JP5552136B2 - Control device for automatic transmission - Google Patents

Control device for automatic transmission Download PDF

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JP5552136B2
JP5552136B2 JP2012054511A JP2012054511A JP5552136B2 JP 5552136 B2 JP5552136 B2 JP 5552136B2 JP 2012054511 A JP2012054511 A JP 2012054511A JP 2012054511 A JP2012054511 A JP 2012054511A JP 5552136 B2 JP5552136 B2 JP 5552136B2
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speed
shift
selection mechanism
input shaft
hydraulic pressure
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JP2013189993A (en
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紀幸 八木
靖 稲川
史朗 五代
浩丈 大本
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Priority to JP2012054511A priority Critical patent/JP5552136B2/en
Priority to US13/476,463 priority patent/US8833191B2/en
Priority to CN201210171558.7A priority patent/CN102808941B/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0206—Layout of electro-hydraulic control circuits, e.g. arrangement of valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Description

この発明は自動変速機の制御装置に関し、より具体的にはツインクラッチ型の自動変速機の制御装置に関する。   The present invention relates to a control device for an automatic transmission, and more specifically to a control device for a twin clutch type automatic transmission.

ツインクラッチ型の自動変速機の制御装置の例としては、例えば特許文献１記載の技術を挙げることができる。特許文献１記載の技術は、車両に搭載された原動機に第１クラッチＣＬ１を介して接続される第１入力軸と出力軸との間に配置される１速、３速などの奇数段からなる変速段と、第２クラッチＣＬ２を介して接続される第２入力軸と出力軸との間に配置される２速、４速などの偶数段からなる変速段と、そのいずれかを選択可能な選択機構（シンクロ装置）からなる自動変速機と、第１、第２クラッチと選択機構への油圧供給を制御する第１、第２リニアソレノイドバルブＬＳ１，ＬＳ２（電磁制御弁。調圧手段）を備える。   As an example of a control device for a twin clutch type automatic transmission, for example, a technique described in Patent Document 1 can be cited. The technique described in Patent Document 1 is composed of an odd number of stages such as a first speed and a third speed arranged between a first input shaft and an output shaft connected to a prime mover mounted on a vehicle via a first clutch CL1. Any one of the shift speed and a shift speed composed of an even speed such as a second speed and a fourth speed disposed between the second input shaft and the output shaft connected via the second clutch CL2 can be selected. An automatic transmission comprising a selection mechanism (synchronization device), and first and second linear solenoid valves LS1 and LS2 (electromagnetic control valves, pressure regulating means) for controlling the hydraulic pressure supply to the first and second clutches and the selection mechanism. Prepare.

特許文献１記載の技術にあっては、第１リニアソレノイドバルブＬＳ１は励磁されるとき、第１クラッチＣＬ１と奇数段の組に対応する選択機構に選択的に油圧を供給し、第２リニアソレノイドバルブＬＳ２は励磁されるとき、第２クラッチＣＬ２と偶数段の組に対応する選択機構に選択的に油圧を供給して変速するように構成される。   In the technique described in Patent Document 1, when the first linear solenoid valve LS1 is excited, the first linear solenoid valve LS1 is selectively supplied with hydraulic pressure to a selection mechanism corresponding to the first clutch CL1 and an odd number of stages, and the second linear solenoid valve When energized, the valve LS2 is configured to selectively supply hydraulic pressure to the selection mechanism corresponding to the second clutch CL2 and the even-numbered stage to change speed.

特開２０１１−０５２８００号公報JP 2011-052800 A

ところで、自動変速機にあっては多段化の要求に応じて変速段が８速などと増加されているが、車速とアクセル開度から変速マップを検索して変速するとき、従来の５速までの変速機であれば、例えば５速から３速に飛び変速するところ、８速、７速と連続的に変速した後に４速に飛ぶ、あるいは７速、６速と連続的に変速した後に３速に飛ぶなどの変速が要求されることがある。   By the way, in the case of an automatic transmission, the gear position is increased to 8th speed or the like in response to a request for multi-stage, but when shifting by searching a shift map from the vehicle speed and the accelerator opening, up to the conventional 5th speed. For example, when shifting from 5th gear to 3rd gear, the gear shifts continuously to 8th gear and 7th gear, then jumps to 4th gear, or after continuously shifting to 7th gear and 6th gear, 3 A shift such as flying at high speed may be required.

特許文献１記載の技術でそのような変速を行う場合を図４から図１０を参照して説明する。図４以降では７速、６速、３速と変速する場合を例に取る。   The case of performing such a shift by the technique described in Patent Document 1 will be described with reference to FIGS. In FIG. 4 and subsequent figures, the case of shifting to the seventh speed, the sixth speed, and the third speed is taken as an example.

尚、特許文献１記載の技術は、第１、第２リニアソレノイドバルブ（以下「ＬＳ１など」という）に加え、オン・オフソレノイドＳＨ１、ＳＨ２、ＳＨ３Ａ、ＳＨ３Ｂ（以下「ＳＨ１など」という）を備えたシフトバルブ（方向切換弁）ＶＡ１，ＶＡ１，ＶＡ３Ａ，ＶＡ３Ｂを備える。シフトバルブは図で上方に示された４つの選択機構（シンクロ装置）に２個ずつ対向配置させたピストンＰＳｎのピストン室に接続される（ｎは１から７速までの前進段と後進段Ｒを示す）。   The technique described in Patent Document 1 includes on / off solenoids SH1, SH2, SH3A, SH3B (hereinafter referred to as “SH1”) in addition to the first and second linear solenoid valves (hereinafter referred to as “LS1”). Shift valves (direction switching valves) VA1, VA1, VA3A, VA3B are provided. The shift valve is connected to the piston chamber of the piston PSn that is disposed two by two on the four selection mechanisms (synchronizers) shown in the upper part of the figure (n is the forward speed from the first to the seventh speed and the reverse speed R) Showing).

以下説明すると、図４に示す７速インギヤ確定状態では、ピストンＰＳ７は油圧を供給され終わって７速インギヤ位置にディテント（凹部）で固定され、奇数段側のＬＳ１を励磁して第１クラッチＣＬ１に油圧が供給され、係合される。   In the 7-speed in-gear fixed state shown in FIG. 4, the piston PS7 is supplied with hydraulic pressure and fixed to the 7-speed in-gear position with a detent (concave portion), and the LS1 on the odd-numbered stage side is excited to excite the first clutch CL1. Hydraulic pressure is supplied to and engaged.

次いで図５と図６に示す如く、奇数段側のＬＳ１に加え、偶数段側のＬＳ２を励磁しつつＳＨ２，ＳＨ３Ｂを励磁して６速ピストンＰＳ６に油圧を供給し、インギヤ位置に向けて押圧してディテントに係合させ、６速にインギヤ（プリシフト）させる。   Next, as shown in FIG. 5 and FIG. 6, in addition to the odd-numbered stage side LS1, the SH2 and SH3B are excited while exciting the even-numbered stage side LS2, and the hydraulic pressure is supplied to the 6-speed piston PS6 and pressed toward the in-gear position. Then, it is engaged with the detent and in-gear (preshift) to the sixth speed.

次いで図７に示す如く、ＬＳ１，ＬＳ２を励磁したまま、ＳＨ１，ＳＨ３Ａを励磁して５速ピストンＰＳ５に油圧を供給して７速ピストンＰＳ７をニュートラル（Ｎ）位置までプリシフトさせる。   Next, as shown in FIG. 7, with LS1 and LS2 being excited, SH1 and SH3A are excited to supply hydraulic pressure to the fifth speed piston PS5, and the seventh speed piston PS7 is pre-shifted to the neutral (N) position.

次いで図８に示す如く、ＳＨ１，ＳＨ３Ｂを励磁して３速ピストンＰＳ３に油圧を供給してインギヤ位置に向けて押圧してディテントに係合させ、３速にインギヤ（プリシフト）させる。これにより、図９に示す如く、６速から３速にクラッチ変速（ＣｔｏＣ変速）することが可能となる。   Next, as shown in FIG. 8, SH1 and SH3B are excited to supply hydraulic pressure to the third-speed piston PS3 and pressed toward the in-gear position to be engaged with the detent and in-gear (pre-shift) to the third speed. As a result, as shown in FIG. 9, it is possible to shift the clutch from the sixth speed to the third speed (CtoC shift).

しかしながら、特許文献１記載の技術にあっては、上記したように第１リニアソレノイドバルブ（ＬＳ１）が奇数段、第２リニアソレノイドバルブ（ＬＳ２）が偶数段の変速を分担するように構成されるため、図４から図９に示すような奇数段同士のプリシフトが連続すると、図１０に示す如く、第１リニアソレノイドバルブ（ＬＳ１）の動作（励磁）を同時に行うことができず、その分だけ変速に時間を要する不都合があった。図示は省略するが、偶数段同士のプリシフトが連続するときも同様である。   However, in the technique described in Patent Document 1, the first linear solenoid valve (LS1) is configured to share the odd-numbered shift and the second linear solenoid valve (LS2) to share the even-numbered shift as described above. For this reason, if the odd-numbered pre-shifts as shown in FIGS. 4 to 9 continue, the operation (excitation) of the first linear solenoid valve (LS1) cannot be performed simultaneously as shown in FIG. There was an inconvenience of requiring time for shifting. Although not shown, the same applies when pre-shifts between even stages continue.

従って、この発明の目的は上記した課題を解決し、ツインクラッチ型の自動変速機において奇数段あるいは偶数段同士のプリシフトが連続する飛び変速に要する時間を短縮するようにした自動変速機の制御装置を提供することにある。 An object of this invention is therefore to solve the above problems, the automatic transmission is odd Dan'a Rui in twin-clutch-type automatic transmission so as to reduce the time required for jumping shift pre-shifting of the even number Dando mechanic consecutive It is to provide a control device for a machine.

上記した課題を解決するために、請求項１にあっては、車両に搭載された原動機に第１、第２クラッチを介して接続される第１、第２入力軸と、前記第１、第２入力軸と平行に配置される少なくとも１個の出力軸と、前記第１入力軸と前記出力軸との相対速度を変更する複数の第１変速段と、前記第２入力軸と前記出力軸との相対速度を変更する複数の第２変速段群とを有する自動変速機の制御装置であって、前記複数の第１変速段群は、いずれも奇数段となる変速段Ａ，Ｃ，Ｅ，Ｇを有し、前記複数の第２変速段群は、いずれも偶数段となる変速段Ｂ，Ｄ，Ｆを有し、前記変速段Ａ，Ｂ，Ｃ，Ｄ，Ｅ，Ｆ，Ｇは、変速比の大きい順に変速段Ａ，Ｂ，Ｃ，Ｄ，Ｅ，Ｆ，Ｇとして設定され、前記第１入力軸または前記出力軸に対し前記変速段Ａを非係合／係合させる選択機構Ａと、前記第１入力軸または前記出力軸に対し前記変速段Ｃを非係合／係合させる選択機構Ｃと、前記第１入力軸または前記出力軸に対し前記変速段Ｅを非係合／係合させる選択機構Ｅと、前記第１入力軸または前記出力軸に対し前記変速段Ｇを非係合／係合させる選択機構Ｇと、前記第２入力軸または前記出力軸に対し前記変速段Ｂを非係合／係合させる選択機構Ｂと、前記第２入力軸または前記出力軸に対し前記変速段Ｄを非係合／係合させる選択機構Ｄと、前記第２入力軸または前記出力軸に対し前記変速段Ｆを非係合／係合させる選択機構Ｆと、前記選択機構Ａ，Ｃ，Ｆに供給される油圧を選択的に調整することで前記選択機構Ａ，Ｃ，Ｆを選択的に駆動する第１調圧手段と、前記選択機構Ｂ，Ｄ，Ｅ，Ｇに供給される油圧を選択的に調整することで前記選択機構Ｂ，Ｄ，Ｅ，Ｇを選択的に駆動する第２調圧手段とを備えるように構成した。 In order to solve the above-described problem, in claim 1, the first and second input shafts connected to the prime mover mounted on the vehicle via the first and second clutches, and the first and second At least one output shaft arranged in parallel with the two input shafts, a plurality of first shift stages for changing the relative speed between the first input shaft and the output shaft, the second input shaft and the output shaft And a plurality of second shift speed groups for changing the relative speed of the automatic transmission, wherein the plurality of first shift speed groups are shift speeds A, C, E, all of which are odd speeds. has a G, the plurality of second gear position groups, gear position B of both the even-numbered stages, D, has a F, before Symbol variable speed a, B, C, D, E, F, G is descending order to the speed a of the gear ratio, B, C, D, E, F, is set as G, the shift speed to the first input shaft or the output shaft a A selection mechanism A for disengaging / engaging, a selection mechanism C for disengaging / engaging the shift stage C with respect to the first input shaft or the output shaft, and the first input shaft or the output shaft. A selection mechanism E for disengaging / engaging the shift speed E, a selection mechanism G for disengaging / engaging the shift speed G with respect to the first input shaft or the output shaft, and the second input A selection mechanism B for disengaging / engaging the shift stage B with respect to the shaft or the output shaft, and a selection mechanism D for disengaging / engaging the shift stage D with respect to the second input shaft or the output shaft. A selection mechanism F for disengaging / engaging the shift stage F with respect to the second input shaft or the output shaft, and a hydraulic pressure supplied to the selection mechanisms A, C, F selectively. A first pressure adjusting means for selectively driving the selection mechanisms A, C, F, and the selection mechanisms B, D, E. The selection mechanism B by selectively adjusting the hydraulic pressure supplied to the G, was configured with D, E, and a second pressure regulating means for selectively driving the G.

請求項２に係る自動変速機の制御装置にあっては、前記複数の第２変速段群は、前記変速段Ｇの次に小さな変速比であり且つ偶数段である変速段Ｈを有し、前記第２入力軸または前記出力軸に対し前記変速段Ｈを非係合／係合させる選択機構Ｈを有し、前記第１調圧手段は、前記選択機構Ａ，Ｃ，Ｆ，Ｈに供給される油圧を選択的に調整することで前記選択機構Ａ，Ｃ，Ｆ，Ｈを選択的に駆動するように構成した。 In the control apparatus for an automatic transmission according to claim 2, the plurality of second shift speed groups have a shift speed H that is the next smallest gear ratio after the shift speed G and is an even speed. A selection mechanism H for disengaging / engaging the shift speed H with respect to the second input shaft or the output shaft is provided, and the first pressure adjusting means is supplied to the selection mechanisms A, C, F, and H. The selection mechanisms A, C, F, and H are selectively driven by selectively adjusting the hydraulic pressure .

請求項３に係る自動変速機の制御装置にあっては、前記選択機構Ａおよび前記選択機構Ｃを対とする選択機構ＡＣと、前記選択機構Ｆおよび前記選択機構Ｈを対とする選択機構ＦＨと、前記選択機構Ｂおよび前記選択機構Ｄを対とする選択機構ＢＤと、前記選択機構Ｅおよび前記選択機構Ｇを対とする選択機構ＥＧとを備え、前記第１調圧手段は、前記選択機構ＡＣまたは前記選択機構ＦＨに供給される油圧を選択的に調整し、前記第２調圧手段は、前記選択機構ＢＤまたは前記選択機構ＥＧに供給される油圧を選択的に調整するように構成した。 In the control apparatus for an automatic transmission according to claim 3, the selection mechanism AC including the selection mechanism A and the selection mechanism C as a pair, and the selection mechanism FH including the selection mechanism F and the selection mechanism H as a pair. A selection mechanism BD having a pair of the selection mechanism B and the selection mechanism D, and a selection mechanism EG having a pair of the selection mechanism E and the selection mechanism G, wherein the first pressure adjusting means includes the selection mechanism EG. The hydraulic pressure supplied to the mechanism AC or the selection mechanism FH is selectively adjusted, and the second pressure adjusting means is configured to selectively adjust the hydraulic pressure supplied to the selection mechanism BD or the selection mechanism EG. did.

請求項４に係る自動変速機の制御装置にあっては、前記第１調圧手段および前記第２調圧手段に油圧を供給する油圧源と、前記第１調圧手段と前記油圧源との間に介挿された複数のシフトバルブを有する第１シフトバルブ群と、前記第２調圧手段と前記油圧源との間に介挿された複数のシフトバルブを有する第２シフトバルブ群とを有するように構成した。
請求項５に係る自動変速機の制御装置にあっては、前記第１クラッチに供給される油圧を制御することで前記第１入力軸に対する前記原動機からの入力を断切する第３調圧手段と、前記第２クラッチに供給される油圧を制御することで前記第２入力軸に対する前記原動機からの入力を断切する第４調圧手段とをそなえ、前記第３調圧手段は、前記第１シフトバルブ群のうちの少なくとも一つのシフトバルブを介して入力された油圧を前記第１クラッチに供給し、前記第４調圧手段は、前記第２シフトバルブ群のうちの少なくとも一つのシフトバルブを介して入力された油圧を前記第２クラッチに供給するように構成した。 In the control apparatus for an automatic transmission according to claim 4, a hydraulic source that supplies hydraulic pressure to the first pressure regulating unit and the second pressure regulating unit, and the first pressure regulating unit and the hydraulic source A first shift valve group having a plurality of shift valves interposed therebetween, and a second shift valve group having a plurality of shift valves interposed between the second pressure regulating means and the hydraulic pressure source. It was configured to have.
In the control device for an automatic transmission according to claim 5, third pressure regulating means for cutting off the input from the prime mover to the first input shaft by controlling the hydraulic pressure supplied to the first clutch; And a fourth pressure regulating means for cutting off the input from the prime mover to the second input shaft by controlling the hydraulic pressure supplied to the second clutch, and the third pressure regulating means comprises the first shift The hydraulic pressure input via at least one shift valve in the valve group is supplied to the first clutch, and the fourth pressure regulating means is provided via at least one shift valve in the second shift valve group. The hydraulic pressure input in this way is supplied to the second clutch.

請求項１に係る自動変速機の制御装置にあっては、車両に搭載された原動機に第１、第２クラッチを介して接続される第１、第２入力軸と、前記第１、第２入力軸と平行に配置される少なくとも１個の出力軸と、前記第１入力軸と前記出力軸との相対速度を変更する複数の第１変速段群と、前記第２入力軸と前記出力軸との相対速度を変更する複数の第２変速段群とを有する自動変速機の制御装置であって、前記複数の第１変速段群は、いずれも奇数段となる変速段Ａ，Ｃ，Ｅ，Ｇを有し、前記複数の第２変速段群は、いずれも偶数段となる変速段Ｂ，Ｄ，Ｆを有し、前記変速段Ａ，Ｂ，Ｃ，Ｄ，Ｅ，Ｆ，Ｇは、変速比の大きい順に変速段Ａ，Ｂ，Ｃ，Ｄ，Ｅ，Ｆ，Ｇとして設定され、前記第１入力軸または前記出力軸に対し前記変速段Ａを非係合／係合させる選択機構Ａと、前記第１入力軸または前記出力軸に対し前記変速段Ｃを非係合／係合させる選択機構Ｃと、前記第１入力軸または前記出力軸に対し前記変速段Ｅを非係合／係合させる選択機構Ｅと、前記第１入力軸または前記出力軸に対し前記変速段Ｇを非係合／係合させる選択機構Ｇと、前記第２入力軸または前記出力軸に対し前記変速段Ｂを非係合／係合させる選択機構Ｂと、前記第２入力軸または前記出力軸に対し前記変速段Ｄを非係合／係合させる選択機構Ｄと、前記第２入力軸または前記出力軸に対し前記変速段Ｆを非係合／係合させる選択機構Ｆと、前記選択機構Ａ，Ｃ，Ｆに供給される油圧を選択的に調整することで前記選択機構Ａ，Ｃ，Ｆを選択的に駆動する第１調圧手段と、前記選択機構Ｂ，Ｄ，Ｅ，Ｇに供給される油圧を選択的に調整することで前記選択機構Ｂ，Ｄ，Ｅ，Ｇを選択的に駆動する第２調圧手段とを備えるように構成したので、例えば、７速、６速と連続的に変速した後に３速に飛ぶなどの変速をするとき、第１、第２の調圧手段で奇数段あるいは偶数段同士のプリシフトを連続させることができ、よって飛び変速に要する時間を短縮することができる。 In the automatic transmission control device according to claim 1, the first and second input shafts connected to the prime mover mounted on the vehicle via the first and second clutches, and the first and second At least one output shaft arranged in parallel with the input shaft, a plurality of first shift speed groups for changing a relative speed between the first input shaft and the output shaft, the second input shaft and the output shaft And a plurality of second shift speed groups for changing the relative speed of the automatic transmission, wherein the plurality of first shift speed groups are shift speeds A, C, E, all of which are odd speeds. , G, and the plurality of second shift speed groups have shift speeds B, D, F that are all even numbers, and the shift speeds A, B, C, D, E, F, G are The gears A, B, C, D, E, F, and G are set in descending order of the gear ratio, and the gear A is set to the first input shaft or the output shaft. A selection mechanism A to be engaged / engaged, a selection mechanism C to disengage / engage the gear C with respect to the first input shaft or the output shaft, and to the first input shaft or the output shaft. A selection mechanism E for disengaging / engaging the shift speed E, a selection mechanism G for disengaging / engaging the shift speed G with respect to the first input shaft or the output shaft, and the second input shaft Or a selection mechanism B for disengaging / engaging the shift stage B with respect to the output shaft, and a selection mechanism D for disengaging / engaging the shift stage D with respect to the second input shaft or the output shaft. By selectively adjusting the selection mechanism F for disengaging / engaging the shift stage F with respect to the second input shaft or the output shaft, and the hydraulic pressure supplied to the selection mechanisms A, C, F A first pressure adjusting means for selectively driving the selection mechanisms A, C, F; and the selection mechanisms B, D, E, The selection mechanism B, D, E, since by Uni configuration and a second pressure regulating means for selectively driving the G by selectively adjusting the hydraulic pressure supplied to, if example embodiment, 7-speed, 6 when the shift, such as fly to the third speed after continuously shifting the speed, first, odd Dan'a Rui in the second pressure regulating means can be continuously pre-shifting of the even Dando workers, thus jumping shift Can be shortened.

請求項２に係る自動変速機の制御装置にあっては、前記複数の第２変速段群は、前記変速段Ｇの次に小さな変速比であり且つ偶数段である変速段Ｈを有し、前記第２入力軸または前記出力軸に対し前記変速段Ｈを非係合／係合させる選択機構Ｈを有し、前記第１調圧手段は、前記選択機構Ａ，Ｃ，Ｆ，Ｈに供給される油圧を選択的に調整することで前記選択機構Ａ，Ｃ，Ｆ，Ｈを選択的に駆動する如く構成したので、上記した効果に加え、変速するとき、第１、第２の調圧手段で奇数段（あるいは偶数段）同士のプリシフトを一層連続させることができ、飛び変速に要する時間を短縮することができる。
請求項３に係る自動変速機の制御装置にあっては、前記選択機構Ａおよび前記選択機構Ｃを対とする選択機構ＡＣと、前記選択機構Ｆおよび前記選択機構Ｈを対とする選択機構ＦＨと、前記選択機構Ｂおよび前記選択機構Ｄを対とする選択機構ＢＤと、前記選択機構Ｅおよび前記選択機構Ｇを対とする選択機構ＥＧとを備え、前記第１調圧手段は、前記選択機構ＡＣまたは前記選択機構ＦＨに供給される油圧を選択的に調整し、前記第２調圧手段は、前記選択機構ＢＤまたは前記選択機構ＥＧに供給される油圧を選択的に調整するように構成、換言すれば、変速比において最大と最小の変速段を含む組と、その中間の変速段を含む組に区分したので、例えば８速、７速と連続的に変速した後に４速に飛ぶ、あるいは７速、６速と連続的に変速した後に３速に飛ぶなどの変速をするとき、第１、第２の調圧手段で奇数段あるいは偶数段同士のプリシフトを連続させることができ、よって飛び変速に要する時間を短縮することができる。 In the control apparatus for an automatic transmission according to claim 2, the plurality of second shift speed groups have a shift speed H that is the next smallest gear ratio after the shift speed G and is an even speed. A selection mechanism H for disengaging / engaging the shift speed H with respect to the second input shaft or the output shaft is provided, and the first pressure adjusting means is supplied to the selection mechanisms A, C, F, and H. Since the selection mechanisms A, C, F, and H are selectively driven by selectively adjusting the hydraulic pressure to be applied, in addition to the above-described effects, the first and second pressure adjustments are performed when shifting. By means, the pre-shifting between odd-numbered stages (or even-numbered stages) can be further continued, and the time required for the jump shift can be shortened.
In the control apparatus for an automatic transmission according to claim 3, the selection mechanism AC including the selection mechanism A and the selection mechanism C as a pair, and the selection mechanism FH including the selection mechanism F and the selection mechanism H as a pair. A selection mechanism BD having a pair of the selection mechanism B and the selection mechanism D, and a selection mechanism EG having a pair of the selection mechanism E and the selection mechanism G, wherein the first pressure adjusting means includes the selection mechanism EG. The hydraulic pressure supplied to the mechanism AC or the selection mechanism FH is selectively adjusted, and the second pressure adjusting means is configured to selectively adjust the hydraulic pressure supplied to the selection mechanism BD or the selection mechanism EG. In other words, since it is divided into a group including the maximum and minimum gears in the gear ratio and a group including intermediate gears, for example, the gear jumps to the fourth gear after continuously shifting to the eighth and seventh gears. Alternatively, shift continuously with 7th and 6th gear When shifting to the 3rd speed, etc., the first and second pressure adjusting means can continue the odd-numbered or even-numbered pre-shifts, thereby reducing the time required for the jumping speed. .

請求項４に係る自動変速機の制御装置にあっては、前記第１調圧手段および前記第２調圧手段に油圧を供給する油圧源と、前記第１調圧手段と前記油圧源との間に介挿された複数のシフトバルブを有する第１シフトバルブ群と、前記第２調圧手段と前記油圧源との間に介挿された複数のシフトバルブを有する第２シフトバルブ群とを有する如く構成したので、上記した効果に加え、簡易な構成で各選択機構に確実に油圧を供給できると共に、油圧応答性を向上させることができる。 In the control apparatus for an automatic transmission according to claim 4 , a hydraulic source that supplies hydraulic pressure to the first pressure regulating unit and the second pressure regulating unit, and the first pressure regulating unit and the hydraulic source A first shift valve group having a plurality of shift valves interposed therebetween, and a second shift valve group having a plurality of shift valves interposed between the second pressure regulating means and the hydraulic pressure source. In addition to the effects described above, the hydraulic pressure can be reliably supplied to each selection mechanism with a simple configuration, and the hydraulic response can be improved.

請求項５に係る自動変速機の制御装置にあっては、前記第１クラッチに供給される油圧を制御することで前記第１入力軸に対する前記原動機からの入力を断切する第３調圧手段と、前記第２クラッチに供給される油圧を制御することで前記第２入力軸に対する前記原動機からの入力を断切する第４調圧手段とをそなえ、前記第３調圧手段は、前記第１シフトバルブ群のうちの少なくとも一つのシフトバルブを介して入力された油圧を前記第１クラッチに供給し、前記第４調圧手段は、前記第２シフトバルブ群のうちの少なくとも一つのシフトバルブを介して入力された油圧を前記第２クラッチに供給するように構成したので、上記した効果に加え、第１、第２調圧手段が選択機構の他に第１、第２クラッチの動作の制御に使用されることがないことから、飛び変速に要する時間を一層短縮することができる。また、第３、第４調圧手段を、選択機構と独立に第１、第２クラッチの動作を制御するために設けることで、油圧応答性を一層向上させることができる。 In the control device for an automatic transmission according to claim 5 , third pressure regulating means for cutting off the input from the prime mover to the first input shaft by controlling the hydraulic pressure supplied to the first clutch; And a fourth pressure regulating means for cutting off the input from the prime mover to the second input shaft by controlling the hydraulic pressure supplied to the second clutch, and the third pressure regulating means comprises the first shift The hydraulic pressure input via at least one shift valve in the valve group is supplied to the first clutch, and the fourth pressure regulating means is provided via at least one shift valve in the second shift valve group. since it is configured for supplying input hydraulic pressure to the second clutch Te, in addition to the effects mentioned above, the first, in addition to the first, control of the operation of the second clutch of the second pressure regulating means selecting mechanism Never used From it, it is possible to further shorten the time required for the jump shift. Further, by providing the third and fourth pressure adjusting means to control the operation of the first and second clutches independently of the selection mechanism, the hydraulic response can be further improved.

この発明の実施例に係る自動変速機の制御装置を全体的に示す概略図である。BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an entire automatic transmission control apparatus according to an embodiment of the present invention. 図１に示す油圧供給装置の構成を詳細に示す油圧回路図である。FIG. 2 is a hydraulic circuit diagram showing in detail the configuration of the hydraulic pressure supply device shown in FIG. 1. 図１に示す自動変速機の制御装置の動作を示すタイム・チャートである。It is a time chart which shows operation | movement of the control apparatus of the automatic transmission shown in FIG. 特許文献１記載の技術の動作を示す説明図である。11 is an explanatory diagram showing an operation of the technique described in Patent Document 1. FIG. 同様に特許文献１記載の技術の動作を示す説明図である。Similarly, it is explanatory drawing which shows operation | movement of the technique of patent document 1. FIG. 同様に特許文献１記載の技術の動作を示す説明図である。Similarly, it is explanatory drawing which shows operation | movement of the technique of patent document 1. FIG. 同様に特許文献１記載の技術の動作を示す説明図である。Similarly, it is explanatory drawing which shows operation | movement of the technique of patent document 1. FIG. 同様に特許文献１記載の技術の動作を示す説明図である。Similarly, it is explanatory drawing which shows operation | movement of the technique of patent document 1. FIG. 同様に特許文献１記載の技術の動作を示す説明図である。Similarly, it is explanatory drawing which shows operation | movement of the technique of patent document 1. FIG. 同様に特許文献１記載の技術の動作を示す説明図である。Similarly, it is explanatory drawing which shows operation | movement of the technique of patent document 1. FIG.

以下、添付図面を参照してこの発明に係る自動変速機の制御装置を実施するための形態について説明する。   DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, embodiments for implementing a control device for an automatic transmission according to the invention will be described with reference to the accompanying drawings.

図１はこの発明の実施例に係る自動変速機の制御装置を全体的に示す概略図である。   FIG. 1 is a schematic diagram showing an overall control apparatus for an automatic transmission according to an embodiment of the present invention.

以下説明すると、符号Ｔは自動変速機（以下「変速機」という）を示す。変速機Ｔは車両１に搭載される、前進８速で後進１速の変速段を有するツインクラッチ型の自動変速機からなると共に、Ｄ，Ｐ，Ｒ，Ｎのレンジを有する。   In the following description, the symbol T indicates an automatic transmission (hereinafter referred to as “transmission”). The transmission T is a twin-clutch type automatic transmission mounted on the vehicle 1 and having eight forward speeds and one reverse speed, and has a range of D, P, R, and N.

変速機Ｔは、エンジン（原動機）１０のクランクシャフトに接続される駆動軸１０ａにトルクコンバータ１２を介して接続される偶数段入力軸１４を備えると共に、偶数段入力軸１４と平行して奇数段入力軸１６を備える。エンジン１０は例えばガソリンを燃料とする火花点火式の内燃機関からなる。   The transmission T includes an even-numbered input shaft 14 connected via a torque converter 12 to a drive shaft 10 a connected to a crankshaft of the engine (prime mover) 10, and an odd-numbered speed parallel to the even-numbered input shaft 14. An input shaft 16 is provided. The engine 10 is composed of, for example, a spark ignition type internal combustion engine using gasoline as fuel.

トルクコンバータ１２はエンジン１０の駆動軸１０ａに直結されるドライブプレート１２ａに固定されるポンプインペラ１２ｂと、偶数段入力軸１４に固定されるタービンランナ１２ｃと、ロックアップクラッチ１２ｄを有し、よってエンジン１０の駆動力（回転）はトルクコンバータ１２を介して偶数段入力軸１４に伝達される。   The torque converter 12 has a pump impeller 12b fixed to a drive plate 12a directly connected to a drive shaft 10a of the engine 10, a turbine runner 12c fixed to an even-numbered input shaft 14, and a lock-up clutch 12d. The driving force (rotation) of 10 is transmitted to the even-stage input shaft 14 via the torque converter 12.

偶数段入力軸１４と奇数段入力軸１６と平行にアイドル軸１８が設けられる。偶数段入力軸１４はギヤ１４ａ，１８ａを介してアイドル軸１８に接続されると共に、奇数段入力軸１６はギヤ１６ａ，ギヤ１８ａを介してアイドル軸１８と接続され、よって偶数段入力軸１４と奇数段入力軸１６とアイドル軸１８はエンジン１０の回転につれて回転する。   An idle shaft 18 is provided in parallel with the even-numbered input shaft 14 and the odd-numbered input shaft 16. The even-stage input shaft 14 is connected to the idle shaft 18 via gears 14a and 18a, and the odd-stage input shaft 16 is connected to the idle shaft 18 via gears 16a and 18a. The odd-stage input shaft 16 and the idle shaft 18 rotate as the engine 10 rotates.

また、第１副入力軸２０と第２副入力軸２２とが奇数段入力軸１６と偶数段入力軸１４の外周にそれぞれ同軸かつ相対回転自在に配置される。   Further, the first sub input shaft 20 and the second sub input shaft 22 are arranged coaxially and relatively rotatably on the outer circumferences of the odd-stage input shaft 16 and the even-stage input shaft 14, respectively.

奇数段入力軸１６と第１副入力軸２０は第１クラッチ２４を介して接続されると共に、偶数段入力軸１４と第２副入力軸２２も第２クラッチ２６を介して接続される。第１、第２クラッチ２４，２６は共に油圧作動の湿式多板クラッチからなる。   The odd-stage input shaft 16 and the first auxiliary input shaft 20 are connected via a first clutch 24, and the even-numbered input shaft 14 and the second auxiliary input shaft 22 are also connected via a second clutch 26. The first and second clutches 24 and 26 are both hydraulically operated wet multi-plate clutches.

偶数段入力軸１４と奇数段入力軸１６の間には、偶数段入力軸１４と奇数段入力軸１６と平行に出力軸２８が配置される。偶数段入力軸１４と奇数段入力軸１６とアイドル軸１８と出力軸２８はベアリング３０で回転自在に支承される。   An output shaft 28 is disposed between the even-stage input shaft 14 and the odd-stage input shaft 16 in parallel with the even-stage input shaft 14 and the odd-stage input shaft 16. The even-numbered input shaft 14, the odd-numbered input shaft 16, the idle shaft 18, and the output shaft 28 are rotatably supported by bearings 30.

奇数段側の第１副入力軸２０には１速ドライブギヤ３２と、３速ドライブギヤ３４と、５速ドライブギヤ３６と、７速ドライブギヤ３８が固定されると共に、偶数段側の第２副入力軸２２には２速ドライブギヤ４０と４速ドライブギヤ４２と６速ドライブギヤ４４と８速ドライブギヤ４６が固定される。   A first-speed drive gear 32, a third-speed drive gear 34, a fifth-speed drive gear 36, and a seventh-speed drive gear 38 are fixed to the odd-numbered first auxiliary input shaft 20, and a second-numbered second-side input shaft 20 A second speed drive gear 40, a fourth speed drive gear 42, a sixth speed drive gear 44, and an eighth speed drive gear 46 are fixed to the auxiliary input shaft 22.

出力軸２８には１速ドライブギヤ３２と２速ドライブギヤ４０に噛合する１速−２速ドリブンギヤ４８と、３速ドライブギヤ３４と４速ドライブギヤ４２に噛合する３速−４速ドリブンギヤ５０と、５速ドライブギヤ３６と６速ドライブギヤ４４と噛合する５速−６速ドリブンギヤ５２と、７速ドライブギヤ３８と８速ドライブギヤ４６と噛合する７速−８速ドリブンギヤ５４が固定される。   The output shaft 28 has a first-speed to second-speed driven gear 48 that meshes with the first-speed drive gear 32 and the second-speed drive gear 40, and a third-speed to fourth-speed driven gear 50 that meshes with the third-speed drive gear 34 and the fourth-speed drive gear 42. A 5-speed-6-speed driven gear 52 that meshes with the 5-speed drive gear 36 and the 6-speed drive gear 44 and a 7-speed-8-speed driven gear 54 that meshes with the 7-speed drive gear 38 and the 8-speed drive gear 46 are fixed.

アイドル軸１８には、出力軸２８に固定される１速−２速ドリブンギヤ４８と噛合するＲＶＳ（後進）アイドルギヤ５６が回転自在に支持される。アイドル軸１８とＲＶＳアイドルギヤ５６はＲＶＳクラッチ５８を介して接続される。ＲＶＳクラッチ５８は、第１、第２クラッチ２４，２６と同様、油圧作動の湿式多板クラッチからなるが、第１、第２クラッチ２４，２６に比して小径で摩擦材枚数も少なく構成される。   On the idle shaft 18, an RVS (reverse) idle gear 56 that meshes with a first-speed / second-speed driven gear 48 fixed to the output shaft 28 is rotatably supported. The idle shaft 18 and the RVS idle gear 56 are connected via an RVS clutch 58. Like the first and second clutches 24 and 26, the RVS clutch 58 comprises a hydraulically operated wet multi-plate clutch, but has a smaller diameter and a smaller number of friction materials than the first and second clutches 24 and 26. The

奇数段入力軸１６には１速ドライブギヤ３２と３速ドライブギヤ３４を選択的に第１副入力軸２０に固定する１−３速シンクロ機構６０（選択機構Ａ，Ｃ，ＡＣ）と、５速ドライブギヤ３６と７速ドライブギヤ３８を選択的に第１副入力軸２０に固定する５−７速シンクロ機構６２（選択機構Ｅ，Ｇ，ＥＧ）が配置される。 The odd-numbered stage input shaft 16 has a 1-3 speed sync mechanism 60 (selection mechanisms A, C, AC) for selectively fixing the 1st speed drive gear 32 and the 3rd speed drive gear 34 to the first auxiliary input shaft 20, and 5 A 5-7 speed sync mechanism 62 (selection mechanisms E, G, EG) for selectively fixing the high speed drive gear 36 and the seventh speed drive gear 38 to the first auxiliary input shaft 20 is disposed.

偶数段入力軸１４には２速ドライブギヤ４０と４速ドライブギヤ４２を選択的に第２副入力軸２２に固定する２−４速シンクロ機構６４（選択機構Ｂ，Ｄ，ＢＤ）と、６速ドライブギヤ４４と８速ドライブギヤ４６を選択的に第２副入力軸２２に固定する６−８速シンクロ機構（選択機構Ｆ，Ｈ，ＦＨ）６６が配置される。シンクロ機構６０，６２，６４，６６を「選択機構」ともいう。 The even-numbered input shaft 14 has a 2-4 speed sync mechanism 64 (selection mechanisms B, D, BD) for selectively fixing the second speed drive gear 40 and the fourth speed drive gear 42 to the second auxiliary input shaft 22; A 6-8 speed sync mechanism (selection mechanisms F, H, FH) 66 for selectively fixing the high speed drive gear 44 and the eighth speed drive gear 46 to the second auxiliary input shaft 22 is disposed. The synchronization mechanisms 60, 62, 64, 66 are also referred to as “selection mechanisms”.

エンジン１０の駆動力は、第１クラッチ２４あるいは第２クラッチ２６が係合されるとき、奇数段入力軸１６から第１副入力軸２０あるいは偶数段入力軸１４から第２副入力軸２２に伝達され、さらに上記したドライブギヤとドリブンギヤを介して出力軸２８に伝達される。   The driving force of the engine 10 is transmitted from the odd-stage input shaft 16 to the first sub-input shaft 20 or from the even-stage input shaft 14 to the second sub-input shaft 22 when the first clutch 24 or the second clutch 26 is engaged. Further, it is transmitted to the output shaft 28 via the drive gear and the driven gear described above.

尚、後進時には、エンジン１０の駆動力は、偶数段入力軸１４、ギヤ１４ａ、ギヤ１８ａ、ＲＶＳクラッチ５８、アイドル軸１８、ＲＶＳアイドルギヤ５６、１速−２速ドリブンギヤ４８を介して出力軸２８に伝達される。出力軸２８はギヤ７０を介してディファレンシャル機構７２に接続され、ディファレンシャル機構７２はドライブシャフト７４を介して車輪７６に接続される。車両１は車輪７６などで示す。   During reverse travel, the driving force of the engine 10 is supplied to the output shaft 28 via the even-numbered input shaft 14, the gear 14 a, the gear 18 a, the RVS clutch 58, the idle shaft 18, the RVS idle gear 56, and the first speed-2 speed driven gear 48. Is transmitted to. The output shaft 28 is connected to a differential mechanism 72 via a gear 70, and the differential mechanism 72 is connected to a wheel 76 via a drive shaft 74. The vehicle 1 is indicated by wheels 76 and the like.

シンクロ機構６０，６２，６４，６６は全て油圧を供給されて動作する。これらシンクロ機構と第１、第２クラッチ２４，２６とＲＶＳクラッチ５８に油圧を供給するため、油圧供給装置８０が設けられる。   All of the synchro mechanisms 60, 62, 64, and 66 operate by being supplied with hydraulic pressure. In order to supply hydraulic pressure to the synchro mechanism, the first and second clutches 24 and 26, and the RVS clutch 58, a hydraulic pressure supply device 80 is provided.

図２は油圧供給装置８０の構成を詳細に示す油圧回路図である。   FIG. 2 is a hydraulic circuit diagram showing the configuration of the hydraulic pressure supply device 80 in detail.

図２などを参照して油圧供給装置８０を説明する。   The hydraulic pressure supply device 80 will be described with reference to FIG.

油圧供給装置８０において、リザーバ８０ａからストレーナ８０ｂを介して油圧ポンプ（送油ポンプ）８０ｃによって汲み上げられた作動油ＡＴＦの吐出圧（油圧）は、レギュレータバルブ（調圧弁）８０ｄによってライン圧に調圧（減圧）される。   In the hydraulic pressure supply device 80, the discharge pressure (hydraulic pressure) of the hydraulic oil ATF pumped up from the reservoir 80a via the strainer 80b by the hydraulic pump (oil feed pump) 80c is regulated to the line pressure by the regulator valve (pressure regulating valve) 80d. (Reduced pressure).

図示は省略するが、油圧ポンプ８０ｃはギヤを介してトルクコンバータ１２のポンプインペラ１２ｂに連結され、よって油圧ポンプ８０ｃはエンジン１０に駆動されて動作するように構成される。   Although not shown, the hydraulic pump 80c is connected to the pump impeller 12b of the torque converter 12 through a gear, and thus the hydraulic pump 80c is configured to be driven by the engine 10 to operate.

調圧されたライン圧は油路８０ｅから第１、第２、第３、第４リニアソレノイドバルブ（油圧制御弁（電磁制御弁））８０ｆ，８０ｇ，８０ｈ，８０ｉの入力ポートに送られる。   The regulated line pressure is sent from the oil passage 80e to the input ports of the first, second, third, and fourth linear solenoid valves (hydraulic control valves (electromagnetic control valves)) 80f, 80g, 80h, and 80i.

第１、第２、第３、第４リニアソレノイドバルブ８０ｆ，８０ｇ，８０ｈ，８０ｉは通電量に比例してスプールを移動させて出力ポートからの出力圧をリニアに変更する特性を備えると共に、通電されるとスプールが開放位置に移動するＮ／Ｃ（ノーマル・クローズ）型として構成される。   The first, second, third, and fourth linear solenoid valves 80f, 80g, 80h, and 80i have a characteristic that linearly changes the output pressure from the output port by moving the spool in proportion to the energization amount. Then, it is configured as an N / C (normally closed) type in which the spool moves to the open position.

第１リニアソレノイドバルブ８０ｆの出力ポートは第１クラッチシフトバルブ８０ｊを介して前記した奇数段入力軸１６の第１クラッチ２４に接続されると共に、第２リニアソレノイドバルブ８０ｇの出力ポートは第２クラッチシフトバルブ８０ｋを介して偶数段入力軸１４の第２クラッチ２６のピストン室に接続される。   The output port of the first linear solenoid valve 80f is connected to the first clutch 24 of the odd-numbered input shaft 16 through the first clutch shift valve 80j, and the output port of the second linear solenoid valve 80g is the second clutch. It is connected to the piston chamber of the second clutch 26 of the even-numbered input shaft 14 via the shift valve 80k.

第１あるいは第２クラッチ２４，２６は油圧を供給されて係合（オン）されるとき、第１あるいは第２副入力軸２０，２２を奇数段入力軸１６あるいは偶数段入力軸１４に固定する一方、油圧を排出されて開放（オフ）されるとき、第１あるいは第２副入力軸２０，２２と奇数段入力軸１６あるいは偶数段入力軸１４の接続を遮断する。   The first or second clutch 24, 26 is fixed to the odd-stage input shaft 16 or the even-stage input shaft 14 when the hydraulic pressure is supplied and engaged (turned on). On the other hand, when the hydraulic pressure is discharged and released (turned off), the connection between the first or second auxiliary input shaft 20 or 22 and the odd-numbered input shaft 16 or the even-numbered input shaft 14 is cut off.

第３リニアソレノイドバルブ８０ｈの出力ポートは第１クラッチシフトバルブ８０ｊと第１、第２サーボシフトバルブ８０ｎ，８０ｏを介して前記した５−７速シンクロ機構６２と２−４速シンクロ機構６４のピストン室６２ａ，６２ｂ，６４ａ，６４ｂに接続される。   The output port of the third linear solenoid valve 80h is a piston of the 5-7 speed sync mechanism 62 and the 2-4 speed sync mechanism 64 described above via the first clutch shift valve 80j and the first and second servo shift valves 80n, 80o. Connected to chambers 62a, 62b, 64a, 64b.

第４リニアソレノイドバルブ８０ｉの出力ポートは第２クラッチシフトバルブ８０ｋと第１、第３サーボシフトバルブ８０ｎ，８０ｐを介して前記した１−３速シンクロ機構６０と６−８速シンクロ機構６６のピストン室６０ａ，６０ｂ，６６ａ，６６ｂに接続される。   The output port of the fourth linear solenoid valve 80i is a piston of the 1-3 speed sync mechanism 60 and the 6-8 speed sync mechanism 66 described above via the second clutch shift valve 80k and the first and third servo shift valves 80n, 80p. Connected to chambers 60a, 60b, 66a, 66b.

このように、第４リニアソレノイドバルブ８０ｉが前記した第１調圧手段、第３リニアソレノイドバルブ８０ｈが前記した第２調圧手段、第１リニアソレノイドバルブ８０ｆが前記した第３調圧手段、第２リニアソレノイドバルブ８０ｇが前記した第４調圧手段に相当する。   Thus, the fourth linear solenoid valve 80i is the first pressure regulating means, the third linear solenoid valve 80h is the second pressure regulating means, the first linear solenoid valve 80f is the third pressure regulating means, The two linear solenoid valves 80g correspond to the fourth pressure adjusting means described above.

シンクロ機構において上記したピストン室６０ａ，６０ｂ，６２ａ，６２ｂ，６４ａ，６４ｂ，６６ａ，６６ｂは図において左右に対向して配置され、それぞれのピストンは共用のピストンロッドによって連結される。ピストンロッドはシフトフォーク６０ｃ，６２ｃ，６４ｃ，６６ｃにそれぞれ接続される。   In the synchro mechanism, the piston chambers 60a, 60b, 62a, 62b, 64a, 64b, 66a, 66b are arranged opposite to each other in the drawing, and the respective pistons are connected by a common piston rod. The piston rod is connected to shift forks 60c, 62c, 64c, 66c, respectively.

シフトフォーク６０ｃ，６２ｃ，６４ｃ，６６ｃ上にはニュートラル位置と左右の係合位置に対応する位置にディテント（図示せず）が設けられ、ニュートラル位置と左右の係合位置にあるときはディテントで保持されて油圧供給が不要となるように構成される。   Detents (not shown) are provided on the shift forks 60c, 62c, 64c, and 66c at positions corresponding to the neutral position and the left and right engagement positions, and are held in the detent when the neutral position and the left and right engagement positions are present. Thus, the hydraulic pressure supply is unnecessary.

シンクロ機構６０，６２，６４，６６は第１、第２副入力軸２０，２２に軸方向に移動自在にスプライン結合されたスリーブドグクラッチ６０ｄ，６２ｄ，６４ｄ，６６ｄを備える。スリーブドグクラッチ６０ｄ，６２ｄ，６４ｄ，６６ｄは、中央位置（ニュートラル位置）から軸方向に移動するとき、対応するドライブギヤ３２，３４，３６，３８，４０，４２，４４，４６のドグクラッチにシンクロナイザリングなどを介して係合してドライブギヤ３２などを第１、第２副入力軸２０，２２に結合する。   The synchro mechanisms 60, 62, 64, 66 include sleeve dog clutches 60d, 62d, 64d, 66d that are spline-coupled to the first and second auxiliary input shafts 20, 22 so as to be movable in the axial direction. When the sleeve dog clutches 60d, 62d, 64d, and 66d move in the axial direction from the center position (neutral position), the corresponding dog gear clutches of the drive gears 32, 34, 36, 38, 40, 42, 44, and 46 are synchronized. And the drive gear 32 and the like are coupled to the first and second auxiliary input shafts 20 and 22.

レギュレータバルブ８０ｄの調圧ポート８０ｄ１から排出される作動油の排出量を制御することにより調圧された油路８０ｑのライン圧は、第１、第２、第３、第４、第５（オン・オフ）ソレノイドバルブ（油圧制御弁（電磁弁））８０ｒ，８０ｓ，８０ｔ，８０ｕ，８０ｖの入力ポートに送られる。これら５個のソレノイドバルブは通電（励磁）によってスプールが開放位置に移動するＮ／Ｃ型のオン・オフソレノイドバルブである。   The line pressure of the oil passage 80q adjusted by controlling the discharge amount of the hydraulic oil discharged from the pressure adjusting port 80d1 of the regulator valve 80d is the first, second, third, fourth, fifth (on OFF) Solenoid valve (hydraulic control valve (solenoid valve)) is sent to the input ports of 80r, 80s, 80t, 80u, and 80v. These five solenoid valves are N / C type on / off solenoid valves in which the spool moves to the open position when energized (excited).

第１ソレノイドバルブ８０ｒの出力ポートは第１クラッチシフトバルブ８０ｊの作動ポート８０ｊ１に接続されてスプール８０ｊ２をスプリングの付勢力に抗して図で右方に付勢すると共に、第２ソレノイドバルブ８０ｓの出力ポートは第２クラッチシフトバルブ８０ｋの作動ポート８０ｋ１に接続されてスプール８０ｋ２をスプリングの付勢力に抗して図で右方に付勢する。   The output port of the first solenoid valve 80r is connected to the operation port 80j1 of the first clutch shift valve 80j to urge the spool 80j2 to the right in the figure against the urging force of the spring, and the second solenoid valve 80s. The output port is connected to the operation port 80k1 of the second clutch shift valve 80k and urges the spool 80k2 to the right in the figure against the urging force of the spring.

第３ソレノイドバルブ８０ｔの出力ポートは第１サーボシフトバルブ８０ｎの作動ポート８０ｎ１に接続されてスプール８０ｎ２をスプリングの付勢力に抗して図で右方に付勢する。   The output port of the third solenoid valve 80t is connected to the operation port 80n1 of the first servo shift valve 80n to urge the spool 80n2 to the right in the figure against the urging force of the spring.

第４ソレノイドバルブ８０ｕの出力ポートは第２サーボシフトバルブ８０ｏの作動ポート８０ｏ１に接続されてスプール８０ｏ２を同様に右方に付勢すると共に、第５ソレノイドバルブ８０ｖの出力ポートは第３サーボシフトバルブ８０ｐの作動ポート８０ｐ１に接続されてスプール８０ｐ２を同様に右方に付勢する。   The output port of the fourth solenoid valve 80u is connected to the operation port 80o1 of the second servo shift valve 80o to similarly urge the spool 80o2 to the right, and the output port of the fifth solenoid valve 80v is the third servo shift valve. The spool 80p2 is similarly urged to the right by being connected to the 80p operating port 80p1.

このように、油圧供給装置８０は第１リニアソレノイドバルブ８０ｆなどのリニアソレノイドあるいは第１ソレノイドバルブ８０ｒなどのオン・オフソレノイドバルブ８０ｒを励磁・消磁して第１、第２クラッチ２４，２６とシンクロ機構６０から６６の動作を制御する。   In this way, the hydraulic pressure supply device 80 synchronizes with the first and second clutches 24 and 26 by exciting and demagnetizing the linear solenoid such as the first linear solenoid valve 80f or the on / off solenoid valve 80r such as the first solenoid valve 80r. Control the operation of mechanisms 60-66.

図示のツインクラッチ型の変速機Ｔにあっては、次の変速段（より具体的には変速段ギヤ）に対応するシンクロ機構（６０から６６のいずれか）に油圧を供給して第１、第２副入力軸２０，２２のいずれかに固定しておき（この動作を「プリシフト」という）、次いで現在の変速段に相応する側の第１、第２クラッチ２４，２６の一方から油圧を排出させつつ、次の変速段に対応する固定副入力軸に相応する側の第１、第２クラッチ２４，２６の他方に油圧を供給して第１入力軸１４あるいは第２入力軸１６に係合（固定）することで変速される。変速は基本的には奇数段（１，３，５，７速）と偶数段（２，４，６，８速）の間で交互（連続的）に行われる。   In the illustrated twin clutch type transmission T, the hydraulic pressure is supplied to the synchro mechanism (any one of 60 to 66) corresponding to the next shift stage (more specifically, the shift stage gear). It is fixed to one of the second auxiliary input shafts 20 and 22 (this operation is called “pre-shift”), and then the hydraulic pressure is applied from one of the first and second clutches 24 and 26 on the side corresponding to the current gear position. While discharging, hydraulic pressure is supplied to the other of the first and second clutches 24 and 26 on the side corresponding to the fixed sub-input shaft corresponding to the next shift stage, and the first input shaft 14 or the second input shaft 16 is engaged. The speed is changed by combining (fixing). Shifting is basically performed alternately (continuously) between odd-numbered stages (1, 3, 5, 7th speed) and even-numbered stages (2, 4, 6, 8th speed).

さらに油圧供給装置は、上記したバルブに加え、第４、第５のリニアソレノイドバルブ（油圧制御弁（電磁制御弁））を備え、上記したバルブの一部と第４、第５のリニアソレノイドバルブを励磁・消磁することでトルクコンバータ１２のロックアップクラッチ１２ｄの係合・解放動作も制御するが、その説明は省略する。   Further, the hydraulic pressure supply device includes fourth and fifth linear solenoid valves (hydraulic control valves (electromagnetic control valves)) in addition to the above-described valves, and a part of the above-described valves and the fourth and fifth linear solenoid valves. Exciting and demagnetizing control also controls the engagement / release operation of the lock-up clutch 12d of the torque converter 12, but the description thereof is omitted.

図１の説明に戻ると、変速機Ｔはシフトコントローラ８４を備える。シフトコントローラ８４はマイクロコンピュータを備えた電子制御ユニット（ＥＣＵ）として構成される。また、エンジン１０の動作を制御するために同様にマイクロコンピュータを備えた電子制御ユニットから構成されるエンジンコントローラ８６が設けられる。   Returning to the description of FIG. 1, the transmission T includes a shift controller 84. The shift controller 84 is configured as an electronic control unit (ECU) including a microcomputer. Further, an engine controller 86 composed of an electronic control unit equipped with a microcomputer is also provided for controlling the operation of the engine 10.

シフトコントローラ８４はエンジンコントローラ８６と通信自在に構成され、エンジンコントローラ８６からエンジン回転数、スロットル開度、ＡＰ開度などの情報を取得する。   The shift controller 84 is configured to be able to communicate with the engine controller 86 and acquires information such as the engine speed, the throttle opening, and the AP opening from the engine controller 86.

さらに、偶数段入力軸１４の付近には第１の回転数センサ９０が配置され、変速機Ｔの入力回転数ＮＭを示す信号を出力すると共に、第１、第２副入力軸２０，２２と出力軸２８にはそれぞれ第２、第３、第４の回転数センサ９２，９４，９６が配置され、それらの回転数を示す信号を出力する。ドライブシャフト７４の付近には第５の回転数センサ１００が配置され、車速Ｖを示す信号を出力する。   In addition, a first rotation speed sensor 90 is disposed in the vicinity of the even-numbered input shaft 14 and outputs a signal indicating the input rotation speed NM of the transmission T, and the first and second auxiliary input shafts 20 and 22 Second, third, and fourth rotation speed sensors 92, 94, and 96 are disposed on the output shaft 28, respectively, and output signals indicating the rotation speeds. A fifth rotation speed sensor 100 is disposed in the vicinity of the drive shaft 74 and outputs a signal indicating the vehicle speed V.

また油圧供給装置８０の第１、第２クラッチ２４，２６に接続される油路には第１、第２の圧力センサ１０２，１０４が配置され、第１、第２クラッチ２４，２６に供給される作動油ＡＴＦの圧力（油圧）を示す信号を出力すると共に、リザーバ８０ａの付近には温度センサ１０６が配置され、油温（作動油ＡＴＦの温度）ＴＡＴＦを示す信号を出力する。   In addition, first and second pressure sensors 102 and 104 are disposed in oil passages connected to the first and second clutches 24 and 26 of the hydraulic pressure supply device 80 and supplied to the first and second clutches 24 and 26. A signal indicating the pressure (hydraulic pressure) of the hydraulic oil ATF is output, and a temperature sensor 106 is disposed in the vicinity of the reservoir 80a to output a signal indicating the oil temperature (temperature of the hydraulic oil ATF) TATF.

また車両１の運転席に配置されたレンジセレクタ（図示せず）の付近にはレンジセレクタポジションセンサ１１０が配置され、Ｄ，Ｐ，Ｒ，Ｎレンジのうち運転者に操作（選択）されたレンジを示す信号を出力する。   In addition, a range selector position sensor 110 is disposed in the vicinity of a range selector (not shown) disposed in the driver's seat of the vehicle 1, and the range operated (selected) by the driver among the D, P, R, and N ranges. A signal indicating is output.

これらセンサの出力は全てシフトコントローラ８４に入力される。シフトコントローラ８４は、それらセンサの出力とエンジンコントローラ８６と通信して得られる情報に基づき、第３、第４リニアソレノイドバルブ８０ｈ，８０ｉなどを励磁・消磁して変速機Ｔ、より具体的にはそのシンクロ機構６０から６６の動作を制御する制御装置として機能する。   All outputs from these sensors are input to the shift controller 84. The shift controller 84 excites and demagnetizes the third and fourth linear solenoid valves 80h, 80i, etc., based on the output of these sensors and information obtained by communicating with the engine controller 86, more specifically, the transmission T. It functions as a control device that controls the operation of the synchro mechanisms 60 to 66.

このように、この実施例にあっては、第１、第２副入力軸２０，２２と出力軸２８との間に配置される、少なくとも４組に区分される１速から８速（より具体的には１速ドライブギヤ３２から７速−８速ドリブンギヤ５４からなる）までの８個（複数個）の変速段と、それら４組に対応して設けられると共に、油圧を供給されるときに動作し、ニュートラル（中立）位置から移動して対応する組を構成する変速段のいずれかを選択して第１、第２副入力軸２０，２２の一方または出力軸２８、より具体的には前者に締結可能な１−３速シンクロ機構６０，２−４速シンクロ機構６４，５−７速シンクロ機構６２，６−８速シンクロ機構６６からなる選択機構が配置される。   As described above, in this embodiment, the first to second gears (more specifically, divided into at least four groups) disposed between the first and second auxiliary input shafts 20 and 22 and the output shaft 28 (more specifically, 8 (multiple) gear stages from the 1st speed drive gear 32 to the 7th speed-8th driven gear 54) and four sets of them are provided, and when hydraulic pressure is supplied One of the first and second auxiliary input shafts 20 and 22 or the output shaft 28, more specifically, by selecting one of the shift speeds that operate and move from the neutral position to form a corresponding set. A selection mechanism including a 1-3 speed sync mechanism 60, a 2-4 speed sync mechanism 64, a 5-7 speed sync mechanism 62, and a 6-8 speed sync mechanism 66 that can be fastened to the former is arranged.

また、８個の変速段を変速比の大きい順に１速（Ａ），２速（Ｂ），３速（Ｃ），４速（Ｄ），５速（Ｅ），６速（Ｆ），７速（Ｇ），８速（Ｈ）の８個のうちの少なくとも７個（より具体的には８個）とするとき、その４組を、変速比において最大の１速（Ａ）と一つおいた３速（Ｃ）からなる第１組（１−３速シンクロ機構６０が対応する組）と、最小の８速（Ｈ）から少なくともなる（より具体的には最小の８速（Ｈ）と一つおいた６速（Ｆ）からなる第２組（６−８速シンクロ機構６６が対応する組）と、第１組の間に位置する２速（Ｂ）４速（Ｄ）からなる第３組（２−４速シンクロ機構６４が対応する組）と、第２組と第３組との間に位置する５速（Ｅ）６速（Ｆ）７速（Ｇ）のうちの２個（より具体的には５速（Ｅ）７速（Ｇ））からなる第４組（５−７速シンクロ機構６２が対応する組）に区分すると共に、第４、第３リニアソレノイドバルブ８０ｉ，８０ｈの一方、より具体的には第４リニアソレノイドバルブ８０ｉは上記した第１組と第２組に対応する１−３速シンクロ機構６０と６−８速シンクロ機構６６に選択的に油圧を供給する一方、その他方、より具体的には第３リニアソレノイドバルブ８０ｈは上記した第３組と第４組に対応する２−４速シンクロ機構６４と５−７速シンクロ機構６２に油圧を供給するように構成される。   In addition, the eight speeds are arranged in the descending order of the gear ratio: first speed (A), second speed (B), third speed (C), fourth speed (D), fifth speed (E), sixth speed (F), 7 When at least 7 (more specifically, 8) of the 8 speeds (G) and 8th speed (H) are set, the four sets are one with the maximum 1st speed (A) in the gear ratio. A first group consisting of the third speed (C) (a group corresponding to the 1-3 speed sync mechanism 60) and at least a minimum eight speed (H) (more specifically, the minimum eight speed (H) And a second set of 6th speed (F) (a set corresponding to the 6-8 speed sync mechanism 66) and a second speed (B) and a fourth speed (D) located between the first set. 2 of 5th speed (E) 6th speed (F) 7th speed (G) located between 3rd group (group to which 2-4 speed synchronizer mechanism 64 respond | corresponds) and 2nd group and 3rd group (More specifically, 5th (E) 7th (G ) (The group corresponding to the 5-7 speed sync mechanism 62), and one of the fourth and third linear solenoid valves 80i, 80h, more specifically, the fourth linear solenoid valve 80i While the hydraulic pressure is selectively supplied to the 1-3 speed sync mechanism 60 and the 6-8 speed sync mechanism 66 corresponding to the first set and the second set, the other, more specifically, the third linear solenoid valve. 80h is configured to supply hydraulic pressure to the 2-4 speed sync mechanism 64 and the 5-7 speed sync mechanism 62 corresponding to the third set and the fourth set.

この実施例は上記のように構成したので、換言すれば特許文献１記載の技術のように、１速、３速などの奇数段の組と、２速、４速などの偶数段の組に区分せず、変速比において最大と最小の変速段を含む組と、その中間の変速段を含む組に区分したので、例えば８速、７速と連続的に変速した後に４速に飛ぶ、あるいは７速、６速と連続的に変速した後に３速に飛ぶなどの変速をするとき、第４、第３リニアソレノイドバルブ８０ｉ，８０ｈで奇数段（あるいは偶数段）同士のプリシフトを連続させることができ、よって変速に要する時間を短縮することができる。   Since this embodiment is configured as described above, in other words, as in the technique described in Patent Document 1, a set of odd stages such as 1st and 3rd speeds and a set of even stages such as 2nd and 4th speeds are used. Since it was divided into a group including the maximum and minimum gears in the gear ratio and a group including intermediate gears without dividing, for example, the gears jumped to the fourth gear after continuously shifting to the eighth gear or the seventh gear, or When shifting to the third speed after continuously shifting to the 7th and 6th speeds, the fourth and third linear solenoid valves 80i and 80h can continue the pre-shifting between odd stages (or even stages). Therefore, the time required for shifting can be shortened.

図３はシフトコントローラ８４の動作を示すタイム・チャートであるが、同図を参照して説明すると、時刻ｔ１において車速Ｖとアクセル開度から変速マップが検索されて８速から７速への変速判断がなされたとする。   FIG. 3 is a time chart showing the operation of the shift controller 84. Referring to FIG. 3, the shift map is retrieved from the vehicle speed V and the accelerator opening at time t1, and the shift from the eighth speed to the seventh speed is performed. Assume that a decision has been made.

時刻ｔ２で第２リニアソレノイドバルブ８０ｇを介して第２クラッチ２６の開放（解放）準備が開始される一方、第１リニアソレノイドバルブ８０ｆを介して第１クラッチ２４の係合（締結）準備が開始される。   At time t2, preparation for releasing (releasing) the second clutch 26 is started via the second linear solenoid valve 80g, while preparation for engaging (fastening) the first clutch 24 is started via the first linear solenoid valve 80f. Is done.

次いで時刻ｔ３で第３リニアソレノイドバルブ８０ｈを介して５−７速シンクロ機構６２への油圧供給が開始され、７速へのプリシフトが開始される。時刻ｔ４でプリシフトが完了する。時刻ｔ４で第２クラッチ２６は油圧が半分程度排出されて開放中であり、第１クラッチ２４は油圧の１／３程度供給されて係合中である。   Next, at time t3, the hydraulic pressure supply to the 5-7 speed sync mechanism 62 is started via the third linear solenoid valve 80h, and the pre-shift to the 7th speed is started. The preshift is completed at time t4. At time t4, the second clutch 26 is being released with about half the hydraulic pressure, and the first clutch 24 is being supplied with about one third of the hydraulic pressure and is being engaged.

尚、図３で「６−８」は６−８速シンクロ機構６６、「５−７」は５−７速シンクロ機構６２、「２−４」は２−４速シンクロ機構６４、「１−３」は１−３速シンクロ機構６０のニュートラル位置を示す。   In FIG. 3, “6-8” is a 6-8 speed sync mechanism 66, “5-7” is a 5-7 speed sync mechanism 62, “2-4” is a 2-4 speed sync mechanism 64, “1- “3” indicates the neutral position of the 1-3 speed sync mechanism 60.

時刻ｔ５で第２クラッチ２６はほぼ開放され、第１クラッチ２４は完全に係合される。それに伴い、第４リニアソレノイドバルブ８０ｉを介して６−８速シンクロ機構６６で８速プリシフトを行う必要があるが、この時点で２−４速シンクロ機構６４での４速プリシフトを指示する変速判断がなされたとする。   At time t5, the second clutch 26 is almost released and the first clutch 24 is completely engaged. Accordingly, it is necessary to perform the 8-speed preshift by the 6-8 speed sync mechanism 66 via the fourth linear solenoid valve 80i. At this time, the shift determination instructing the 4th speed preshift by the 2-4 speed sync mechanism 64 is required. Suppose that was made.

その場合、特許文献１記載の技術では、偶数段側の６−８速シンクロ機構６６と２−４速シンクロ機構６４の動作は共に同一の第２リニアソレノイドバルブ（ＬＳ２）で制御されるため、６−８速シンクロ機構６６において対向する６速側ピストン室６６ａに油圧を供給してピストンロッドを８速ディテント位置からＮ（ニュートラル）位置にプリシフトさせつつ、同時に２−４速シンクロ機構６４において４速ピストン室６４ｂに油圧を供給して４速にプリシフトすることができず、その分だけ変速が遅れてしまう。   In that case, in the technique described in Patent Document 1, since the operations of the 6-8 speed sync mechanism 66 and the 2-4 speed sync mechanism 64 on the even-numbered stage side are controlled by the same second linear solenoid valve (LS2), The hydraulic pressure is supplied to the 6-speed side piston chamber 66a facing in the 6-8 speed sync mechanism 66 to pre-shift the piston rod from the 8 speed detent position to the N (neutral) position, and at the same time, the 4-4 speed sync mechanism 64 The hydraulic pressure cannot be supplied to the high speed piston chamber 64b to pre-shift to the fourth speed, and the shift is delayed by that amount.

しかしながら、この実施例にあっては、前記した如く、８速側のシンクロ機構６６は第４リニアソレノイドバルブ８０ｉで油圧供給が制御される一方、４速側のシンクロ機構６４は第３リニアソレノイドバルブ８０ｈで油圧供給が制御されるように構成される。   However, in this embodiment, as described above, the eighth-speed sync mechanism 66 is controlled by the fourth linear solenoid valve 80i to supply the hydraulic pressure, while the fourth-speed sync mechanism 64 is the third linear solenoid valve. The hydraulic pressure supply is controlled at 80h.

それにより、図３タイム・チャートに示す如く、時刻ｔ５からｔ６までの間、第４リニアソレノイドバルブ８０ｉを介しての６−８速シンクロ機構６６での６速プリシフトと、第３リニアソレノイドバルブ８０ｈを介しての２−４速シンクロ機構６４での４速プリシフトとを同時に行うことができる。   As a result, as shown in the time chart of FIG. 3, during the period from time t5 to t6, the 6-speed pre-shift in the 6-8 speed sync mechanism 66 via the fourth linear solenoid valve 80i and the third linear solenoid valve 80h. The 4th-speed preshift by the 2-4th-speed sync mechanism 64 can be performed simultaneously.

時刻ｔ６で第２クラッチ２６への油圧供給が再開される。即ち、時刻ｔ５で第２クラッチ２６は完全に開放されるべきであったが、４速への変速判断がなされたために油圧は完全には排出されない状態にあり、時刻ｔ６で油圧供給が再開される。   The hydraulic pressure supply to the second clutch 26 is resumed at time t6. That is, the second clutch 26 should have been completely released at the time t5, but the hydraulic pressure is not completely discharged because the shift to the fourth speed is determined, and the hydraulic pressure supply is resumed at the time t6. The

次いで時刻ｔ７で７速側の第１クラッチ２４からの油圧の排出が開始され、時刻ｔ８で第１クラッチ２４は完全に開放される一方、４速側の第２クラッチ２６は完全に係合される。   Next, at time t7, discharge of hydraulic pressure from the first clutch 24 on the seventh speed side is started, and at time t8, the first clutch 24 is completely released, while the second clutch 26 on the fourth speed side is completely engaged. The

図示は省略するが、７速、６速と連続的に変速した後に３速に飛ぶ場合なども同様である。即ち、図４から図１０に示した特許文献１記載の技術では奇数段あるいは偶数段同士のプリシフトが連続すると、図１０に示す如く、第１リニアソレノイドバルブ（ＬＳ１）の動作（励磁）を同時に行うことができず、その分だけ変速に時間を要する不都合があったが、本願の場合にはそのような不都合がなく、よって変速に要する時間を短縮することができる。   Although illustration is omitted, the same applies to the case of flying to the third speed after continuously shifting to the seventh speed and the sixth speed. That is, in the technique described in Patent Document 1 shown in FIGS. 4 to 10, when the odd-numbered stages or even-numbered stages are continuously pre-shifted, the operation (excitation) of the first linear solenoid valve (LS1) is simultaneously performed as shown in FIG. However, in the case of the present application, there is no such inconvenience, and the time required for the shift can be shortened.

上記した如く、この実施例にあっては、車両１に搭載された原動機（エンジン）１０に第１、第２クラッチ２４，２６を介して接続される第１、第２入力軸（奇数段入力軸１６と第１副入力軸２０、偶数段入力軸１４と第２副入力軸２２）と、前記第１、第２入力軸と平行に配置される少なくとも１個の出力軸２８と、前記第１入力軸１４と前記出力軸２８との相対速度を変更する複数の第１変速段群と、前記第２入力軸１６と前記出力軸２８との相対速度を変更する複数の第２変速段群とを有する自動変速機の制御装置であって
前記複数の第１変速段群は、いずれも奇数段となる変速段１速（Ａ），３速（Ｃ），５速（Ｅ），７速（Ｇ）を有し、前記複数の第２変速段群は、いずれも偶数段となる変速段２速（Ｂ），４速（Ｄ），６速（Ｆ）を有し、前記変速段Ａ，Ｂ，Ｃ，Ｄ，Ｅ，Ｆ，Ｇは、変速比の大きい順に変速段１速（Ａ），２速（Ｂ），３速（Ｃ），４速（Ｄ），５速（Ｅ），６速（Ｆ），７速（Ｇ），８速（Ｈ）として設定され、前記第１入力軸１４または前記出力軸２８に対し前記変速段１速（Ａ）を非係合／係合させる選択機構Ａと、前記第１入力軸１４または前記出力軸２８に対し前記変速段３速（Ｃ）を非係合／係合させる選択機構Ｃと、前記第１入力軸１４または前記出力軸２８に対し前記変速段５速（Ｅ）を非係合／係合させる選択機構Ｅと、前記第１入力軸１４または前記出力軸２８に対し前記変速段７速（Ｇ）を非係合／係合させる選択機構Ｇと、前記第２入力軸１６または前記出力軸２８に対し前記変速段２速（Ｂ）を非係合／係合させる選択機構Ｂと、前記第２入力軸１６または前記出力軸２８に対し前記変速段４速（Ｄ）を非係合／係合させる選択機構Ｄ（シンクロ機構６４）と、前記第２入力軸１６または前記出力軸２８に対し前記変速段６速（Ｆ）を非係合／係合させる選択機構Ｆと、前記選択機構Ａ，Ｃ，Ｆに供給される油圧を選択的に調整することで前記選択機構Ａ，Ｃ，Ｆを選択的に駆動する第１調圧手段（第４リニアソレノイドバルブ８０ｉ）と、前記選択機構Ｂ，Ｄ，Ｅ，Ｇに供給される油圧を選択的に調整することで前記選択機構Ｂ，Ｄ，Ｅ，Ｇを選択的に駆動する第２調圧手段（第３リニアソレノイドバルブ８０ｈ）とを備えるように構成したので、例えば７速、６速と連続的に変速した後に３速に飛ぶなどの変速をするとき、第４、第３リニアソレノイドバルブ８０ｉ，８０ｈ（第１、第２の調圧手段）で奇数段（あるいは偶数段）同士のプリシフトを連続させることができ、よって変速に要する時間を短縮することができる。 As described above, in this embodiment, the first and second input shafts (odd number input) connected to the prime mover (engine) 10 mounted on the vehicle 1 via the first and second clutches 24 and 26. Shaft 16 and first auxiliary input shaft 20, even-stage input shaft 14 and second auxiliary input shaft 22), at least one output shaft 28 arranged in parallel with the first and second input shafts, and the first A plurality of first shift speed groups for changing the relative speed between one input shaft 14 and the output shaft 28, and a plurality of second shift speed groups for changing the relative speed between the second input shaft 16 and the output shaft 28. A control device for an automatic transmission having
The plurality of first shift speed groups include first speed (A), third speed (C), fifth speed (E), and seventh speed (G), all of which are odd speeds. gear position groups, gear position the second speed to both the even-numbered stages (B), 4-speed (D), it has a six-speed a (F), before Symbol variable speed a, B, C, D, E, F , G is the descending order to the speed first speed gear ratio (a), 2-speed (B), 3-speed (C), 4-speed (D), 5-speed (E), 6-speed (F), 7-speed ( G), 8th speed (H) , a selection mechanism A for disengaging / engaging the first speed (A) with respect to the first input shaft 14 or the output shaft 28, and the first input A selection mechanism C for disengaging / engaging the third shift speed (C) with respect to the shaft 14 or the output shaft 28, and the fifth shift speed (E with respect to the first input shaft 14 or the output shaft 28). And a selection mechanism E for disengaging / engaging A selection mechanism G for disengaging / engaging the seventh shift speed (G) with respect to the first input shaft 14 or the output shaft 28, and the shift speed with respect to the second input shaft 16 or the output shaft 28. A selection mechanism B for disengaging / engaging the second speed (B) and a selection mechanism D for disengaging / engaging the fourth speed (D) with respect to the second input shaft 16 or the output shaft 28 (Synchronization mechanism 64), a selection mechanism F for disengaging / engaging the sixth speed (F) with respect to the second input shaft 16 or the output shaft 28, and the selection mechanisms A, C, F A first pressure regulating means (fourth linear solenoid valve 80i) for selectively driving the selection mechanisms A, C, F by selectively adjusting the supplied hydraulic pressure, and the selection mechanisms B, D, E, Select the selection mechanism B, D, E, G by selectively adjusting the hydraulic pressure supplied to G Since it is configured to include a second pressure regulating means for driving (the third linear solenoid valve 80h), the example if 7-speed, when the speed change such as flies to the third speed after continuously shifting the sixth speed The fourth and third linear solenoid valves 80i and 80h (first and second pressure adjusting means) can make the pre-shifting between odd-numbered stages (or even-numbered stages) continuous, thereby shortening the time required for shifting. Can do.

また、前記複数の第２変速段群は、前記変速段７速（Ｇ）の次に小さな変速比であり且つ偶数段である変速段８速（Ｈ）を有し、前記第２入力軸１６または前記出力軸２８に対し前記変速段８速（Ｈ）を非係合／係合させる選択機構Ｈを有し、前記第１調圧手段（第４リニアソレノイドバルブ８０ｉ）は、前記選択機構Ａ，Ｃ，Ｆ，Ｈに供給される油圧を選択的に調整することで前記選択機構Ａ，Ｃ，Ｆ，Ｈを選択的に駆動する如く構成したので、上記した効果に加え、変速するとき、第４、第３リニアソレノイドバルブ８０ｉ，８０ｈ（第１、第２の調圧手段）で奇数段（あるいは偶数段）同士のプリシフトを一層連続させることができ、変速に要する時間を短縮することができる。
また、前記選択機構１速（Ａ）および前記選択機構３速（Ｃ）を対とする選択機構ＡＣ（１−３速シンクロ機構６０）と、前記選択機構６速（Ｆ）および前記選択機構８速（Ｈ）を対とする選択機構ＦＨ（６−８速シンクロ機構６６）と、前記選択機構２速（Ｂ）および前記選択機構４速（Ｄ）を対とする選択機構ＢＤ（２−４速シンクロ機構６４）と、前記選択機構５速（Ｅ）および前記選択機構（７速）Ｇを対とする選択機構ＥＧ（５−７速シンクロ機構６２）とを備え、前記第１調圧手段（第４リニアソレノイドバルブ８０ｉ）は、前記選択機構ＡＣ（１−３速シンクロ機構６０）または前記選択機構ＦＨ（６−８速シンクロ機構６６）に供給される油圧を選択的に調整し、前記第２調圧手段は、前記選択機構ＢＤ（２−４速シンクロ機構６４）または前記選択機構ＥＧ（５−７速シンクロ機構６２）に供給される油圧を選択的に調整するように構成、換言すれば、変速比において最大と最小の変速段を含む組と、その中間の変速段を含む組に区分したので、例えば８速、７速と連続的に変速した後に４速に飛ぶ、あるいは７速、６速と連続的に変速した後に３速に飛ぶなどの変速をするとき、第１、第２の調圧手段で奇数段あるいは偶数段同士のプリシフトを連続させることができ、よって飛び変速に要する時間を短縮することができる。 The plurality of second shift speed groups have a shift speed of 8th speed (H) which is the next smallest speed ratio and an even speed after the shift speed of 7th speed (G), and the second input shaft 16 Alternatively, a selection mechanism H for disengaging / engaging the eighth shift speed (H) with respect to the output shaft 28 is provided, and the first pressure regulating means (fourth linear solenoid valve 80i) includes the selection mechanism A. , C, F, and H are selectively adjusted to selectively drive the selection mechanisms A, C, F, and H. In addition to the above effects, when shifting, The fourth and third linear solenoid valves 80i and 80h (first and second pressure adjusting means) can make pre-shifting between odd-numbered stages (or even-numbered stages) more continuous, and shorten the time required for shifting. it can.
In addition, the selection mechanism AC (1-3 speed synchronization mechanism 60), which is a pair of the selection mechanism first speed (A) and the selection mechanism third speed (C), the selection mechanism sixth speed (F), and the selection mechanism 8 Selection mechanism FH (6-8 speed synchronization mechanism 66) paired with speed (H), and selection mechanism BD (2-4) paired with selection mechanism second speed (B) and selection mechanism fourth speed (D) And a selection mechanism EG (5-7 speed synchronization mechanism 62) which is a pair of the selection mechanism 5th speed (E) and the selection mechanism (7th speed) G. The (fourth linear solenoid valve 80i) selectively adjusts the hydraulic pressure supplied to the selection mechanism AC (1-3 speed synchro mechanism 60) or the selection mechanism FH (6-8 speed synchro mechanism 66), The second pressure adjusting means includes the selection mechanism BD (2-4 speed sync). 64) or a configuration that selectively adjusts the hydraulic pressure supplied to the selection mechanism EG (5-7 speed synchro mechanism 62), in other words, a set that includes the maximum and minimum shift speeds in the gear ratio, Since it is divided into a set including the intermediate gear stage, for example, it shifts to the fourth speed after continuously shifting to the 8th and 7th speeds, or it jumps to the 3rd speed after continuously shifting to the 7th and 6th speeds. When shifting, the first and second pressure adjusting means can continue the odd-numbered or even-numbered pre-shifts, thereby shortening the time required for the jump shifting.

また、前記第１調圧手段（第４リニアソレノイドバルブ８０ｉ）および前記第２調圧手段（第３リニアソレノイドバルブ８０ｈ）に油圧を供給する油圧源（油圧ポンプ）８０と、前記前記第１調圧手段（第４リニアソレノイドバルブ８０ｉ）と前記油圧源（油圧ポンプ）８０との間に介挿された複数のシフトバルブを有する第１シフトバルブ群（第２クラッチシフトバルブ８０ｋ、第１、第３サーボシフトバルブ８０ｎ，８０ｐ）と、前記第２調圧手段（第３リニアソレノイドバルブ８０ｈ）と前記油圧源（油圧ポンプ）８０との間に介挿された複数のシフトバルブを有する第２シフトバルブ群（第１クラッチシフトバルブ８０ｊ、第１、第２サーボシフトバルブ８０ｎ，８０ｏ）とを有する如く構成したので、上記した効果に加え、簡易な構成でシンクロ機構６０から６６に確実に油圧を供給できると共に、油圧応答性を向上させることができる。 Also, a hydraulic pressure source (hydraulic pump) 80 that supplies hydraulic pressure to the first pressure regulating means (fourth linear solenoid valve 80i) and the second pressure regulating means (third linear solenoid valve 80h), and the first pressure regulating means. A first shift valve group (second clutch shift valve 80k, first, first and second) having a plurality of shift valves interposed between the pressure means (fourth linear solenoid valve 80i) and the hydraulic source (hydraulic pump) 80. 3 servo shift valves 80n, 80p), and a second shift having a plurality of shift valves interposed between the second pressure regulating means (third linear solenoid valve 80h) and the hydraulic source (hydraulic pump) 80. valve group (first clutch shift valve 80j, first, second servo shift valve 80n, 80o) so constructed as having a, in addition to the effects mentioned above, a simple Together can be reliably supply hydraulic pressure from shea Nkuro mechanism 60 66 adult, it is possible to improve the hydraulic responsiveness.

また、前記第１クラッチ２４に供給される油圧を制御することで前記第１入力軸１４に対する前記エンジン１０らの入力を断切する第３調圧手段（第１リニアソレノイドバルブ８０ｆ）と、前記第２クラッチ２６に供給される油圧を制御することで前記第２入力軸１６に対する前記エンジン１０からの入力を断切する第４調圧手段（第２リニアソレノイドバルブ８０ｇ）とを備え、前記第３調圧手段（第１リニアソレノイドバルブ８０ｆ）は、前記第２シフトバルブ群のうちの少なくとも一つのシフトバルブ（第１クラッチシフトバルブ８０ｊ）を介して入力された油圧を前記第１クラッチ２４に供給し、前記第４調圧手段（第２リニアソレノイドバルブ８０ｇ）は、前記第１シフトバルブ群のうちの少なくとも一つのシフトバルブ（第２クラッチシフトバルブ８０ｋ）を介して入力された油圧を前記第２クラッチに供給するように構成したので、上記した効果に加え、リニアソレノイドバルブ８０ｆ，８０ｇがシンクロ機構６０から６６の他に第１、第２クラッチ２４，２６の動作の制御に使用されることがないことから、飛び変速に要する時間を一層短縮することができる。また、第１、第２リニアソレノイドバルブ８０ｆ，８０ｇを、シンクロ機構６０から６６と独立に第１、第２クラッチ２４，２６の動作を制御するために設けることで、油圧応答性を一層向上させることができる。 Further, third pressure regulating means (first linear solenoid valve 80f) for cutting off the input from the engine 10 to the first input shaft 14 by controlling the hydraulic pressure supplied to the first clutch 24, and the first And a fourth pressure regulating means (second linear solenoid valve 80g) for cutting off the input from the engine 10 to the second input shaft 16 by controlling the hydraulic pressure supplied to the second clutch 26, and the third regulating pressure. The pressure means (first linear solenoid valve 80f) supplies the first clutch 24 with the hydraulic pressure input via at least one shift valve (first clutch shift valve 80j) of the second shift valve group. The fourth pressure regulating means (second linear solenoid valve 80g) includes at least one shift valve (second clutch valve) of the first shift valve group. Since the hydraulic pressure that is input through the pitch shift valve 80k) configured for supplying to said second clutch, in addition to the effects mentioned above, the linear solenoid valve 80f, in addition to the first 80g from synchro mechanism 60 66, the second Since it is not used for controlling the operation of the clutches 24 and 26, the time required for the jump shift can be further reduced. Further, by providing the first and second linear solenoid valves 80f and 80g to control the operation of the first and second clutches 24 and 26 independently of the synchro mechanisms 60 to 66, the hydraulic response is further improved. be able to.

尚、上記において、ツインクラッチ型の自動変速機を説明したが、ツインクラッチ型の自動変速機は例示した構成に止まらず、どのような構成であっても良い。   In the above description, the twin clutch type automatic transmission has been described. However, the twin clutch type automatic transmission is not limited to the illustrated configuration, and may have any configuration.

また、原動機としてエンジン（内燃機関）を例示したが、それに限られるものではなく、エンジンと電動機とのハイブリッドであっても良く、電動機であっても良い。   Moreover, although the engine (internal combustion engine) was illustrated as a prime mover, it is not restricted to it, The hybrid of an engine and an electric motor may be sufficient, and an electric motor may be sufficient.

Ｔ 変速機（自動変速機）、１ 車両、１０ エンジン（原動機）、１２ トルクコンバータ、１２ｄ ロックアップクラッチ、１４ 偶数段入力軸、１６ 奇数段入力軸、１８ アイドル軸、２０ 第１副入力軸、２２ 第２副入力軸、２４ 第１クラッチ、２６ 第２クラッチ、２８ 出力軸、３２，３４，３６，３８，４０，４２，４４，４６ ドライブギヤ、４８，５０，５２，５４ ドリブンギヤ、５６ ＲＶＳアイドルギヤ、５８ ＲＶＳクラッチ、６０，６２，６４，６６ シンクロ機構（選択機構）、７６ 車輪、８０ 油圧供給装置、８０ｃ 油圧ポンプ、８０ｄ レギュレータバルブ（調圧弁）、８０ｆ，８０ｇ，８０ｈ，８０ｉ 第１から第４リニアソレノイドバルブ、８０ｊ 第１クラッチシフトバルブ、８０ｋ 第２クラッチシフトバルブ、８０ｎ，８０ｏ，８０ｐ 第１から第３サーボシフトバルブ、８０ｒ 第１ソレノイドバルブ、８０ｓ 第２ソレノイドバルブ、８０ｔ，８０ｕ，８０ｖ 第３から第５ソレノイドバルブ、８４ シフトコントローラ、８６ エンジンコントローラ   T transmission (automatic transmission), 1 vehicle, 10 engine (prime mover), 12 torque converter, 12d lock-up clutch, 14 even-numbered input shaft, 16 odd-numbered input shaft, 18 idle shaft, 20 first auxiliary input shaft, 22 Second auxiliary input shaft, 24 First clutch, 26 Second clutch, 28 Output shaft, 32, 34, 36, 38, 40, 42, 44, 46 Drive gear, 48, 50, 52, 54 Driven gear, 56 RVS Idle gear, 58 RVS clutch, 60, 62, 64, 66 Synchro mechanism (selection mechanism), 76 wheels, 80 hydraulic supply device, 80c hydraulic pump, 80d regulator valve (pressure regulating valve), 80f, 80g, 80h, 80i To 4th linear solenoid valve, 80j 1st clutch shift valve, 80k 2nd clutch shift Valve, 80n, 80o, 80p third servo shift valve from the first, 80 r first solenoid valve, 80s second solenoid valve, 80t, 80u, 80 v 3 from the fifth solenoid valve, 84 a shift controller, 86 engine controller

Claims (5)

車両に搭載された原動機に第１、第２クラッチを介して接続される第１、第２入力軸と、前記第１、第２入力軸と平行に配置される少なくとも１個の出力軸と、前記第１入力軸と前記出力軸との相対速度を変更する複数の第１変速段群と、前記第２入力軸と前記出力軸との相対速度を変更する複数の第２変速段群とを有する自動変速機の制御装置であって、前記複数の第１変速段群は、いずれも奇数段となる変速段Ａ，Ｃ，Ｅ，Ｇを有し、前記複数の第２変速段群は、いずれも偶数段となる変速段Ｂ，Ｄ，Ｆを有し、前記変速段Ａ，Ｂ，Ｃ，Ｄ，Ｅ，Ｆ，Ｇは、変速比の大きい順に変速段Ａ，Ｂ，Ｃ，Ｄ，Ｅ，Ｆ，Ｇとして設定され、前記第１入力軸または前記出力軸に対し前記変速段Ａを非係合／係合させる選択機構Ａと、前記第１入力軸または前記出力軸に対し前記変速段Ｃを非係合／係合させる選択機構Ｃと、前記第１入力軸または前記出力軸に対し前記変速段Ｅを非係合／係合させる選択機構Ｅと、前記第１入力軸または前記出力軸に対し前記変速段Ｇを非係合／係合させる選択機構Ｇと、前記第２入力軸または前記出力軸に対し前記変速段Ｂを非係合／係合させる選択機構Ｂと、前記第２入力軸または前記出力軸に対し前記変速段Ｄを非係合／係合させる選択機構Ｄと、前記第２入力軸または前記出力軸に対し前記変速段Ｆを非係合／係合させる選択機構Ｆと、前記選択機構Ａ，Ｃ，Ｆに供給される油圧を選択的に調整することで前記選択機構Ａ，Ｃ，Ｆを選択的に駆動する第１調圧手段と、前記選択機構Ｂ，Ｄ，Ｅ，Ｇに供給される油圧を選択的に調整することで前記選択機構Ｂ，Ｄ，Ｅ，Ｇを選択的に駆動する第２調圧手段とを備えることを特徴とする自動変速機の制御装置。 First and second input shafts connected to a prime mover mounted on a vehicle via first and second clutches, and at least one output shaft disposed in parallel to the first and second input shafts; A plurality of first gear groups for changing the relative speed between the first input shaft and the output shaft; and a plurality of second gear groups for changing the relative speed between the second input shaft and the output shaft. The plurality of first shift speed groups have shift speeds A, C, E, and G that are all odd-numbered speeds, and the plurality of second shift speed groups are: each have gear position B as the even-numbered stages, D, and F, before Symbol variable speed a, B, C, D, E, F, G, the shift speed a in descending order of the transmission ratio, B, C, D, E, F, is set as G, and the selection mechanism a engaged disengaged / engaged the gear stage a to the first input shaft or the output shaft, the first input shaft Alternatively, a selection mechanism C for disengaging / engaging the shift stage C with respect to the output shaft, and a selection mechanism E for disengaging / engaging the shift stage E with respect to the first input shaft or the output shaft. A selection mechanism G for disengaging / engaging the gear stage G with respect to the first input shaft or the output shaft, and a mechanism for disengaging / engaging the gear stage B with respect to the second input shaft or the output shaft. A selection mechanism B to be engaged, a selection mechanism D to disengage / engage the shift stage D with respect to the second input shaft or the output shaft, and the shift stage with respect to the second input shaft or the output shaft. A selection mechanism F for disengaging / engaging F and a first mechanism for selectively driving the selection mechanisms A, C, F by selectively adjusting the hydraulic pressure supplied to the selection mechanisms A, C, F. 1 pressure adjusting means and selectively adjusting the hydraulic pressure supplied to the selection mechanisms B, D, E, G -Option mechanism B, D, E, the control device for an automatic transmission, characterized in that it comprises a second pressure regulating means for selectively driving the G. 前記複数の第２変速段群は、前記変速段Ｇの次に小さな変速比であり且つ偶数段である変速段Ｈを有し、前記第２入力軸または前記出力軸に対し前記変速段Ｈを非係合／係合させる選択機構Ｈを有し、前記第１調圧手段は、前記選択機構Ａ，Ｃ，Ｆ，Ｈに供給される油圧を選択的に調整することで前記選択機構Ａ，Ｃ，Ｆ，Ｈを選択的に駆動することを特徴とする請求項１記載の自動変速機の制御装置。 The plurality of second shift speed groups have a shift speed H that is the next smallest gear ratio after the shift speed G and is an even speed, and the shift speed H is set to the second input shaft or the output shaft. A selection mechanism H to be disengaged / engaged is provided, and the first pressure adjusting means selectively adjusts the hydraulic pressure supplied to the selection mechanisms A, C, F, H to thereby select the selection mechanism A, 2. The automatic transmission control device according to claim 1 , wherein C, F, and H are selectively driven . 前記選択機構Ａおよび前記選択機構Ｃを対とする選択機構ＡＣと、前記選択機構Ｆおよび前記選択機構Ｈを対とする選択機構ＦＨと、前記選択機構Ｂおよび前記選択機構Ｄを対とする選択機構ＢＤと、前記選択機構Ｅおよび前記選択機構Ｇを対とする選択機構ＥＧとを備え、前記第１調圧手段は、前記選択機構ＡＣまたは前記選択機構ＦＨに供給される油圧を選択的に調整し、前記第２調圧手段は、前記選択機構ＢＤまたは前記選択機構ＥＧに供給される油圧を選択的に調整することを特徴とする請求項２記載の自動変速機の制御装置。 A selection mechanism AC that pairs the selection mechanism A and the selection mechanism C, a selection mechanism FH that pairs the selection mechanism F and the selection mechanism H, and a selection that pairs the selection mechanism B and the selection mechanism D A mechanism BD; and a selection mechanism EG paired with the selection mechanism E and the selection mechanism G, wherein the first pressure adjusting unit selectively selects a hydraulic pressure supplied to the selection mechanism AC or the selection mechanism FH. 3. The control device for an automatic transmission according to claim 2 , wherein the second pressure adjusting unit selectively adjusts a hydraulic pressure supplied to the selection mechanism BD or the selection mechanism EG . 4. 前記第１調圧手段および前記第２調圧手段に油圧を供給する油圧源と、前記第１調圧手段と前記油圧源との間に介挿された複数のシフトバルブを有する第１シフトバルブ群と、前記第２調圧手段と前記油圧源との間に介挿された複数のシフトバルブを有する第２シフトバルブ群とを有することを特徴とする請求項１から３のいずれかに記載の自動変速機の制御装置。 A first shift valve having a hydraulic pressure source for supplying hydraulic pressure to the first pressure regulating means and the second pressure regulating means, and a plurality of shift valves interposed between the first pressure regulating means and the hydraulic pressure source 4. The system according to claim 1 , further comprising: a group, and a second shift valve group having a plurality of shift valves interposed between the second pressure regulating means and the hydraulic pressure source. Automatic transmission control device. 前記第１クラッチに供給される油圧を制御することで前記第１入力軸に対する前記原動機からの入力を断切する第３調圧手段と、前記第２クラッチに供給される油圧を制御することで前記第２入力軸に対する前記原動機からの入力を断切する第４調圧手段とを備え、前記第３調圧手段は、前記第１シフトバルブ群のうちの少なくとも一つのシフトバルブを介して入力された油圧を前記第１クラッチに供給し、前記第４調圧手段は、前記第２シフトバルブ群のうちの少なくとも一つのシフトバルブを介して入力された油圧を前記第２クラッチに供給することを特徴とする請求項４記載の自動変速機の制御装置。Controlling the hydraulic pressure supplied to the first clutch to control the hydraulic pressure supplied to the second clutch by controlling the hydraulic pressure supplied to the second clutch; and third pressure regulating means for cutting off the input from the prime mover to the first input shaft. A fourth pressure regulating means for cutting off the input from the prime mover to the second input shaft, and the third pressure regulating means is inputted via at least one shift valve in the first shift valve group. Oil pressure is supplied to the first clutch, and the fourth pressure adjusting means supplies oil pressure inputted through at least one shift valve of the second shift valve group to the second clutch. The control device for an automatic transmission according to claim 4.
JP2012054511A 2011-05-31 2012-03-12 Control device for automatic transmission Expired - Fee Related JP5552136B2 (en)

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