JPH0535783B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for a vehicle automatic transmission installed in an automobile.

[Conventional technology]

Conventionally, in automatic transmissions for vehicles, there has been a control device that uses a duty solenoid to prevent shock by electronic control by installing a shock prevention device before or after an oil path switching device in the hydraulic circuit. , for example, has been proposed in Japanese Patent Publication No. 16862/1983.

This will be explained with reference to FIGS. 18 and 19.

FIG. 18 is a schematic diagram of an automatic transmission with an overdrive device, which includes a torque converter 1, an overdrive mechanism 2, and a gear transmission mechanism 3 with three forward speeds and one reverse speed. In the figure, 8 is a crankshaft, 9 is a turbine shaft, 23 is an input shaft, 29 is an intermediate shaft, 39
is an output shaft; 12, 24, 25 are clutches that engage and release rotating elements of the planetary gear system; 19, 2;
6 and 27 also indicate brakes.

In the automatic transmission, the clutches and brakes are engaged or released according to the engine output and vehicle speed by a hydraulic circuit shown in FIG.
It is configured to perform four forward gear shifts including overdrive or one reverse gear shift by manual switching. This hydraulic circuit includes an oil reservoir 100, an oil pump 101, a pressure regulating valve 200, and a manual valve 21.
0, 1-2 shift valve 220, 2-3 shift valve 23
0, 3-4 shift valve 250, 2-3 solenoid valve 310, 1-2 and 3-4 solenoid valve 32
0, flow rate control 330, 340, relief valve 35
0, accumulator 360, pressure regulating solenoid valve 3
00, shock prevention valve 260, N-D shift control valve 2
80, the 2-3 shift control valve 240, and various valves. It consists of oil passages.

The shock prevention valve 260 is a pressure regulating solenoid valve 300.
Hydraulic pressure controlled by is supplied to the oil chamber 263, and the pressure oil in the oil passage 104 is regulated and output to the oil passage 111 during forward movement according to the oil pressure in the oil chamber 263.

The regulated pressure oil in the oil passage 111 is supplied to each shift valve 220, 230, 250, and each shift valve is switched by a solenoid valve 310, 320, thereby applying pressure to the hydraulic servo of each friction engagement element. The system is configured to selectively supply oil.

[Problem that the invention seeks to solve]

However, in the above-mentioned automatic transmission control device, there are oil passage switching devices (shift valves and shift solenoids) and shock prevention devices (shock prevention valves and pressure regulating solenoids) for automatic gear changes. Since they are controlled separately, there is a problem in that the configurations of the hydraulic circuit and the electronic control circuit become complicated.

The present invention solves the above-mentioned problems by simultaneously performing speed change and shock prevention control using a switching valve and a duty solenoid with a pressure regulating function, thereby simplifying the configuration of the hydraulic circuit and electronic control circuit. An object of the present invention is to provide a control device for a vehicle automatic transmission that can be simplified.

[Means for solving problems]

For this purpose, the control device for a vehicle automatic transmission of the present invention includes a hydraulic pressure generator 118 and a line pressure regulator 110.
In a control device for an automatic transmission for a vehicle, the control device includes a hydraulic circuit consisting of a transmission control device and a transmission control device 113, and controls engagement and disengagement of a frictional engagement device according to commands from an electronic control device. The first and second oil passages 3, 4 are connected to the hydraulic pressure generator 118, and the communication between the first oil passage 3 and the first hydraulic servo C2 is switched, and the second oil passage 4 and the second hydraulic servo B1; and a solenoid that controls the hydraulic pressure supplied to the control oil chamber d of the switching valve 155 by controlling the energization time. No. 2, the switching valve 155 has a spool 155a slidably fitted within the valve body, and the spool 155a is configured to control the first switching valve according to the hydraulic pressure supplied to the control oil chamber d. and the first hydraulic servo C2.
a first position where the second oil passage 4 is blocked and the second hydraulic servo B1 is connected to the discharge oil passage X, and the second oil passage 4 and the second oil pressure are connected to each other; Servo B1
and a second position where the first oil passage 3 is blocked and the first hydraulic servo C2 is connected to the discharge oil passage X; and an intermediate position between the first position and the second position. and a third position where both the first oil passage 3 and the second oil passage 4 are blocked, and the spool 155a is switched from the third position to the first position or the third position. 2, the first and second hydraulic servos C2, B
1 is characterized in that the magnitude of the oil pressure supplied to the control oil chamber is controlled in accordance with the oil pressure in the control oil chamber.

[Action and effect of the invention]

In the present invention, for example, in FIG.
The H switching control device 113 connects a first oil path 3 and a second oil path 4 that are connected to a hydraulic pressure generator 118, and a first hydraulic servo that is a hydraulic servo for the first oil path 3 and the high clutch C2. L-, which is a switching valve that switches the communication between the L-
It is composed of an H switching valve 155 and a solenoid No. 2 that controls the hydraulic pressure supplied to the control oil chamber d of the switching valve 155 by controlling the energization time.

When the solenoid is de-energized, a ball valve (not shown) opens the drain oil passage, and when it is energized, the ball valve closes the drain oil passage. This is a type of device in which the ratio of non-energized time is controlled).

The switching valve 155 has a spool 155a that is slidably fitted into the valve body, and the spool 155a switches between the first oil passage 3 and the first oil passage of the high clutch C2 in accordance with the oil pressure supplied to the control oil chamber d. The second hydraulic servo of the low coast reverse brake B1 is connected, and the second oil passage 4 is shut off.
A first position (left position in the figure) that connects the hydraulic servo of the hydraulic servo to the discharge oil path a second position (right position in the figure) where the oil passage 3 is shut off and the first hydraulic servo of the high clutch C2 is connected to the discharge oil passage X; and a second position located between the first position and the second position; First oil path 3
At the same time, the duty control of solenoid No. 2 controls the oil pressure (solenoid pressure P _SD2 ) in the control oil chamber d as shown in Fig. 11B. By changing the hydraulic pressure P _c2 supplied to the first hydraulic servo of the high clutch C2 and the first hydraulic servo of the low coast reverse brake B1 when the spool 155a is switched from the third position to the first position or the second position. Hydraulic pressure P _B1 supplied to the second hydraulic servo
The size of the control oil chamber d is controlled according to the oil pressure in the control oil chamber d.

For example, when shifting from L mode to H mode in the D range, if the duty of solenoid No. 2 is controlled to reduce the energization time, the solenoid pressure P _SD2 in the control oil chamber d will gradually decrease, and the switching valve 155 spool 155a is the second
position (right position in the figure) to the third position, the second oil passage 4 is cut off, and the hydraulic pressure in the second hydraulic servo of the low coast reverse brake B1 is discharged via the oil passage X. and release the low coast reverse brake B1.

Furthermore, when the solenoid pressure P _SD2 in the control oil chamber d decreases, the spool 155a of the switching valve 155
is switched from the third position to the first position (left position in the figure), the pressure oil in the first oil passage 3 is regulated and supplied to the first hydraulic servo of the high clutch C2,
Engage high clutch C2.

For shifting from H mode to L mode, conversely, duty control is performed to increase the energization time of solenoid No. 2, and spool 1 of switching valve 155 is
55a from the first position (left position in the figure) to the second position (right position in the figure) via the third position, the high clutch C2 is released and the low-cost reverse brake B1 is engaged. do.

This state is shown by lines E and D in Figure 11B.
It is a line.

Therefore, according to the present invention, switching of the oil passage and prevention of shock during gear shifting of an automatic transmission are performed by one switching valve having a pressure regulating function and one duty solenoid, so that the hydraulic circuit is It is simple and costs are reduced.

In addition, since the shift and the shock prevention during the shift are performed by controlling one solenoid, there is no need to adjust the timing of the shift control and the shock prevention control, and the electronic control circuit becomes simple.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings.

1 to 17 show an embodiment in which the control device for a vehicle automatic transmission of the present invention is applied to a continuously variable transmission, but it goes without saying that it can also be applied to the automatic transmission shown in the conventional example. That's true.

FIG. 1 shows the system configuration of a continuously variable transmission. Its configuration includes a belt type continuously variable transmission 102 connected to an engine 101, a hydraulic control device 105 for controlling a starting device 103 and an auxiliary transmission 104 of the continuously variable transmission 102, and a continuously variable transmission mechanism. A CVT transmission motor 107 that changes the speed of the main transmission 106, the hydraulic control device 105, and
It consists of an electronic control device 108 for controlling a CVT gear shifting motor 107 and a brake 107a.

The hydraulic control device 105 includes a pump 109, a line pressure adjustment device 110, a shift pressure control device 111, a start control device 112, an L-H switching control device 113, and a speed selection device 115 operated by a shift lever 114, and is electronically controlled. The commands from the device 108 control the lock up clutch CL, fluid coupling FC, reverse brake B2, forward clutch C1, high clutch C2, and low coast reverse brake B1.

The electronic control device 108 includes a motor rotation signal sensor 116, a throttle opening sensor 118, a primary sheave rotation speed sensor 119, a secondary sheave rotation speed sensor 120, a vehicle speed sensor 121, an engine rotation speed sensor 122, and a pattern selection device 12.
3. Signals from the shift position sensor 125 and brake signal sensor 126 are input, and based on these signals, judgment processing such as shift control, maximum fuel consumption control, maximum power control, engine brake control, L-H switching control, etc. and the hydraulic control device 105
And a signal is output to the CVT speed change motor 107 or the display device 127. Note that the pattern selection device 123 is a switch that selects economy mode E, power mode P, and high mode start H.

FIG. 2 is a schematic diagram of the transmission mechanism of the belt type continuously variable transmission 102. Belt type continuously variable transmission 10
2 is a starting device 10 having an input shaft 2, a lockup clutch CL and a fluid coupling 3;
3. Dual planetary gear device 5 configuring the forward/reverse switching device, continuously variable transmission mechanism 6 configuring the main transmission 106, and control section 10 configuring the sub-transmission mechanism
4, a transfer device 7, a single planetary gear device 9, an output member 10, and an axle shaft 11.

In the dual planetary gear device 5, the sun gear 5s is connected to the input shaft 2, and the carrier 5c is connected to the primary shaft 6 of the continuously variable transmission mechanism 6.
b, and is also connected to the input shaft 2 via the forward clutch C1, and is also connected to the ring gear 5r.
is connected to reverse brake B2. In addition,
The carriers 5c mesh with each other and the sun gear 5s
The pinion 5p1 is in mesh with the ring gear 5r, and the pinion 5p2 is in mesh with the ring gear 5r.

Further, the ring gear 9r of the single planet gear device 9 is interlocked with the secondary shaft 6a of the continuously variable transmission mechanism 6, and the carrier 9c is interlocked with the output member 10.
One-way clutch F and low-coast reverse brake B, which are interlocked with the sun gear 9s and constitute a locking means via the transfer device 7.
1 and is connected to the input shaft 2 via a high clutch C2.

Each clutch, brake, and one-way clutch in the belt-type continuously variable transmission constructed as described above operates as shown in FIG. 3 at each shift position. Note that the mark ◎ indicates that the lock-up clutch CL can operate as appropriate.

To explain the operation in detail, on the low speed side L of the D range, the forward clutch C1 is engaged and the one-way clutch F is operated. In this state, the rotation of the engine crankshaft is transmitted to the input shaft 2 via the lockup clutch CL or the fluid coupling 3, and is further transmitted directly to the sun gear 5s of the dual planetary gear device 5, as well as to the forward clutch C1. The signal is transmitted to the carrier 5c via. Therefore, the dual planetary gear device 5 rotates integrally with the input shaft 2, and forward rotation is transmitted to the primary shaft 6b of the continuously variable transmission mechanism 6, and the rotation appropriately changed by the continuously variable transmission mechanism 6 is transmitted to the secondary shaft. From the shaft 6a to the ring gear 9r of the Siguru planetary gear device 9
transmitted to. On the other hand, in this state, the sun gear 9s, which is a reaction force support element that receives reaction force, is stopped by the one-way clutch F via the transfer device 7, and therefore the rotation of the ring gear 9r is taken out from the carrier 9c as a decelerated rotation. This is further decelerated and transmitted to the axle shaft 11 via the output member 10.

Further, on the high speed side H of the D range, the high clutch C2 is engaged in addition to the forward clutch C1. In this state, the continuously variable transmission mechanism 6
The rotation that has been appropriately changed in speed is the secondary shaft 6.
a to the ring gear 9r of the single planetary gear device 9. Meanwhile, at the same time, the rotation of the input shaft 2 is transmitted to the sun gear 9s of the single planetary gear device 9 via the high clutch C2 and the transfer device 7, whereby the torques of the ring gear 9r and the sun gear 9s are combined in the planetary gear device 9. It is output from the carrier 9c and is further decelerated via the output member 10 to the axle shaft 1.
1.

In addition, in the D range operation, the one-way clutch F is free during engine braking, but in the S range, the one-way clutch F is free.
In addition, low coast reverse brake B1
operates and transmits power even when reverse torque is applied.

In addition, in the R range, the reverse brake B2 is used together with the low coast reverse brake B1.
is activated. In this state, the rotation of the input shaft 2 is controlled by the ring gear 5r by the dual planetary gear device 5.
is fixed, the rotation is input from the carrier 5c to the continuously variable transmission mechanism 6 as reverse rotation. On the other hand, since the sun gear 9s of the single planetary gear device 9 is fixed based on the operation of the low coast reverberation rake B1, the reverse rotation from the continuously variable transmission mechanism 6 is decelerated by the single planetary gear device 9, and the output member 60 is taken out.

Next, an embodiment of the belt type continuously variable transmission mechanism 102 will be described with reference to FIG. 4.

The belt type continuously variable transmission mechanism 102 has a transmission case 15 that is divided into three parts.
The input shaft 2 and the primary shaft 6b of the continuously variable transmission mechanism 6 are coaxially and rotatably supported by the case 15 to constitute a drive shaft, and the secondary shaft 6a of the continuously variable transmission mechanism 6 and the gear shaft 1
6 is coaxially and rotatably supported to constitute a driven shaft. Furthermore, on the drive shaft, there is a fluid coupling 3 with a lock-up clutch CL, a forward clutch C1, and a high clutch C.
2. A low-coast reverse brake B1, a reverse brake B2, a one-way clutch F, a dual planetary gear device 5 and a hydraulic pump 17 constituting a forward/reverse switching device are provided, and a single planetary gear device 9 is provided on the driven shaft. ing.

Further, the input shaft 2 has one end thereof engaged with the output member of the fluid coupling 3, and the other end thereof engaged with the sun gear 5s of the dual planetary gear device 5. A sleeve 19 provided and fixed to the case 15
A sprocket 20 is connected to the input shaft 2 through a one-way clutch F, and a sleeve shaft 21 connected to the input shaft 2 is rotatably supported. The flange portion 22 rising from the sleeve shaft 21 has a forward clutch C1 and its hydraulic actuator 23 arranged on one side, and a high clutch C2 and its hydraulic actuator 25 arranged on the other side. There is.

The driven side of the high clutch C2 is connected to the boss portion of the sprocket 20, and the boss portion is connected to the case 15 and the hydraulic actuator 26.
It is connected to the low-coast reverse brake B1 which is arranged together with the brake. On the other hand, the driven side of the forward clutch C1 is connected to the carrier 5c of the dual planetary gear device 5, and the ring gear 5r is engaged with the reverse brake B2 disposed in the case 15 together with the hydraulic actuator 27.

On the other hand, a sprocket 29 is rotatably supported on the gear shaft 16 constituting the driven shaft, integrally with the sun gear 9s of the single planetary gear device 9, and a carrier rotatably supports the pinion 9p on the gear shaft 16. 9c is spline connected. A silent chain 30 is wound between the sprockets 20 and 29.
These sprockets and chains constitute a transfer device 7. Furthermore, the gear shaft 16
A gear 16a is formed on the intermediate shaft 31, the gear 16a meshes with a gear 31a formed on the intermediate shaft 31, and a gear 31b formed on the intermediate shaft 31 engages with a differential gear device 32.
It meshes with a ring gear 32a fixed to. Furthermore, left and right front axles 33l and 33r are disposed from the differential gear device 32.

The continuously variable transmission mechanism 6 consists of a primary pulley 35, a secondary pulley 36, and a belt 37 wound around these two pulleys, and both pulleys each consist of fixed sheaves 35a, 36 and movable sheaves 35b, 36b. Primary pulley 3
The fixed sheave 35a of No. 5 is connected to the primary shaft 6
b, and is rotatably supported by the case 15. On the other hand, the movable sheave 35b is the fixed sheave 35b.
A is slidably supported via a ball spline, and a ball screw device 39 is disposed around the outer periphery of the ball spline. Similarly, the fixed sheave 36a of the secondary pulley 36 is rotatably supported by the case 15 with the secondary shaft 6a fitted therein. On the other hand, the movable sheave 36b is slidably supported by the fixed sheave 36a via a ball spline, and a ball screw device 40 is disposed on the outer periphery of the movable sheave 36b.

A speed change operating device 50 is provided to adjust the distance between the sheaves of the primary pulley 35 and secondary pulley 36. The device 50 is case 1
A circular gear 52 and a non-circular gear 53 are fixed to the operating shaft 51, and the circular gear 52 meshes with the circular gear 55 on the primary pulley 35 side. Also, the non-circular gear 53 is connected to the secondary pulley 3.
It meshes with the non-circular gear 56 on the 6 side. Further, the circular gear 52 is a small diameter gear 5 provided on the intermediate shaft 57.
A large-diameter gear 57b is fixed to the intermediate shaft 57, which meshes with the small-diameter gear 59a formed on a different intermediate shaft 59, and the gears constitute a reduction gear 60 with high transmission efficiency. ing.

Further, an electric motor (or ultrasonic motor) 61 such as a servo motor is installed in the case 15, and an output shaft 61a of the motor 61 has a small diameter gear that meshes with a large diameter gear 59b formed on the intermediate shaft 59. A shaft 62 having a diameter 62a is fixed, and a brake plate 63a is fixed to the shaft 62. An electromagnetic coil member 63b is fixed to the case 15, and the coil member 63b and the brake plate 63a constitute an electromagnetic brake 63 that holds the operating shaft 51 in a stopped state. Note that when an ultrasonic motor is used, since the motor has a holding mechanism, a special holding mechanism such as the electromagnetic brake described above is not required.

Next, the operation of the belt type continuously variable transmission will be described in detail.

In the D and S ranges, the forward clutch C1 is engaged and the reverse brake B2 is released, so the dual planetary gear device 5 rotates in the forward direction with the sun gear 5s and carrier 5c rotating as one. is transmitted from the carrier 5c to the fixed race 34a of the pressure regulating cam mechanism 34 in the continuously variable transmission mechanism 6.

The rotation of the fixed race 34a rotates the primary shaft 6b which is threadedly engaged, and also rotates the fixed sheave 35a of the primary pulley 35 via the roller 34b located on the wavy end surface, the movable race 34c, and the spline 2a. Furthermore, the movable sheave 3 is connected via a ball spline.
Rotate 5b. At this time, the fixed sheave 35a is supported at both ends by the case 15 via the bearings 5e and 5a, and there is a gap between the fixed race 34a and the fixed sheave hub part a, so that the fixed sheave 34a and the fixed sheave hub part a are connected to each other through friction. No torque is transmitted from the primary shaft 6b to the fixed sheave 35a, and the entire amount of torque transmitted from the carrier (input member) 5c is transmitted to the fixed sheave 35a via the pressure regulating cam mechanism 34. Then, in the pressure regulating cam mechanism 34, an axial force corresponding to the input torque acting on the fixed race 34a acts on the back surface of the sheave 35a via the disc spring 38.
In b, the ball screw device 39 is fixed in its length direction in accordance with a predetermined gear ratio, and therefore, an equivalent reaction force acts on the back surface of the sheave 35b via the thrust bearing, which causes the primary pulley to 35 clamps the belt 37 with a clamping force corresponding to the input torque.

The axial force acting on the movable sheave 35b described above acts on the large diameter flange portion of the primary shaft 6b via the thrust bearing, the adjustment retainer 4 on the ball screw device 39, and the thrust bearing, while the axial force acting on the fixed sheave 35a acts on the shaft 6b from the fixed race 34a via the screw i and is therefore carried within the shaft 6b as a tensile force. Further, the rotation of the belt 37 is transmitted to the secondary pulley 36, and further transmitted to the secondary shaft 6a via a key and a ball spline.

During the belt transmission, the motor 61 is controlled based on signals from sensors such as throttle opening and vehicle speed, and the operating shaft 51 is rotated through the deceleration position 60. Then, the ball screw device 39 on the primary pulley 35 side rotates via the circular gears 52 and 55, and the non-circular gear 5
3 and 56, the ball screw device 40 on the secondary pulley 36 side rotates. As a result, the ball screw devices 39 and 40 move the movable sheaves 35b and 36b to set the primary pulley 35 and the secondary pulley 36 to a predetermined effective diameter, thereby obtaining the set torque ratio. Then, when the set torque ratio is reached, the power to the motor 61 is cut off, and the electromagnetic brake 63 is activated to bring both pulleys 3 to the set torque ratio state.
Hold 5,36.

The rotation of the secondary shaft 6a of the continuously variable transmission mechanism 6 is transmitted to the ring gear 9r of the single planetary gear device 9, and further transmitted to the gear shaft 16 via the carrier 9c.

At this time, in the case of the low speed side L of the D range, the row one way clutch F is in the operating state as shown in FIG.
When transmitting torque to the sun gear 9s, the sun gear 9s receives a reaction force, but its rotation is stopped by the row-way clutch F via the sun gear 9s transfer device 7, and the rotation of the secondary shaft 6a is decelerated by the single planetary gear device 9. The signal is further decelerated by the gears 16a, 31a, and 31b, and output to the differential gear device 32.

Further, when the throttle opening degree and vehicle speed reach predetermined values, the high clutch C2 is engaged by a signal from the control unit and switched to the high speed side H. Then, the rotation of the input shaft 2 is transmitted to the continuously variable transmission mechanism 6, the sprocket 20 via the high clutch C2, and further transmitted to the sun gear 9s of the single planetary gear device 9 via the chain 30 and sprocket 29. . On this occasion,
Sprocket 20 on the input side of transfer device 7
Since the row one-way clutch F receives the reaction force from the sun gear 9s of the single planetary gear device 9, it prevents a shift shock caused by changing the clutch. As a result, the torque continuously variable by the continuously variable transmission mechanism 6 and the torque via the transfer device 7 are combined by the single planetary gear device 9, and transmitted to the gear shaft 16 from the combined torque carrier 9c.

Further, at the low speed side L in the S range, negative torque due to engine braking or the like is also applied, so the low coast reverse brake B1 is engaged and the sprocket 20 is prevented from rotating in both forward and reverse directions. Further, the high speed side H in the S range is the same as the high speed side H in the D range.

On the other hand, in the R range, the forward clutch C1 is released and the reverse brake B2 is engaged. Therefore, the rotation of the input shaft 2 transmitted to the sun gear 5s of the dual planetary gear device 5 is reversely rotated from the carrier 5c when the ring gear 5r stops, and is transferred to the primary shaft 6 of the continuously variable transmission mechanism 6.
transmitted to b. At this time, from the sun gear 9s of the single planetary gear device 9 to the transfer device 7
Since the reaction torque acts on the sprocket 20 in reverse rotation, the low coast reverse brake B1 operates to stop the sprocket 20.

Next, the structure and operation of the hydraulic control device 105 shown in FIG. 1 will be explained with reference to FIGS. 5 to 10.

In FIG. 5, the hydraulic control device 105 includes a hydraulic pressure generating device 118, a line pressure adjusting device 110, a shift pressure control device 111, a starting control device 112, and an L-
It consists of an H switching control device 113 and a speed selection device 115, and according to instructions from the electronic control device 109 mentioned above,
Controls lock up clutch CL, fluid coupling FC, reverse brake B2, forward clutch C1, high clutch C2, and low coast reverse brake B1.

The oil pump 109 of the hydraulic pressure generator 118 is
Hydraulic oil in an oil tank (not shown) is force-fed to the suction line pressure oil passage 1 via a strainer 150. The regulator valve 152 of the line pressure adjustment device 110 regulates the line pressure to a predetermined oil pressure and discharges excess oil to the oil path b as a secondary pressure.

The shift pressure control device 111 is composed of a shift pressure control valve 153 with a pressure regulating function and a solenoid No. 1, and changes the oil pressure (solenoid pressure P _SD1 ) in the oil chamber c by controlling the duty of the solenoid No. 1. Shift control pressure P ₂ acting on oil passage 2 due to
control.

The L-H switching control device 113 is the hydraulic pressure generator 1
A first oil passage 3 and a second oil passage 4 connected to 18
, switches the communication between the first oil passage 3 and the first hydraulic servo, which is the hydraulic servo of the high clutch C2, and switches the communication between the second oil passage 4 and the second hydraulic servo, which is the hydraulic servo of the low coast reverse brake B1. The L-H switching valve 155 is a switching valve that switches communication with the hydraulic servo, and the solenoid No. 1 controls the hydraulic pressure supplied to the control oil chamber d of the switching valve 155 by controlling the energization time. It consists of .2.

The switching valve 155 has a spool 155a that is slidably fitted into the valve body, and the spool 155a switches between the first oil passage 3 and the first oil passage of the high clutch C2 in accordance with the oil pressure supplied to the control oil chamber d. The second hydraulic servo of the low coast reverse brake B1 is connected, and the second oil passage 4 is shut off.
A first position (left position in the figure) that connects the hydraulic servo of the hydraulic servo to the discharge oil path There is a second position (right position in the figure) where the oil passage 3 is blocked and the first hydraulic servo of the high clutch C2 is connected to the discharge oil passage X, and a first position which is located between the first and second positions. At the same time, the hydraulic pressure in the control oil chamber d (solenoid pressure P SD2 ) is changed to the third position in which both the oil passage 3 and the second oil passage 4 are shut off, and the hydraulic pressure in the control oil chamber d (solenoid pressure P _SD2 ) is controlled by the duty control of solenoid No. 2. By changing as shown in (B), when the spool 155a is switched from the third position to the first position or the second position,
Hydraulic pressure P C2 supplied to the first hydraulic servo of high clutch _C2 and low coast reverse brake B
The magnitude of the hydraulic pressure P _B1 supplied to the second hydraulic servo 1 is controlled according to the hydraulic pressure in the control oil chamber d.

The start control device 112 is composed of a lock-up control valve 156 with a pressure regulating function and a solenoid No. 3, and changes the oil pressure in the oil chamber k (solenoid pressure P _SD3 ) by controlling the duty of the solenoid No. 3. The lock-up off pressure P _OFF acting on the oil passage j is changed, and the engagement pressure P _L-UP acting on the lock-up clutch CL is controlled by the difference between it and the lock-up on pressure P _ON acting on the oil passage i.

In addition, these solenoids have a ball valve (not shown) that opens the drain oil passage when electricity is cut off, and a ball valve that closes the drain oil passage when electricity is applied. This is a type in which hydraulic pressure is controlled by changing the ratio of energized time to non-energized time.

Further, the speed selection device 115 is composed of a manual valve 159 having a spool 157 linked to the shift lever, and when the spool 157 moves to the P, R, N, D, S ₂ and S ₁ positions,
As shown in Table A, oil passages 1 and 2 are connected to oil passages 3, 4, and 5.
selectively concatenate to. Note that S ₁ and S ₂ have the same effect on the hydraulic circuit, but the electronic control unit changes the speed change control method.

The pressure relief valve 151
This is a safety valve that opens and drains oil when P _L exceeds a specified level.

The check valve 160 is a check valve that prevents backflow of oil from the fluid coupling after the engine is stopped.

The cooler bypass valve 161 is connected to the cooler 162
This is a safety valve that drains oil when the hydraulic pressure applied to it exceeds a certain level.

The check ball valve 163 is a valve that prevents oil from leaking from the fluid coupling after the engine is stopped.

The operation of the hydraulic control device 105 having the above configuration will be explained.

FIG. 5 is an operational diagram of the N range or P range. At this time, as shown in Table A, oil passages 1 and 2 are cut off from oil passages 3, 4, and 5 by the manual valve 159, and no oil pressure acts on each frictional engagement element, causing secondary pressure. only acts on the fluid coupling and the lubrication system via oil line b.

FIG. 6 is an operational diagram when shifting from N range to D range. In the D range, the manual valve 159 closes the oil path 3 as shown in Table A.
is connected to the oil passage 2, and a shift control pressure _P2 acts on the oil passage 3 and the hydraulic servo of the forward clutch C1. At this time, by controlling the duty of the solenoid No. so as to shorten its energization time, the forward clutch C1 is engaged without a shock.

To explain in detail, the shift pressure control valve 153
The relationship between the solenoid pressure P _SD1 acting on the oil chamber c and the shift control pressure P ₂ (in the D range, the oil pressure P _C1 acting on the hydraulic servo of the forward clutch C1) is as shown in line A in Fig. 11A. Therefore, by controlling the duty of solenoid No. 1 and changing P _SD1 , first, the hydraulic pressure P _C1 acting on the hydraulic servo of forward clutch C1 is changed to
1 raises the oil pressure to the point at which engagement begins, and then gradually increases it until the oil pressure reaches the point at which engagement is completed.
Engage forward clutch C1 without any shock, and after engagement, completely cut off the current to solenoid No. 1, so that line pressure acts on the hydraulic servo of forward clutch C1 and oil path 3. do. At this time, as shown in Figure 3, solenoid No. 2
is pre-energized in the N range, and the L-H
Since line pressure acts on the oil chamber d of the switching control valve 155, the oil passage 3 and the oil passage f are shut off by the valve 155, and no oil pressure acts on the hydraulic servo of the high clutch C2.

FIG. 7 is an operational diagram when shifting from L mode to H mode in the D range. At this time, from the L mode state of the D range shown in FIG. 6, duty control is performed to shorten the energization time of solenoid No. 2, thereby engaging the high clutch C2 without shock. For details, please refer to L-
The relationship between the solenoid pressure P _SD2 acting on the oil chamber d of the H switching control valve 155 and the oil pressure P _C2 acting on the hydraulic servo of the high clutch C2 is as shown by line D in Fig. 11 (b). By controlling the duty and changing P _SD2 , the hydraulic pressure P _C2 acting on the hydraulic servo of the high clutch C2 is first increased to the hydraulic pressure at which the high clutch C2 starts engaging, and then gradually raised to the hydraulic pressure at which the high clutch C2 ends engagement. After the engagement, solenoid No. 2 is energized at 100% so that line pressure acts on the hydraulic servo of high clutch C2. In addition, when shifting from H mode to L mode, conversely, duty control is performed to increase the energization time of solenoid No. 2, and the hydraulic pressure P _C2 acting on the hydraulic servo of high clutch C2 is gradually lowered to shift high clutch C2. All you have to do is release it.

FIG. 8 is an operational diagram in the case of lockup in the D range L mode. When locking up in the D or S range, the duty of solenoid No. 3 is controlled to increase the energization time, so that the solenoid pressure P _SD3 acting on the oil chamber k of the lock-up control valve 156 gradually increases. . Then, first, the line pressure acting on the oil passage 3 in the D and S ranges acts on the chamber on the left side of the fluid coupling FC through the lock-up control valve 156 and the oil passage i (lock-up ON pressure P _ON ), and the lock-up on the right side of the fluid coupling FC is turned OFF.
The pressure P _OFF gradually decreases and the lock-up clutch
CL is gradually pressed, and eventually lock-up clutch CL is fully engaged, and after engagement, the energization rate to solenoid No. 3 is set to 100%. This state is shown by lines F and G in Figure 11 (c). As the solenoid pressure P _SD3 (pressure in oil chamber k) increases, line pressure acts on oil passage i, while the pressure in oil passage j increases. shows a gradual decline.

Figure 9 shows S ₁ and S ₂ ranges (hereinafter referred to as S ranges).
FIG. 4 is an operation diagram when shifting between L mode and H mode in FIG. In the S range, oil passages 3 and 4 are connected to oil passages 1 and 2, respectively, and oil passage 3
A shift control pressure acts on the oil passage 4, and a run-in pressure acts on the oil passage 4. When switching from the N range to the D range and switching to the S range, C1 is engaged in the same way as in the D range, and the hydraulic servo of B1 is acting on the oil passage 4 at the same time as the switch to the S range. Line pressure is from orifice 166 with check valve, L-
It acts through the H switching control valve 155 and through the oil passage g.

When shifting from L mode to H mode in S range, high clutch C2 is engaged in the same way as in D range, but at this time the hydraulic pressure acting on the hydraulic servo of low coast reverse brake B1
P _B1 is drayed all at once. When shifting from H mode to L mode in the S range, by controlling the duty of solenoid No. 2, the hydraulic pressure P _C2 acting on the hydraulic servo of the high clutch C2 is drained all at once, and the hydraulic servo of the low coast reverse brake B1 is drained at once. hydraulic pressure acting on
Gradually increase P _B1 from the hydraulic pressure at which the low-coast reverse brake B1 starts engaging to the hydraulic pressure at which it completes the engagement, engage the low-coast reverse brake B1 without shock, and after engagement, the solenoid Set the energization ratio of No. 2 to 100% so that line pressure acts on the hydraulic servo of low coast reverse brake B1. Solenoid pressure P _SD3 acting on oil chamber d of L-H switching control valve 155
and hydraulic pressure P _C2 acting on the hydraulic servo of high clutch C2 and low coast reverse brake B1,
The relationship of P _B1 is as shown by lines D and E in Figure 11B. As can be seen from the figure, the high clutch C2
Since hydraulic pressure does not act on the hydraulic servos of the high clutch C2 and the low coast reverse brake B1 at the same time, the high clutch C2 and the low coast reverse brake B1 do not engage at the same time.

FIG. 10 is an operational diagram when shifting from N range to R range. In the R range, the manual valve 159 closes the oil passage 4 as shown in Table A.
is connected to oil passage 1, oil passage 5 is connected to oil passage 2, and oil passage 4 is connected to oil passage 1.
Line pressure P _L is applied to oil passage 5, and shift control pressure P ₂ is applied to oil passage 5.
acts. Here, as shown in FIG. 3, since solenoid No. 2 is energized, line pressure acts on the oil chamber d of the L-H switching control valve 155.
The oil passage 4 and the oil passage g are connected by the L-H switching control valve 155, and the low coast reverse brake B1
Run-in pressure P _L acts on the hydraulic servo. A shift control pressure _P2 is acting on the hydraulic servo of the reverse brake B2, and this shift control pressure _P2 is
When a shift is made from the P range or the N range to the R range, as shown in FIG. It is completely cut off from the oil passage 1, and the shift control pressure _P2 is zero.

Thereafter, by controlling the duty of solenoid No. 1 to shorten its energization time, reverse brake B2 is engaged without shock. In detail, the solenoid pressure P _SD1 acting on the oil chamber c of the shift pressure control valve 153 and the shift control pressure P ₂ (in the R range, the reverse brake B2
The relationship between the hydraulic pressure P _B2 ) acting on the hydraulic servo is as shown in line B in Figure 11A, so solenoid No.
By duty-controlling P _SD1 and changing P SD1, P _B2 is increased to the hydraulic pressure at which the reverse brake B2 starts to engage, and then gradually raised until the hydraulic pressure reaches which the engagement is completed, and the reverse brake B2 is increased. After the engagement, the power to solenoid No. 1 is cut off so that line pressure acts on the reverse brake B2 and the oil passage 5. The pressure in the oil passage 5 acts to increase the line pressure and the shift control pressure, so in the R range, the line pressure increases as the shift control pressure increases. This state is shown by lines B and C in Figure 11A, and as the solenoid pressure _PSD1 (pressure in oil chamber c) changes, the shift control pressure _P2 acting on the hydraulic servo of reverse brake B2 changes from line B. This shows how the line pressure P _L changes as shown by line C.

FIG. 12 collectively shows which hydraulic pressure acting on the hydraulic servo of which frictional engagement element is duty-controlled in each shift range.

Next, a control device for the belt-type continuously variable transmission described above will be explained.

First, FIG. 13 shows the configuration of the electronic control device 108 shown in FIG.

As described in FIG. 1, the input signals to the electronic control unit 108 are the servo motor rotation signal 116,
alarm signal 117 from motor driver 128;
Throttle opening signal 118, primary sheave rotation speed signal 119, secondary sheave rotation speed signal 1
20, vehicle speed signal 121, engine speed signal 12
2, a pattern selection signal 123, a shift position signal 125, and a brake signal 126.Based on these signals, various programs and data stored in the electronic control unit 108 are processed, and the motor driver 128, Solenoid No.
1, No. 2, and No. 3.

The acceleration request determining unit 130 determines whether or not to accelerate based on the throttle opening, its rate of change, vehicle speed, and its rate of change, and the current torque ratio calculating unit 131 calculates the current torque from the primary sheave rotation speed and the secondary sheave rotation speed. The ratio T _P is calculated, and the current system ratio calculation unit 132 calculates the current system ratio a _P (gear ratio of the entire system). In addition, the determination unit 133
In , it is determined whether to perform the best fuel efficiency driving or the maximum power driving based on the output signal of the acceleration request determining unit 130, the vehicle speed change rate, and the shift position,
The calculation unit 135 calculates the target system ratio a* from the output signal of the determination unit 133, the throttle opening, and the brake detection signal, and then the calculation unit 136 calculates the target torque ratio in the L mode.
T _L *, the target torque ratio T _H * in the case of H mode is calculated, and the calculation unit 137 calculates the target system ratio a
*, the target system ratio hysteresis a* is calculated from the vehicle speed and throttle opening.

Furthermore, based on the output signals of the determining units 130, 133 and calculating units 131, 132, 135, 136, 137, the H-L selection determining unit 139 determines whether the operation is H (high mode) or L (low mode). At the same time, the determination unit 140
The CTV shift determination is processed, and the determination unit 141 determines whether to shift from the N range to the D range or the R range, and the determination unit 142 determines the shift from the N range to the D range.
(High mode) and L (Low mode) switching control is determined, and the determining section 143 determines on/off control of the lock-up clutch. and,
Based on the result of the determination section 140, the control section 145 controls the rotation speed of the servo motor and the brake, and the control sections 146, 147, and 148 control the duty of the solenoids No. 1 and No. 3.

FIG. 14 shows the main routine of processing in the electronic control device. First, step 201
Stack pointer settings, I/O port initial settings, RAM area clear, internal timer initial settings,
If the RAM area is initialized and interrupts are enabled in step 202, 10m is set in step 203.
Every sec, the throttle opening calculation, throttle opening change rate calculation, door bar alarm detection, shift position signal detection, brake signal detection, and vehicle speed calculation are performed (steps 204 to 209). That is, in step 206, processing is performed to detect an alarm signal from the motor drive driver, and in step 207, it is detected which range the shift position is in, and the chattering of the shift position that occurs when changing ranges is detected. In step 208, chattering that occurs when the brake is turned on and off is removed, and the brake state is input.

Next, in step 210, every 25 msec, the CVT
Control processing, speed change motor control, solenoid No. 1~
No. 3 control processing is performed (steps 211 to 213), and in step 215, overtravel detection processing is performed every 100 msec to detect the mode switch signal and detect whether or not speed change control is possible.
216-217). Furthermore, at step 218, 200m
Every second, the motor off timing monitoring process and vehicle speed monitoring are performed (steps 219-220), the watchdog counter is cleared to 0 (step 221), and the process returns to step 203.

FIG. 15 is a flow diagram of the CVT control process in step 211. First, the primary sheave rotation speed
N _P and secondary sheave rotation speed N _S are input, shift position processing is performed, current torque ratio is calculated (steps 231 to 234), economy mode or power mode is detected in step 236, and target system The ratio is calculated, the target system hysteresis is calculated, and HL selection judgment processing is performed (steps 237 to 239).

FIG. 16 is a flow diagram of the speed change motor control in step 212 of FIG. 14.

Steps 251 and 252 check whether the vehicle is in R range or not, and the vehicle speed is 0.
If it is NO, it is determined in step 253 whether the vehicle speed is within the CVT shift control possible range VCMN. If YES, the previous motor status data is saved (step 254), and then, in step 255, the TMOT (timer)
This is a timer that is set to TMOT in order to adjust the timing between the high clutch and the motor during low/high shifting, and when you want to temporarily stop motor control. When this time is 0, motor control is possible. Become.

The process of step 255 will be described in more detail in FIG. 17. The mode is switched from L to H (shifting from low to high) or H→L (shifting from high to low). In case of L → H, go from B1 → C2, H → L
In this case, when engaging C2→B1, the system ratio (gear ratio of the entire system) is L→H or H→
The motor of the transmission section is shifted at the same time as the clutch section is switched so that the same value is maintained even after switching to L.

TMOT is the engagement element B1→C2 or C2→
This is a timer that takes the timing of switching to B1 and starting the motor speed change. It is set when it is determined that the L→H or H→L judgment will perform mode switching, and TMOT is decremented by timer processing and set to 0. The mote is stopped until

In step 257, it is determined whether the H mode is present. In the H mode, it is determined whether there is a flag that is set when the throttle is suddenly depressed (step 258), and in the L mode, it is set when the throttle is suddenly released. Determine whether there is a flag (step 274),
If the flag is present, the process advances to step 271 to set a shift stop flag. If the flag is not present, it is determined in step 259 whether the current system ratio (gear ratio of the entire system) _aP is between the upper and lower limits of the target system ratio. If YES, the control flag is turned off and a shift stop flag is set (steps 270, 271).

If the system ratio (gear ratio of the entire system) a _P is not between the upper and lower limits of the target system ratio in step 259, the current system increment Δa1P is replaced with the previous system ratio increment Δa1B in step 260. , the difference (shift direction) Δa between the target system ratio a* and the current system ratio a is defined as the increment Δa1P of the current system ratio. Next, it is determined whether the flag indicating that the control is in progress is on, and if YES, a change in the current system ratio from the previous time is detected (step 262), and it is determined in step 263 whether or not the system is in H mode.

When the current system ratio change direction from the previous time changes from negative to positive in the H mode, or when the current system ratio change direction from the previous time changes from positive to negative in the L mode, the shift stop plug is raised (step 265). In step 266, a shift stop time TA is set in a timer. Otherwise, the process proceeds to step 273, where the speed change control process is performed, where the motor control direction and speed are determined. In step 267, frequency conversion processing is performed to output speed data in 10 stages from 0 to 9 to the motor driver, and in step 268, motor control processing is performed.

If there is no under control flag in step 261, the under control flag is turned on (step 275).
Next, in step 276, it is determined whether the mode is H mode or not, and in steps 277 and 278, if the system ratio change direction is positive in the H mode or negative in the L mode, the process proceeds to step 266; otherwise, the system ratio change direction is negative. If so, proceed to step 273.

Note that the present invention is not limited to the above-mentioned continuously variable transmission, but is applicable to various automatic transmissions that include a planetary gear mechanism and control its rotating elements by engaging and disengaging a frictional engagement device.

[Brief explanation of drawings]

1 to 17 show an embodiment in which the control device for a vehicle automatic transmission of the present invention is applied to a continuously variable transmission. Fig. 1 is a system configuration diagram of the control device of the continuously variable transmission, Fig. 2 is a schematic diagram of the transmission mechanism of the continuously variable transmission, and Fig. 3 explains the actions of the frictional engagement elements and solenoids in each shift range. Figure 4 is a sectional view showing details of the continuously variable transmission.
Figures 5 to 10 are diagrams for explaining the configuration and operation of the hydraulic control device according to the present invention. Figure 5 is an operation diagram of the N range or P range, and Figure 6 is from the N range to the D range. Fig. 7 is an operating diagram when shifting from L mode to H mode in D range. Fig. 8 is an operating diagram when locking up in D range L mode. Fig. 9
The figure shows the operation diagram when shifting between L mode and H mode in S range, Figure 10 shows the operation diagram when shifting from N range to R range, and Figure 11 shows the solenoid pressure and each friction coefficient caused by each solenoid. Fig. 12 is a diagram showing the frictional engagement element subjected to duty control in each shift range; Fig. 13 is a block diagram showing the configuration of the electronic control device; Fig. 14 15 is a diagram showing the main flow of processing in the electronic control unit, FIG. 15 is a diagram showing the flow of CVT control processing, FIG. 16 is a diagram showing the flow of processing for speed change motor control,
FIG. 7 is a diagram for explaining the action during low/high switching, FIG. 18 is a diagram showing a schematic configuration of a conventional automatic transmission, and FIG. 19 is a diagram showing its hydraulic circuit. 105...Hydraulic control device, 118...Hydraulic pressure generator, 110...Line pressure adjustment device, 111...
Shift pressure control device, 112...Start control device, 1
13... L-H switching control device, 115... Speed selection device, CL... Lock up clutch, FC... Fluid coupling, B2... Reverse brake,
C1...Forward clutch, C2...High clutch, B1...Low cost brake B1, 153
...Shift pressure control valve, 155...L-H switching valve, 156...Lock-up control valve.

Claims (1)

[Scope of Claims] 1. An automatic transmission for a vehicle that includes a hydraulic circuit consisting of a hydraulic pressure generator, a line pressure adjustment device, and a transmission switching control device, and controls engagement and disengagement of a frictional engagement device according to commands from an electronic control device. In the control device for the machine, the speed change switching control device switches communication between first and second oil passages connected to the hydraulic pressure generator, and the first oil passage and a first hydraulic servo. In addition, the second oil passage and the second
a switching valve that switches communication between the switching valve and a hydraulic servo; and a solenoid that controls hydraulic pressure supplied to a control oil chamber of the switching valve by controlling energization time, and the switching valve is connected to a valve body. a spool slidably fitted within the control oil chamber, the spool communicating between the first oil passage and the first hydraulic servo according to the hydraulic pressure supplied to the control oil chamber; a first position that blocks the second oil passage and connects the second hydraulic servo to the discharge oil passage; and a first position that connects the second oil passage and the second hydraulic servo and connects the second oil passage to the discharge oil passage; a second position that blocks the oil passage and connects the first hydraulic servo to the discharge oil passage; and a second position that is located between the first position and the second position and connects the first oil passage and the second oil passage. when the spool is switched from the third position to the first position or the second position,
A control device for an automatic transmission for a vehicle, characterized in that the magnitude of the hydraulic pressure supplied to the first and second hydraulic servos is controlled according to the hydraulic pressure in the control oil chamber.