JP2001304396A - Controller for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simplify the structure of an operation transmission mechanism from a shift lever to a manual valve and to guarantee high operation reliability in a shift lever, which is capable of position-selecting in two directions. SOLUTION: The manual valve 58 is moved to P, R, and N-D positions according to the an operation of the shift lever in a first shift guide passage. It is held at the N-D position to an operation in a second shift guide passage. This controller is provided with solenoid valves 81 to 88 controlling feeding and draining of hydraulic oil of LOW to 5TH clutches 11 to 15 according to operations of the manual valve, an electric control unit ECU setting a neutral range, when the shift lever is in the N position and setting a forward range when it is in the D position for performing shift control, and a defective operation detecting means detecting defective operations of the solenoid valves or the like. When a defective operation is detected in one of the electric control valves, a fail mode is set corresponding to its contents, and on the basis of this fail mode, operation control is performed for normal solenoid valves other than the one causing the defective operation.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

In the present invention, a reverse range, a neutral range, and a forward range are set in accordance with a position set by a driver operating a shift lever, and automatic shift control in the forward range is performed. The present invention relates to a control device for an automatic transmission.

[0002]

2. Description of the Related Art In a vehicle having such an automatic transmission, a driver operates a shift lever in a driver's seat to select a shift position, and a driver selects a shift position within a shift range corresponding to the selected shift position. In this configuration, the shift control is automatically performed based on the operation amount of the accelerator pedal, the vehicle speed, and the like. The shift range selected and set by operating the shift lever includes a parking range (P
Range, a reverse range (R range), a neutral range (N range), and a forward range (eg, D range). Further, the forward range is composed of a plurality of ranges.
It often consists of a range, an S range, two ranges, and one range. In order to select such a shift range, it is generally known that the operation lever is linearly swung in one direction to set each range.

[0003] Incidentally, in a shift control device for an automatic transmission, not only a structure in which a shift lever is operated to swing linearly, but also a shift guide path and the like are devised to perform shift operations in various patterns. It has been conventionally proposed to do so. For example, Japanese Patent Laid-Open No. 2-8
No. 545, Japanese Unexamined Patent Publication No. 11-159610 and the like provide a linear first shift guide path (or first shift path), and P, P is operated by operating a shift lever along the first shift guide path. There is disclosed a shift control device in which R, N, D, 3, 2, and 1 ranges can be selected and set, and further provided with a second shift guide path parallel to the first shift guide path. In this shift control device, the shift lever can be moved to the second shift guide path side while the shift lever is located in the D range. By operating the shift lever in the second shift guide path, D, 3, 2 can be set. , 1
The range can be switched.

[0004] Japanese Patent Application Laid-Open No. 6-94111 discloses that
A main gate that can set the P, R, N, D range positions, etc., and a sub gate that connects to the D range position of the main gate are provided, so that the shift range can be switched within the main gate and the shift speed can be switched within the sub gate. An operating device for an automatic transmission is disclosed. In particular, FIG.
The main gate is bent at a right angle to form an L-shape,
An operating device is disclosed in which the direction of the RN range position switching operation and the direction of the ND range position switching operation are at right angles.

Generally, the shift lever is connected to a manual valve in the shift control valve device, and the manual valve is operated in conjunction with the operation of the shift lever to set each range. For example, when the shift lever is operated to the neutral position, the manual valve is operated to the corresponding N position to cut off the supply of the operating oil pressure to the transmission clutch and the like at the manual valve so that the neutral range is reliably set. It is composed of

[0006]

However, when the operation direction of the shift lever is different as described above, in order to operate the manual valve in response to the operation in such a different direction, it is necessary to operate the shift lever. There is a problem that an operation transmission mechanism for transmitting operations in different directions to the manual valve to move the manual valve spool linearly becomes complicated.

For this reason, for example, the shift lever is operated in a first direction to switch between a parking position, a reverse position and a neutral position, and the shift lever located in the neutral position is operated in a direction orthogonal to the first direction. The manual valve is moved to the P position, the R position and the ND position in response to the operation of the shift lever in the first direction, and the shift lever is moved in the second direction. For this operation, it is conceivable to switch the neutral range and the forward range by detecting the shift lever operation electrically without operating the manual valve. With this configuration, only the operation transmission mechanism for transmitting the operation of the shift lever in the first direction is required, and the configuration of the operation transmission mechanism is simplified. The challenge is how to increase the gender.

The present invention has been made in view of such problems.
It is an object of the present invention to provide a control device for an automatic transmission in which the operation transmission mechanism from the shift lever to the manual valve has a simple configuration and high operation reliability can be secured.

[0009]

In order to achieve the above object, the present invention operates a shift lever (for example, shift lever 201 in the embodiment) in a first direction to at least a parking position (P position). The shift lever can be moved to the reverse position (R position) and the neutral position (N position), and the shift lever located at the neutral position is different from the first direction in the second direction.
, And can be moved to the forward position (D position) to constitute a control device of the automatic transmission. In this control device, the manual valve (for example, the manual valve 58 in the embodiment) is moved to at least the P position, the R position, and the ND position according to the operation of the shift lever in the first direction,
The manual valve is configured to be held at the ND position for operation of the shift lever in the second direction. Then, in response to the operation of the manual valve, a speed change actuator (for example, the LO
A plurality of electric control valves (for example, in the embodiment) for controlling supply and discharge of hydraulic oil to and from the W to 5TH clutches 11 to 15 to set a reverse range, a neutral range, and a forward range, and to perform shift control in the forward range The first to fifth on / off solenoid valves 81 to 85) and the operation of the shift lever are detected to control the operation of the electric control valve. When the shift lever is at the neutral position, the neutral range is set. A controller (for example, an electronic control unit ECU in the embodiment) for setting a forward range when the lever is located at the forward position and performing shift control in the forward range. Then, the controller detects the operating state of the electric control valve, changes the combination of the operation of the plurality of electric control valves according to the detected operating state, and sets the predetermined speed stage in the forward range. It can be set.

According to the control device having such a configuration, only the manual valve is operated in response to the first operation of the shift lever, and the configuration of the operation transmitting mechanism for transmitting the operation of the shift lever to the manual valve is provided. Be simple. In addition, it is possible to change and set an appropriate forward traveling speed stage in accordance with the operation state of the electric control valve, and to appropriately cope with a malfunction of the electric control valve after securing necessary functions of the control device. Can be.

An operation failure detecting means for detecting an operation failure of the electric control valve is provided. When the operation failure detection means detects any operation failure of the electric control valve, the controller operates the detected operation failure. A fail mode (for example, the first fail mode or the second fail mode in the embodiment) is set in accordance with the contents of the above. Based on the fail mode, a normal electric control valve other than the electric control valve that has malfunctioned is set. Preferably, operation control is performed.

Further, by switching the shift lever between the neutral position and the forward position by operating the shift lever in the second direction, it is possible to switch between the neutral range and the forward range. The switching control of
The operation is performed by detecting the operation of the shift lever (switching operation between the neutral position and the forward position) by the controller. However, if the operation failure of the electric control valve occurs, the control state may be inaccurate. For this reason, when the malfunction of the electric control valve is detected by the malfunction detecting means, control for operating the normal electric control valve based on the fail mode corresponding to the content of the detected malfunction is performed. Therefore, when an operation failure occurs, appropriate control corresponding to the fail mode can be performed, and the control reliability of the control device can be ensured even for an electrical operation failure.

When the malfunction of any one of the electric control valves is detected by the malfunction detecting means,
As the fail mode (for example, the first fail mode in the embodiment), a neutral range is set when the shift lever is at the neutral position, and any of a predetermined forward movement is set when the shift lever is at the forward position. It is preferable to configure the control device such that the speed stage can be set. For example, for an operation failure of any one of the electric control valves, a predetermined speed stage (for example, a second speed stage) capable of traveling forward is set by operation control of the remaining electric control valves, and the speed is set to a repair shop or the like. It is preferable that traveling can be ensured, so that even if one of the electric control valves malfunctions, the minimum necessary functions of the control device can be ensured.

When any of the two electric control valves is detected to be malfunctioning by the malfunction detecting means,
It is preferable to configure the control device so that the neutral range can be set when the shift lever is at the neutral position as the fail mode (for example, the second fail mode in the embodiment). That is, when two of the plurality of electric control valves malfunction, the neutral range is always set by moving the operation lever to the neutral position, so that the shift is performed even though the operation lever remains at the neutral position. There is no risk that the aircraft will not go into neutral.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A control device according to a preferred embodiment of the present invention and an automatic transmission in which range switching control is performed by the control device will be described below with reference to the drawings.
FIG. 1 shows an overall configuration including a shift operation control system,
A power transmission mechanism is constituted by the automatic transmission TM that changes the output of the engine ENG and transmits the output to the wheels. The shift control of the automatic transmission TM is performed by hydraulic control by a shift control valve CV, and the shift control valve CV is operated by operating a solenoid valve according to a shift control signal from an electronic control unit ECU. Electronic control unit ECU
Is connected to a shift operation device 200, a shift operation switch device 280 provided on a steering wheel, and a shift display device 250 provided in an instrument panel.

First, the configuration of the automatic transmission TM will be described with reference to FIGS. This transmission includes a transmission housing HSG, a torque converter TC connected to an engine output shaft (not shown), a parallel shaft type transmission mechanism TM connected to an output member (turbine) of the torque converter TC, and this transmission mechanism. And a differential mechanism DF having a final reduction driven gear 6b meshing with the final reduction drive gear 6a of the TM.
The driving force is transmitted to the left and right wheels.

The parallel shaft type speed change mechanism TM has a first input shaft 1, a second input shaft 2, a counter shaft 3 and an idle shaft 5 extending in parallel with each other. In FIG. 5, they are arranged at positions indicated by S1, S2, S3 and S5, respectively. This parallel shaft type transmission mechanism TM
4A and 4B show the power transmission configuration of FIG. 4A, and FIG. 4A shows the first power transmission configuration along the arrow IVA-IVA of FIG.
FIG. 4B shows a cross section passing through the input shaft 1 (S1), the counter shaft 3 (S3), and the second input shaft 2 (S2). FIG. 4B shows the first input along the arrow IVB-IVB in FIG. Axis 1 (S
1), idle shaft 5 (S5) and second input shaft 2 (S5).
2 shows a section through 2). Note that FIG. 2 is FIG.
FIG. 3 shows a cross section of the transmission mechanism TM corresponding to FIG.

The first input shaft 1 is connected to the turbine of the torque converter TC, is rotatably supported by bearings 41a and 41b, and receives the driving force from the turbine to rotate in the same manner. The first input shaft 1 is provided with a fifth speed drive gear 25 in order from the torque converter TC side (right side in the figure).
a, a 5TH clutch 15, a 4TH clutch 14, a fourth speed drive gear 24a, a reverse drive gear 26a, and a first connection gear 31 are provided. The fifth speed drive gear 25a is the first
The first input shaft 1 is rotatably disposed on the input shaft 1 and is disengaged from the first input shaft 1 by a 5TH clutch 15 operated by hydraulic pressure. Further, the fourth speed drive gear 24a and the reverse drive gear 26a are connected integrally and the first input shaft 1
The first input shaft 1 is disengaged from the first input shaft 1 by a 4TH clutch 14 which is rotatably disposed on the upper side and is operated by hydraulic pressure. The first connection gear 31 is located outside the bearing 41a that rotatably supports the first input shaft 1, and is connected to the first input shaft 1 in a cantilever state.

The second input shaft 2 has bearings 42a, 42b.
The 2ND clutch 12, the second speed drive gear 22a, L
OW drive gear 21a, LOW clutch 11, 3RD clutch 13, third speed drive gear 23a, and fourth connecting gear 34
Are arranged. The second-speed drive gear 22a, the LOW drive gear 21a, and the third-speed drive gear 23a are each rotatably disposed on the second input shaft 2, and are operated by hydraulic pressure, such as a 2ND clutch 12, a LOW clutch 11, and a 3RD. The clutch 13 is disengaged from the second input shaft.
The fourth connecting gear 34 is connected to the second input shaft 2.

The idle shaft 5 has bearings 45a and 45b.
The second connecting gear 32 is
And a third connection gear 33. The second connection gear 32 meshes with the first connection gear 31 and the third connection gear 33
Are engaged with the fourth connection gear 34. These first to fourth
A connection gear train 30 is constituted by the connection gears, and the rotation of the first input shaft 1 is constantly transmitted to the second input shaft 2 via the connection gear train 30.

The counter shaft 3 has bearings 43a and 43b.
, On which the final reduction drive gear 6a, the second speed driven gear 22b, L
OW driven gear 21b, fifth speed driven gear 25b, third speed driven gear 23b, fourth speed driven gear 24b, dog tooth clutch 16
And a reverse driven gear 26c. Final reduction drive gear 6a, second speed driven gear 22b, LOW driven gear 21b, fifth speed driven gear 25b, and third speed driven gear 23b
Is coupled to the counter shaft 3 and rotates integrally therewith. The fourth speed driven gear 24b is rotatably disposed on the counter shaft 3. The reverse driven gear 26c is also rotatably disposed on the counter shaft 3. The dog-tooth clutch 16 is actuated in the axial direction to disengage the fourth speed driven gear 24b and the counter shaft 3 and to disengage the reverse driven gear 26c and the counter shaft 3.

It should be noted that, as shown in FIG.
a meshes with the LOW driven gear 21b,
2a and the second speed driven gear 22b mesh with each other, and the third speed drive gear 2
The third speed driven gear 23b meshes with the third speed driven gear 23b,
The 4th-speed driven gear 24b meshes with the 4th-speed driven gear 2b.
5a meshes with the fifth speed driven gear 25b. Further, the reverse drive gear 26a meshes with the reverse driven gear 26c via a reverse idler gear 26b (see FIG. 3).

Although not shown, the final reduction drive gear 6a meshes with the final reduction driven gear 6b (see FIG. 2), and the rotation of the counter shaft 3 is controlled by the final reduction drive and driven gears 6a and 6b. Through the differential mechanism DF.

In the transmission having the above-described structure, setting of each speed stage and its power transmission path will be described.
In this transmission, in the forward range, the dog-tooth clutch 16 is moved to the right in the figure, and the fourth speed driven gear 24b and the counter shaft 3 are engaged. In the reverse (reverse) range, the dog-tooth clutch 16 is moved to the left, and the reverse driven gear 26c and the counter shaft 3 are engaged.

First, each speed stage in the forward range will be described. The LOW speed stage is set by engaging the LOW clutch 11. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 is transmitted to the second input shaft 2 via the connection gear train 30. Here, LOW clutch 1
1 is engaged, the LOW drive gear 21a is driven to rotate in the same manner as the second input shaft 2, the LOW driven gear 21b meshing therewith is driven to rotate, and the counter shaft 3 is driven. This driving force is transmitted to the differential mechanism DF via the final reduction gear trains 6a and 6b.

The second speed is set by engaging the 2ND clutch 12. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 is transmitted to the second
It is transmitted to the input shaft 2. Here, since the 2ND clutch 12 is engaged, the second speed drive gear 22a is connected to the second input shaft 2
Driven gear 22 which is driven to rotate the same as
b is driven to rotate, and the counter shaft 3 is driven. This driving force is transmitted to the differential mechanism DF via the final reduction gear trains 6a and 6b.

The third speed is set by engaging the 3RD clutch 13. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 is transmitted to the second
It is transmitted to the input shaft 2. Here, since the 3RD clutch 13 is engaged, the third speed drive gear 23a is connected to the second input shaft 2.
Driven by the same speed as the third driven gear 23 meshing therewith
b is rotated to drive the counter shaft 3, and this driving force is transmitted to the differential mechanism DF via the final reduction gear trains 6a and 6b.

The fourth speed is set by engaging the 4TH clutch 14. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 rotationally drives the fourth speed drive gear 24a via the 4TH clutch 14, and meshes with this.
The speed driven gear 24b is rotationally driven. Here, in the forward range, the fourth gear driven gear 2 is driven by the dog tooth clutch 16.
Since 4b is engaged with the counter shaft 3, the counter shaft 3 is driven, and this driving force is transmitted to the differential mechanism DF via the final reduction gear trains 6a and 6b.

The fifth speed is set by engaging the 5TH clutch 15. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 rotationally drives the fifth speed drive gear 25a via the 5TH clutch 15 and meshes with the fifth speed drive gear 25a.
The speed driven gear 25b is rotationally driven. 5 speed driven gear 25b
Is coupled to the counter shaft 3 so that the counter shaft 3 is driven, and this driving force is transmitted to the differential mechanism DF via the final reduction gear trains 6a and 6b.

The reverse (reverse) stage is a 4TH clutch 1
4 is engaged and the dog-tooth clutch 16 is moved to the left. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 rotationally drives the reverse driving gear 26a via the 4TH clutch 14, and the reverse driven gear 26c meshing with the gear 26a via the reverse idler gear 26b. Is driven to rotate. Here, in the reverse (reverse) range, since the reverse driven gear 26c is engaged with the counter shaft 3 by the dog-type clutch 16, the counter shaft 3 is driven, and the driving force is transmitted to the final reduction gear trains 6a and 6b. Through the differential mechanism DF. As can be seen from this, 4TH
The clutch 14 also functions as a reverse clutch.

FIGS. 6 to 12 show hydraulic circuits constituting a shift control valve CV for performing shift control in the automatic transmission having the above-described structure, which will be described below. FIGS. 7 to 12 are enlarged views of portions divided into six parts by alternate long and short dash lines A to F in FIG. Also, in this hydraulic circuit diagram, a portion where the oil passage is open means that the oil passage is connected to the drain.

This device has an oil pump OP for discharging hydraulic oil from an oil tank OT. The oil pump OP is driven by an engine to supply hydraulic oil to an oil passage 100. The oil passage 100 is connected to the main regulator valve 50 via the oil passage 100a, where the pressure is adjusted to generate a line pressure PL in the oil passages 100 and 100a. This line pressure PL is supplied to the manual valve 5 via the oil passage 100b.
8, first to fifth on / off solenoid valves 81 to 85
And supplied to the first linear solenoid valve 86.

The excess oil whose line pressure PL has been adjusted by the main regulator valve 50 is supplied to an oil passage 191.
Further, it is supplied to an oil passage 192. The hydraulic oil supplied to the oil passage 191 is controlled by a lock-up shift valve 51, a lock-up control valve 52, and a torque converter check valve 53, and is used for lock-up control of a torque converter TC and supply of hydraulic oil. The oil is returned to the oil tank OT through the oil cooler 54. In addition, regarding the control of the torque converter TC,
The operation will not be described because it is not directly related to the present invention.
The hydraulic oil supplied to the oil passage 192 is regulated by the lubricating relief valve 55 and supplied as lubricating oil for each part.

In this figure, a LOW clutch 11, a 2ND clutch 12, a 3RD clutch 13, a 4TH clutch 14, and a 5TH clutch 15 constituting the above-mentioned transmission are shown.
LOW accumulators 75, 2ND accumulators 76, 3RD accumulators 77, 4TH accumulators 78, and 5TH accumulators 79 are connected to the respective clutches via oil passages. Further, a forward / reverse selection hydraulic servo mechanism 70 for operating the dog-tooth clutch 16 is provided.

The first shift valve 60, the second shift valve 62, the third shift valve 64, and the fourth shift valve 66 are used to control the supply of operating hydraulic pressure to the clutches 11 to 15 and the forward / backward selecting hydraulic servo mechanism 70. , A fifth shift valve 68 and a D inhibitor valve 56 are arranged as shown in the figure. In order to control the operation of these valves and control the hydraulic pressure supplied to each clutch, etc.,
Fifth on / off solenoid valves 81-85,
Third linear solenoid valves 86 to 88 are provided as shown.

The operation of the shift control device having the above configuration will be described below for each speed stage. The setting of each speed stage corresponds to the operation of the shift lever 201 of the shift operation device 200, the first to fifth on / off solenoid valves 81
To 85 and first to third linear solenoid valves 86 to
The operation of 88 is performed by setting as shown in Table 1. The first to fifth on / off solenoid valves 81
To 85 and first to third linear solenoid valves 86 to
Reference numeral 88 denotes a normally closed type solenoid valve which generates an operating signal oil pressure when energized (on). In Table 1, the symbols x and ○ mean that the solenoid is turned off and on, respectively.

[0037]

[Table 1]

In Table 1, the positions indicate the operating positions of the shift lever 201, and the positions of the shift lever 201 include a parking (P) position, a reverse (R) position, a neutral (N) position, and a forward (D) position. Is provided. Although the shift operation device 200 will be described later, the shift lever 201 is connected to the manual valve 58, and when the shift lever 201 is moved between the parking (P) position, the reverse (R) position, and the neutral (N) position, a manual operation is performed. Valve 58 is moved between P, R and ND positions. However, when the shift lever 201 is moved between the neutral (N) position and the forward (D) position, as will be described later, the manual valve 58 is held at the ND position. 6 to 12
5 shows a state in which the manual valve 58 is located at the ND position.

First, the case where the shift lever 201 is in the parking (P) position will be described with reference to Table 1. At this time, the spool 58a of the manual valve 58 is moved to a position where the groove 58b is located at the P position. The modes in the P position include a P mode set when the vehicle is stopped, and an R inhibitor mode set when the shift lever 201 is operated to the parking (P) position during traveling.

First, in the P mode set at the normal time, the first, third, and fifth on / off solenoid valves 81, 83, 85 are opened by turning on the power, and the second and fourth on / off solenoid valves are turned on. The solenoid valves 82 and 84 are closed when the power is turned off. As a result, the line pressure PL is supplied from the first on / off solenoid valve 81 to the right end of the first shift valve 60 via the oil passage 101, and the spool of the first shift valve 60 is moved to the left. Further, the line pressure PL is supplied from the third on / off solenoid valve 83 to the right end of the third shift valve 64 via the oil passage 103 to move the spool of the third shift valve 64 to the left. Further, the line pressure PL is supplied from the fifth on / off solenoid valve 85 to the left end of the fifth shift valve 68 via the oil passage 105, and moves the spool of the fifth shift valve 68 to the right. The oil passage 105 is connected to the right end of the lock-up shift valve 51 through the branch oil passage 105a, and the operation of the lock-up clutch can be controlled by the fifth on / off solenoid valve 85. Omitted.

On the other hand, in the second on / off solenoid valve 82 that is turned off, the oil passage 102 is connected to the drain, and the spool of the second shift valve 62 is moved rightward as shown in the figure by the urging force of the spring. . Similarly, a fourth on / off solenoid valve 8 that is turned off
At 4, the oil passage 104 is connected to the drain, and the spool of the fourth shift valve 66 is moved leftward as shown in the figure by the urging force of the spring.

When the shift lever is at the parking position, the manual valve 58 is at the P position,
The line pressure PL from the oil passage 100b is supplied to the oil passage 111 and the oil passage 112. The oil passage 111 is closed at the first shift valve 60. The oil passage 112 is an oil passage 112a,
The oil path 112a is closed at the fourth shift valve 64. Oil passage 112b
Is connected to the oil passage 113 at the fifth shift valve 68,
The oil passage 113 is connected to the left oil chamber 72 of the forward / reverse selection hydraulic servo mechanism 70. Therefore, the line pressure PL is applied to the left oil chamber 72.
Is supplied, and the rod 71 is moved to the right. The rod 71 is connected to a shift fork that operates the dog-tooth clutch 16, and when the rod 71 is moved to the right, the reverse driven gear 26 c and the counter shaft 3 are engaged by the dog-tooth clutch 16. The oil passage 112c is connected to the left end of the lock-up shift valve 51 to control the operation of the lock-up clutch, but a description thereof will be omitted.

In this state, the LOW clutch 11 is connected to the drain of the second shift valve 62 via the oil passage 121 and is released. 2ND clutch 12 is oil passage 12
The oil passage 123 is connected to the oil passage 123 via the first shift valve 60, the oil passage 123 is connected to the oil passage 124 via the second shift valve 62, and the oil passage 124 is connected to the drain at the third shift valve 64. For this reason, the 2ND clutch 12
Is also released. The 3RD clutch 13 is connected from the oil passage 125 to the oil passage 126 via the first shift valve 60, and the oil passage 126 is connected to the drain at the fourth shift valve 66. Therefore, the 3RD clutch 13 is also released. 4T
The H clutch 14 is connected to the second shift valve 62 from the oil passage 127.
And the oil passage 128 is connected to the drain at the third shift valve 64. Therefore, 4TH
The clutch 14 is also released. The 5TH clutch 15 is connected to the drain at the first shift valve 60 via the oil passage 129 and is released.

As described above, in the P mode, the forward / reverse selection hydraulic servo mechanism 70 is set to the reverse side and the LOW clutch 11, 2ND clutch 12, 3RD
The clutch 13, the 4TH clutch 14 and the 5TH clutch 15 are all disengaged and enter a neutral state.

Next, the R inhibitor mode will be described. This mode is different from the P mode in that the fifth on / off solenoid valve 85 is turned off. Thus, the spool of the fifth shift valve 68 is moved leftward by the urging force of the spring. As a result, the oil passage 1 connected to the left oil chamber 72 of the forward / reverse selection hydraulic servo mechanism 70
13 is connected to the drain at the fifth shift valve 68,
The axial force acting on the rod 71 disappears, and the rod 71 is maintained in the state immediately before. That is, in the R inhibitor mode, in the neutral state, the forward / reverse selection hydraulic servo mechanism 7
0 is a state in which it is held at the previous position.

When the shift lever 201 is operated to the reverse (R) position, the R in-gear mode, the R steady mode, and the R inhibitor mode are selectively set as shown in Table 1. The R-in-gear mode is a mode that is set at the initial stage of setting the reverse gear and smoothly shifts to the reverse gear. After that, the gear shifts to the R steady-state mode. The R inhibitor mode is set when the shift lever 201 is operated to the reverse (R) position during forward running. Thus, the shift lever 201
Is operated to the reverse (R) position, the manual valve 58 is moved to the R position, where the line pressure PL from the oil passage 100b is supplied to the oil passages 111 and 112.

First, the R inhibitor mode is the same as the R inhibitor mode set when the vehicle is at the parking (P) position. In the neutral state, the forward / reverse selection hydraulic servo mechanism 70 is held at the previous position. State.

The R in-gear mode is different from the above-mentioned P mode in that the second on / off solenoid valve 82 is turned on. As a result, the 4TH clutch 14 is connected from the oil passage 127 to the oil passage 130 via the second shift valve 62, the oil passage 130 is connected to the oil passage 131 via the fifth shift valve 68, and the oil passage 131 is connected to the fourth shift valve. Valve 66
, The oil passage 132 is connected to the oil passage 133 via the forward / reverse selection hydraulic servo mechanism 70, the oil passage 133 is connected to the oil passage 134 via the manual valve 58, and the oil passage 134 is The oil passage 135 is connected to the oil passage 135 via the one-shift valve 60, the oil passage 135 is connected to the oil passage 136 via the lock-up shift valve 51, and the oil passage 136 is connected to the first oil passage 135.
It connects to the linear solenoid valve 86. For this reason, in the R-in-gear mode, the forward / reverse selection hydraulic servo mechanism 7
0 is the reverse side and 4TH clutch 1
The engagement of No. 4 is controlled by the first linear solenoid valve 86, so that the initial stage of the reverse stage can be controlled.

The R steady mode is different from the R in-gear mode in that the first on / off solenoid valve 81 is turned off. As a result, the 4TH clutch 14
27 to the oil passage 130 via the second shift valve 62, the oil passage 130 is connected to the oil passage 131 via the fifth shift valve 68, and the oil passage 131 is connected to the oil passage 132 via the fourth shift valve 66. The oil passage 132 is connected to the oil passage 133 via the forward / reverse selection hydraulic servo mechanism 70 and is connected to the oil passage 1.
33 is connected to the oil passage 134 via the manual valve 58, and the oil passage 134 is connected to the oil passage 1 via the first shift valve 60.
Connect with 11. As a result, in the R steady mode, the line pressure PL is supplied to the 4TH clutch 14 and the reverse gear is set.

When the shift lever 201 is operated to the neutral (N) position, as can be seen from Table 1, an R inhibitor mode set when the shift lever 201 is in the parking (P) position or the reverse (R) position. Is set, and in the neutral state, the forward / reverse selection hydraulic servo mechanism 70 is maintained at the position immediately before. At this time, the manual valve 58 is located at the DN position, the oil passage 100b is connected to 111 and 140, and the line pressure PL is supplied to these oil passages 111 and 140.

Next, the case where the shift lever 201 is operated from the neutral (N) position to the forward (D) position will be described. At this time, as can be seen from Table 1, nine modes such as the LOW in-gear mode are set, and the automatic shift is performed. At this time, the manual valve 58
Remains in the DN position and the oil passage 100
b is connected to 111 and 140, and the line pressure PL is supplied to these oil passages 111 and 140.

First, the LOW in-gear mode set at the initial stage when the shift lever 201 is operated from the neutral (N) position to the forward (D) position will be described. In this mode, the first to fourth on / off solenoid valves 81 to 84 are turned on, and the fifth on / off solenoid valve 85 is turned off. Accordingly, the oil passage 121 connected to the LOW clutch 11 is connected to the oil passage 141 via the second shift valve 62, and the oil passage
1 is connected to the oil passage 142 via the third shift valve 64, and the oil passage 142 is connected to the oil passage 1 via the fourth shift valve 66.
43, the oil passage 143 is connected to the oil passage 134 via the manual valve 58, the oil passage 134 is connected to the oil passage 135 via the first shift valve 60, and the oil passage 135 is connected via the lock-up shift valve 51. The oil path 136 is connected to the first linear solenoid valve 86. Therefore, in the LOW in-gear mode, L
The engagement of the OW clutch 11 can be controlled by the first linear solenoid valve 86.

The oil passage 121 is connected to the D inhibitor valve 56 via an oil passage 145 branched therefrom,
The spool of the inhibitor valve 56 is pressed rightward. For this reason, when the hydraulic pressure supplied to the LOW clutch 11 becomes equal to or higher than a predetermined pressure, the spool of the D inhibitor valve 56 moves to the right, whereby the oil passages 146 and 147 are moved.
Communicate. Here, the oil passage 146 is connected to the oil passage 140, and the line pressure PL is supplied thereto. For this reason, the line pressure PL presses the spool of the D inhibitor valve 56 to the right, and holds this spool in a right-moving state. Also,
The oil passage 147 is connected to the right oil chamber 73 of the forward / reverse selection hydraulic servo mechanism 70 and moves the rod 71 to the left. As a result, the dog tooth clutch 16 is located on the D range side, and the fourth speed drive gear 24b and the counter shaft 3 are engaged.

In the LOW mode, the first on / off solenoid valve 81 is turned off, and the spool of the first shift valve 60 is moved rightward by the spring urging force. Thus, the oil passage 111 is connected to the oil passage 134, and the line pressure PL is supplied to the oil passage 134. The oil passage 134 is connected to the oil passage 143 via the manual valve 58, and the oil passage 1
43 is connected to the oil passage 142 via the fourth shift valve 66, and the oil passage 142 is connected to the oil passage 1 via the third shift valve 64.
The oil passage 141 is connected to the oil passage 121 via the second shift valve 62. Therefore, when the line pressure PL is L
It is supplied to the OW clutch 11 and is engaged.

The 1-2-3 mode includes a 1-2 shift, a 2-3 shift.
This is a mode used for shifting and 1-3 shifting, and is different from the LOW mode in that the first on / off solenoid valve 81 is turned on. This is the same as the LOW in-gear mode, and the first linear solenoid valve 8
6 controls the engagement of the LOW clutch 11. Since the fifth on / off solenoid valve 85 is used for controlling the operation of the lock-up clutch, it is turned on or off for controlling the engagement of the lock-up clutch.

The 2ND mode is different from the LOW mode in that the first on / off solenoid valve 81 is turned on and the third on / off solenoid valve 83 is turned off. As a result, the oil passage 121 connected to the LOW clutch 11
Is connected to the oil passage 141 via the second shift valve 62. The oil passage 141 communicates with the drain at the third shift valve 64, and the LOW clutch 11 is released. Meanwhile, 2
The oil passage 122 connected to the ND clutch 12 is connected to the oil passage 123 via the first shift valve 60, and the oil passage 123 is connected to the oil passage 150 via the second shift valve 62.
The oil passage 150 is connected to the oil passage 151 via the third shift valve 64.
And the oil passage 151 is provided with the hydraulic servo mechanism 70
The oil passage 147 is connected to the oil passage 146 via the D inhibitor valve 56, and the oil passage 147 is connected to the oil passage 147 via the D inhibitor valve 56.
An oil passage 140 branched from 6 is connected to the oil passage 100b via the manual valve 58. Therefore, the line pressure PL is supplied to the 2ND clutch 12 and is engaged.

The 3RD mode is different from the 2ND mode in that the second on / off solenoid valve 82 is turned off and the third
The difference is that the on / off solenoid valve 83 is turned on. As a result, the oil passage 1 connected to the 2ND clutch 12
22 is connected to the oil passage 123 via the first shift valve 60, and the oil passage 123 is connected to the oil passage 1 via the second shift valve 62.
The oil passage 124 is connected to the drain at the third shift valve 64. Thereby, the 2ND clutch 12 is released. On the other hand, the oil passage 1 connected to the 3RD clutch 13
25 is connected to the oil passage 126 via the first shift valve 60, and the oil passage 126 is connected to the oil passage 1 via the fourth shift valve 66.
55, the oil passage 155 is connected to the oil passage 156 via the second shift valve 62, the oil passage 156 is connected to the oil passage 157 via the D inhibitor valve 56, and the oil passage 157 is connected to the third linear solenoid valve 88. Connect. For this reason,
In the 3RD mode, the third linear solenoid valve 8
8 controls the engagement of the 3RD clutch.

The 2-3-4 mode is a mode used for 2-3 shift, 3-4 shift and 2-4 shift.
The 3RD mode is the third ON / OFF solenoid valve 83
Is turned off. As a result, the output oil pressure from the second linear solenoid valve 87 is connected from the oil passage 160 to the oil passage 128 via the third shift valve 64, and the oil passage 128 is connected to the oil passage 127 via the second shift valve 62. 4TH clutch 14 is connected. Therefore, 2-3
In the -4 mode, the third linear solenoid valve 8
8, the engagement of the 3RD clutch 13 is controlled, and the engagement of the 4TH clutch 14 is controlled by the second linear solenoid valve 87.

The 4TH mode is the fourth to the 2-3-4 mode.
The difference is that the on / off solenoid valve 84 is turned off. Thereby, the oil passage 1 connected to the 3RD clutch 13
25 is connected to the oil passage 126 via the first shift valve 60, the oil passage 126 is connected to the drain via the fourth shift valve 66, and the 3RD clutch 13 is released. Therefore, in the 4TH mode, the engagement of the 4TH clutch 14 is controlled by the second linear solenoid valve 87.

The 4-5 mode is a mode set when performing the 4-5 shift, and is different from the 4TH mode in that the first on / off solenoid valve 81 is turned off. Therefore, the engagement of the 4TH clutch 14 is controlled by the output oil pressure of the second linear solenoid valve 87, and the engagement of the 5TH clutch 15 is controlled by the output oil pressure of the third linear solenoid valve 88.

The 5TH mode is different from the 4-5 mode in that the second on / off solenoid valve 82 is turned on. Thereby, the oil passage 12 connected to the 5TH clutch 15
9 is connected to the oil passage 165 via the first shift valve 60, and the oil passage 165 is connected to the oil passage 1 via the third shift valve 64.
66, the oil passage 166 is connected to the oil passage 157,
It connects to the linear solenoid valve 88. Therefore, 5T
In the H mode, the engagement of the 5TH clutch 15 is controlled by the third linear solenoid valve 88.

As described above, as shown in Table 1,
By setting the shift lever position and controlling the operation of the first to fifth on / off solenoid valves 81 to 85, each mode can be set, and the automatic shift control can be performed. The shift operation device 200 for setting the shift lever position in this manner will be described with reference to FIG.

As can be seen from FIG. 1, this device 200 is composed of a shift box 210 and a shift lever 201 having an operation knob 202 at the tip, which is swingably disposed on the shift box.
It is composed of In the shift box 210, FIG.
As shown in FIG. 1A, a first shift guide path 211 including a linear opening extending in the front-rear direction, and a first shift guide path 211.
A second shift guide path 212 formed of an opening connected to the lower end of the second shift guide path and extending at a right angle to the left, and a third shift 3 guide path 213 connected to the right end of the second shift guide path 212 and extending vertically are formed. The shift lever 201 is disposed so as to protrude outward from the shift guide paths 211, 212, and 213. As shown in FIG. 13B, the first shift guide path 211 'may be formed in a stepped or crank shape.

For this reason, the shift lever 201 grasps the operation knob 202 and holds the first shift guide path 211 and the second shift guide path 211.
Shift guide path 212 and third shift guide path 213
Swing operation can be performed. Shift operating device 2
At 00, the swing operation of the shift lever 201 along the first shift guide path 211 causes the shift lever 201 to swing.
Can be moved to a parking position (P position) denoted by reference numeral 201a, a reverse position (R position) denoted by reference numeral 201b, and a neutral position (N position) denoted by reference numeral 201c. This shift lever
The manual valve 58 is connected to the spool 58a of the manual valve 58 according to the above operation.
Move to position, R position, ND position. A switch is provided for electrically detecting to which position the shift lever 201 has been moved by such an operation.

After the shift lever 201 has been moved to the N position in this manner, the shift lever 201 is swung along the second shift guide path 212 to move the shift lever 201 to the neutral position (reference numeral 201c). (N position) to a forward position (D position) indicated by reference numeral 201d. A switch for electrically detecting the moving position of the shift lever 201 is provided. This shift lever 2
For operation 01, the spool 58a of the manual valve 58 is held at the ND position.

Further, the shift lever 201 located at the D position 201d can be swingably operated along the third shift guide path 213 in the + and-directions shown in the figure, and a switch for detecting the swing operation is provided. Is provided. Also at this time, the spool 58a of the manual valve 58
Are held in the ND position.

The operation box 210 includes a P position mark 215a, an R position mark 215b, an N position mark 215c, a D position mark 215d,
Six fixed marks including a mark 215e and a -mark 215f are provided. Thereby, it is possible to confirm in which position the operation lever is located.

Next, the shift operation switch device 280 will be described with reference to FIG. This device is composed of + shift switches 282a and 282b and -shift switches 283a and 283b, which are separately arranged at the center of the steering wheel 281 on the left and right. When one of the left and right + switches 282a, 282b is operated while the shift lever 201 is at the D position, the same control signal as when the shift lever 201 at the D position is operated to the + side is output. Also,
When one of the left and right switches 283a and 283b is operated, the shift lever 201 located at the D position is
The same control signal is output as when the operation is performed on the side.

Referring to FIG. 15, the contents of the shift control accompanying the operation of shift operation device 200 and shift operation switch device 280 described above will be described. First, when the shift lever 201 is operated to the P position 201a, the manual valve 58 is located at the P position, and the operation of the solenoid valve is controlled to
Mode or R inhibitor mode. At this time, the parking gear mechanically connected to the shift lever 201 is engaged and the vehicle is held stationary. The parking gear mechanism is a well-known mechanism and its description is omitted.

Shift lever 201 to P position 201
When the shift lever is operated from the position a to the R position 201b, the engagement of the parking gear is released, the manual valve 58 is located at the R position, and the operation of the solenoid valve is controlled as shown in Table 1, so that the R in-gear mode and the R steady mode Alternatively, the mode is set to the R inhibitor mode. Shift lever 250 from R position 201b to N position 201
When the operation is performed to the position c, the manual valve 58 is located at the ND position, the operation of the solenoid valve is controlled as shown in Table 1, the mode is set to the N mode, and the neutral stage is set.

Next, when the shift lever 201 is operated from the N position 201c to the D position 201d, the manual valve 58 is kept at the ND position while the manual valve 58 remains at the ND position.
First, the D5 range is set. In the D5 range,
Automatic shifting is performed in five forward speed stages including first speed (LOW), second speed, third speed, fourth speed, and fifth speed. In this automatic shifting, for example, a shift control is automatically performed in response to a change in the actual vehicle speed and the actual engine throttle opening based on an automatic shifting map set in accordance with the vehicle speed and the engine throttle opening.

Shift lever 201 to D position 201
d, and each time it is operated in the negative direction along the third shift guide path 213 as indicated by the arrow, D4
Range (range for automatic shifting from LOW to 4th speed), D3 range (range for automatic shifting from LOW to 3rd speed), 2 ranges (2nd fixed range), 1 range (1st fixed range) Is switched. Conversely, for the operation in the + direction, the reverse switching is performed. This switching control is performed when the vehicle speed is a low vehicle speed that is equal to or lower than the predetermined vehicle speed.
Switching to the first range is performed, and circulating switching is possible as shown in FIG. 15, but when the vehicle speed is higher than a predetermined vehicle speed, switching from D5 to one range is performed one by one. And only one switching from one range to the D5 range is possible.

As can be seen from the above description, the operating device 2
When the operating lever 201 is moved to the P position, the R position, and the N position, the spool 58a of the manual valve 58 is moved to the P position, the R position, and the ND position in accordance with the shift lever operation. When the shift lever 201 is moved between the N position and the D position, the manual valve 58 is held at the ND position. When the shift lever 201 is operated and moved between the N position and the D position, this is electrically detected by a switch, and the first to fifth on / off solenoid valves 81 to 85 and the first to third linear solenoids are detected. An N range and a D range are set by electric operation control of the valves 86 to 88.

For this reason, there is a problem that the setting control of the N range and the D range becomes inaccurate when these solenoid valves malfunction. For this reason, in the present invention, when any one of the solenoid valves malfunctions, the operation control based on the first fail mode is performed, and any one of the two solenoid valves malfunctions. In this case, an operation control based on the second fail mode is performed to solve the above problem. These will be described below.

First, the operation control in the first fail mode when any one of the solenoid valves or the like malfunctions will be described with reference to FIG. In FIG. 16, the first to fifth on / off solenoid valves 81 to 85 are denoted by reference numerals A to E (Asol
To Esol), and the first to third linear solenoid valves 86 to 88 are shown as linear A to linear C, respectively.
In this figure, symbols x and ○ mean that the solenoid is energized off and on, respectively.

In the column of "parts" in this figure, the solenoid valve or the like causing the malfunction and the content of the malfunction are shown.
The column of "gear stage" indicates a traveling speed stage set corresponding to such an operation failure, and the column of "PL and linear"
It indicates whether the pressure supplied for setting the traveling speed stage is the line pressure PL or the supply hydraulic pressure from any of the linear A to the linear C.

First, No. As the malfunctioning case of 1,
When an operation failure occurs in which the Asol (first on / off solenoid valve 81) remains off (x), the remaining normally operating solenoid valves B to E are no. Pattern control 1 (that is, control in which the E solenoid valve is off and the B, C, and D solenoid valves are on) is performed. As a result, in the hydraulic circuit of FIG. 6, the line speed is supplied to the LOW clutch 11, and the first speed is set. That is, when Asol (first on / off solenoid valve 81) has failed off,
The vehicle is fixed at the first gear and can travel. However, at this time, when the vehicle speed becomes equal to or higher than the predetermined vehicle speed, the B, C, and D solenoid valves are turned off and A
To E, the control hydraulic pressure from the linear B (second linear solenoid valve 87) is set to 4T.
The vehicle is supplied to the H clutch 14 to run at the fourth speed.

No. As the case of malfunction 2, Asol
(1st ON / OFF solenoid valve 81) is ON (○)
In the case where an operation failure that remains in the state of the above occurs, the remaining normally operating solenoid valves B to E are set to N.
o. Pattern control 2 (that is, control in which the C and E solenoid valves are off and B and D solenoid valves are on) is performed. As a result, in the hydraulic circuit of FIG.
The second gear is set by supplying the line pressure to the 2ND clutch 12. That is, when Asol (the first on / off solenoid valve 81) is turned on / fail, the vehicle is fixed at the second speed and can travel.

No. As the case of malfunction 3, Bsol
(2nd on / off solenoid valve 82) is off (x)
In the case where an operation failure that remains in the state of No. occurs, the remaining normally operating solenoid valves A and C to E are no. Pattern control 3 (that is, control in which the C and E solenoid valves are off and A and D solenoid valves are on) is performed. As a result, in the hydraulic circuit of FIG. 6, the linear A (first linear solenoid valve 86) is connected to the 2ND clutch 12, and the second gear is set by the hydraulic pressure supplied from the linear A. That is, when Bsol (the second on / off solenoid valve 82) is turned off and failed, traveling at the second speed is possible.

Hereinafter, in the same manner, 4-No. 20
The operation of the on / off solenoid valve is controlled in the pattern shown in the figure also for the malfunction of each solenoid valve shown in FIG.

When any one of the solenoid valves or the like malfunctions as described above, the first solenoid valve shown in FIG.
The operation control in the fail mode is performed, and one of the first gear, the second gear, and the fourth gear is set, and the shift lever 201 is set.
In the state where is positioned at the D position, forward traveling at a predetermined speed stage is possible. Therefore, for example, it is possible to cope with traveling at a predetermined speed stage to a repair shop and repairing malfunctions at the repair shop.

Next, operation control in the second fail mode when any two solenoid valves or the like malfunction will be described with reference to FIG. In FIG. 17, the first to fifth on / off solenoid valves 81 to 85 are denoted by reference numerals A to E, respectively, for ease of explanation,
The first to third linear solenoid valves 86 to 88 are shown as linear A to linear C, respectively. Also in this figure,
The symbols x and o mean that the solenoid is energized off and on, respectively.

In the second fail mode, that is, when any two solenoid valves or the like malfunction, a neutral state is created by operating the shift lever 201 to the N position to ensure that the vehicle starts running. I try to prevent it. FIG. 17 shows the operation of the solenoid valves A to E when the shift lever 201 is located at the N position in the normal state (N
o. 0 operation pattern), at this time, the solenoid valves A, C are turned on, and the solenoid valves B, D, E are turned off. In this state, all the clutches 11, 12, 1
3, 14, and 15 are connected to the drain and released, and a neutral state is established.

Therefore, in FIG. 11-2
In the case where two of the parts shown in FIG. 0 (parts other than the first to fifth on / off solenoid valves 81 to 85) malfunction, the solenoid valves A to E (first to fifth) which operate normally.
FIG. 17 shows the fifth on / off solenoid valves 81 to 85).
The operation indicated by the normal pattern is performed to set neutral. As can be seen from this, there is a problem in that two of the solenoid valves A to E respond to an operation failure in which the on / off operation is opposite to the normal pattern in FIG. In the present apparatus, neutral is set for this malfunction, and this will be described with reference to FIG. In FIG. 17, the operation in which an operation failure has occurred is indicated by surrounding it with a triangle.

First, No. Solenoid valve A shown in 1
And B are the above Nos. When an operation failure opposite to the normal operation pattern of No. 0 occurs, the remaining normal solenoid valves C, D, and E are set to No. 0. It is operated in the operation pattern of 1. As a result, the solenoid valves B and C are turned on,
The solenoid valves A, D and E are turned off, and all the clutches 11, 12, 13, 14, 1
5 is connected to the drain and released, and becomes a neutral state.

No. As shown in FIG.
And C are the above Nos. In the case of an operation failure opposite to the normal operation pattern of No. 0, the remaining normal solenoid valves B, D, E are set to No. 0. It is operated in the operation pattern of 2. Thereby, all the solenoid valves A to E are turned off, and in the hydraulic circuit of FIG. 6, LOW, 2ND, 3R
D, 4TH clutches 11, 12, 13, and 14 are connected to the drain and released, and 5TH clutch 15 is connected to the linear solenoid valve C. For this reason, if the 5TH clutch 15 is connected to the drain via the normally operating linear solenoid valve C and this clutch is also released, a neutral state is established.

No. As shown in FIG.
And D are the above Nos. In the case where an operation failure opposite to the normal operation pattern of No. 0 occurs, the remaining normal solenoid valves B, C and E are set to No. 0. The operation is performed in the operation pattern 3. As a result, the solenoid valve D is turned on, and the solenoid valves A, B, C, and E are turned off. In the hydraulic circuit of FIG. 6, the LOW, 2ND, 3RD, and 4TH clutches 11, 12, 13, and 14 are connected to the drain. Released and the 5TH clutch 15 is connected to the linear solenoid valve C. For this reason, if the 5TH clutch 15 is connected to the drain via the normally operating linear solenoid valve C and this clutch is also released, a neutral state is established.

Hereinafter, the No. shown in FIG. 4 to NO. 10
By controlling the on / off operation of the solenoid valves A to E as shown in the drawing for the fail patterns up to the above, all clutches 11, 12, 13, 14, 15 are controlled.
Is connected to the drain and released, resulting in a neutral state. As can be seen from the above, in the second fail mode, the operation control of the pattern shown in FIG. 17 is performed by moving the shift lever to the N position, and if the shift lever is set to the N position, the neutral range is reliably set. Is done.

As described above, according to the control device having the above-described structure, the first fail mode or the second fail mode is set for an operation failure of one or two solenoid valves or the like, and appropriate measures are taken. However, for this purpose, it is necessary to accurately detect and determine the occurrence of a malfunction. The determination of the occurrence of the operation failure (failure determination) will be illustratively described below.

FIGS. 6 to 1 show such a failure judgment.
As shown in FIG. 2, three hydraulic switches 91, 92, and 93 for detecting hydraulic pressure are provided. The hydraulic switch 91 is connected to the oil passage 125 to detect the 3RD clutch pressure, the hydraulic switch 92 is connected to the oil passage 122 to detect the 2ND clutch pressure, and the hydraulic switch 93 is connected to the oil passage 151 to the right of the forward / reverse selection hydraulic servo mechanism 70. The oil pressure in the oil chamber 73 is detected. The control device also detects the operation signals of the first to fifth on / off solenoid valves 81 to 85, and monitors which mode is currently set.

Since the hydraulic switch 93 detects the hydraulic pressure in the right oil chamber 73 of the forward / reverse selection hydraulic servo mechanism 70,
The forward / reverse selection hydraulic servo mechanism 70 can detect whether the dog tooth clutch 16 is on the reverse range side or the D range (forward range) side, and the result of this detection and the first to fifth on / off solenoid valves 81 to 85 are detected. The detection result of the operation signal is monitored. Then, for example, when a line pressure is generated in the left oil chamber 72 and the state is in the reverse range side, the operation signals of the first to fifth on / off solenoid valves 81 to 85 are set to any mode of the D range. When the corresponding signal is detected, it is determined that the signal is abnormal (failure has occurred). Similarly, when the line pressure is generated in the right oil chamber 73 and the state is in the D range side, the operation signals of the first to fifth on / off solenoid valves 81 to 85 are signals corresponding to the reverse range. Is also determined to be abnormal when is detected.

As described above, in the present control device, the position of the forward / reverse selection hydraulic servo mechanism 70 is determined, and the presence or absence of an abnormality or a failure is detected by determining whether or not the operation signal corresponds to the position. Then, based on such failure detection, appropriate control such as setting the above-described fail mode is performed. Such a failure determination will be described with reference to the following flowchart.

This failure is detected by the hydraulic switches 92 and 93
And the first to fifth on / off solenoid valves 8
The operation signals are compared with the operation signals 1 to 85. As can be understood from the above description, since the hydraulic switch 92 detects the operating oil pressure of the second speed clutch 12, the failure determination is made when the upshift from the first speed to the second speed is performed. FIG. 18 shows this failure determination flow. First, in step S101, it is determined whether an upshift from the first speed to the second speed is in progress. If the upshift is being performed, the process waits for the elapse of a predetermined time T1 until the upshift is completed (step S102), and proceeds to step S103. When the upshift is not being performed and while the predetermined time T1 has elapsed, the current flow is terminated without performing the failure determination.

In step S103, it is determined whether or not the hydraulic switch 92 is off, that is, whether or not the operating hydraulic pressure is being supplied to the second speed clutch 12. When the hydraulic switch 92 is on, the process proceeds to step S104, and it is determined whether the hydraulic switch 93 is off. Step S
At 104, when it is determined that the hydraulic switch 93 is ON, the flow is normal because it is normal. When it is determined that the hydraulic switch 93 is OFF, the hydraulic switch 93 is faulty. Is turned on. In this case, normal driving control is performed only by turning on the warning display.

On the other hand, if it is determined in step S103 that the hydraulic switch 92 is off, the flow proceeds to step S103.
Proceeding to 106, it is determined whether the hydraulic switch 93 is off. Here, if it is determined that the hydraulic switch 93 is off, it is considered that there is a failure of the hydraulic pressure supply to the 2ND clutch (a failure that the hydraulic pressure supply is not performed), and the process proceeds to step S107 to determine the failure to that effect. Perform (simultaneously turn on the warning display). On the other hand, step S106
If it is determined that the hydraulic switch 93 is ON in step (1), it is considered that the forward / reverse selection hydraulic servo mechanism 70 has failed. Therefore, the process proceeds to step S108, and a failure determination to that effect is made (simultaneously turning on the warning display). . Table 2 summarizes the above failure determination results.

[0096]

[Table 2]

As described above, the failure determination for the hydraulic supply failure of the 2ND oil passage and the failure of the forward / reverse selection hydraulic servo mechanism 70 is performed. In the present apparatus, other various failure determinations are performed. Another example of the failure determination will be described with reference to a flowchart of FIG.

This failure detection is performed when the shift lever 201
Step S111 is performed when the player is in the position.
It is determined whether or not the shift lever 201 is located at the N position. After the predetermined time T2 elapses from the position of the N position (step S112), the process proceeds to step S113. However, when the vehicle is not located at the N position and while the predetermined time T2 elapses, the failure determination is not performed and the current time is maintained. End the flow.

In step S113, it is determined whether or not the hydraulic switch 92 is off, that is, whether or not the operating hydraulic pressure is being supplied to the second speed clutch 12. When the hydraulic switch 92 is off, the process proceeds to step S114, and it is determined whether the hydraulic switch 93 is off. Step S
At 114, when it is determined that the hydraulic switch 93 is off, the flow is normal because it is normal. When it is determined that the hydraulic switch 93 is on, the D inhibitor valve 56 is faulty.
Proceeding to step S115, a failure judgment to this effect is made and a warning display indicating this is made.

In step S113, the hydraulic switch 9
When it is determined that 2 is on, step S116
Then, it is determined whether or not the hydraulic switch 93 is off. Here, if it is determined that the hydraulic switch 93 is off, it is determined that the switch 92 is faulty, and thus the step S11 is performed.
Proceeding to 7, a warning display indicating this is turned on. In this case, normal driving control is performed only by turning on the warning display.

On the other hand, if it is determined in step S116 that the hydraulic switch 93 is ON, the failure of the hydraulic pressure supply to the 2ND clutch
Since it is considered that the ND clutch is not disengaged), the process proceeds to step S118 to judge a failure to that effect (simultaneously turns on a warning display). Table 3 summarizes the above failure determination results.

[0102]

[Table 3]

In the above description, several examples of failure determination have been described by way of example. However, such failure determinations are made for various components such as solenoid valves, and shift control is performed using the failure determination results. . Shift control in such an automatic transmission will be described with reference to the flowchart in FIG.

This shift control is performed by the shift lever 2 in the driver's seat.
Starting from determining the position selected by the operation of 01, if it is detected in step S121 that the shift lever is located at the N position, the process proceeds to step S122 to check whether a failure determination has been made. When it is determined that a failure (operation failure) has occurred by the failure determination as described above, the process proceeds to step S123, and the warning lamp is turned on. When it is determined in step S122 that there is no failure, the process proceeds to step S124, and normal neutral control is performed.

If it is determined in step S121 that the current position is not the N position, the flow advances to step S130 to determine whether the current position is the R position. If it is determined that the position is not the R position, step S131 is performed.
And it is determined whether the vehicle is in the P position. If it is determined that the position is not the P position, the current position is D
Since the position is the position, the process proceeds to step S132, where D normal control is performed.

If it is determined in step S131 that the driver is at the P position, the process proceeds to step S133, and
It is determined whether the current vehicle speed V is 10 km / H or more.
If the current vehicle speed V is less than 10 km / H, parking control is performed to set the normal neutral state and engage the parking gear (step S1).
34). When the current vehicle speed V is equal to or higher than 10 km / H, R inhibitor control for inhibiting switching to the parking mode is performed (step S137).

If it is determined in step S130 that the vehicle is in the R position, the flow advances to step S135 to determine whether the current vehicle speed V is equal to or higher than 10 km / H. When the current vehicle speed V is less than 10 km / H, the process proceeds to step S138, and the R control for setting the reverse range is performed as it is. On the other hand, the current vehicle speed V is 10 km /
If not less than H, it is determined whether the reverse mode control was performed in the previous flow (step S13).
6). If it is not the reverse mode control in the previous flow, it is considered that the R inhibitor control in step S137 is continuing, so the process proceeds to step S137, and the R inhibitor control is continued. On the other hand, when the R control has already been performed in the previous flow, the R
(Reverse) control is performed (step S138).

The D-normal control (step S132) in the above-described shift control will be described with reference to FIG.
In this control, it is determined in step S150 whether or not the ND in-gear state is established. If the ND in-gear state is established, the process proceeds to step S151 to perform in-gear control for shifting from neutral to the D range, and the control ends. . If the in-gear control is not performed, step S152
It is determined whether or not it is determined that a failure has occurred. If there is no failure, the process proceeds to step S153, where a shift map for the D range is searched, and automatic shift control based on this shift map is performed (step S154). .

On the other hand, if it is determined in step S152 that a failure has occurred, the flow advances to step S155 to turn on a warning lamp, and the flow advances to step S156.
It is determined whether or not the solenoid valve A (first on / off solenoid valve 81) is in the off (x) state. The failure of the solenoid valve A in the off state is caused by NO. In this case, the process proceeds to step S157 to search and read out the 1-4 shift map. Then, the process proceeds to step S158, based on the 1-4 shift map, setting the first speed (setting the solenoid valves A to E to XX) or setting the fourth speed (setting the solenoid valves A to E). ×××××
Setting).

If it is determined in step S160 that the malfunction does not cause the solenoid valve A to be turned off, the flow advances to step S160 to determine whether the engine speed is equal to or lower than a predetermined vehicle speed (100 km / H) at which engine overspeed occurs when the vehicle is driven at the second speed. If the vehicle speed exceeds the predetermined vehicle speed, step S1
Proceeding from step 53 to step S154, normal speed change control is continued as it is.

On the other hand, if the vehicle speed is equal to or lower than the predetermined vehicle speed, the process proceeds to step S161, and it is determined whether or not the solenoid valve B (the second on / off solenoid valve 82) is in the off (x) state. The failure of the solenoid valve B when the solenoid valve B is in the off state is caused by NO. The failure pattern is No. 3 in this case.
3 pattern setting (solenoid valves A to E
○ ×) to set the second gear.

Step S When it is determined that the failure does not cause the solenoid valve B (the second on / off solenoid valve 82) to be in the off (x) state, step S162
Then, it is determined whether or not the 2ND oil passage has failed. 2ND
When it is determined that the oil passage has failed or the servo mechanism has failed, the process proceeds to step S166 because the D inhibitor valve has failed or the servo mechanism has failed. The second gear is set by performing the setting of x. Further, it is determined in step S162 that the failure is not the failure of the 2ND oil passage and step S162
If it is determined in step 163 that the servo mechanism is not at fault, the process proceeds to step S167, in which the solenoid valves A to E are set to ○ ×××× to set the second speed.

[0113]

As described above, according to the control device of the present invention, only the manual valve is operated in response to the first operation of the shift lever, and the operation of the shift lever is transmitted to the manual valve. The structure of the operation transmitting mechanism can be simplified. Further, by switching the shift lever between the neutral position and the forward position by operating the shift lever in the second direction, the switching between the neutral range and the forward range can be performed. Is the operation of the shift lever by the controller (switching operation between the neutral position and the forward position)
When the malfunction detection means detects the occurrence of malfunction of the electric control valve, the control for operating the normal electrical control valve based on the fail mode according to the content of the detected malfunction is performed. To be done,
When an operation failure occurs, appropriate control corresponding to the fail mode can be performed, and control reliability of the control device can be ensured even for an electrical operation failure.

When any malfunction of one of the electric control valves is detected by the malfunction detecting means,
As the fail mode (for example, the first fail mode in the embodiment), a neutral range is set when the shift lever is at the neutral position, and any of a predetermined forward movement is set when the shift lever is at the forward position. It is preferable to configure the control device such that the speed stage can be set. For example, for an operation failure of any one of the electric control valves, a predetermined speed stage (for example, a second speed stage) capable of traveling forward is set by operation control of the remaining electric control valves, and the speed is set to a repair shop or the like. It is preferable that traveling can be ensured, so that even if one of the electric control valves malfunctions, the minimum necessary functions of the control device can be ensured.

Further, when any one of the two electric control valves is detected to be malfunctioning by the malfunction detecting means,
It is preferable to configure the control device so that the neutral range can be set when the shift lever is at the neutral position as the fail mode (for example, the second fail mode in the embodiment). In other words, when two of the plurality of electric control valves malfunction, the neutral range is always set by moving the operating lever to the neutral position, so that the transmission is in neutral even though the operating lever remains in the neutral position. There is no possibility that a situation that does not occur will occur.

[Brief description of the drawings]

FIG. 1 is a schematic block diagram showing an overall configuration of a control device according to the present invention and an automatic transmission controlled by the control device.

FIG. 2 is a cross-sectional view of an automatic transmission whose speed is controlled by a control device according to the present invention.

FIG. 3 is a partial sectional view of the automatic transmission.

FIG. 4 is a skeleton diagram showing a power transmission system of the automatic transmission.

FIG. 5 is a schematic diagram showing a shaft positional relationship of the automatic transmission.

FIG. 6 is a hydraulic circuit diagram showing a configuration of a control device according to the embodiment of the present invention.

FIG. 7 is an enlarged hydraulic circuit diagram showing a part of the hydraulic circuit of FIG. 6;

8 is a hydraulic circuit diagram showing a part of the hydraulic circuit of FIG. 6 in an enlarged manner.

9 is a hydraulic circuit diagram showing a part of the hydraulic circuit of FIG. 6 in an enlarged manner.

10 is a hydraulic circuit diagram showing a part of the hydraulic circuit of FIG. 6 in an enlarged manner.

11 is a hydraulic circuit diagram showing a part of the hydraulic circuit of FIG. 6 in an enlarged manner.

FIG. 12 is a hydraulic circuit diagram showing a part of the hydraulic circuit of FIG. 6 in an enlarged manner.

FIG. 13 is a schematic view showing a shift operation device.

FIG. 14 is a schematic view showing a shift operation switch device.

FIG. 15 is a table showing a shift function in response to a shift lever operation.

FIG. 16 is a table showing a solenoid valve control pattern when any one of the solenoid valves or the like malfunctions.

FIG. 17 is a table showing a solenoid valve control pattern when any two solenoid valves or the like malfunction.

FIG. 18 is a flowchart showing details of a failure determination in a 1-2 upshift.

FIG. 19 is a flowchart showing a failure judgment content on a display unit at an N position.

FIG. 20 is a flowchart showing shift control contents according to a shift lever position.

FIG. 21 is a flowchart showing the control contents of D normal control.

[Explanation of symbols]

TM Automatic transmission ECU Electronic control unit (controller) 58 Manual valve 81 to 85 First to fifth on / off solenoid valve (electric control valve) 86 to 88 First to third linear solenoid valve (electric control valve) 200 Shift Operating device 201 Shift lever 211 First shift guide path 212 Second shift guide path 213 Third shift guide path

Continued on the front page (72) Inventor Takayuki Yamaguchi 1-4-1 Chuo, Wako-shi, Saitama Pref. Inside of Honda R & D Co., Ltd. (72) Inventor Yasushi Okawa 1-4-1 Chuo, Wako-shi, Saitama Co., Ltd. Inside Honda R & D Co., Ltd. (72) Inventor Masafumi Imanari 1-4-1, Chuo, Wako-shi, Saitama Prefecture Co., Ltd. Inside Honda R & D Co., Ltd. (72) Takamichi Shimada 1-4-1, Chuo, Wako-shi, Saitama Stock F term in Honda R & D Co., Ltd. (reference) 3J552 MA04 MA12 MA26 NA01 NB01 PA51 PB02 PB06 QA10C QB02 QC04 QC07 QC08 RA20 SA07 SB02 TA06 VA07X VA62W VA65Z VA66Z VB01Z

Claims (4)

[Claims] 1. A shift lever operated by a driver can be operated in a first direction to move at least a parking position, a reverse position, and a neutral position, and wherein the shift is located in the neutral position. The lever is configured to be operated in a second direction different from the first direction to be moved to a forward position, and the manual valve is set to a P position according to the operation of the shift lever in the first direction. R position and N-
D to the second position of the shift lever.
For the operation in the direction of
-D position is maintained, controlling the supply and discharge of hydraulic oil to the speed change actuator in response to the operation of the manual valve, setting the reverse range, neutral range and forward range, and in the forward range A plurality of electric control valves for performing shift control, and detects the operation of the shift lever, controls the operation of the electric control valve, and sets the neutral range when the shift lever is at the neutral position, A controller for setting the forward range when the shift lever is located at the forward position and performing a shift control in the forward range, wherein the controller detects an operating state of the electric control valve, and detects Change the combination of the operations of the plurality of electric control valves in accordance with the operation state thus set to the forward range. Kicking control device for an automatic transmission characterized in that it become possible to set a predetermined speed stage. 2. An operation failure detecting means for detecting an operation failure of the electric control valve, wherein when the operation failure detection means detects an operation failure of any of the electric control valves, the controller is detected. Setting a fail mode according to the content of the failed operation, and performing normal operation control of the electric control valves other than the failed electric control valve based on the fail mode. 2. The control device for an automatic transmission according to claim 1. 3. A neutral range is set when the shift lever is at the neutral position as the fail mode when the operation failure of any one of the electric control valves is detected by the operation failure detecting means. 3. The automatic transmission according to claim 1, wherein when the shift lever is located at the forward position, any one of the predetermined forward speed stages can be set. Transmission control device. 4. A neutral range is set when the shift lever is in the neutral position as the fail mode when any of the two electric control valves is defectively operated by the defective operation detecting means. The control device for an automatic transmission according to any one of claims 1 to 3, wherein the control device is capable of performing the following operations.