detected by a speed sensor (FIG. 8) (Step 2).
1).

Next, when the second clutch 12 is not slipping, that is, the normal second speed input shaft speed (N ₂ ) is calculated from the second speed gear ratio (i ₂ ) and the output shaft speed (No) ( Step 22). Thereafter, the input shaft rotation speed (Nr) when the second clutch 12 has the target slip amount (△ Slip) is calculated (step 23).

Thus, the difference (e (k)) between the target input shaft speed (Nr) and the actual input shaft speed (Ni) is obtained. Further, the deviation change amount Δe (k) is obtained from the deviation e (k) and the deviation e (k−1) at the time of (k−1) (slip 25).

FIG. 4 shows a flowchart of the torque phase determination in step 5.

If the I flag is "0", a control routine for controlling the drain pressure of the second clutch 12 has been entered, and in step 36, the actual slip amount is compared with the torque phase judgment reference rotation l shown in FIG. If the actual slip amount is greater than 1, feedback control is performed in step 8 (FIG. 2) to keep the slip amount of the second clutch 12 as close as possible to the target value △ Slip. The I flag is set to “1”. Thereafter, even if the I flag is not “0”, if the I flag is “1”, the feedback control is being performed in the drain pressure control routine. When the second clutch 12 cannot maintain the slip amount and the actual slip amount becomes smaller than the number l of torque phase determination reference circuits, it is determined that the engagement of the third clutch 13 is started.

Therefore, after a while, (Steps 33 and 3
4) The I flag is set to "2" to start the torque phase, and the engagement hydraulic pressure of the second clutch 12 is rapidly drained through the drain control valve 220 in step 7 (FIG. 2).

[Brief description of the drawings]

FIG. 1 is a main hydraulic circuit diagram of an embodiment of the present invention, FIGS. 2 to 4 are control flowcharts of drain pressure of an embodiment of the present invention,
FIG. 5 is a conceptual diagram showing the lapse of time of the slip amount of the release-side element and the criteria for determining the torque phase according to the embodiment of the present invention.
FIG. 7 is a diagram showing values of the engagement hydraulic pressure, input torque, torque capacity, and slip amount of the disengagement element according to the embodiment of the present invention over time, and FIG. 7 is a diagram showing engagement with the disengagement element of the embodiment of the invention. FIG. 8 is a diagram showing the time course of the engagement hydraulic pressure and torque waveform of the side element, FIG. 8 is a skeleton diagram of the automatic transmission according to the embodiment of the present invention, and FIG. 9 is an operation explanatory diagram of the automatic transmission according to the embodiment of the present invention FIGS. 10 to 12 are hydraulic control circuit diagrams of the automatic transmission according to the present invention, and FIG. 13 is a diagram showing the time course of the hydraulic pressure and torque of the clutch re-engagement releasing element and the engaging element during upshifting in the conventional example. FIG. 12... Second clutch (disengagement side frictional engagement element when high speed gear is achieved), 13... Third clutch (engagement side frictional engagement element when high gear gear is achieved), 45. Linear solenoid valve (second engaging hydraulic pressure adjusting means together with valve 220), 53... Third clutch accumulator (first engaging hydraulic pressure adjusting means), 120... 2-3 shift valve (second engaging hydraulic pressure ... 3-4 shift valve (first engagement hydraulic pressure switching means), 220... Second clutch drain control valve (second engagement hydraulic pressure adjustment means together with valve 45)

Continued on the front page (72) Inventor Kazumasa Tsukamoto 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Takao Taniguchi 10 Takane, Fujii-cho, Anjo, Aichi Prefecture Aisin Ai・ Inside of WWW. (56) References JP-A-63-297849 (JP, A) JP-A-62-246653 (JP, A) (58) Fields investigated (Int. Cl. ⁶ , DB name) F16H 59 / 00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (2)

(57) [Claims] An input shaft connecting a plurality of rotating elements of a gear transmission mechanism via respective friction engagement elements; an output shaft connecting to at least one rotating element of the gear transmission mechanism;
A hydraulic control device for an automatic transmission, comprising: a plurality of friction engagement elements that are actuated by hydraulic pressure to achieve engagement / disengagement of rotation elements of the gear transmission mechanism; And a disengagement-side friction engagement element for achieving the high gear, and engagement hydraulic control for supplying hydraulic oil to engage the engagement-side friction engagement element when there is a shift command from a low gear to a high gear. Means for setting the engagement hydraulic pressure of the disengagement side frictional engagement element to the slip state having a target slip amount when a shift command from a low gear to a high gear is issued. The actual slip amount of the disengagement-side friction engagement element is calculated from the rotation speed of the input shaft and the rotation speed of the output shaft in the low-speed stage, and the actual slip amount is calculated based on the release-side friction engagement element. The actual slip is maintained so that the target slip amount is maintained. The pressure oil supplied to the disengagement-side friction engagement element is controlled based on the deviation between the slip amount and the target slip amount, and the engagement of the engagement-side friction engagement element starts, and the actual slip amount is set to the target value. Release hydraulic pressure control means for rapidly releasing the engagement state of the release-side frictional engagement element when the rotation speed falls below the torque phase state determination reference rotation speed at which the slip amount is set to be smaller than the slip amount. A hydraulic control device for an automatic transmission. 2. An input shaft for connecting a plurality of rotating elements of the gear transmission mechanism via respective friction engagement elements, and an output shaft for connecting to at least one rotating element of the gear transmission mechanism.
And a plurality of frictional engagement elements that are actuated by hydraulic pressure to achieve engagement / disengagement of rotation elements of the gear transmission mechanism. Element, disengagement-side friction engagement element at the time of achieving a high gear, and first supply hydraulic pressure switching means for supplying pressure oil to the engagement friction engagement element at the time of shifting from a low gear to a high gear and traveling at a high gear Second supply hydraulic pressure switching means for supplying hydraulic oil to the disengagement-side friction engagement element during low-speed traveling and during shifting from low-speed to high-speed, and the engagement-side friction during shifting from low-speed to high-speed. First engagement hydraulic pressure adjusting means for adjusting the pressure oil to be supplied to the engagement-side frictional engagement element via the first supply hydraulic pressure switching means to engage the engagement element, while adjusting the pressure oil; After the disengagement side frictional engagement element is engaged in the slip state when shifting to A second engagement hydraulic pressure adjusting means for adjusting the pressure oil to be supplied to the disengagement side frictional engagement element via the second supply hydraulic pressure switching means, and a shift command from a low gear to a high gear is provided. The initial engagement hydraulic pressure is set so that the engagement state of the release-side frictional engagement element maintains the target slip amount, and the release-side friction, The actual slip amount of the frictional engagement element is calculated, and the release is performed based on the deviation between the actual slip amount and the target slip amount so that the actual slip amount maintains the target slip amount of the release-side friction engagement element. A torque phase in which the pressure oil supplied to the side friction engagement element is adjusted, the engagement of the engagement side friction engagement element starts, and the actual slip amount becomes a slip amount set to be smaller than the target slip amount. When the speed drops below the condition judgment reference speed Hydraulic control device for an automatic transmission, characterized in that it and a control device that performs operation control of the second engagement oil pressure adjusting means for rapidly releasing the engaged state of the release side frictional engagement element.