JP2018150970A - Automatic transmission and control method of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve an automatic transmission and an automatic transmission in which a situation in which vehicle startability is deteriorated occurs when a switching valve for switching between permission and prohibition of hydraulic pressure supply to a fastening element is provided above a main hydraulic control system. A method for controlling a transmission is provided. An automatic transmission 15 has a forward clutch 3a, a manual valve 51, and a main hydraulic control system 52 including a select solenoid 521. The manual valve 51 is provided above the main hydraulic control system 52. The automatic transmission 15 is provided in an oil passage R that connects the manual valve 51 and the main hydraulic pressure control system 52, and includes a holding valve 53 that holds the hydraulic pressure on the downstream side. Further, the automatic transmission 15 applies oil to the oil passage R by controlling the select solenoid 521 so that the control pressure PS acts on the holding valve 53 and the holding valve 53 is opened when the engine 1 is started. A transmission controller 11 that controls filling with oil is provided. [Selection diagram] Fig. 1

Description

  The present invention relates to an automatic transmission and an automatic transmission control method.

  Patent Document 1 discloses a belt-type continuously variable transmission in which a main hydraulic pressure control system is provided in an oil pan at the bottom of the transmission and a manual valve is provided at a position that is largely spaced upward from the main hydraulic pressure control system.

JP 7-174198 A

  When the hydraulic system is configured like the belt type continuously variable transmission disclosed in Patent Document 1, the operation in the oil passage connecting the switching valve such as a manual valve and the main hydraulic control system is performed while the vehicle is not used. There is a risk that the oil will fall downward. As a result, after the drive source is started, the supply of hydraulic oil to the fastening elements that are fastened when the vehicle starts is delayed, and there is a possibility that the vehicle startability is deteriorated.

  The present invention has been made in view of such a problem. When a switching valve that switches between permitting and prohibiting the supply of hydraulic pressure to the fastening element is provided above the main hydraulic control system, the vehicle startability may deteriorate. An object of the present invention is to provide an automatic transmission capable of improving the generation and a control method of the automatic transmission.

  An automatic transmission according to an aspect of the present invention is a switching element that switches between a fastening element provided in a power transmission path that connects a driving source and driving wheels of a vehicle, and permission / prohibition of hydraulic pressure supply to the fastening element. A switching valve that permits hydraulic pressure supply to the fastening element when the range is a driving range, and prohibits hydraulic pressure supply to the fastening element when the selected range is a non-driving range, and is provided upstream of the switching valve. A main hydraulic control system that is a hydraulic control system configured to have a control valve that controls a hydraulic pressure supplied to the switching valve as a control pressure, and the switching valve is above the main hydraulic control system. An automatic transmission provided in an oil passage communicating with the switching valve and the main hydraulic pressure control system, and a holding valve for holding a downstream hydraulic pressure, and the control pressure when the drive source is started. Acting on the holding valve, the holding valve By controlling the control valve so that the valve, and a control unit for performing an oil filling control for filling oil into the oil passage.

  According to another aspect of the present invention, there is provided a switching element for switching between a fastening element provided in a power transmission path connecting a driving source and driving wheels of a vehicle, and permission / prohibition of hydraulic pressure supply to the fastening element, wherein the selection range is Is provided upstream of the switching valve, and a switching valve that permits the hydraulic supply to the fastening element when the driving range is, and prohibits the hydraulic supply to the fastening element when the selected range is a non-driving range, A main hydraulic control system that is a hydraulic control system configured to have a control valve that controls a hydraulic pressure supplied to the switching valve as a control pressure, and an oil passage that connects the switching valve and the main hydraulic control system. And a holding valve for holding the hydraulic pressure on the downstream side, wherein the switching valve is provided above the main hydraulic control system, and when the drive source is started, A control pressure is applied to the holding valve to hold the holding By controlling the control valve so as to open the control method for an automatic transmission comprising, performing an oil filling control for filling oil into the oil passage is provided.

  According to these aspects, the hydraulic pressure can be held as much as possible by the holding valve while the vehicle is not used, and the holding valve is opened and filled with oil when the drive source is started. It is possible to prevent a delay in the supply of hydraulic pressure. For this reason, when the switching valve which switches permission / prohibition of the hydraulic pressure supply to the fastening element is provided above the main hydraulic pressure control system, it is possible to improve the situation where the vehicle startability is deteriorated.

1 is a schematic configuration diagram of a vehicle. It is a figure which shows the principal part of a hydraulic control circuit. It is a figure which shows the specific arrangement | positioning of the principal part of a hydraulic control circuit. It is a figure which shows an example of control of embodiment by a flowchart. It is a figure which shows the 1st example of the timing chart corresponding to control of embodiment. It is a figure which shows the 2nd example of the timing chart corresponding to control of embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram of a vehicle. The vehicle includes an engine 1, a torque converter 2, a forward / reverse switching mechanism 3, a continuously variable transmission 4, a hydraulic control circuit 5, an oil pump 6, an engine controller 10, and a transmission controller 11. In the vehicle, the rotation generated by the engine 1 as a drive source is transmitted to a wheel (not shown) via a torque converter 2, a forward / reverse switching mechanism 3, a continuously variable transmission 4, a gear set 8, and a differential gear device 9.

  The torque converter 2 has a lockup clutch 2a. When the lockup clutch 2a is engaged, the input shaft and the output shaft of the torque converter 2 are directly connected, and the input shaft and the output shaft rotate at the same speed. . Hereinafter, the lock-up clutch 2a is referred to as the LU clutch 2a.

  The forward / reverse switching mechanism 3 includes a double pinion planetary gear set as a main component, and couples the sun gear to the engine 1 via the torque converter 2 and couples the carrier to the primary pulley 4a. The forward / reverse switching mechanism 3 further includes a forward clutch 3a that directly connects the sun gear and the carrier of the double pinion planetary gear set and a reverse brake 3b that fixes the ring gear.

  The forward / reverse switching mechanism 3 transmits the input rotation from the engine 1 via the torque converter 2 to the primary pulley 4a as it is when the forward clutch 3a is engaged. Further, the forward / reverse switching mechanism 3 transmits the input rotation from the engine 1 via the torque converter 2 to the primary pulley 4a under reverse deceleration when the reverse brake 3b is engaged. When the forward clutch 3a and the reverse brake 3b are released, the forward / reverse switching mechanism 3 enters a neutral state, that is, a power cut-off state. The forward clutch 3a and the reverse brake 3b together constitute a fastening element provided in a power transmission path connecting the engine 1 and the drive wheels.

  The continuously variable transmission 4 includes a primary pulley 4a, a secondary pulley 4b, and a belt 4c. In the continuously variable transmission 4, by controlling the hydraulic pressure supplied to the primary pulley 4a and the hydraulic pressure supplied to the secondary pulley 4b, the contact radii between the pulleys 4a, 4b and the belt 4c are changed. The ratio is changed.

  The continuously variable transmission 4 is a variator, and together with the torque converter 2 and the forward / reverse switching mechanism 3, constitutes an automatic transmission 15 connected to the engine 1. The automatic transmission 15 may be indirectly connected to the engine 1 through another configuration. For example, the forward / reverse switching mechanism 3 may be provided between the continuously variable transmission 4 and the gear set 8.

  The hydraulic control circuit 5 includes a plurality of flow paths and a plurality of hydraulic control valves. The hydraulic control circuit 5 controls a plurality of hydraulic control valves on the basis of the shift control signal from the transmission controller 11 to switch the hydraulic pressure supply path, and the required hydraulic pressure from the hydraulic pressure generated by the oil discharged from the oil pump 6. Is supplied to each part of the continuously variable transmission 4, the forward / reverse switching mechanism 3, and the torque converter 2.

  The shift control signal includes the command pressure of the hydraulic pressure supplied to the LU clutch 2a, the command pressure of the line pressure PL constituting the original pressure of the hydraulic pressure supplied to the automatic transmission 15, the command pressure of the primary pulley pressure Ppri, the secondary pulley It includes a command pressure of pressure Psec and a command pressure PS_D of a control pressure PS controlled by a select solenoid 521 described later.

  The oil pump 6 is a mechanical oil pump that receives the rotation of the engine 1 and is driven by using a part of the power of the engine 1, and constitutes a hydraulic source of hydraulic pressure supplied to the automatic transmission 15. The oil discharged from the oil pump 6 is supplied to the hydraulic control circuit 5 by driving the oil pump 6. When the engine 1 is stopped, the oil pump 6 is not driven and oil is not discharged. For example, oil can be supplied to the hydraulic control circuit 5 from an electric oil pump in addition to the oil pump 6 or instead of the oil pump 6.

  The transmission controller 11 includes a CPU, a ROM, a RAM, and the like. In the transmission controller 11, the function of the transmission controller 11 is exhibited by the CPU reading and executing a program stored in the ROM.

  The transmission controller 11 includes a signal from the engine rotation speed sensor 20 that detects the engine rotation speed Ne, a signal from the primary pulley pressure sensor 21 that detects the primary pulley pressure Ppri, and a secondary pulley pressure sensor that detects the secondary pulley pressure Psec. 22, a signal from the accelerator opening sensor 23 for detecting the accelerator opening APO, a signal from the brake sensor 24 for detecting the brake depression force based on the brake pedal depression amount BRP, and a request for starting the engine 1. A signal from the ignition switch 25, a signal related to the engine torque Te from the engine controller 10 that controls the engine 1, and the like are input.

  In addition to this, the transmission controller 11 includes a signal from the inhibitor switch 26 that detects the operation position of the transmission lever SL, a signal from the PRI rotational speed sensor 27 that detects the rotational speed Npri of the primary pulley 4a, and the secondary pulley 4b. A signal from the SEC rotation speed sensor 28 for detecting the rotation speed Nsec is input. Specifically, the operation position of the shift lever SL is a selection range selected by the driver by operating the shift lever SL. The transmission controller 11 can detect the vehicle speed Vsp based on a signal from the SEC rotation speed sensor 28. A signal may be input to the transmission controller 11 via another controller such as the engine controller 10.

  The transmission controller 11 controls the automatic transmission 15 including the forward / reverse switching mechanism 3 by controlling the hydraulic control circuit 5 based on these signals. In the present embodiment, the hydraulic control circuit 5 is specifically configured as follows.

  FIG. 2 is a diagram showing a main part of the hydraulic control circuit 5. FIG. 3 is a diagram showing a specific arrangement of the main part of the hydraulic control circuit 5. The arrow F shown in FIGS. 2 and 3 indicates the direction of oil distribution. Specifically, the hydraulic control circuit 5 includes a manual valve 51, a main hydraulic control system 52, and a holding valve 53. Hereinafter, for the convenience of explanation, the contents common to the forward clutch 3a and the reverse brake 3b, which are fastening elements, will be described mainly using the forward clutch 3a as an example.

  The manual valve 51 is connected to the speed change lever SL via a link mechanism including the manual shaft MS, and is driven by the operating force of the driver who operates the speed change lever SL. The manual valve 51 constitutes a switching valve that switches permission / prohibition of the hydraulic pressure supply to the forward clutch 3a.

  Specifically, the manual valve 51 permits the hydraulic pressure supply to the forward clutch 3a when the selected range is the D range. The manual valve 51 prohibits the supply of hydraulic pressure to the forward clutch 3a when the selected range is the P range or the N range. In this case, the manual valve 51 drains oil from the forward clutch 3a.

  When the selected range is the R range, the manual valve 51 permits the supply of hydraulic pressure to the reverse brake 3b. When the selected range is the P range or the N range, it is the same as the forward clutch 3a. The D range and the R range constitute a driving range, and the N range and the P range constitute a non-driving range.

  The main hydraulic control system 52 is provided upstream of the manual valve 51. The main hydraulic control system 52 includes a select solenoid 521. The select solenoid 521 is a hydraulic control valve and constitutes a control valve that controls the hydraulic pressure supplied to the manual valve 51 as the control pressure PS. The select solenoid 521 is controlled by the transmission controller 11 according to the command pressure PS_D. The command pressure PS_D is a command pressure of the control pressure PS.

  Specifically, the select solenoid 521 is a solenoid valve, and includes a solenoid part and a valve part. The solenoid unit generates a pilot pressure based on the command pressure PS_D. The valve section is operated by the pilot pressure generated by the solenoid section and adjusts so that the control pressure PS becomes the command pressure PS_D. At this time, oil that has become unnecessary is drained from the drain oil passage D. Such a select solenoid 521 can be constituted by a linear solenoid valve.

  The holding valve 53 is provided in an oil passage R that allows the manual valve 51 and the main hydraulic control system 52 to communicate with each other. The holding valve 53 is a check valve, for example, and holds the downstream hydraulic pressure in the closed state. The holding valve 53 has a valve opening pressure PVO that is set lower than a predetermined hydraulic pressure PST that is a hydraulic pressure at which the forward clutch 3a has a torque capacity.

  In other words, the forward clutch 3a has a torque capacity when the forward clutch 3a transmits power. Specifically, the forward clutch 3a is in a state of transmitting power when slipping and engaging, and has a torque capacity. On the other hand, the forward clutch 3a does not have a torque capacity during standby and when released. The release means a state in which there is no hydraulic pressure supply to the forward clutch 3a and the forward clutch 3a has no torque capacity. Standby means a state in which hydraulic pressure is supplied to the forward clutch 3a but the forward clutch 3a does not have torque capacity.

  Specifically, the predetermined hydraulic pressure PST is a hydraulic pressure at which a return spring, which is a biasing member that biases the forward clutch 3a in the release direction, completes a stroke in the release direction. When the return spring completes the stroke in the release direction, the forward clutch 3a does not have torque capacity. For this reason, the forward clutch 3a does not have a torque capacity when the control valve PS is higher than the valve opening pressure PVO and lower than the predetermined oil pressure PST and the holding valve 53 is opened.

  The manual valve 51 is provided above the main hydraulic control system 52. Specifically, the manual valve 51 is provided in the upper part of the casing 151 of the automatic transmission 15, and the main hydraulic control system 52 is provided in the bottom part of the casing 151, that is, in the oil pan.

  By providing the manual valve 51 on the upper portion of the casing 151 and disposing it from the main hydraulic control system 52, the manual shaft MS can be shortened. As a result, it is possible to effectively use the space increased by shortening the manual shaft MS.

  On the other hand, when the hydraulic control circuit 5 is configured in this way, the hydraulic oil in the oil passage R connecting the manual valve 51 and the main hydraulic control system 52 may fall down while the vehicle is not being used. Concerned. As a result, there is a concern that after the engine 1 is started, the supply of hydraulic oil to the forward clutch 3a that is engaged when the vehicle starts is delayed, leading to deterioration of vehicle startability.

  In view of such circumstances, in the present embodiment, the transmission controller 11 performs the control described below.

  FIG. 4 is a flowchart illustrating an example of control performed by the transmission controller 11. The transmission controller 11 is configured to have a control unit by executing the processing of this flowchart.

  In step S <b> 1, the transmission controller 11 determines whether there is a request for starting the engine 1. Such a determination can be made based on a signal from the ignition switch 25, for example. If a negative determination is made in step S1, the processing of this flowchart is temporarily terminated. If the determination is affirmative in step S1, the process proceeds to step S2.

  In step S2, the transmission controller 11 determines whether or not the engine 1 has been started. Specifically, in step S2, it is determined whether or not cranking of the engine 1 has been completed. Whether or not the cranking of the engine 1 has been completed can be determined by determining whether or not the engine rotational speed Ne has exceeded a predetermined rotational speed Ne1 based on a signal from the engine rotational speed sensor 20, for example. The predetermined rotation speed Ne1 is a rotation speed higher than the maximum rotation speed obtained at the time of cranking, and can be set in advance. If a negative determination is made in step S2, the process returns to step S2, and if a positive determination is made in step S2, the process proceeds to step S3.

  In step S3, the transmission controller 11 determines whether the selected range is a drive range based on a signal from the inhibitor switch 26. Here, the case where the selected range is the drive range and the drive range is the D range will be described as an example. If the determination is affirmative in step S3, the process proceeds to step S4.

  In step S4, the transmission controller 11 executes the first oil filling control as the oil filling control. In the first oil filling control, the control pressure PS of the select solenoid 521 is applied to the holding valve 53, and the selection solenoid 521 is controlled to open the holding valve 53, thereby filling the oil passage R with oil. The control is to set the command pressure PS_D as follows.

  That is, in the first oil filling control, the command pressure PS_D is set to be equal to or higher than the valve opening pressure PVO and lower than the predetermined hydraulic pressure PST. Thereby, even if the holding valve 53 is opened and the oil passage R is filled with oil, the forward clutch 3a can be prevented from having a torque capacity. Therefore, even if the selected range is the D range, it is possible to prevent a shock due to sudden fastening due to oil filling.

  If the determination is negative in step S3, the process proceeds to step S5. In step S5, the transmission controller 11 performs the second oil filling control as the oil filling control. The second oil filling control is different from the first oil filling control in setting the command pressure PS_D as follows.

  That is, in the second oil filling control, the command pressure PS_D is set to be equal to or higher than the predetermined hydraulic pressure PST. This is because if the selected range is a non-driving range, oil is not supplied to the forward clutch 3a even if oil is charged, and a shock due to sudden engagement does not occur due to oil filling. After step S5, the process proceeds to step S6. The same applies after step S4.

  In step S6, the transmission controller 11 determines whether or not a predetermined time TA has elapsed since the engine 1 was started, specifically, after cranking of the engine 1 was completed. The predetermined time TA is a value for defining the end timing of the oil filling control, and is set in advance. The predetermined time TA can be, for example, a time for starting the engagement control of the forward clutch 3a when the selected range is the D range, and is specifically set to such a time in the present embodiment. If a negative determination is made in step S6, the process returns to step S3. If an affirmative determination is made in step S6, the process proceeds to step S7.

  In step S7, the transmission controller 11 ends the oil filling control. Thereby, when the D range is selected, the oil path R can be filled with oil until the engagement of the forward clutch 3a is started. Further, the engagement control of the forward clutch 3a can be performed without being hindered by the oil filling control. After step S7, the process of this flowchart ends.

  By the way, during cranking of the engine 1, electric power is consumed by the starter that drives the engine 1, and the rotational speed of the generator that is driven by the power of the engine 1 is not stable. For this reason, the voltage of the select solenoid 521 may not be stable during cranking.

  In this case, if the selection solenoid 521 is controlled by the oil filling control to try to fill the oil, the control pressure PS of the selection solenoid 521 becomes excessive, and as a result of excessive supply of the oil, the forward clutch 3a is suddenly engaged. There is concern that things will happen.

  In order to cope with such concerns, the engine 1 start determination in step S2 described above is performed in order to perform oil filling control when cranking of the engine 1 is completed in performing oil filling control when the engine 1 is started. Done.

  FIG. 5 is a diagram showing a first example of a timing chart corresponding to the flowchart shown in FIG. In FIG. 5, the control pressure PS ′ and the command pressure PS′_D indicate the control pressure PS and the command pressure PS_D in the comparative example. The comparative example shows a case where the holding valve 53 is not provided and the oil filling control is not performed as compared with the present embodiment. The KEY operation indicates the operation position of the ignition switch 25.

  At timing T1, the ignition switch 25 is OFF and the selected range is the P range. Further, the engine rotation speed Ne is zero, and the engine 1 is stopped. Further, the line pressure PL and the control pressure PS are atmospheric pressure.

  At timing T2, the ignition switch 25 is operated to the START position, and a start request for the engine 1 is made. As a result, cranking of the engine 1 is started, and the engine rotation speed Ne starts to fluctuate due to cranking.

  In this example, the selection range is changed from the P range to the D range between timing T3 and timing T4 during cranking. However, even if the selected range becomes the D range at the timing T4, the cranking is not completed, so the command pressure PS_D does not change.

  At timing T5, it is determined that the engine rotation speed Ne exceeds the predetermined rotation speed Ne1 and cranking is completed. For this reason, from the timing T5, the command pressure PS_D is set to be equal to or higher than the valve opening pressure PVO and lower than the predetermined hydraulic pressure PST by the first oil filling control.

  The line pressure PL starts to rise from timing T5 when cranking is completed. For this reason, even if the command pressure PS_D is set as described above at the timing T5, the control pressure PS does not immediately increase. However, when the line pressure PL increases sufficiently thereafter, the control pressure PS is increased in response to the command pressure PS_D. To rise. In the first oil filling control, since the command pressure PS_D is set lower than the predetermined oil pressure PST, even if the control pressure PS reaches the command pressure PS_D when the selected range is the D range, a shock due to sudden engagement does not occur. .

  At timing T11, a predetermined time TA elapses from timing T5. For this reason, the first oil filling control ends at the timing T11. Further, from timing T11, the engagement control of the forward clutch 3a is started, and thereby the command pressure PS_D increases. The predetermined time TA is set to a time during which the line pressure PL that increases as the engine 1 starts is stabilized.

  In the case of the comparative example, since oil filling control is not performed, even if the command pressure PS_D rises due to the engagement control of the forward clutch 3a at timing T11, first, oil is filled by the amount of oil that has escaped from the oil passage R. Is called. For this reason, the control pressure PS ′ does not start to rise immediately at the timing T11, but starts to rise at the subsequent timing T12. That is, a delay occurs in the engagement of the forward clutch 3a.

  In the case of the present embodiment, the oil passage R is filled with oil by the first oil filling control from the timing T5 to the timing T11. For this reason, when the command pressure PS_D increases due to the engagement control of the forward clutch 3a at the timing T11, the control pressure PS also immediately starts to increase accordingly. That is, there is no delay in the engagement of the forward clutch 3a.

  In the example of FIG. 5, the period from the timing T2 to the timing T11, that is, the period from when the start request for the engine 1 is started to when the engagement control of the forward clutch 3a is started is the time when the engine 1 is started. Oil filling control is performed within the period.

  FIG. 6 is a diagram illustrating a second example of a timing chart corresponding to the flowchart illustrated in FIG. 4. FIG. 6 shows a case where the selected range is changed from the P range to the D range after the cranking of the engine 1 is completed.

  In this example, cranking is completed at timing T5 with the selected range being the P range. For this reason, at the timing T5, the command pressure PS_D is set to be equal to or higher than the predetermined hydraulic pressure PST by the second oil filling control.

  At timing T6, the selected range is changed from the P range to the R range and is no longer in the P range. For this reason, at the timing T6, the command pressure PS_D is set to be equal to or higher than the valve opening pressure PVO and lower than the predetermined hydraulic pressure PST by the first oil filling control.

  At timing T7, the selected range is changed from the R range to the N range. For this reason, at the timing T7, the command pressure PS_D is set again to be equal to or higher than the predetermined hydraulic pressure PST by the second oil filling control. Further, at timing T8, when the selected range is changed from the N range to the D range and is no longer in the N range, the command pressure PS_D is set again to the valve opening pressure PVO or higher and lower than the predetermined hydraulic pressure PST by the first oil filling control. The

  In this example, the second oil filling control is performed while the line pressure PL is not sufficiently increased. For this reason, the control pressure PS is equivalent to the first example shown in FIG. 5 at the timing T11. However, according to the second oil filling control, the command pressure PS_D is set to be equal to or higher than the predetermined oil pressure PST. Therefore, depending on the timing at which the second oil filling control is executed, the oil filling is promoted more than the first oil filling control. Can be planned.

  Next, main effects of the present embodiment will be described.

  The automatic transmission 15 includes a forward clutch 3a, a manual valve 51, and a main hydraulic control system 52 configured to include a select solenoid 521. The manual valve 51 is located above the main hydraulic control system 52. An automatic transmission to be provided is configured. The automatic transmission 15 includes a holding valve 53 that is provided in an oil passage R that allows the manual valve 51 and the main hydraulic control system 52 to communicate with each other, and that holds the hydraulic pressure on the downstream side. The automatic transmission 15 controls the select solenoid 521 as a control valve so that the control pressure PS is applied to the holding valve 53 and the holding valve 53 is opened when the engine 1 as a drive source is started. Thus, a transmission controller 11 that performs oil filling control for filling the oil passage R with oil is provided.

  According to such a configuration, the hydraulic pressure can be held as much as possible by the holding valve 53 while the vehicle is not used, and the holding valve 53 is opened and filled with oil when the engine 1 as a drive source is started. Therefore, it is possible to prevent a delay in the supply of hydraulic pressure to the forward clutch 3a. For this reason, when the manual valve 51 is provided above the main hydraulic control system 52, it is possible to improve the situation in which the vehicle startability deteriorates (effect corresponding to claims 1 and 7).

  In the automatic transmission 15, the holding valve 53 has a valve opening pressure PVO set lower than the predetermined oil pressure PST, and the transmission controller 11 opens the command pressure PS_D of the control pressure PS when performing oil filling control. The first oil filling control is performed to set the valve pressure PVO or higher and lower than the predetermined hydraulic pressure PST.

  According to such a configuration, even when the selected range is a driving range such as a D-range, it is possible to prevent a shock due to sudden fastening due to oil filling (effect corresponding to claim 2).

  In the automatic transmission 15, the transmission controller 11 performs the first oil filling control when the selected range is not the P range or the N range, or when the selected range is a driving range such as the D range.

  According to such a configuration, oil filling by the first oil filling control can be appropriately performed in light of the state of the selection range (effect corresponding to claim 3).

  In the automatic transmission 15, the transmission controller 11 performs the second oil filling control for setting the command pressure PS_D to be equal to or higher than the predetermined hydraulic pressure PST when the selection range is the P range and the R range when performing the oil filling control. .

  According to such a configuration, when the non-driving range in which a shock due to sudden fastening is not generated by oil filling is selected, oil filling can be promoted (effect corresponding to claim 4).

  In the automatic transmission 15, the engine 1 constitutes a drive source of a vehicle on which the automatic transmission 15 is mounted, and the select solenoid 521 constitutes a control valve that controls the hydraulic pressure supplied to the manual valve 51 as the control pressure PS. Further, the transmission controller 11 performs oil filling control when cranking of the engine 1 is completed.

  According to such a configuration, it is possible to avoid a situation where the forward clutch 3a is suddenly engaged due to oil filling due to the unstable voltage of the select solenoid 521 during cranking of the engine 1 ( Effect corresponding to claim 5).

  In the automatic transmission 15, the manual valve 51 constitutes a switching valve that switches permission / prohibition of the hydraulic pressure supply to the forward clutch 3a.

  When the automatic transmission 15 has such a configuration, it is possible to prevent a situation in which the vehicle startability is deteriorated while increasing the space by shortening the manual shaft MS (corresponding to claim 6). Effect).

  The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

  In the embodiment described above, the forward clutch 3a is mainly described as an example of the fastening element. However, the fastening element may be, for example, the reverse brake 3b. In this case, the predetermined hydraulic pressure PST can be set lower than the hydraulic pressure at which the reverse brake 3b has torque capacity. For example, the predetermined hydraulic pressure PST may be set lower than the hydraulic pressure having the torque capacity of the lower clutch having the torque capacity of the forward clutch 3a and the reverse brake 3b.

  In the above-described embodiment, the case where the engine 1 constitutes the drive source of the vehicle has been described. However, the driving source of the vehicle can be configured by at least one of the engine 1 and the motor, for example.

  In the above-described embodiment, the case where the manual valve 51 constitutes a switching valve has been described. However, the switching valve can be constituted by, for example, a switching valve that operates with a pilot pressure. In this case, by controlling the pilot pressure control valve that generates the pilot pressure according to the selection range, it is possible to switch permission / prohibition of the hydraulic pressure supply to the fastening element according to the selection range.

  In the embodiment described above, the case where the automatic transmission 15 is a continuously variable automatic transmission has been described. However, the automatic transmission 15 may be, for example, a step-type automatic transmission that controls the gear ratio stepwise.

  In the above-described embodiment, the case where the transmission controller 11 is configured to have a control unit has been described. However, the control unit may be realized by distributing processing by a plurality of controllers such as the transmission controller 11 and the engine controller 10, for example.

1 Engine (drive source)
3 Forward / reverse switching mechanism 3a Forward clutch (fastening element)
3b Reverse brake (fastening element)
4 Continuously variable transmission 5 Hydraulic control circuit 51 Manual valve (switching valve)
52 Main hydraulic control system 521 Select solenoid (control valve)
53 Holding valve 11 Transmission controller (control unit)
15 Automatic transmission R Oil passage SL Shift lever

Claims (7)

A fastening element provided in a power transmission path connecting a drive source and a drive wheel of the vehicle;
A switching valve that switches between permitting and prohibiting hydraulic pressure supply to the fastening element, permitting hydraulic pressure supply to the fastening element when the selection range is a driving range, and the fastening element when the selection range is a non-driving range A switching valve that prohibits the supply of hydraulic pressure to
A main hydraulic control system, which is a hydraulic control system provided upstream of the switching valve and configured to include a control valve that controls the hydraulic pressure supplied to the switching valve as a control pressure;
An automatic transmission in which the switching valve is provided above the main hydraulic control system,
A holding valve that is provided in an oil passage that communicates the switching valve and the main hydraulic control system, and that holds the hydraulic pressure on the downstream side;
Control for performing oil filling control to fill the oil passage by causing the control pressure to act on the holding valve and controlling the control valve to open the holding valve when the drive source is started And an automatic transmission. The automatic transmission according to claim 1,
The holding valve has a valve opening pressure set lower than a predetermined hydraulic pressure that is a hydraulic pressure with a torque capacity of the fastening element,
In performing the oil filling control, the control unit performs a first oil filling control in which an instruction pressure of the control pressure is set to be equal to or higher than the valve opening pressure and lower than the predetermined hydraulic pressure.
An automatic transmission characterized by that. The automatic transmission according to claim 2,
The control unit performs the first oil filling control when the selected range is not the non-driving range or when the selected range is the driving range.
An automatic transmission characterized by that. The automatic transmission according to any one of claims 1 to 3,
When the selected range is the non-driving range, the control unit sets the command pressure of the control pressure to be equal to or higher than a predetermined hydraulic pressure that is a hydraulic pressure at which the fastening element has a torque capacity. 2 Control oil filling,
An automatic transmission characterized by that. The automatic transmission according to any one of claims 1 to 4,
The drive source is an engine;
The control valve is a linear solenoid valve,
The control unit performs the oil filling control when cranking of the engine is completed.
An automatic transmission characterized by that. The automatic transmission according to any one of claims 1 to 5,
The switching valve is a manual valve that is driven by an operating force of a shift lever.
An automatic transmission characterized by that. A fastening element provided in a power transmission path connecting a drive source and a drive wheel of a vehicle, and a switching valve for switching permission / prohibition of hydraulic pressure supply to the fastening element, and when the selected range is a driving range, to the fastening element And a switching valve that prohibits the supply of hydraulic pressure to the fastening element when the selected range is a non-driving range, and a hydraulic pressure that is provided upstream of the switching valve and is supplied to the switching valve as a control pressure A main hydraulic control system, which is a hydraulic control system configured to have a control valve for controlling the control valve, and an oil passage that communicates the switching valve and the main hydraulic control system, and holds downstream hydraulic pressure A control method for an automatic transmission in which the switching valve is provided above the main hydraulic control system,
When the drive source is started, the control pressure is applied to the holding valve, and the control valve is controlled to open the holding valve, thereby performing oil filling control for filling the oil passage with oil. ,
A control method for an automatic transmission, comprising:

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