JPH11280896A - Failure detection device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the drop of a failure detection speed and detection accuracy by a huge data processing load when a failure detection is carried out uniformly and unrelatedly to a running state. SOLUTION: When a failure (lock-up ON failure) in which a lock-up clutch is stuck in a tightened state is generated, at the time of such prescribed running state that a vehicular acceleration is a prescribed value or more and a throttle opening is a prescribed value or more, in consideration of enlarging of the aggravation degree of an emission in comparison with the other running state, the subroutine of lock-up ON failure and normality judgement is executed only at the prescribed running state time. At the time of running state except this, the lock-up ON failure and normality judgement are omitted.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a failure detection device for an automatic transmission mounted on an automobile, and more particularly to a device for reducing the load of data processing for failure detection while preventing deterioration of emission.

[0002]

2. Description of the Related Art Generally, an automatic transmission mounted on an automobile includes a torque converter and a transmission gear mechanism, and a power transmission path of the transmission gear mechanism is selectively operated by a plurality of friction elements such as clutches and brakes. Switching is performed so that the speed is automatically shifted to the speed determined by the shift characteristics (shift map). The shift characteristics are set in advance by using the vehicle speed and the throttle opening as parameters. In recent automatic transmissions, usually, four forward speeds and one reverse speed are provided.

A hydraulic circuit of an automatic transmission is provided with a plurality of duty solenoid valves and an open / close solenoid valve, and the ON / OFF failure of these solenoid valves may cause the automatic transmission to fail. As a technique for coping with such a failure of the automatic transmission, Japanese Patent Publication No.
No. 7708 discloses that a failure of a transmission is detected in a state where the transmission is not at a target gear, and when an intermediate gear is broken, execution of the gear is prohibited and the intermediate gear is skipped. There is disclosed a technique for changing a shift characteristic so as to perform a jump shift.

Japanese Patent Application Laid-Open No. Hei 4-300461 discloses a rotational speed difference between a rotational speed of a pump of a torque converter of an automatic transmission and a rotational speed of a turbine, and a rotational speed in a state where a lock-up clutch engagement is commanded. A lock-up clutch failure detection device that determines that the lock-up clutch has failed when the difference is equal to or greater than a predetermined value and the oil temperature of the hydraulic oil sharply increases is described.

[0005]

In the failure detection techniques disclosed in the above publications and the failure detection technique of the conventional automatic transmission,
Generally, failure detection is not performed in close association with the operating state of the engine connected to the automatic transmission, the state of emission, or the running state of the vehicle. Among the various failures of the automatic transmission, there are minor failures, some failures that are fatal, and some failures in which deterioration of emission cannot be avoided. When uniformly detecting and determining these various failures, the data processing amount of the failure detection becomes enormous, and the failure detection speed decreases, and if the detection speed is increased, the detection accuracy may decrease. In order to achieve both the failure detection speed and the detection accuracy, a large and expensive data processing means is required. SUMMARY OF THE INVENTION It is an object of the present invention to prevent an automatic transmission from being deteriorated due to a failure of the automatic transmission, prevent a decrease in the speed of failure detection, reduce the amount of data processing, and improve the accuracy of failure determination. It is to provide a detection device.

[0006]

A failure detection device for an automatic transmission according to claim 1 includes a failure detection unit that detects a plurality of types of failures in the automatic transmission, and a running state of a vehicle equipped with the automatic transmission. Traveling state detecting means for detecting, and determining means for determining whether or not the traveling state detected by the traveling state detecting means is a predetermined traveling state in which the degree of emission deterioration is increased due to a specific failure in the automatic transmission. Wherein the failure detection means executes the detection of the specific failure only in the predetermined traveling state in response to the determination result of the determination means.

The failure detection means detects a plurality of types of failures, the traveling state detection means detects the traveling state of the vehicle, and the determination means determines that the detected traveling state is a predetermined failure in which the degree of emission deterioration is increased by a specific failure. Is determined. Upon receiving the determination result, the failure detecting means detects a specific failure only when the vehicle is in a predetermined traveling state.

According to a second aspect of the present invention, there is provided a failure detecting device for an automatic transmission.
In the invention of claim 1, the specific failure is a failure in which the lock-up clutch is stuck in the engaged state. When the lock-up clutch is stuck in the engaged state, the engine is likely to directly receive the load from the road surface side, and the degree of freedom of the operation of the engine is reduced by the elimination of the buffering action by the torque converter, and the emission deteriorates depending on the running state.

A third aspect of the present invention provides a failure detecting device for an automatic transmission.
The invention according to claim 2 is characterized in that the predetermined traveling state is a traveling state in which the degree of emission deterioration due to the failure of the lock-up clutch is greater than in other traveling states. Such traveling states include an accelerated traveling state and a high-load traveling state.

[0010] A failure detection device for an automatic transmission according to claim 4 is
The invention according to claim 3 is characterized in that the predetermined traveling state includes an accelerated traveling state. If the vehicle is accelerated while the lock-up clutch is in a failure state in the engaged state, the emission deteriorates. According to a fifth aspect of the present invention, there is provided the automatic transmission failure detection device according to the third aspect, wherein the predetermined traveling state is an accelerated traveling state under a high load state. If the vehicle is accelerated under a high load when the lock-up clutch fails in the engaged state, the emission deteriorates.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described with reference to the drawings, but the overall mechanical schematic structure of an automatic transmission, a hydraulic control circuit, and a shift failure detection control will be described in this order. First, the overall schematic configuration of the automatic transmission 10 will be described. As shown in FIG. 1, this automatic transmission 10
Is a torque converter 20 as a main component,
First and second planetary gear mechanisms 30 and 40 that are disposed adjacent to each other (hereinafter, the engine side is forward and the non-engine side is rearward) as a transmission gear mechanism driven by the output of the converter 20; A plurality of friction elements 51 to 55 such as clutches and brakes for switching the power transmission path of the planetary gear mechanisms 30 and 40, a one-way clutch 56, and the like. 1st and 2nd speed in the speed and L range, and R
The reverse speed in the range can be obtained.

The torque converter 20 includes a pump 2 fixed in a case 21 connected to the engine output shaft 1.
2, a turbine 23 that is disposed to face the pump 22 and is driven by the pump 22 via hydraulic oil,
Transmission case 1 interposed between turbine 2 and turbine 23
1 is provided between a case 21 and a turbine 23 and supported by a one-way clutch 24 via a one-way clutch 24, and a lock-up for directly connecting the engine output shaft 1 and the turbine 23 via the case 21. And a clutch 26. The rotation of the turbine 23 is transmitted through a turbine shaft 27 to planetary gear mechanisms 30 and 40.
Output to the side. An oil pump 12 driven by the engine output shaft 1 via a case 21 of the torque converter 20 is disposed behind the torque converter 20.

The first and second planetary gear mechanisms 30 and 40 include sun gears 31 and 41, a plurality of pinions 32 and 42 meshing with the sun gears 31 and 41, respectively, and a pinion that supports these pinions 32 and 42. Carriers 33, 43
And the ring gears 34, 4 meshed with the pinions 32, 42
4. A forward clutch 51 is provided between the turbine shaft 27 and the sun gear 31 of the first planetary gear mechanism 30, and a reverse clutch 52 is provided between the turbine shaft 27 and the sun gear 41 of the second planetary gear mechanism 40. A 3-4 clutch 53 is provided between the turbine shaft 27 and the pinion carrier 43 of the second planetary gear mechanism 40, and a 2-4 brake 54 for fixing the sun gear 41 of the second planetary gear mechanism 40 is also provided. ing.

The ring gear 34 of the first planetary gear mechanism 30 and the pinion carrier 43 of the second planetary gear mechanism 40 are connected, and a low reverse brake 55 and a one-way clutch 56 are connected in parallel with the transmission case 11. The pinion carrier 33 of the first planetary gear mechanism 30 and the ring gear 44 of the second planetary gear mechanism 40 are connected,
The output gear 13 is connected to these. The output gear 13 meshes with a first intermediate gear 62 on an idle shaft 61 constituting an intermediate transmission mechanism 60, and a second intermediate gear 63 on the idle shaft 61 meshes with an input gear 71 of a differential device 70. The rotation of the output gear 13 is input to the differential case 72 of the differential 70, and the left and right axles 73 and 74 are driven via the differential 70. Here, the relationship between the operating state of the friction elements 51 to 55 such as the clutch and the brake and the one-way clutch 56 and the shift speed is as shown in FIG.

Next, a hydraulic control circuit for supplying and discharging the working pressure to and from the friction elements 51 to 55 will be described with reference to FIG. Here, of the friction elements, the 2-4 brake 54 composed of a band brake has a fastening chamber 54a and a release chamber 54b as hydraulic chambers to which the operating pressure is supplied, and the operating pressure is applied only to the fastening chamber 54a. When the pressure is supplied, the 2-4 brake 54 is engaged, and when the operating pressure is supplied only to the release chamber 54b, when the operating pressure is not supplied to both the chambers 54a and 54b, both the chambers 54a and 54b are supplied. When the operating pressure is supplied, the 2-4 brake 54 is released. The other friction elements 51 to 53, 55 have a single hydraulic chamber, and the friction elements are fastened when the hydraulic chamber is supplied with operating pressure.

As shown in FIG. 3, the hydraulic control circuit 10
00 includes a regulator valve 1001 for generating line pressure and a manual valve 1002 for switching the range by manual operation as main components.
And a low reverse valve 1003, a bypass valve 1004, a 3-4 shift valve 1005, and a lock-up control valve 1006, which operate at the time of gear shifting to switch oil paths leading to the friction elements 51 to 55, and operate these valves 1003 to 1006. First and second O
N-OFF solenoid valve (hereinafter referred to as "SV")
1011 and 1012 and a solenoid relay valve (hereinafter, referred to as a solenoid relay valve) for switching the supply destination of the operating pressure from the first SV 1011.
1007) and each friction element 51
To 55 to control the generation, adjustment, discharge, and the like of the operating pressure supplied to the hydraulic chambers.
23 and the like are provided.

The SVs 1011 and 1012 and the DSVs 1021 to 1023 are all three-way valves.
A state in which the upper and lower oil paths are communicated with each other and a state in which the downstream oil path is drained can be obtained. In the latter case, the oil passage on the upstream side is shut off, so that the operating oil from the upstream side is not drained out in a drain state, and the drive loss of the oil pump 12 is reduced. Note that S
When V1011 and 1012 are ON, the upper and lower oil passages communicate with each other.

When the DSVs 1021 to 1023 are OFF, that is, when the duty ratio (O in one ON-OFF cycle)
(N time ratio) is 0%, it is fully opened, and the upper and downstream oil paths are completely connected. When it is ON, that is, when the duty ratio is 100%, the upstream oil path is shut off. At the same time, the oil pressure on the downstream side is drained, and at an intermediate duty ratio, the hydraulic pressure on the upstream side is used as the original pressure, and a hydraulic pressure adjusted to a value corresponding to the duty ratio is generated on the downstream side. ing.

The regulator valve 1001 adjusts the pressure of the hydraulic oil discharged from the oil pump 12 to a predetermined line pressure. This line pressure is
0, and supplied to a manual valve 1002 through a solenoid reducing valve (hereinafter referred to as “reducing valve”) 1008 and a 3-4 shift valve 100.
5 is supplied. This reducing valve 1008
The line pressure supplied to the line 1101, 11 is reduced by the valve 1008 to a constant pressure.
02 to the first and second SVs 1011 and 1012.

The above-mentioned constant pressure is applied to the first SV 101
When 1 is ON, it is supplied to the relay valve 1007 via the line 1103. When the spool of the relay valve 1007 is located on the right side in the drawing (the same applies hereinafter), control of one end of the bypass valve 1004 is further performed via the line 1104. Supplied to the port as pilot pressure to urge the spool of the bypass valve 1004 to the left. When the spool of the relay valve 1007 is located on the left side, the 3-4 shift valve 1
005 is supplied as a pilot pressure to a control port at one end to urge the spool of the 3-4 shift valve 1005 to the right.

When the second SV 1012 is ON, the constant pressure from the reducing valve 1008 is
When the spool of the bypass valve 1004 is located on the right side via the line 061, it is further supplied as a pilot pressure to the control port at one end of the lock-up control valve 1006 via the line 1107. The spool of 1006 is urged to the left. Also, the bypass valve 100
When the spool No. 4 is located on the left side, the line 1108
Is supplied as pilot pressure to a control port at one end of the low reverse valve 1003 to urge the spool of the low reverse valve 1003 to the left.

Further, the constant pressure from the reducing valve 1008 is also supplied to a pressure adjusting port 1001a of the regulator valve 1001 via a line 1109.
In this case, the constant pressure is adjusted according to, for example, the engine load by the linear solenoid valve 1031 provided in the line 1109. Therefore, the line pressure is adjusted by the regulator valve 1001 according to the engine load. . The 3-4 shift valve 100
The main line 1100 led to 5 is a valve 1005
When the spool is located on the right side, it communicates with the first accumulator 1041 via the line 1110 and introduces line pressure into the accumulator 1041.

On the other hand, the line pressure supplied from the line line 1100 to the manual valve 1002 is D,
Introduced to the first output line 1111 and the second output line 1112 in each forward range of S and L, to the first output line 1111 and the third output line 1113 in the R range, and to the third output line 1113 in the N range. Is done. Then, the first output line 1111 is led to the first DSV 1021, and supplies the first DSV 1021 with a line pressure as a control source pressure. The downstream side of the first DSV 1021 is guided to a low reverse valve 1003 via a line 1114. When the spool of the valve 1003 is located on the right side, a line (servo apply line) 1115 is further provided.
To the fastening chamber 54a of the 2-4 brake 54 via
When the spool of the low reverse valve 1003 is located on the left side, the low reverse brake 55 is further connected via a line (low reverse brake line) 1116.
To the hydraulic chamber. Here, the line 1117 is branched from the line 1114 to form the second accumulator 10.
42.

The second output line 1112 is connected to the second DS
V1022 and the third DSV 1023 to supply line pressures to these DSVs 1022 and 1023 as control source pressures, respectively.
It is also led to 5. This 3-4 shift valve 1005
When the spool of the valve 1005 is located on the left side, the line 1112 is led to the lock-up control valve 1006 via the line 1118, and when the spool of the valve 1006 is located on the left side, the line ( It is led to the hydraulic chamber of the forward clutch 51 via a forward clutch line 1119.

Here, the forward clutch line 1
A line 1120 branched from 119 is led to a 3-4 shift valve 1005. When the spool of the valve 1005 is located on the left side, the line 1120 communicates with the first accumulator 1041 via the line 1110 and the spool of the valve 1005. Is located on the right side, it leads to the release chamber 54b of the 2-4 brake 54 via the line (servo release line) 1121. The second DSV 102 to which the control source pressure is supplied from the second output line 1112
Downstream of relay valve 1 via line 1122
007 is supplied to a control port at one end to supply pilot pressure to urge the spool of the relay valve 1007 to the left side and to a line 1 branched from the line 1112.
123 is guided to the low reverse valve 1003 and further communicates with the line 1124 when the spool of the valve 1003 is located on the right side.

From this line 1124, the orifice 1
The line 1125 is branched via the line 051, and the branched line 1125 is led to the 3-4 shift valve 1005, and when the spool of the 3-4 shift valve 1005 is located on the left side, the aforementioned servo release line 1121
Through the release chamber 54b of the 2-4 brake 54. Also, the orifice 1051
A line 1126 is further branched from a line 1125 which is branched via a line 1126. This line 1126 is led to a bypass valve 1004, and when the spool of the valve 1004 is located on the right side, a line (3-4 clutch line) 1127 Through the hydraulic chamber of the 3-4 clutch 53.

Further, the line 1124 is directly led to the bypass valve 1004, and communicates with the line 1125 via the line 1126 when the spool of the valve 1004 is located on the left side. That is, the line 1124 and the line 1125 communicate with each other while bypassing the orifice 1051. Further, the downstream side of the third DSV 1023 to which the control source pressure is supplied from the second output line 1112 is led to the lock-up control valve 1006 via the line 1128, and when the spool of the valve 1006 is located on the right side, Clutch line 111
Communicate with 9. When the spool of the lock-up control valve 1006 is located on the left side, it communicates with the front chamber of the lock-up clutch 26 via the line 1129.

A third output line 1113 from the manual valve 1002 is led to a low reverse valve 1003 to supply a line pressure to the valve 1003. When the spool of the valve 1003 is located on the left side, it is guided to the hydraulic chamber of the reverse clutch 52 via a line (reverse clutch line) 1130. Also, the line 11 branched from the third output line 1113
31 is led to the bypass valve 1004 and the valve 100
When the spool No. 4 is located on the right side,
A line pressure is supplied as a pilot pressure to the control port of the low reverse valve 1003 via 108 to urge the spool of the low reverse valve 1003 to the left.

In addition to the above configuration, the hydraulic control circuit 1
000 is provided with a converter relief valve 1009, which is provided with a regulator valve 1010.
After adjusting the operating pressure supplied from 01 through the line 1132 to a constant pressure, this constant pressure is supplied to the lock-up control valve 1006 via the line 1133. When the spool of the valve 1006 is located on the right side, the constant pressure is supplied to the front chamber of the lock-up clutch 26 via the line 1129 described above,
When the spool of the valve 1006 is located on the left side, a constant pressure is supplied to the rear chamber via the line 1134.

Here, the lock-up clutch 26 is disengaged when the constant pressure is supplied to the front chamber, and is engaged when the constant pressure is supplied to the rear chamber. At the time of this fastening, when the spool of the lock-up control valve 1006 is located on the left side, the operating pressure generated by the third DSV 1023 is supplied to the front chamber, so that a fastening force corresponding to this operating pressure is obtained. It has become.

In the hydraulic control circuit 1000, the line pressure adjusted by the regulator valve 1001 is controlled by the control pressure from the linear solenoid valve 1031 to a hydraulic pressure corresponding to, for example, the throttle opening of the engine. However, the line pressure is adjusted in accordance with the range, that is, the line pressure is adjusted to be low in the forward range such as D, S, L and the N range, and to be high in the R range.

Therefore, as shown in FIG.
A pressure regulating port 1001a through which pilot pressure from the linear solenoid valve 1031 is introduced is provided at one end of the valve 01c, and a manual valve 1002 is connected to the other end via a line 1135 in the D, S, L, and N ranges. A pressure reducing port 1001b to which pressure is supplied is provided. Then, the pressure adjustment value of the regulator valve 1001 is set to R
It is configured not to increase in the range but to decrease in the D, S, L, and N ranges.

As shown in FIG. 4, the automatic transmission 10 includes first and second SVs 10 in the hydraulic control circuit 1000.
11, 1012, first to third DSVs 1021 to 1023
And a controller 1200 for controlling the linear solenoid valve 1031 is provided.
Includes a sensor 1201 for detecting a vehicle speed of the vehicle, a throttle opening sensor 1202 for detecting a throttle opening as an engine load, an engine rotation sensor 1203 for detecting an engine speed, and a shift position (range) selected by a driver. 1204, a sensor 1205 for detecting the rotation speed of the turbine 23 in the torque converter 20, a sensor 1206 for detecting the oil temperature of the hydraulic oil,
And signals from other switches such as a brake switch and an ignition switch are input. Based on signals from these sensors 1201 to 1206 and the switches, each solenoid is controlled according to a running state of a vehicle, an operating state of an engine, and the like. Valves 1011, 1012, 1021-10
23, 1031 are controlled.

Next, the first and second SVs 1011, 10
The relationship between the operating states of the twelfth and first to third DSVs 1021 to 1023 and the supply and discharge states of the operating pressure of the friction elements 51 to 55 with respect to the hydraulic chamber will be described for each shift speed. Here, first,
Second SV 1011 and 1012 and first to third DSV 10
The combinations (solenoid patterns) of the operation states for each of the gear positions 21 to 1023 are set as shown in FIG.

In FIG. 5, the circles indicate SV1011, 101
2 is ON and DSVs 1021 to 1023 are OFF, and each shows a state in which the upstream oil passage is communicated with the downstream oil passage and the original pressure is supplied to the downstream as it is. Further, the crosses indicate that SV1011 and 1012 are OFF and DSVs 1021 to 1023 are ON, and all indicate a state in which the upstream oil passage is shut off and the downstream oil passage is drained.

Next, each gear stage (gear stage) will be described individually. First speed: (see FIGS. 5 and 6) In first speed (except for the first speed in the L range), FIGS.
As shown in the figure, only the third DSV 1023 operates to generate an operating pressure using the line pressure from the second output line 1112 as a source pressure, and this operating pressure is supplied to the lock-up control valve 1006 via the line 1128. Is done.

At this time, since the spool of the lock-up control valve 1006 is located on the right side,
The operating pressure further increases the forward clutch line 111
9 is supplied as a forward clutch pressure to the hydraulic chamber of the forward clutch 51, whereby the forward clutch 51 is engaged. Here, the line 1200 branched from the forward clutch line 1119 is 3-4.
The first through the shift valve 1005 and the line 1110
The communication with the accumulator 1041 allows the forward clutch pressure to be supplied gently.

Second speed: (see FIGS. 5 and 7) In the second speed, as shown in FIGS. 5 and 7, in addition to the state of the first speed, the first DSV 1021 also operates, and the first output line 1111 The operating pressure is generated by using the line pressure from the pressure source as the original pressure. This operating pressure is supplied to the low reverse valve 1003 via the line 1114. At this time, the servo release line 111
5 and supplied to the engagement chamber 54a of the 2-4 brake 54 as servo apply pressure.
In addition to 1, the 2-4 brake 54 is engaged.

The line 1114 is a line 111
7, the servo application pressure is supplied or the 2-4 brake 54 is gently engaged. The hydraulic oil stored in the accumulator 1042 is supplied to the low reverse valve 1003 at the time of shifting to the first speed in the L range described later.
When the spool moves to the left, the hydraulic chamber of the low reverse brake 55 is precharged from the low reverse brake line 1116.

Third speed: (See FIGS. 5 and 8) In the third speed state, as shown in FIGS. 5 and 8, in addition to the second speed state, the second DSV 1022 also operates, and the second output line An operating pressure is generated using the line pressure from 1112 as a source pressure. This operating pressure is applied to line 1122 and line 1
It is supplied to the low reverse valve 1003 via 123, but at this time, since the spool of the valve 1003 is also located on the right side, it is further introduced into the line 1124. Then, the operating pressure generated by the second DSV 1022 is introduced from a line 1124 through an orifice 1051 to a line 1125, and the 3-4 shift valve 100
5, but at this time, the 3-4 shift valve 1
When the spool 005 is located on the left side, the servo release pressure is further supplied to the release chamber 54b of the 2-4 brake 54 via the servo release line 1121. Thereby, the 2-4 brake 54 is released.

Further, since a line 1126 is further branched from a line 1125 branched from the line 1124 via an orifice 1051, the operating pressure is guided to the bypass valve 1004 by the line 1126. At this time, since the spool of the bypass valve 1004 is located on the right side, the hydraulic pressure chamber of the 3-4 clutch 53 is further connected to the hydraulic chamber of the 3-4 clutch 53 via the 3-4 clutch line 1127.
-4 supplied as clutch pressure. Therefore, in the third gear state, the forward clutch 51 and the 3-4 clutch 5
3, and the 2-4 brake 54 is released. In the third gear state, the second D
The SV 1022 generates the working pressure, which is
Through the control port 1007a of the relay valve 1007
, The spool of the relay valve 1007 moves to the left.

4th speed: (see FIGS. 5 and 9) In the 4th speed state, as shown in FIGS. 5 and 9, the third DSV 1023 stops generating the operating pressure while the 3rd speed state, The first SV 1011 operates. This first SV1
The operation of 011 causes a constant pressure from line 1101 to be supplied to relay valve 1007 via line 1103, as described above.
Because the 07 spool was moved to the left at 3rd speed,
The constant pressure is supplied to the control port 1005a of the 3-4 shift valve 1005 via the line 1105, and the spool of the valve 1005 moves to the right.

Therefore, the servo release line 1121
Is connected via a 3-4 shift valve 1005 to a line 1120 branched from the forward clutch line 1119, and the release chamber 54b of the 2-4 brake 54 and the hydraulic chamber of the forward clutch 51 communicate with each other. Then, as described above, the third DSV 1023 stops generating the operating pressure and sets the downstream side to the drain state, so that the release chamber 54b of the 2-4 brake 54 and the hydraulic chamber of the forward clutch 51 are locked-up controlled. The third DSV 1023 is drained via the valve 1006 and the line 1128, whereby the 2-4 brake 54 is re-engaged and the forward clutch 51 is released.

First speed in the L range: (see FIGS. 5 and 10) On the other hand, in the first speed in the L range, the first and second SVs 1011 and 1012 and the first and third SVs are provided as shown in FIGS.
The DSVs 1021 and 1023 operate, and the third DSV 1
When the operating pressure generated by the H.023 is the same as the first speed such as the D range, the line 1128, the lock-up control valve 1006 and the forward clutch line 1119
Is supplied as a forward clutch pressure to the hydraulic chamber of the forward clutch 51 through the forward clutch 51 so that the forward clutch 51 is engaged. At this time, the operation pressure is introduced into the first accumulator 1041 via the line 1120, the 3-4 shift valve 1005 and the line 1110, so that the forward clutch 51 is loosely engaged. It is the same as the 1st speed such as D range.

The operation of the first SV 1011 causes the line 1103, the relay valve 1007, and the line 1104 to operate.
Through the control port 1004 of the bypass valve 1004
The pilot pressure is supplied to a to move the spool of the valve 1004 to the left. And with this, the second
Operating pressure from SV 1012 is introduced into line 1108 via line 1106 and bypass valve 1004,
Further, the control port 100 of the low reverse valve 1003
3a to move the spool of the valve 1003 to the left. Therefore, the operating pressure generated by the first DSV 1021 is
And the low reverse brake pressure is supplied to the hydraulic chamber of the low reverse brake 55 via the low reverse brake line 1116, whereby the forward clutch 5
In addition to 1, the low reverse brake 55 is engaged, and the first speed at which the engine brake operates is obtained.

Reverse speed: (See FIGS. 5 and 11) In the R range (reverse speed), as shown in FIGS.
First and second SVs 1011 and 1012 and first to third DSs
V1021 to 1023 operate. However, the second and third D
For the SVs 1022 and 1023, the second output line 1
Since the supply of the original pressure from 112 is stopped, no operating pressure is generated. As described above, in the R range, the first and second SVs 1011 and 1012 operate, so that the spool of the bypass valve 1004 moves to the left as in the case of the first speed in the L range, and accordingly, The spool of the low reverse valve 1003 also moves to the left. Then, in this state, since the operating pressure is generated by the first DSV 1021, this is supplied to the hydraulic chamber of the low reverse brake 55 as a low reverse brake pressure.

On the other hand, in the R range, the manual valve 1
From 002, line pressure is introduced to the third output line 1113, and this line pressure is applied to the reverse clutch in the hydraulic chamber of the reverse clutch 52 via the low reverse valve 1003 whose spool has moved to the left and the reverse clutch line 1130 as described above. Supplied as pressure. Therefore, the reverse clutch 52 and the low reverse brake 55 are engaged. Since the line pressure is introduced from the manual valve 1002 to the third output line 1113 even in the N range, the reverse clutch 52 is engaged in the N range when the spool of the low reverse valve 1003 is located on the left side.

Next, the first and second hydraulic control circuits 1000
SV1011, 1012 and first, second and third DSV
The shift failure detection control for detecting ON failure and OFF failure of five solenoid valves 1021 to 1023 will be described. However, in the following description, for convenience of explanation, the first and second SVs 1011 and 1012 are referred to as SOL1 and SOL2.
And the first, second and third DSVs 1021 to 1023
Are abbreviated as PWM2, PWM3, and PWM1, and the correspondence between them is as specified in FIG.

FIG. 12 shows a shift command and a lock-up command at the time of failure of each solenoid valve and the actual operation state of the automatic transmission 10. The first stage, the second stage,. Indicates a command gear. There are two failure modes for each solenoid valve: an ON failure that fails in the ON state and an OFF failure that fails in the OFF state.

FIG. 13 is a list of possible failures of the solenoid valve when a failure occurs in each of the commanded gears. A circle indicates normal, and a cross indicates failure. FIG. 14 is a table showing a correspondence relationship between a gear speed failure and a solenoid valve failure in order to enhance failure detection, where a circle indicates normal and a cross indicates failure. The malfunctioning solenoid valve and its failure mode are detected from the combination of normal and failure in this chart.

Next, the shift failure detection control executed by the controller 1200 will be described with reference to FIGS. First, the main routine of the shift failure detection control will be described with reference to the flowchart in FIG. This main routine is repeatedly executed every minute time of 250 msec. The symbols Si (i = 1, 2,...) In the flowchart indicate each step. When this control is started, a plurality of KAMs described later will be used only immediately after the battery is turned on, such as when the battery is replaced.
The flags are reset (S1, S2), and immediately after the ignition switch is turned on, initialization is performed to reset all flags (such as a failure determination flag and a normality determination flag) other than a plurality of KAM flags (S3, S4). .

Next, input processing for inputting various detection signals from sensors and switches is executed, and shift control based on the detection signals and the shift map is executed (S5, S5).
6) If necessary, lock-up control for the lock-up clutch 26 is also performed (S7). Next, on condition that the oil temperature in the transmission 10 is equal to or higher than a predetermined value (S
8: Yes), it is determined whether the gear is being shifted or engaged (S9). Note that “engaged” means that the forward clutch 51 is being engaged. If the vehicle is not shifting and not engaging, it is determined whether or not the vehicle speed V is equal to or higher than a predetermined value (a predetermined value close to zero) (S10). The subroutine of the engagement failure / normality determination is executed (S16).

On the other hand, if the vehicle speed V is equal to or higher than the predetermined value, a subroutine for gear failure / normality determination is executed (S
11) Next, when the vehicle acceleration is equal to or more than a predetermined value and the throttle opening TVO is equal to or more than a predetermined value, a lock-up failure / normal judgment subroutine is executed (S13 to S1).
5). Next, a subroutine for solenoid function failure determination is executed (S17), and then a subroutine for fail-safe control is executed (S18), and thereafter, the routine returns. As described above, the main routine of the shift failure detection control is executed.

Next, the subroutine of the engagement failure / normality determination in S16 will be described (see FIG. 16). FIG.
When the control shown in FIG. 6 is started, the shift position sensor 120
It is determined whether or not the vehicle is in a travel range other than the P range and the N range based on the detection signal from the control unit 4 (S20), and the elapsed time after switching to the travel range becomes longer as the oil temperature becomes lower according to the oil temperature. If the set time is equal to or longer than the set time and the brake switch is ON and the stepping brake is in the braking state (S21, S22: Yes), it is determined whether or not the turbine speed Nt of the transmission 10 is equal to or more than the predetermined value Nto. A determination is made (S23).

When the forward clutch 51 is normally engaged, in consideration of the fact that the turbine speed Nt is also reduced by turning on the brake, the engagement failure timer is reset when Nt <Nto and the turbine is normal (S2).
4) The engagement normal timer is accumulated (S25), and when the count value of the engagement normal timer becomes equal to or more than a predetermined value, the engagement normal flag Fes is set, and the engagement failure temporary flags Feft1, Feet2, and Feft3 are reset (S26). , S27).

On the other hand, when Nt ≧ Nto, the engagement normal timer is reset (S28), the engagement failure timer is integrated (S29), and it is determined whether or not the count value of the engagement failure timer is equal to or more than a predetermined value (S30). (S31), the first-speed engagement failure temporary flag Feft1 is set for the first speed (S32), and the second-speed engagement failure temporary flag Feft2 for the second speed. Is set (S33), and in the case of the third speed, the third speed engagement failure temporary flag Feet3 is set (S34). Next, all the engagement failure temporary flags Feft1, Feft2,
It is determined whether Feft3 has been set (S35). If the determination is Yes, the engagement failure flags Fef1, Fef1
ef2 and Fef3 are set (S36), and thereafter, the process returns to the main routine.

Next, a subroutine for determining whether or not the lock-up clutch 26 has an ON failure (failure in the connected state) in S15 to determine whether or not the lock-up ON has failed (see FIG. 17). When the control shown in FIG. 17 is started, the command gear is 4th speed and the lockup command is O
On condition that it is FF and the fourth-speed gear normal flag Fg4s is 1 (S40 to S42: Yes), a difference rotation ΔN between the engine speed Ne and the turbine speed Nt is calculated (S43). Since the lockup ON failure can be determined only when the fourth speed is normal and the fourth speed is normal, S40 to S
42 is executed. Next, it is determined whether or not the differential rotation ΔN is equal to or less than a predetermined value ΔNo (S44). If the lock-up clutch is normal and the lock-up clutch 26 is OFF as instructed, ΔN> ΔNo, so that S44
Is negative, the failure timer Tf is reset (S45), and the normal timer Ts is integrated (S46).

On the other hand, in the case of ΔN ≦ ΔNo, there is a high possibility that the lock-up clutch 26 has a failure in ON.
The lock-up normal timer is reset (S47), and the failure timer Tf is integrated (S48). Failure timer Tf
When the counted value of the data becomes equal to or more than the predetermined value ta (S49: Yes),
The lock-up ON failure flag Fuponf is set, and the lock-up ON normal flag Fupons is reset (S52). The count value of the failure timer Tf is equal to a predetermined value t.
If not, it is determined whether the count value of the normal timer Ts is equal to or larger than a predetermined value ta (S50). If Ts ≧ ta, the lock-up ON normal flag Fupons is set (S51). After performing the above, the process returns to the main routine.

Next, a subroutine for determining whether or not there is a lock-up OFF failure in the lock-up OFF failure / normality in step S12 will be described (see FIG. 18). When the control shown in FIG. 18 is started, a differential rotation ΔN between the engine speed Ne and the turbine speed Nt is calculated on condition that the vehicle is in the travel range (S60, S61). If the lock-up command is ON (S62: Yes) and the differential rotation ΔN is greater than the predetermined value ΔNa (S63: Yes), it is highly possible that the lock-up clutch 26 has an OFF failure, so the failure determination timer (S64), and when the count value of the failure determination timer becomes equal to or greater than a predetermined value, a lockup OFF failure flag Fupoff is set (S64).
65, S66).

On the other hand, if the differential rotation ΔN> ΔNa is not satisfied,
Since there is a high possibility that the lock-up clutch 26 is normal,
The failure determination timer is reset (S67), and then ΔN <
It is determined whether or not ΔNb (where ΔNb is sufficiently smaller than ΔNa) (S68), and as a result of the determination, ΔN <ΔNb
However, when it is difficult to determine whether the failure is normal or not (S68:
No), the normality determination timer is reset (S69).
When ΔN <ΔNb (S68: Yes), the lock-up clutch 26 is ON as instructed.
The normality determination timer is integrated (S70), and when the count value of the normality determination timer exceeds a predetermined value (S71: Yes), the lockup OFF failure flag Fupoff is reset and the lockup OFF normal flag Fupofs is set (S72). ). After performing the above, the process returns to the main routine.

Next, S11 for determining whether there is a gear speed failure.
The subroutine for the gear failure / normality determination will be described (see FIG. 19). When the control of FIG. 19 is started, the output rotation speed Nop of the transmission 10 and the turbine rotation speed Nt are read (S80, S81), and the gear ratio Gr is Gr = Nt / N.
op (S82), and then the throttle opening TVO
Is read (S83), and the detected vehicle speed V or the vehicle speed V and the throttle opening TVO obtained from the output rotational speed Nop are shown in FIG.
The command gear position is determined by applying to the shift map exemplified as 0 (S84). The following S85 to S105 are steps for determining a gear speed failure (gear speed failure).

When the command gear is the first speed, the condition (S8) is that the throttle opening degree TVO> TVOa (predetermined value).
5: Yes), it is determined whether or not Gr <Gr1 (the gear ratio of the first speed), that is, whether or not the gear ratio Gr is higher than the first speed (S86). If the determination is Yes, the gear is determined. The failure timer is accumulated (S87), and when the count value of the gear failure timer becomes equal to or more than a predetermined value (S88: Yes), the first-speed failure flag F
g1f is set, and the first speed normal flag Fg1s is reset (S89).

When the command gear is the second speed, Gr <Gr2
(2nd gear ratio) or Gr> Gr1 is determined,
That is, it is determined whether the gear ratio Gr is higher than the second speed or lower than the first speed (S90), and the determination is Yes.
In this case, the gear failure timer is integrated (S91), and when the count value of the gear failure timer becomes equal to or greater than a predetermined value (S92:
Yes) The second-speed failure flag Fg2f is set, and the second-speed normal flag Fg2s is reset (S92).

When the command gear is the third speed, Gr <Gr3
(3rd gear ratio) or Gr> Gr2 is determined,
That is, it is determined whether the gear ratio Gr is higher than the third speed or lower than the second speed (S94), and the determination is Yes.
In this case, the gear failure timer is integrated (S95), and when the count value of the gear failure timer becomes equal to or greater than a predetermined value (S96:
Yes) The third-speed failure flag Fg3f is set, and the third-speed normal flag Fg3s is reset (S96).

When the command gear is the fourth speed, Gr <Gr4
(4th gear ratio) or Gr> Gr2 is determined,
That is, it is determined whether the gear ratio Gr is higher than the fourth speed or lower than the second speed (S98), and the determination is Yes.
In this case, the gear failure timer is integrated (S99), and when the count value of the gear failure timer becomes equal to or greater than a predetermined value (S10).
0: Yes), the fourth-speed failure (neutral) flag Fg4nf is set, and the fourth-speed normal flag Fg4s is reset (S101).

If the determination in S98 is No, Gr <Gr3L
(The lower limit of the gear ratio of the third speed) and whether or not Gr> Gr3H (the upper limit of the gear ratio of the third speed), that is, the gear ratio G
It is determined whether or not r is the gear ratio of the third speed (S102). If the determination is Yes, the gear failure timer is integrated (S10).
3) When the count value of the gear failure timer becomes equal to or greater than a predetermined value (S104: Yes), a fourth speed failure (third speed) flag Fg43f.
Is set, and the fourth speed normal flag Fg4s is reset (S105).

Next, referring to FIG. 20, a description will be given of a step of determining whether the gear is normal. Throttle opening TV
The command gear is determined on condition that O is larger than a predetermined value TVOa (S106, S107). If the command gear is the first speed, it is determined whether or not Gr <Gr1L (the lower limit of the gear ratio of the first speed) and Gr> Gr1H (the upper limit of the gear ratio of the first speed), that is, the gear ratio Gr. Is determined to be the gear ratio of the first gear (S108). If the determination is Yes, the normal gear timer is integrated (S109). If the count value of the normal gear timer is equal to or greater than a predetermined value (S110: Yes) ) The first speed normal flag Fg1s is set (S111).

When the command gear is the second speed, Gr <Gr2L
It is determined whether (lower limit of the gear ratio of the second speed) and Gr> Gr2H (upper limit of the gear ratio of the second speed), that is, the gear ratio Gr.
Is determined to be the gear ratio of the second gear (S112). If the determination is Yes, the gear normal timer is integrated (S11).
3) When the count value of the normal gear timer becomes equal to or more than a predetermined value (S114: Yes), the second speed normal flag Fg2s is set (S115).

When the command gear is the third speed, Gr <Gr3L
(The lower limit of the third gear ratio) and Gr> Gr3H (the upper limit of the third gear ratio), that is, the gear ratio Gr
Is determined to be the gear ratio of the third speed (S116). If the determination is Yes, the gear normal timer is integrated (S11).
7) When the count value of the normal gear timer becomes equal to or more than a predetermined value (S118: Yes), a third speed normal flag Fg3s is set (S119).

When the command gear is the fourth speed, Gr <Gr4L
(The lower limit of the gear ratio of the fourth speed) and whether Gr> Gr4H (the upper limit of the gear ratio of the fourth speed), that is, the gear ratio Gr
Is determined to be the gear ratio of the fourth gear (S120), and if the determination is Yes, the gear normal timer is integrated (S12).
1) When the count value of the normal gear timer becomes equal to or more than a predetermined value (S122: Yes), the fourth speed normal flag Fg4s is set (S123). After performing the above, the process returns to the main routine.

Next, the subroutine for determining the malfunction of the solenoid valve in S17 will be described (FIGS. 21 and 2).
4). It should be noted that this subroutine will be easier to understand with reference to the chart of FIG. When the control shown in FIG. 21 is started, it is determined whether or not the PWM1 (1023) has an OFF failure (S140). In this determination, the flags Fg1s, F
g2s, Fg3s, and Fg43f are all set or not, and if the judgment is Yes, P
The PWM1 OFF failure 1 DC flag F1off indicating that the OFM failure of the WM1 has occurred is set (S141). Next, it is determined whether or not the PWM1OFF failure 1DCKAM flag F1offm is set (S142).
If No, the flag F1offm is set (S1
43). Thereafter, if the determination in S142 is Yes, the PWM1OFF failure has occurred even in the second running, and therefore, the PWM1OFF failure 2 indicating that the OFF failure of the PWM1 has been confirmed.
The DCKAM flag F1offd is set (S14).
4).

Next, if the determination in S140 is No,
It is determined whether it is an ON failure of the PWM 1 (S145). In this determination, it is determined whether or not all the flags Fef1, Fef2, Fef3, and Fg4s are set. If the determination is Yes, PWM1ON indicating that an ON failure of PWM1 has occurred in the first run. The failure 1 DC flag F1onf is set (S146). Next, PWM1ON failure 1DC
It is determined whether or not the KAM flag F1onfm is set (S147). If the determination is No, the flag F1o is determined.
nfm is set (S148). After that, if the determination in S147 becomes Yes, the PWM1 is also used in the second running.
Since the ON failure has occurred, the PWM1 ON failure 2 DCKAM flag F1onfd indicating the determination of the ON failure of the PWM 1 is set (S149).

Next, if the determination in S145 is No,
It is determined whether or not the PWM2 (1021) is OFF failure (S15).
0). In this determination, the flags Fg1s, Fg2f, Fg3s,
It is determined whether or not all of the Fg4s have been set. If the determination is Yes, the OF2 of PWM2 in the first run is determined.
F PWM2OFF failure 1 DC flag F2off indicating that a failure has occurred is set (S151). Next, PWM
It is determined whether the 2OFF failure 1DCKAM flag F2offm is set (S152). If the determination is No, the flag F2offm is set (S153). Thereafter, if the determination in S152 is Yes, the PWM2OFF failure has occurred even in the second running, so that the PWM2OFF failure has occurred.
PWM2OFF failure 2DCKAM indicating OFF failure of 2
The flag F2offd is set (S154).

Next, if the determination in S150 is No,
In S155 of FIG. 22, it is determined whether or not the PWM 2 has an ON failure. In this determination, the flags Fg1s, Fg2f, F
g3s and Fg4nf are all set or not. If the judgment is Yes, PWM2 is set in the first run.
Then, a PWM2ON failure 1 DC flag F2onf indicating that the ON failure has occurred is set (S156). Next, PWM
It is determined whether or not the 2ON failure 1DCKAM flag F2onfm is set (S157). If the determination is No, the flag F2onfm is set (S158). Thereafter, if the determination in S157 is Yes, the PWM2 ON failure has occurred even in the second running, so that the PWM2
PWM2ON failure 2DCKAM flag F indicating ON failure confirmation
2onfd is set (S159).

Next, if the determination in S155 is No,
It is determined whether or not the PWM3 (1022) is OFF (S16).
0). In this determination, the flags Fg1s, Fg2f, Fg3s,
It is determined whether or not all of the Fg4s have been set. If the determination is Yes, the OF3 of PWM3 in the first run is determined.
F PWM3OFF failure 1 DC flag F3off indicating that a failure has occurred is set (S161). Next, PWM
It is determined whether or not the 3OFF failure 1DCKAM flag F3offm is set (S162). If the determination is No, the flag F3offm is set (S163).
Thereafter, if the determination in S162 is Yes, the PWM2OFF failure has occurred even in the second running, so that the PWM
PWM3OFF fault 2DCKA indicating M3 OFF fault confirmation
The M flag F3offd is set (S164).

Next, if the determination in S160 is No,
It is determined whether it is an ON failure of the PWM 3 (S165). In this determination, it is determined whether or not the flags Fg1s, Fg2s, Fg3f, and Fg4nf are all set. If the determination is Yes, PWM3ON indicating that an ON failure of the PWM3 has occurred in the first run. The failure 1 DC flag F3onf is set (S166). Next, PWM3ON failure 1DC
It is determined whether or not the KAM flag F3onfm is set (S167). If the determination is No, the flag F3o is determined.
nfm is set (S168). After that, if the determination in S167 is Yes, the PWM3
Since the ON failure has occurred, the PWM3 ON failure 2 DCKAM flag F3onfd indicating the determination of the ON failure of the PWM 3 is set (S169).

Next, if the determination in S165 is No,
In S170 of FIG. 23, it is determined whether or not the SOL1 (1011) is OFF. In this determination, the flag Fg1
It is determined whether or not s, Fg2s, Fg3s, and Fg4nf are all set. If the determination is Yes, SOL1OF indicating that the SOL1 OFF failure has occurred in the first run.
F Failure 1 DC flag F4off is set (S17)
1). Next, SOL1OFF failure 1 DCKAM flag F4of
It is determined whether or not fm is set (S172). If the determination is No, the flag F4offm is set (S173). Thereafter, when the determination in S172 becomes Yes, the SOL1OFF failure has occurred even in the second running, and therefore, the SOL1OF indicating the SOL1 OFF failure has been confirmed.
F Fault 2 DCKAM flag F4offd is set (S
174).

Next, if the determination in S170 is No,
It is determined whether or not an SOL1 ON failure has occurred (S175). In this determination, the flags Fg1s, Fg2s, Fg3f, Fg4s, Fup
It is determined whether or not all ofs have been set. If the determination is Yes, the SOL1 ON failure 1 DC flag F indicating that the SOL1 ON failure has occurred in the first run.
4onf is set (S176). Next, it is determined whether or not the SOL1ON failure 1 DCKAM flag F4onfm is set (S177). If the determination is No, the flag F4onfm is set (S178). Then, S
If the determination in 177 is Yes, the SOL1 ON failure has occurred even in the second run, so the SOL1 ON failure 2 DCKAM flag F4onfd indicating that the SOL1 ON failure has been confirmed.
Is set (S179).

Next, if the determination in S175 is No,
In S180, it is determined whether or not the SOL2 (10XX) is OFF. In this determination, the flags Fg1s, Fg2s,
It is determined whether or not Fg4s and Fupoff are all set. If the determination is Yes, S
The SOL2 OFF failure 1 DC flag F5off indicating that the OL2 OFF failure has occurred is set (S181). Next, it is determined whether or not the SOL2OFF failure 1 DCKAM flag F5offm is set (S182).
If No, the flag F5offm is set (S1
83). After that, when the determination in S182 becomes Yes, the SOL2OFF failure has occurred even in the second running, so that the SOL2OFF failure 2 indicating that the SOL2 OFF failure has been confirmed.
The DCKAM flag F5offd is set (S18).
4).

Next, when the determination in S180 is No,
In S185 of FIG. 24, it is determined whether or not SOL2 is ON failure (S185). In this determination, the flag F
It is determined whether or not g1s, Fg2s, Fg3s, Fg4s, and Fupofs are all set. If the determination is Yes, it indicates that an ON failure of SOL2 has occurred in the first run.
The OL2ON failure 1 DC flag F5onf is set (S1
86). Next, SOL2 ON failure 1 DCCAM flag F5o
It is determined whether or not nfm is set (S187). If the determination is No, the flag F5onfm is set (S188). Thereafter, when the determination in S187 becomes Yes, the SOL2 ON failure has occurred even in the second travel, so that the SOL2 ON failure 2 DCKAM flag F5onfd indicating that the ON failure of SOL2 has been confirmed is set (S18).
9).

If the determination in S185 is No, S19
At 0, it is determined whether or not all the gear, engagement, and lockup normality determination flags are set. That is, the flags Fg1s, Fg2s, Fg3s, Fg4s, Fupofs, F
Determine whether all upons are set. If the determination is Yes, all faults 1DC
KAM flags (F1offm, F2offm, F3offm, F4offm, F5o
ffm, F1onfm, F2onfm, F3onfm, F4onfm, F5onfm), and then returns to the main routine.

Next, the subroutine of failsafe control shown in S18 of the main routine will be described with reference to FIGS.
9 and the shift maps of FIGS. 30 and 31. As shown in FIG. 25, when the fail-safe control is started, a subroutine for gear selection control at the time of gear failure is executed (S200), and then a subroutine for gear selection control at the time of engagement failure is executed (S200). (S201), a subroutine for gear selection control at the time of solenoid function failure is executed (S202), and a subroutine for warning lamp control at the time of failure is executed (S20).
3) Return to the main routine.

The gear selection control at the time of gear failure in S200 will be described (see FIG. 26). When this control is started, it is determined whether or not "1st speed" is a failure by determining whether or not the flag Fg1f is 1 (S210). When the determination is Yes, "1st speed" is prohibited (S211). ). If the first speed is not a failure, it is determined whether the flag Fg2f is 1 to determine whether the "second speed" is a failure (S212).
If Yes, “2nd speed” is prohibited in S213, and shift control based on the changed shift map shown in FIG. 31 is executed (S213).

The shift map shown in FIG.
A shift map applied when 0 is normal is set in advance using the vehicle speed V (horizontal axis) and the throttle opening (vertical axis) as parameters. Also, the numbers “1” to
"4" indicates a gear (gear), a solid line indicates an upshift line, and a dotted line indicates a downshift line. The shift map of FIG. 31 is a shift map applied when “2nd speed” is prohibited as described above, and is set in advance using the vehicle speed V (horizontal axis) and the throttle opening (vertical axis) as parameters. ing. Further, the numerals in the figure, and the solid and dotted lines are the same as described above.

As can be seen by comparing FIG. 30 and FIG. 31,
The 1-3 upshift line L2 in FIG.
The overall speed is set lower than the -3 upshift line L1 (shown by a two-dot chain line in FIG. 31), and the portion of the 1-3 upshift line L2 on the small throttle opening side is the throttle opening. It is set on the high-speed side than the large-side part. In the initial stage of acceleration, the vehicle can be driven in the first gear with a large driving torque until the vehicle speed becomes relatively high, so that it is possible to reliably prevent the acceleration performance from decreasing.

Further, when the speed is jumped from the first speed to the third speed based on the 1-3 upshift line L2, the engine speed is greatly reduced, and the torque shock accompanying the speed change is likely to increase. In view of this, the portion of the 1-3 upshift line L2 on the large throttle opening side (high load side portion) is set at a lower speed than the small throttle opening side portion. That is, in the driving state where the throttle opening is large, the rotational inertia of the engine is large,
Since the speed is jumped from the first speed to the third speed on the relatively low speed side, the speed is changed while the rotational inertia of the engine is relatively small, so that a torque shock due to a sudden decrease in the rotational inertia of the engine can be suppressed.

Further, when shifting from the first gear to the third gear,
The 3-4 clutch 53 in the hydraulic control circuit 1000 is engaged. However, when the engine speed is relatively low, the speed is jumped from the 1st speed to the 3rd speed.
3-4 clutch 53
It is possible to reliably prevent the durability of the resin from decreasing.

Referring back to FIG. 26, if the second speed is not a failure, it is determined whether the third speed is faulty by determining whether or not the flag Fg3f is 1 (S214). If Yes, "3rd speed" is prohibited in S215. If the third speed is not a failure, the flag Fg4nf
Alternatively, by determining whether Fg43f is 1 or not, it is determined whether or not “fourth speed” is faulty (S216), and when the determination is Yes,
In S217, "4th speed" is prohibited, and the process returns. It should be noted that a shift map changed to be prohibited for the third speed is also set in advance.

Next, the gear selection control at the time of an engagement failure in S201 will be described (see FIG. 27). When this control is started, the flag Feft1 = Feft2 = Feft3
= 1 (S220), and when the determination is Yes, the fourth speed start flag F4st is set (S221).
First gear, second gear, and third gear are prohibited (S222).
On the other hand, if the determination in S220 is No, the flag Feet1
= Feft2 = 1 is determined (S223).
If Yes, it is determined whether or not the flag Feft2 = 1 was also set last time (S224). If the determination is No, the fourth speed start flag F4st is set (S226), and the first, second, and third speeds are set.
The high gear is prohibited (S227).

If the determination in S224 is Yes, it is determined whether or not the vehicle has stopped again after the vehicle speed V has reached a predetermined value or more (S225). If the determination is No, the process proceeds to S226.
If the determination at 225 is Yes, the fourth speed start flag F4st is reset and the third speed start flag F3st is set (S2).
28) First gear and second gear are prohibited (S22).
9). If the determination in S223 is No, the flag Feet1 =
It is determined whether or not the flag is 1 (S230). If the determination is Yes, it is determined whether or not the flag Feet1 = 1 was also last time (S23).
1) When the determination is No, the fourth speed start flag F4st is set (S233), and the first gear, second gear, and third gear are prohibited (S234).

If the determination in S231 is Yes, it is determined whether or not the vehicle has stopped again after the vehicle speed V has reached a predetermined value or more (S232). If the determination is No, the process proceeds to S233.
If the determination in S232 is Yes, the fourth speed start flag F4st is reset and the second speed start flag F2st is set (S232).
235) The first gear is prohibited (S236), and the routine returns.

Next, a description will be given of the gear selection control at the time of the solenoid function failure in S202 (see FIG. 28). When this control is started, the flags F1onfd, F2offd, F
By determining whether any of 3offd is 1 or not, it is determined whether or not a solenoid function failure in which “1st speed” is not established has been determined (S240), and if the determination is Yes, the first gear is It is prohibited (S241). When the determination in S240 is No, it is determined whether any of the above-mentioned flags F1onfd, F2onfd, and F3offd is 1 to determine whether a solenoid function failure in which “2nd speed” is not established is determined ( S24
2) If the determination is Yes, the second gear is prohibited (S243).

When the determination in S242 is No, similarly,
By determining whether one of the flags F1onfd and F3onfd is 1 or not, it is determined whether or not a solenoid malfunction in which "third speed" does not hold is determined (S244). If the determination is Yes, the third speed is determined. The gear is prohibited (S245). S24
When the judgment of No. 4 is No, the flags F1offd, F2o
By determining whether any one of nfd, F3onfd, and F4offd is 1, it is determined whether a solenoid function failure in which “fourth speed” is not established has been determined (S246), and if the determination is Yes, the fourth speed is determined. Is prohibited (S247).

If the determination in S246 is No, the PW is determined by determining whether the flag F2off or F2offd is 1 or not.
It is determined whether or not an M2OFF failure has occurred (S248).
In the case of s, the 3-2 speed change line is changed to a characteristic corresponding to only the vehicle speed V (S249), and then the process returns.

Next, the warning lamp control at the time of failure in S203 will be described (see FIG. 29). When this control is started, the flags Fg1f, Fg2f, Fg3f, Fg4nf, Fg43f
Is determined to be 1 or not to determine whether or not a gear failure has occurred (S260).
Move to 3. When a gear failure has not occurred, it is determined whether one of the flags Fupoff and Fuponf is 1 or not.
It is determined whether a lock-up failure has occurred (S26).
1) If the determination is Yes, the process moves to S263. If no lock-up failure has occurred, the flags Fef1 and Fef1
By determining whether one of ef2 and Fef3 is 1 or not, it is determined whether or not an engagement failure has occurred (S262). If the determination is Yes, the process proceeds to S263.

In S263, the OD / OFF lamp (overdrive off lamp) provided on the instrument panel blinks to notify the driver. When the determination in S262 is No or after S263, it is determined whether or not a solenoid function failure has occurred (S264). In this case, the flags F1offd, F1onfd, F2offd, F2onfd, F3offd, F3onfd,
By determining whether any one of F4offd, F4onfd, F5offd, and F5onfd is 1, it is determined whether a solenoid function failure has occurred. If the determination is Yes, the mill lamp provided on the instrument panel is turned on to notify the driver (S265), and the process returns.

In the fault detection technique described above, FIG.
Steps S13 to S15 in the main routine of No. 5 are the main parts of the present invention. As described above, the lock-up ON failure is performed on condition that the vehicle acceleration is equal to or more than the predetermined value and the throttle opening TVO is equal to or more than the predetermined value.・ Normal judgment is performed. If the vehicle acceleration is less than the predetermined value or if the throttle opening TVO is less than the predetermined value, the lockup ON failure / normality determination is not executed, and the process proceeds to S17. Lock-up ON failure
Is a failure fixed in the fastened state (corresponding to a specific failure) and does not particularly hinder the achievement of the gear stage. However, when this failure occurs, the vehicle acceleration exceeds a predetermined value. When the throttle opening TVO is in a predetermined traveling state that is equal to or greater than a predetermined value, the degree of emission deterioration is
It becomes larger compared to other running conditions.

Therefore, only in the predetermined running state,
In order to prevent the deterioration of the emission due to the lockup ON failure, the lockup ON failure / normality judgment is executed. As described above, in cases other than the predetermined traveling state, the lock-up ON failure / normality determination is omitted, so that the data processing amount for failure detection is reduced, the detection speed of other failure detection is increased, and the detection is performed. Since the accuracy can be improved and the amount of data processing can be reduced, the controller 1200 can be reduced in size and cost while securing the detection speed and the detection accuracy.

Note that the above embodiment is merely an embodiment of the present invention, and is within the scope of the present invention.
For various types of automatic transmission control devices and failure detection devices,
The present invention can be applied.

[0100]

According to the first aspect of the present invention, as described above, even if a specific failure occurs, the degree of emission deterioration does not increase unless the traveling state is a predetermined traveling state. In view of the above, the detection of a specific failure is performed only in a predetermined traveling state, so that when a specific failure occurs and the emission deteriorates, it can be detected and a countermeasure can be taken. Since detection of a specific failure can be omitted when the vehicle is not in a predetermined traveling state, the amount of data processing for failure detection is reduced accordingly, the speed of other various failure detection is increased, and the accuracy of failure determination is increased. Can be.

According to the second aspect of the present invention, since the specific failure is a failure in which the lock-up clutch is stuck in the engaged state, the emission deteriorates during a traveling state such as an acceleration traveling or a high load traveling. At the time of the predetermined running state, it is possible to detect a fixation of the engaged state of the lock-up clutch and take measures. The other effects are the same as those of the first aspect.

According to the third aspect of the present invention, the predetermined traveling state is a traveling state in which the degree of emission deterioration due to the failure of the lock-up clutch is greater than in other traveling states. It is possible to take measures to prevent emission deterioration due to the failure of the lock-up clutch during load running or acceleration high load running. Other effects are the same as those of the second aspect.

According to the fourth aspect of the present invention, since the predetermined traveling state includes the accelerated traveling state, measures are taken when the emission deteriorates due to the accelerated traveling when the lock-up clutch fails in the engaged state. be able to. The other effects are the same as those of the third aspect.

According to the fifth aspect of the present invention, since the predetermined traveling state is an acceleration traveling state in a high load state, when the lock-up clutch fails in an engaged state, the vehicle travels in an accelerated state in a high load state so that the emission is increased. Measures can be taken in the event that The other effects are the same as those of the third aspect.

[Brief description of the drawings]

FIG. 1 is an overall schematic configuration diagram of an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a table showing a relationship between a gear position and an operation state of a friction element.

FIG. 3 is a circuit diagram of a hydraulic control circuit.

FIG. 4 is a block diagram of a control system.

FIG. 5 is a table showing a relationship between a gear position and an operation state of a solenoid valve.

FIG. 6 is an explanatory diagram of the operation of the hydraulic control circuit at the first speed.

FIG. 7 is an explanatory diagram of the operation of the hydraulic control circuit at the second speed.

FIG. 8 is an explanatory diagram of the operation of the hydraulic control circuit at the third speed.

FIG. 9 is an explanatory diagram of the operation of the hydraulic control circuit at the time of fourth speed.

FIG. 10 is a diagram illustrating the operation of the hydraulic control circuit when the L range is in the first speed.

FIG. 11 is an explanatory diagram of the operation of the hydraulic control circuit at the time of the reverse stage.

FIG. 12 is a table showing a relationship between an operation command when a solenoid valve fails and an actual operation state.

FIG. 13 is a table showing a relationship between an actual operation state and a detectable normal / failure state.

FIG. 14 is a table showing a relationship between an actual operation state applied to shift failure detection control and a detectable normal / failure state.

FIG. 15 is a flowchart of a main routine of shift failure detection control.

FIG. 16 is a flowchart of an engagement failure / normality determination.

FIG. 17 is a flowchart of lock-up ON failure / normality determination.

FIG. 18 is a flowchart of lockup OFF failure / normality determination.

FIG. 19 is a flowchart of a gear speed failure determination of a gear failure / normality determination.

FIG. 20 is a flowchart of a gear normality determination of a gear failure / normality determination.

FIG. 21 is a flowchart of a first part of a solenoid function failure determination.

FIG. 22 is a flowchart of a second part of the solenoid function failure determination.

FIG. 23 is a flowchart of a third portion of the solenoid function failure determination.

FIG. 24 is a flowchart of a third part of the solenoid function failure determination.

FIG. 25 is a flowchart of fail-safe control.

FIG. 26 is a flowchart of gear selection control at the time of gear failure.

FIG. 27 is a flowchart of gear selection control when an engagement failure occurs.

FIG. 28 is a flowchart of gear selection control when a solenoid function fails.

FIG. 29 is a flowchart of a warning lamp control at the time of failure.

FIG. 30 is a diagram showing a shift map applied when the automatic transmission is normal.

FIG. 31 is a diagram showing a shift map for jump shifting at the time of a failure at the second speed stage.

[Explanation of symbols]

10 Automatic Transmission 26 Lock-up Clutch 1000 Hydraulic Control Circuit 1011 First Solenoid Valve (SOL1) 1012 Second Solenoid Valve (SOL2) 1021 First Duty Solenoid Valve (PW)
M2) 1022 2nd duty solenoid valve (PW
M3) 1023 Third duty solenoid valve (PW
M1) 1200 controller (control device)

Claims (5)

[Claims] 1. A fault detecting means for detecting a plurality of types of faults in an automatic transmission; a running state detecting means for detecting a running state of a vehicle equipped with the automatic transmission; and a fault detected by the running state detecting means. A determination unit configured to determine whether the traveling state is a predetermined traveling state in which the degree of emission deterioration is increased due to a specific failure in the automatic transmission, wherein the failure detection unit receives a determination result of the determination unit. The failure detection device for an automatic transmission, wherein the detection of the specific failure is performed only in the predetermined traveling state. 2. The failure detection device for an automatic transmission according to claim 1, wherein the specific failure is a failure in which a lock-up clutch is stuck in an engaged state. 3. The automatic transmission according to claim 2, wherein the predetermined traveling state is a traveling state in which a degree of emission deterioration due to a lock-up clutch failure is greater than in other traveling states. Failure detection device. 4. The failure detection device for an automatic transmission according to claim 3, wherein the predetermined traveling state includes an accelerated traveling state. 5. The failure detection device for an automatic transmission according to claim 3, wherein the predetermined traveling state is an accelerated traveling state under a high load state.