JP2007100733A - Control device for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for an automatic transmission surely perform detection even if there is any failure where an input shaft is in an interlock state and an output shaft is in a neutral state, and thereby to secure traveling performance. <P>SOLUTION: The control device for an automatic transmission comprises: a gear ratio abnormality detection means calculating an actual gear ratio as a rotational ratio of the input shaft and the output shaft and detecting gear ratio abnormality in which a gear ratio corresponding to the command shift stage is shifted from an actual gear ratio by a predetermined value; and an avoidance transmission means using a first brake regardless of fastening failure of a first brake and changing the avoid shift stage releasing the second brake when the gear ratio abnormality detection means detects gear ratio abnormality, in a first command shift stage where the interlock state of fixing of the input shaft to a first output rotary element occurs in a first planetary gear train caused by fastening failure of the first brake, and there is a possibility of failure of the neutral state in which the torque does not act on a second output rotary element in a second planetary gear train. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an automatic transmission, and more particularly to control for detecting a fastening failure of a fastening element.

As a control for detecting a failure of an automatic transmission, a technique described in Patent Document 1 is disclosed. In this publication, when the turbine rotation speed exceeds the predetermined rotation speed calculated from the vehicle speed sensor during the upshift, it is determined that the power is not transmitted from the input shaft to the output shaft by the fastening element, and the failure is determined. Detected. Further, in the technique described in Patent Document 2, when the engine speed does not blow up and the acceleration of the output shaft decreases by a predetermined value or more, it is determined that an interlock state has occurred due to the fastening of an unnecessary fastening element. Yes. Further, in Patent Document 3, when the actual gear ratio is not within the normal range set based on the gear ratio at the current shift speed, it is determined that there is a failure and the shift is prohibited.
JP 2004-60824 A JP-A-5-296323 Japanese Patent Laid-Open No. 10-73159

  By the way, in recent years, the number of transmissions has increased, and the number of planetary gears and the number of friction elements such as clutches and brakes have increased in accordance with the number of gears. For this reason, a failure of only one friction element causes a failure different from the above-described failure such as the neutral state or the interlock state. Specifically, the output shaft is neutral even though the input shaft is in the interlock state. It has been found that a failure will occur. For this reason, any of the conventional failure detection controls has a large gear ratio (= input shaft rotation / output shaft rotation), so that the detection itself is difficult with the methods of Patent Document 1 and Patent Document 2. Incidentally, when the input shaft is in the interlocked state and the output shaft is in the neutral state, the gear ratio is small. The input shaft interlock state refers to the state where both the input rotation element and the output rotation element of the planetary gear train to which the input shaft is connected are fixed, and the output shaft neutral state refers to the state where the output shaft is connected. In this state, no power is transmitted to the input rotation element of the planetary gear train and the output rotation element is free.

  In addition, when a failure is determined from the difference between the current shift speed and the actual gear ratio as in Patent Document 3, it can be determined that some failure has occurred, but it is not considered to specify what the failure is. For this reason, fail-safe control must be performed in consideration of all failures, and the gears that can be selected at the time of failure are limited. There is a problem of getting worse.

  The present invention has been made paying attention to the above-mentioned problems, and is an automatic transmission that can reliably detect even if a failure occurs in which the input shaft is in an interlock state and the output shaft is in a neutral state, thereby ensuring traveling performance. An object is to provide a control device.

  In order to achieve the above object, in the control device for an automatic transmission according to the present invention, an input shaft to which power from a power source is input, a first input rotating element coupled to the input shaft, and a first output rotating element A first planetary gear train having a first rotating element and a second rotating element, a second input rotating element coupled to the first output rotating element, and a first way selectively stopped by a one-way clutch. A second planetary gear train having three rotation elements, and a second output rotation element disposed between the second input rotation element and the one-way clutch on a collinear diagram, and coupled to the second output rotation element An output shaft that outputs the power shifted to the drive wheel side, a first brake that can selectively stop the first rotating element, and the second brake that is not simultaneously engaged with the first brake when normal. A second brake capable of selectively stopping the rotating element; Determines a command shift stage based on a clutch provided between two rotating elements in the first planetary gear train and a traveling state, and engages the first brake, the second brake or the clutch, and other engagements. A shift control means that achieves the command shift speed by executing an element engagement / release control law, and an actual gear ratio that is a rotation ratio between the input shaft and the output shaft. And a gear ratio abnormality detecting means for detecting a gear ratio abnormality detecting a gear ratio abnormality deviating from a gear ratio corresponding to the command gear stage by a predetermined value or more, and the first planetary gear train in the first planetary gear train due to the engagement failure of the first brake An interlock state in which the input shaft and the first output rotation element are fixed occurs, and a failure may occur in which the second planetary gear train enters a neutral state in which no torque acts on the second output rotation element. When a gear ratio abnormality is detected by the gear ratio abnormality detection means at one command shift stage, the first brake is used and the second brake is released regardless of whether or not the first brake has failed. And an avoidance shift means for shifting to the avoidance shift stage.

  Therefore, in the automatic transmission control device of the present invention, it is possible to reliably avoid the failure of the input shaft interlock state and the output shaft neutral state, and to drive even in the event of a failure by shifting to the avoidance shift stage. Power can be obtained, and traveling performance can be ensured.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS The best mode for realizing an automatic transmission control apparatus according to the present invention will be described below based on embodiments shown in the drawings.

  FIG. 1 is a skeleton diagram showing the configuration of an automatic transmission that achieves the first forward speed and the reverse speed of the FR type according to the first embodiment, and an overall system diagram showing a control configuration of the automatic transmission. The automatic transmission according to the first embodiment is connected to an engine Eg (corresponding to a power source described in claims) via a torque converter TC to which a lockup clutch LUC is attached. The rotation output from the engine Eg rotationally drives the pump impeller and the oil pump OP of the torque converter TC. The oil stirred by the rotation of the pump impeller is transmitted to the turbine runner via the stator, and drives the input shaft Input (corresponding to the first input rotating element described in the claims).

  In addition, an engine controller (ECU) 10 that controls the drive state of the engine Eg, an automatic transmission controller (ATCU) 20 that controls the shift state of the automatic transmission, and the hydraulic pressure of each fastening element based on the output signal of the ATCU 20 A control valve unit CVU that performs control is provided. The ATCU 20 and the control valve unit CVU correspond to the shift control means. The ECU 10 and the ATCU 20 are connected via a CAN communication line or the like, and share sensor information and control information with each other by communication.

  An ECU 10 is connected to an APO sensor 1 that detects the driver's accelerator pedal operation amount and an engine speed sensor 2 that detects the engine speed. The ECU 10 controls the fuel injection amount and the throttle opening based on the engine speed and the accelerator pedal operation amount, and controls the engine output speed and the engine torque.

  The ATCU 20 includes a first turbine rotation speed sensor 3 that detects the rotation speed of a first carrier PC1, which will be described later, a second turbine rotation speed sensor 4 that detects the rotation speed of the first ring gear R1, and an output shaft Output. Are connected to an output shaft rotational speed sensor 5 for detecting the rotational speed of the second output rotational element described in the above-mentioned range and an inhibitor switch 6 for detecting the shift lever operating state of the driver. , R, N, and D, an engine brake range position where the engine brake acts and a normal forward travel range position where the engine brake does not act are provided.

  In the ATCU 20, together with a rotation speed calculation unit for calculating the rotation speed of the input shaft Input, an optimum command shift stage is selected from a shift map of the seventh forward speed stage, which will be described later, based on the vehicle speed Vsp and the accelerator pedal opening APO. The control valve unit CVU is provided with a shift control unit that outputs a control command for achieving the command shift speed. The configuration of the rotation speed calculation unit will be described later.

(About automatic transmission configuration)
Next, the configuration of the automatic transmission will be described. From the input shaft Input side toward the axial output shaft Output side, the first planetary gear set GS1 (first planetary gear G1, second planetary gear G2: corresponding to the first planetary gear train described in the claims), first Two planetary gear sets GS2 (third planetary gear G3 and fourth planetary gear G4: corresponding to the second planetary gear train described in the claims) are arranged in this order. In addition, a plurality of clutches C1, C2, C3 and brakes B1, B2, B3, B4 are arranged as friction engagement elements. A plurality of one-way clutches F1 and F2 are arranged.

  The first planetary gear G1 is a first carrier PC1 that supports a first sun gear S1, a first ring gear R1, and a first pinion P1 that meshes with both gears S1 and R1 (on the first rotating element described in the claims). And a single pinion type planetary gear.

  The second planetary gear G2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 that supports a second pinion P2 that meshes with both gears S2 and R2.

  The third planetary gear G3 is a single pinion type planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 that supports a third pinion P3 that meshes with both gears S3 and R3.

  The fourth planetary gear G4 supports the fourth sun gear S4 (corresponding to the third rotating element described in the claims), the fourth ring gear R4, and the fourth pinion P4 that meshes with both the gears S4 and R4. A single pinion type planetary gear having a carrier PC4.

  The input shaft Input is connected to the second ring gear R2 and inputs the rotational driving force from the engine Eg via the torque converter TC or the like.

  The output shaft Output is connected to the third carrier PC3, and transmits the output rotational driving force to the driving wheels via a final gear or the like not shown.

  The first connecting member M1 (corresponding to the first output rotating element and the second input rotating element described in the claims) integrally connects the first ring gear R1, the second carrier PC2, and the fourth ring gear R4. Is a member.

  The second connecting member M2 is a member that integrally connects the third ring gear R3 and the fourth carrier PC4.

  The third connecting member M3 (corresponding to the second rotating element described in the claims) is a member that integrally connects the first sun gear S1 and the second sun gear S2.

  The first planetary gear set GS1 is configured by connecting a first planetary gear G1 and a second planetary gear G2 by a first connecting member M1 and a third connecting member M3, and includes four rotating elements. The second planetary gear set GS2 is composed of five rotating elements in which the third planetary gear G3 and the fourth planetary gear G4 are connected by the second connecting member M2.

  The first planetary gear set GS1 has a torque input path that is input from the input shaft Input to the second ring gear R2. The torque input to the first planetary gear set GS1 is output from the first connecting member M1 to the second planetary gear set GS2.

  The second planetary gear set GS2 has a torque input path that is input from the input shaft Input to the second connecting member M2, and a torque input path that is input from the first connecting member M1 to the fourth ring gear R4. The torque input to the second planetary gear set GS2 is output from the third carrier PC3 to the output shaft Output.

  When the H & LR clutch C3 is released and the rotation speed of the fourth sun gear S4 is larger than that of the third sun gear S3, the third sun gear S3 and the fourth sun gear S4 generate independent rotation speeds. Therefore, the third planetary gear G3 and the fourth planetary gear G4 are connected via the second connecting member M2, and each planetary gear achieves an independent gear ratio.

  The input clutch C1 is a clutch that selectively connects and disconnects the input shaft Input and the second connecting member M2.

  The direct clutch C2 is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4.

  The H & LR clutch C3 is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4. A second one-way clutch F2 (corresponding to the one-way clutch described in the claims) is disposed between the third sun gear S3 and the fourth sun gear.

  The front brake B1 (corresponding to the first brake described in the claims) is a brake that selectively stops the rotation of the first carrier PC1. The first one-way clutch F1 is disposed in parallel with the front brake B1.

  The low brake B2 is a brake that selectively stops the rotation of the third sun gear S3.

  The 2346 brake B3 (corresponding to the second brake described in the claims) is a brake that selectively stops the rotation of the third connecting member M3 (the first sun gear S1 and the second sun gear S2).

  The reverse brake B4 is a brake that selectively stops the rotation of the fourth carrier PC4.

(About turbine speed calculation)
Paying attention to the fact that the input shaft Input is connected to the second ring gear R2, and the first planetary gear G1 and the second planetary gear G2 constitute a first planetary gear set GS1 in which two rotating elements are connected. In the rotation speed calculation unit provided in, the rotation speed of the input shaft Input is detected by calculation using the two turbine rotation speed sensors 3 and 4.

Specifically, the rotation speed of the first carrier PC1 is N (PC1), the rotation speed of the second carrier PC2 is N (PC2), and the rotation speed of the second ring gear R2 is N (R2). As shown in the figure, the gear ratio between the second ring gear R2 and the second carrier PC2 (first ring gear R1) is 1, and the gear ratio between the first ring gear R1 (second carrier PC2) and the first carrier PC1 is β. , The following formula,
N (R2) = (1 + 1 / β) N (PC2) − (1 / β) · N (PC1)
Is calculated by

  The first turbine rotational speed sensor 3 detects the rotational speed of the second carrier PC2, and the second turbine rotational speed sensor 4 detects the rotational speed of the sensor member 63 as a turbine sensor member connected to the first carrier PC1. To do. Thereby, the rotation speed of the second ring gear R2 (input shaft Input) (hereinafter referred to as turbine rotation speed) is detected by calculation based on the above formula.

(About the configuration of the control valve unit)
FIG. 2 is a circuit diagram showing a hydraulic circuit of the control valve unit CVU. The circuit configuration will be described below. The hydraulic circuit according to the first embodiment includes an oil pump OP as a hydraulic source driven by an engine, a manual valve MV that switches an oil passage that supplies a line pressure PL in conjunction with a driver's shift lever operation, and a line A pilot valve PV for reducing the pressure to a predetermined constant pressure is provided.

  In addition, a first pressure regulating valve CV1 for regulating the engagement pressure of the low brake B2, a second pressure regulating valve CV2 for regulating the engagement pressure of the input clutch C1, a third pressure regulating valve CV3 for regulating the engagement pressure of the front brake B1, A fourth pressure regulating valve CV4 that regulates the engagement pressure of the H & RL clutch C3, a fifth pressure regulation valve CV5 that regulates the engagement pressure of the 2346 brake B3, and a sixth pressure regulation valve CV6 that regulates the engagement pressure of the direct clutch C2 are provided. Yes.

  In addition, either the first switching valve SV1, which switches the low brake B2 or the input clutch C1 to the state where only one of the supply oil passages is in communication, or the supply oil passage for the D range pressure and R range pressure for the direct clutch C2. A second switching valve SV2 that switches to a state that only communicates, and a third switching valve SV3 that switches the hydraulic pressure supplied to the reverse brake B4 between the hydraulic pressure supplied from the sixth pressure regulating valve CV6 and the hydraulic pressure supplied from the R range pressure. And the 4th switching valve SV4 which switches the hydraulic pressure output from 6th pressure regulation valve CV6 between the oil path 123 and the oil path 122 is provided.

  Further, based on a control signal from the automatic transmission control unit 20, a first solenoid valve SOL1 that outputs a pressure regulation signal to the first pressure regulation valve CV1, and a second pressure regulation signal that is output to the second pressure regulation valve CV2. 2 solenoid valve SOL2, 3rd solenoid valve SOL3 that outputs pressure regulation signal to 3rd pressure regulation valve CV3, 4th solenoid valve SOL4 that outputs pressure regulation signal to 4th pressure regulation valve CV4, and 5th pressure regulation valve 5th solenoid valve SOL5 that outputs pressure regulation signal to CV5, 6th solenoid valve SOL6 that outputs pressure regulation signal to 6th pressure regulation valve CV6, and switching to 1st switching valve SV1 and 3rd switching valve SV3 A seventh solenoid valve SOL7 that outputs a signal is provided.

  Each of the solenoid valves SOL2, SOL5, SOL6 is a three-way proportional solenoid valve having three ports, the first port is supplied with pilot pressure described later, the second port is connected to a drain oil passage, Each port is connected to a pressure receiving portion of a pressure regulating valve or a switching valve. The solenoid valves SOL1, SOL3, and SOL4 are two-way proportional solenoid valves having two ports, and the solenoid valve SOL7 is a three-way on / off solenoid valve having three ports.

  The first solenoid valve SOL1, the third solenoid valve SOL3, and the seventh solenoid valve SOL7 are normally closed types (closed when not energized). On the other hand, the second solenoid valve SOL2, the fourth solenoid valve SOL4, the fifth solenoid valve SOL5, and the sixth solenoid valve SOL6 are of a normally open type (open state when not energized).

(About oil passage configuration)
The discharge pressure of the oil pump OP driven by the engine is adjusted to the line pressure and then supplied to the oil passage 101 and the oil passage 102. The oil passage 101 includes an oil passage 101a connected to a manual valve MV that operates in conjunction with the driver's shift lever operation, an oil passage 101b that supplies the original pressure of the fastening pressure of the front brake B1, and an H & LR clutch C3. An oil passage 101c for supplying the original pressure of the fastening pressure is connected.

  The manual valve MV is connected to an oil passage 105 and an oil passage 106 that supplies an R range pressure selected during reverse travel, and switches between the oil passage 105 and the oil passage 106 in accordance with a shift lever operation.

  In the oil passage 105, there are an oil passage 105a that supplies the original pressure of the engagement pressure of the low brake B2, an oil passage 105b that supplies the original pressure of the engagement pressure of the input clutch C1, and an original pressure of the engagement pressure of the 2346 brake B3. An oil passage 105c for supplying, an oil passage 105d for supplying the original pressure of the engagement pressure of the direct clutch C2, and an oil passage 105e for supplying a switching pressure of a second switching valve SV2 described later are connected.

  In the oil passage 106, an oil passage 106a that supplies the switching pressure of the second switching valve SV2, an oil passage 106b that supplies the original pressure of the engagement pressure of the direct clutch C2, and an oil passage that supplies the engagement pressure of the reverse brake B4 106c is connected.

  An oil passage 103 for supplying pilot pressure is connected to the oil passage 102 via a pilot valve PV. The oil passage 103 has an oil passage 103a for supplying pilot pressure to the first solenoid valve SOL1, an oil passage 103b for supplying pilot pressure to the second solenoid valve SOL2, and an oil for supplying pilot pressure to the third solenoid valve SOL3. Passage 103c, an oil passage 103d for supplying pilot pressure to the fourth solenoid valve SOL4, an oil passage 103e for supplying pilot pressure to the fifth solenoid valve SOL5, and an oil passage 103f for supplying pilot pressure to the sixth solenoid valve SOL6 And an oil passage 103g for supplying a pilot pressure to the seventh solenoid valve SOL7.

  FIG. 3 is a schematic diagram illustrating the configuration of the pressure regulating valve according to the first embodiment. The first pressure regulating valve CV1 is connected to the first port a1 connected to the oil passage 105a, the second port a2 connected to the drain circuit, and the oil passage 115a connected to the first switching valve SV1. A third port a3, a fourth port a4 to which the signal pressure of the first solenoid valve SOL1 is supplied, a fifth port a5 to which an oil passage fed back from the oil passage 115a as a counter pressure of this signal pressure is connected, A spring a6 is provided that acts opposite to the hydraulic pressure supplied to the fourth port.

  In FIG. 3, when the first switching valve SV1 moves upward, the oil passage 105a communicates with the oil passage 115a, while when moved downward, the oil passage 115a communicates with the drain. Similarly, the second pressure regulating valve CV2 to the sixth pressure regulating valve CV6 are provided with the same configuration as the first port a1 to the fifth port a5 and the spring a6, and thus description thereof is omitted.

  FIG. 4 is a schematic diagram illustrating the configuration of the first switching valve SV1 of the first embodiment. The first switching valve SV1 is connected to the first port b1 connected to the oil passage 115a, the second port b2 connected to the drain circuit, the third port b3 connected to the oil passage 115b, and the drain circuit. A fourth port b4, a fifth port b5 connected to an oil passage 150a for supplying hydraulic pressure to the low brake B2, a sixth port b6 connected to an oil passage 150b for supplying hydraulic pressure to the input clutch C1, A seventh port b7 connected to the oil passage 140b that supplies the signal pressure of the seventh solenoid valve SOL7, and a spring b8 that acts opposite to the hydraulic pressure supplied to the seventh port b7 are provided.

  In FIG. 4, when the first switching valve SV1 moves to the left, the oil passage 115a and the oil passage 150a are communicated, and the oil passage 150b and the drain are communicated. On the other hand, when moving to the left, the oil passage 150a and the drain communicate with each other, and the oil passage 115b and the oil passage 150b communicate with each other.

  FIG. 5 is a schematic diagram illustrating the configuration of the second switching valve SV2 of the first embodiment. The second switching valve SV2 includes a first port c1 connected to the oil passage 105d for supplying the D range pressure, a second port c2 connected to the oil passage 106d for supplying the R range pressure, and a sixth pressure regulating valve. The third port c3 connected to the oil passage 120 for supplying hydraulic pressure to the CV6, the fourth port c4 connected to the oil passage 105e for supplying the D range pressure, and the R range pressure as the counter pressure of the fourth port c4. A fifth port c5 connected to the oil passage 106a to be supplied and a spring c6 that acts opposite to the hydraulic pressure supplied to the fourth port c4 are provided.

  In FIG. 5, when the second switching valve SV2 moves to the right, the oil passage 106b communicates with the oil passage 120, while when moved to the left, the oil passage 105d communicates with the oil passage 120.

  FIG. 6 is a schematic diagram illustrating the configuration of the third switching valve SV3 of the first embodiment. The third switching valve SV3 includes a first port d1 connected to an oil passage 122 that supplies hydraulic pressure from the fourth switching valve SV4, and a second port d2 connected to an oil passage 106c that supplies R range pressure. The third port d3 connected to the oil passage 130 for supplying hydraulic pressure to the reverse brake B4, the fourth port d4 connected to the oil passage 140a for supplying the signal pressure of the seventh solenoid valve SOL7, and the fourth port d4 There is provided a spring d5 that opposes the hydraulic pressure supplied to.

  In FIG. 6, when the third switching valve SV3 moves to the right, the oil passage 106c and the oil passage 130 are communicated, and when moved to the left, the oil passage 122 and the oil passage 130 are communicated.

  FIG. 7 is a schematic diagram illustrating the configuration of the fourth switching valve SV4 of the first embodiment. The fourth switching valve SV4 includes a first port e1 connected to an oil passage 121 for supplying hydraulic pressure from the sixth pressure regulating valve CV6, a second port e2 and a third port e3 connected to the drain circuit, and R A fourth port e4 to which the range pressure is supplied, a fifth port e5 to which the D range pressure is supplied, a spring e6 that acts opposite to the fourth port e4, and a seventh port e7 connected to the oil passage 122 And an eighth port e8 connected to the oil passage 123 is provided.

  In FIG. 7, when the fourth switching valve SV4 moves to the right, the oil passage 121 and the oil passage 123 communicate with each other and the oil passage 122 and the drain circuit communicate with each other. On the other hand, when the fourth switching valve SV4 moves to the left, the oil passage 121 and the oil passage The oil passage 123 and the drain circuit are in communication with each other.

  When the clutches C1, C2, C3 and the brakes B1, B2, B3, B4 are in a normal state, as shown in the engagement operation table of FIG. ○) and release pressure (no mark) are supplied.

Next, the operation will be described.
[Shifting action]
FIG. 8 is a diagram showing an engagement operation table for the forward 7-speed reverse 1-speed in the automatic transmission gear transmission according to the first embodiment. FIG. 9 is a forward 7-speed reverse 1 in the automatic transmission gear transmission according to the first embodiment. FIG. 10 is a diagram showing an operation table of solenoid valves SOL1 to SOL7 at each gear stage. FIG. 10 is a collinear diagram showing the rotation stop state of members at each gear stage.

<First gear>
In the first speed, different fastening elements act when the engine brake is applied (when the engine brake range position is selected) and when the engine brake is not applied (normally when the forward travel range position is selected). When the engine brake is actuated, it is obtained by engaging the front brake B1, the low brake B2, and the H & LR clutch C3, as shown in FIG. The first one-way clutch F1 provided in parallel with the front brake B1 and the second one-way clutch F2 provided in parallel with the H & LR clutch C3 are also involved in torque transmission. When the engine brake is not applied, the front brake B1 and the H & LR clutch C3 are released, only the low brake B2 is engaged, and torque is transmitted by the first one-way clutch F1 and the second one-way clutch F2.

  In this first speed, since the front brake B1 is engaged (when the engine brake is not operated, the first one-way clutch F1 is engaged), the rotation input from the input shaft Input to the second ring gear R2 is the first planetary gear set GS1. To slow down. This decelerated rotation is output from the first connecting member M1 to the fourth ring gear R4. Also, since the low brake B2 and the H & LR clutch C3 are engaged (when the engine brake is not operated, the low brake B2 and the second one-way clutch F2 are engaged), the rotation input to the fourth ring gear R4 is the second planetary gear set. And output from the third carrier PC3.

  That is, as shown in the nomogram of FIG. 9, the first speed is the engagement point of the front brake B1 that decelerates the output rotation of the engine and the engagement point of the low brake B2 that decelerates the deceleration rotation from the first planetary gear set GS1. The rotation input from the input shaft Input is decelerated and output from the output shaft Output.

  The torque flow at the first speed is as follows: front brake B1 (or first one-way clutch F1), low brake B2, H & LR clutch C3 (or second one-way clutch F2), first connection member M1, second connection member M2, Torque acts on the three connecting members M3. That is, the first planetary gear set GS1 and the second planetary gear set GS2 are involved in torque transmission.

  At this time, as shown in the solenoid valve operation table of FIG. 10, the first to third solenoid valves SOL1 to SOL3 and the sixth and seventh solenoid valves SOL6 and SOL7 are turned on, and the others are turned off. The fastening pressure is supplied to the fastening elements.

  Here, since the seventh solenoid valve SOL7 is on, the first switching valve SV1 moves to the left in FIG. 2, communicates the first pressure regulating valve CV1 and the low brake B2, and connects the input clutch C1 to the drain. (Interlock state prevention). Further, since the D-range pressure is acting on the fourth port c4, the second switching valve SV2 moves to the left in FIG. 2, and the first port c1 and the third port c3 communicate with each other, so the sixth pressure regulating valve. D range pressure acts on CV6. Since the sixth pressure regulating valve CV6 moves downward in FIG. 2, the D range pressure is not supplied to the direct clutch C2 or the fourth switching valve SV4.

  Note that the fourth switching valve SV4 moves to the right in FIG. 2 due to the action of the D range pressure, and is in a state where the oil passage 121 and the oil passage 123 are communicated with each other. Further, since the signal pressure is supplied from the seventh solenoid valve SOL7 to the port d4 to the third switching valve SV3, it moves to the left in FIG. 2, and the first port d1 and the third port d3 are communicated. Since no hydraulic pressure is supplied to the oil passage 122, no hydraulic pressure is supplied to the reverse brake B4.

<Second gear>
In the second speed, different engagement elements are engaged when the engine brake is applied (when the engine brake range position is selected) and when the engine brake is not applied (when the normal forward travel range position is selected). When the engine brake is actuated, it is obtained by engaging the low brake B2, the 2346 brake B3, and the H & LR clutch C3, as shown in FIG. The second one-way clutch F2 provided in parallel with the H & LR clutch C3 is also involved in torque transmission. When the engine brake is not operated, the H & LR clutch C3 is released, the low brake B2 and the 2346 brake B3 are engaged, and torque is transmitted by the second one-way clutch F2.

  In the second speed, since the 2346 brake B3 is engaged, the rotation input from the input shaft Input to the second ring gear R2 is decelerated only by the second planetary gear G2. This decelerated rotation is output from the first connecting member M1 to the fourth ring gear R4. Moreover, since the low brake B2 and the H & LR clutch C3 are engaged (when the engine brake is not operated, the second one-way clutch F2 is engaged), the rotation input to the fourth ring gear R4 is decelerated by the second planetary gear set, Output from the third carrier PC3.

  That is, as shown in the collinear diagram of FIG. 9, the second speed is the engagement point of the 2346 brake B3 that decelerates the engine output rotation and the engagement point of the low brake B2 that decelerates the deceleration rotation from the second planetary gear G2. The rotation input from the input shaft Input is decelerated and output from the output gear Output.

  The torque flow in this second speed is caused by the torque acting on the 2346 brake B3, low brake B2, H & LR clutch C3 (or second one-way clutch F2), first connecting member M1, second connecting member M2, and third connecting member M3. To do. That is, the second planetary gear G2 and the second planetary gear set GS2 are involved in torque transmission.

  When upshifting from 1st gear to 2nd gear, release the front brake B1 early and start the engagement of the 2346 brake B3. When the engagement capacity of the 2346 brake B3 is secured, the first one-way clutch F1 is released. Therefore, the accuracy of the shift timing can be improved.

  At this time, as shown in the solenoid valve operation table of FIG. 10, the first, second, fifth to seventh solenoid valves SOL1, SOL2, SOL5, SOL6, SOL7 are turned on, and the others are turned off. A fastening pressure is supplied to the desired fastening element.

  Here, since the seventh solenoid valve SOL7 is turned on, the first switching valve SV1 moves to the left in FIG. 2, the first pressure regulating valve CV1 and the low brake B2 are communicated, and the input clutch C1 is connected to the drain. Connect (prevent interlock state). Further, since the D-range pressure is acting on the fourth port c4 on the second switching valve SV2, it moves to the left in FIG. 2, and the first port c1 and the third port c3 communicate with each other. Since the pressure valve CV6 moves downward in FIG. 2, no hydraulic pressure is supplied to the direct clutch C2 or the third switching valve SV3.

  Further, since the signal pressure is supplied from the seventh solenoid valve SOL7 to the port d4 to the third switching valve SV3, it moves to the left in FIG. 2, and the first port d1 and the third port d3 are communicated. Since no hydraulic pressure is supplied to the oil passage 122, no hydraulic pressure is supplied to the reverse brake B4.

<3rd speed>
As shown in FIG. 8, the third speed is obtained by engaging the 2346 brake B3, the low brake B2, and the direct clutch C2.

  In this third speed, since the 2346 brake B3 is engaged, the rotation input from the input shaft Input to the second ring gear R2 is decelerated by the second planetary gear G2. This decelerated rotation is output from the first connecting member M1 to the fourth ring gear R4. Further, since the direct clutch C2 is engaged, the fourth planetary gear G4 rotates together. In addition, since the low brake B2 is engaged, the rotation input to the third ring gear R3 via the second connecting member M2 from the fourth carrier PC4 rotating integrally with the fourth ring gear R4 is the third planetary gear G3. And output from the third carrier PC3. As described above, the fourth planetary gear G4 is involved in torque transmission but not in deceleration.

  That is, as shown in the collinear diagram of FIG. 9, the third speed is the engagement point of the 2346 brake B3 that decelerates the engine output rotation and the engagement point of the low brake B2 that decelerates the deceleration rotation from the second planetary gear G2. The rotation input from the input shaft Input is decelerated and output from the output gear Output.

  In the torque flow at the third speed, torque acts on the 2346 brake B3, the low brake B2, the direct clutch C2, the first connecting member M1, the second connecting member M2, and the third connecting member M3. That is, the second planetary gear G2 and the second planetary gear set GS2 are involved in torque transmission.

  When upshifting from 2nd gear to 3rd gear, release the H & LR clutch C3 early and start the engagement of the direct clutch C2, and when the engagement capacity of the direct clutch C2 is secured, the second one-way clutch F2 is released. Therefore, the accuracy of the shift timing can be improved.

  At this time, as shown in the solenoid valve operation table of FIG. 10, turn on the first, second, fourth, fifth and seventh solenoid valves SOL1, SOL2, SOL4, SOL5, SOL7 and turn off the others. Thus, the fastening pressure is supplied to the desired fastening element.

  Here, since the seventh solenoid valve SOL7 is turned on, the first switching valve SV1 moves to the left in FIG. 2, the first pressure regulating valve CV1 and the low brake B2 are communicated, and the input clutch C1 is connected to the drain. Connect (prevent interlock state). Further, since the D range pressure is applied to the fourth port c4, the second switching valve SV2 moves to the left in FIG. 2, and the first port c1 and the third port c3 are communicated. Since the sixth pressure regulating valve CV6 is moving upward in FIG. 2, the regulated hydraulic pressure is supplied to the fourth switching valve SV4.

  Since the D range pressure acts on the fourth switching valve SV4, the oil passage 121 and the oil passage 123 are communicated. Since the oil passage 122 communicates with the drain circuit, the hydraulic pressure is supplied to the direct clutch C2, while the hydraulic pressure is not supplied to the third switching valve SV3. Further, since the signal pressure is supplied from the seventh solenoid valve SOL7 to the port d4 to the third switching valve SV3, it moves to the left in FIG. 2, and the first port d1 and the third port d3 are communicated. Since no hydraulic pressure is supplied to the oil passage 122, no hydraulic pressure is supplied to the reverse brake B4.

<4th speed>
As shown in FIG. 8, the fourth speed is obtained by engaging the 2346 brake B3, the direct clutch C2, and the H & LR clutch C3.

  In the fourth speed, since the 2346 brake B3 is engaged, the rotation input from the input shaft Input to the second ring gear R2 is decelerated only by the second planetary gear G2. This decelerated rotation is output from the first connecting member M1 to the fourth ring gear R4. Further, since the direct clutch C2 and the H & LR clutch C3 are engaged, the second planetary gear set GS2 rotates integrally. Therefore, the rotation input to the fourth ring gear R4 is output from the third carrier PC3 as it is.

  That is, as shown in the collinear diagram of FIG. 9, the 4th speed is the direct clutch C2 and H & LR that output the reduced rotation from the second planetary gear G2 as it is, the engagement point of the 2346 brake B3 that decelerates the output rotation of the engine. It is defined by a line connecting the engagement point of the clutch C3, and the rotation input from the input shaft Input is decelerated and output from the output gear Output.

  In the torque flow at the fourth speed, torque acts on the 2346 brake B3, the direct clutch C2, the H & LR clutch C3, the first connecting member M1, the second connecting member M2, and the third connecting member M3. That is, the second planetary gear G2 and the second planetary gear set GS2 are involved in torque transmission.

  At this time, as shown in the solenoid valve operation table of FIG. 10, by turning on the second and fifth solenoid valves SOL2 and SOL5 and turning off the others, the fastening pressure is supplied to a desired fastening element.

  Here, since the seventh solenoid valve SOL7 is turned off, the first switching valve SV1 moves to the left in FIG. 2, and the low brake B2 communicates with the drain circuit, and the second pressure regulating valve CV2 and the input clutch C1. Is communicated (interlock status prevention). Further, since the D range pressure is applied to the fourth port c4, the second switching valve SV2 moves to the left in FIG. 2, and the first port c1 and the third port c3 are communicated. Since the sixth pressure regulating valve CV6 is moving upward in FIG. 2, the regulated hydraulic pressure is supplied to the fourth switching valve SV4.

  Since the D range pressure acts on the fourth switching valve SV4, the oil passage 121 and the oil passage 123 are communicated. Since the oil passage 122 communicates with the drain circuit, the hydraulic pressure is supplied to the direct clutch C2, while the hydraulic pressure is not supplied to the third switching valve SV3. Further, since the third switching valve SV3 is not supplied with signal pressure from the seventh solenoid valve SOL7 to the port d4, it moves to the right in FIG. 2, and the second port d2 and the third port d3 are communicated. Since the R range pressure is not supplied to the oil passage 106c (is blocked by the manual valve MV), the hydraulic pressure is not supplied to the reverse brake B4.

<5th speed>
The fifth speed is obtained by engaging the input clutch C1, the direct clutch C2, and the H & LR clutch C3 as shown in FIG.

  At the fifth speed, since the input clutch C1 is engaged, the rotation of the input shaft Input is input to the second connecting member M2. Further, since the direct clutch C2 and the H & LR clutch C3 are engaged, the third planetary gear G3 rotates integrally. Therefore, the rotation of the input shaft Input is output from the third carrier PC3 as it is.

  That is, as shown in the collinear diagram of FIG. 9, the fifth speed is defined by a line connecting the engagement points of the input clutch C1, the direct clutch C2, and the H & LR clutch C3 that output the output rotation of the engine as it is. The rotation input from Input is output as it is from the output gear Output.

  In the torque flow at the fifth speed, torque acts on the input clutch C1, the direct clutch C2, the H & LR clutch C3, and the second connecting member M2. That is, only the third planetary gear G3 is involved in torque transmission.

  At this time, as shown in the solenoid valve operation table of FIG. 10, the fastening pressure is supplied to the desired fastening elements by turning off all the solenoid valves SOL1 to SOL7.

  Here, since the seventh solenoid valve SOL7 is turned off, the first switching valve SV1 moves to the right in FIG. 2, and the low brake B2 communicates with the drain circuit, and the second pressure regulating valve CV2 and the input clutch C1. Is communicated (interlock status prevention). Further, since the D range pressure is applied to the fourth port c4, the second switching valve SV2 moves to the left in FIG. 2, and the first port c1 and the third port c3 are communicated. Since the sixth pressure regulating valve CV6 is moving upward in FIG. 2, the regulated hydraulic pressure is supplied to the fourth switching valve SV4.

  Since the D range pressure is acting on the fourth switching valve SV4, the oil passage 121 and the oil passage 123 are communicated, and the oil passage 122 is communicated with the drain circuit, so that the hydraulic pressure is supplied to the direct clutch C2, On the other hand, the hydraulic pressure is not supplied to the third switching valve SV3. Further, since no signal pressure is supplied to the third switching valve SV3 from the seventh solenoid valve SOL7 to the port d4, the third switching valve SV3 moves to the right in FIG. 2, and the oil passage 106c (second port d2) and the oil passage 130 (second passage). Although the 3 port d3) is in communication, the oil passage 106c is not supplied with the R range pressure (is blocked by the manual valve MV), so that the hydraulic pressure is not supplied to the reverse brake B4.

<6th speed>
As shown in FIG. 8, the sixth speed is obtained by engaging the input clutch C1, the H & LR clutch C3, and the 2346 brake B3.

  In the sixth speed, since the input clutch C1 is engaged, the rotation of the input shaft Input is input to the second ring gear and also to the second connecting member M2. Further, since the 2346 brake B3 is engaged, the rotation decelerated by the second planetary gear G2 is output from the first connecting member M1 to the fourth ring gear R4. Further, since the H & LR clutch C3 is engaged, the second planetary gear set GS2 outputs the rotation defined by the rotation of the fourth ring gear R4 and the rotation of the second connecting member M4 from the third carrier PC3.

  That is, as shown in the collinear diagram of FIG. 9, the 6th speed is the 2346 brake B3 that decelerates the output rotation of the engine by the second planetary gear G2, and the input clutch that transmits the output rotation of the engine to the second connecting member M2 as it is. C1 is defined by a line connecting the fastening point of the H & LR clutch C3 constituting the second planetary gear set GS2, and the rotation input from the input shaft Input is accelerated and output from the output gear Output.

  In the torque flow at the sixth speed, torque acts on the input clutch C1, the H & LR clutch C3, the 2346 brake B3, the first connecting member M1, the second connecting member M2, and the third connecting member M3. That is, the second planetary gear G2 and the second planetary gear set GS2 are involved in torque transmission.

  At this time, as shown in the solenoid valve operation table of FIG. 10, the fifth and sixth solenoid valves SOL5 and SOL6 are turned on, and the other solenoid valves SOL1, SOL2, SOL3, SOL4, and SOL7 are turned off. The fastening pressure is supplied to the fastening elements.

  Here, since the seventh solenoid valve SOL7 is turned off, the first switching valve SV1 moves to the left in FIG. 2, and the low brake B2 communicates with the drain circuit, and the second pressure regulating valve CV2 and the input clutch C1. Is communicated (interlock status prevention). Further, since the D range pressure is applied to the fourth port c4, the second switching valve SV2 moves to the left in FIG. 2, and the first port c1 and the third port c3 are communicated. Since the sixth pressure regulating valve CV6 is moving upward in FIG. 2, the regulated hydraulic pressure is supplied to the fourth switching valve SV4.

  Since the D range pressure is acting on the fourth switching valve SV4, the oil passage 121 and the oil passage 123 are communicated, and the oil passage 122 is communicated with the drain circuit, so that the hydraulic pressure is supplied to the direct clutch C2, On the other hand, the hydraulic pressure is not supplied to the third switching valve SV3. Further, since no signal pressure is supplied to the third switching valve SV3 from the seventh solenoid valve SOL7 to the port d4, the third switching valve SV3 moves to the right in FIG. 2, and the oil passage 106c (second port d2) and the oil passage 130 (second passage). Although the 3 port d3) is in communication, the oil passage 106c is not supplied with the R range pressure (is blocked by the manual valve MV), so that the hydraulic pressure is not supplied to the reverse brake B4.

<7th speed>
As shown in FIG. 8, the seventh speed is obtained by engaging the input clutch C1, the H & LR clutch C3, and the front brake B1 (first one-way clutch F1).

  In the seventh speed, since the input clutch C1 is engaged, the rotation of the input shaft Input is input to the second ring gear and also to the second connecting member M2. Further, since the front brake B1 is engaged, the rotation decelerated by the first planetary gear set GS1 is output from the first connecting member M1 to the fourth ring gear R4. Further, since the H & LR clutch C3 is engaged, the second planetary gear set GS2 outputs the rotation defined by the rotation of the fourth ring gear R4 and the rotation of the second connecting member M4 from the third carrier PC3.

  That is, as shown in the collinear diagram of FIG. 9, the 7th speed is the front brake B1 that decelerates the engine output rotation by the first planetary gear set GS1, and the input clutch that transmits the engine output rotation to the second connecting member M2 as it is. C1 is defined by a line connecting the fastening point of the H & LR clutch C3 constituting the second planetary gear set GS2, and the rotation input from the input shaft Input is accelerated and output from the output gear Output.

  In the torque flow at the seventh speed, torque acts on the input clutch C1, the H & LR clutch C3, the front brake B1, the first connecting member M1, the second connecting member M2, and the third connecting member M3. That is, the first planetary gear set GS1 and the second planetary gear set GS2 are involved in torque transmission.

  At this time, as shown in the solenoid valve operation table of FIG. 10, the third and sixth solenoid valves SOL3 and SOL6 are turned on, and the other solenoid valves SOL1, SOL2, SOL4, SOL5, and SOL7 are turned off. The fastening pressure is supplied to the fastening elements.

  Here, since the seventh solenoid valve SOL7 is turned off, the first switching valve SV1 moves to the right in FIG. 2, and the low brake B2 communicates with the drain circuit, and the second pressure regulating valve CV2 and the input clutch C1. Is communicated (interlock status prevention). Further, since the D range pressure is applied to the fourth port c4, the second switching valve SV2 moves to the left in FIG. 2, and the first port c1 and the third port c3 are communicated. Since the sixth pressure regulating valve CV6 is moving upward in FIG. 2, the regulated hydraulic pressure is supplied to the fourth switching valve SV4.

  Since the D range pressure is acting on the fourth switching valve SV4, the oil passage 121 and the oil passage 123 are communicated, and the oil passage 122 is communicated with the drain circuit, so that the hydraulic pressure is supplied to the direct clutch C2, On the other hand, the hydraulic pressure is not supplied to the third switching valve SV3. Further, since no signal pressure is supplied to the third switching valve SV3 from the seventh solenoid valve SOL7 to the port d4, the third switching valve SV3 moves to the right in FIG. 2, and the oil passage 106c (second port d2) and the oil passage 130 (second passage). Although the 3 port d3) is in communication, the oil passage 106c is not supplied with the R range pressure (is blocked by the manual valve MV), so that the hydraulic pressure is not supplied to the reverse brake B4.

<Reverse speed>
As shown in FIG. 8, the reverse speed is obtained by engaging the H & LR clutch C3, the front brake B1, and the reverse brake B4.

  At this reverse speed, since the front brake B1 is engaged, the rotation decelerated by the first planetary gear set GS1 is output from the first connecting member M1 to the fourth ring gear R4. Further, since the H & LR clutch C3 is engaged and the reverse brake B4 is engaged, the second planetary gear set GS2 performs the rotation defined by the rotation of the fourth ring gear R4 and the fixation of the second connecting member M2 to the third carrier. Output from PC3.

  That is, as shown in the collinear diagram of FIG. 9, the reverse speed includes the front brake B1 that decelerates the output rotation of the engine by the first planetary gear set GS1, the reverse brake B4 that fixes the rotation of the second connecting member M2, and the second Specified by a line connecting the fastening point of the H & LR clutch C3 constituting the planetary gear set GS2, the rotation input from the input shaft Input is decelerated in the reverse direction and output from the output gear Output.

  In the torque flow at the reverse speed, torque acts on the H & LR clutch C3, the front brake B1, the reverse brake B4, the first connecting member M1, the second connecting member M2, and the third connecting member M3. That is, the first planetary gear set GS1 and the second planetary gear set GS2 are involved in torque transmission.

  At this time, as shown in the solenoid valve operation table of FIG. 10, turn on the second, third and sixth solenoid valves SOL2, SOL3, SOL6 and turn off the other solenoid valves SOL1, SOL4, SOL5, SOL7. Thus, the fastening pressure is supplied to the desired fastening element. The seventh solenoid SOL7 is turned on at the initial stage of R range switching and turned off after completion of the fastening.

  The R range pressure is supplied to the reverse brake B4 via the third switching valve SV3. Since the R range does not have a dedicated pressure regulating valve, the fastening pressure of the reverse brake B4 is regulated using the sixth pressure regulating valve CV6 used for the direct clutch C2 in the initial stage of engagement. First, when the manual valve MV switches to the R range pressure, the second switching valve SV2 moves to the right in FIG. 2, and the R range pressure is supplied to the sixth pressure regulating valve CV6. Further, the fourth switching valve SV4 moves to the left in FIG. 2 and communicates the oil passage 121 and the oil passage 122. As a result, the hydraulic pressure regulated by the sixth pressure regulating valve CV6 is introduced into the oil passage 122.

  When the seventh solenoid valve SOL7 is turned on in this state, the third switching valve SV3 moves to the left in FIG. 2 and connects the oil passage 122 and the oil passage 130. Therefore, while the seventh solenoid valve SOL7 is on, the engagement pressure of the reverse brake B4 is controlled by the hydraulic pressure regulated by the sixth pressure regulating valve CV6. When the fastening is completed, the seventh solenoid valve SOL7 is turned off. Then, the third switching valve SV3 moves to the right in FIG. 2, and the oil passage 106c and the oil passage 130 are communicated with each other, so that the R range pressure is introduced as it is and the engaged state is maintained.

  Thus, by providing the third switching valve SV3 and the fourth switching valve SV4, it is possible to control the fastening pressures of the two fastening elements with one pressure regulating valve.

(Regarding the action of the first switching valve)
Next, the operation of the first switching valve SV1 will be described based on the above operation. The first switching valve SV1 is a switching valve provided to ensure that the low brake B2 and the input clutch C1 are not simultaneously engaged. For example, even if the first solenoid valve SOL1 and the second solenoid valve SOL2 fail and generate a fastening pressure at the same time, if the first switching valve SV1 is not biased to either one, it is fastened to the fastening element. No pressure is supplied. Therefore, the interlock state is surely prevented.

  In addition, as shown in the engagement table of FIG. 8 and the solenoid operation table of FIG. 10, the low brake B2 and the input clutch C1 are engaged with the low brake B2 from the 1st to 3rd speeds, and the low brake B2 is engaged otherwise. Never do. On the other hand, from the fifth speed to the seventh speed, the input clutch C1 is engaged, and otherwise the input clutch C1 is not engaged. This means that neither the low brake B2 nor the input clutch C1 is engaged in the fourth speed.

  When an interlock state prevention valve such as the first switching valve SV1 is configured, the low brake B2 is engaged and the input clutch C1 is disengaged at a certain gear position. When B2 is released and the input clutch C1 is engaged, the release pressure control for the low brake B2 and the engagement pressure control for the input clutch C1 are performed during the switching control. Then, it is very difficult to specify the best timing for switching the first switching valve SV1. In addition, it is impossible to control such that both the fastening elements have the fastening capacity at the same time to advance the inertia phase.

  On the other hand, when the first switching valve SV1 is switched, there is a gear stage that does not involve both fastening elements, that is, the fourth speed, and turning off the seventh solenoid valve SOL7 during the fourth speed traveling affects the speed change control. The interlock state is surely prevented without any problems.

(About the input shaft interlock state and the output shaft neutral state)
Next, the case where the input shaft is in the interlock state and the output shaft is in the neutral state in the first embodiment will be described. FIG. 11 is a diagram illustrating a change in the nomograph when the engagement failure occurs in the 2346 brake B3 during the first speed traveling while the engine brake range position is selected.

  In FIG. 11, the rigid lever representing the first planetary gear set GS1 is L1, the rigid lever representing the second planetary gear set GS2 is L2, the rigid lever of the third planetary gear G3 is L23, and the fourth planetary gear G4 Define the rigid lever as L24. Here, the rigid lever is a linear representation of the rotational speed ratio of each rotating element (sun gear, carrier, ring gear) of the planetary gear, and the torque input / output can be expressed simultaneously. In FIG. 11, thick arrows indicate the torque input / output directions. A solid line indicates a normal time, and a thick dotted line indicates a failure.

  Further, the “engagement failure” in the first embodiment represents a failure that remains in the engaged state despite the output of the release command, in other words, a failure that does not completely release, and is referred to as “release failure”. Represents a failure that remains released in spite of outputting a fastening command, in other words, a failure that does not result in complete fastening. In addition, a failure caused by an electrical failure such as a disconnection or a short circuit of a solenoid or the like can be detected by measuring a current value or the like. Thus, for example, a state in which the valve is caught by the influence of contamination or the like in the hydraulic circuit, that is, a failure that occurs due to a so-called valve stick or the like is assumed. This is because a valve stick or the like cannot be detected other than logically estimated from a phenomenon actually occurring in the automatic transmission.

  When driving at the first speed while the engine brake range position is selected, the front brake B1 is engaged, the H & LR clutch C3 is engaged, and the low brake B2 is engaged. At this time, if upward torque in FIG. 11 acts on the input shaft Input, upward torque acts on the front brake B1, and downward torque acts on the first ring gear R1 and the second carrier PC2. The downward torque output from the first planetary gear set GS1 is input as the upward torque to the fourth ring gear R4 of the second planetary gear set GS2. In the second planetary gear set GS2, upward torque acts on the low brake B2, and downward torque is output from the output shaft Output.

  In this state, when an engagement failure occurs in the 2346 brake B3, a force that raises the rotational speeds of the first and second sun gears S1 and S2 to 0 acts on the rigid lever L1. However, since the front brake B1 is engaged, it rotates around this engagement point, and the rotational speeds of all the rotating elements of the first planetary gear set GS1 are reduced to 0 (input shaft interlock state).

  Then, the rotation speed of the fourth ring gear R4 of the second planetary gear set GS2 connected via the first connecting member M1 is also reduced. At this time, since the fourth planetary gear G4 is only connected to the third sun gear S3 fixed to the low brake B2 via the second one-way clutch F2, the rigid lever is centered on the fourth carrier PC4. L24 will rotate.

  On the other hand, the third planetary gear G3 constituting the second planetary gear set GS2 has its rotational speed regulated by the low brake B2 and the output shaft Output, but from the fourth carrier PC4 of the fourth planetary gear G4 to the third ring gear R3. The reaction force cannot be obtained and the neutral state is established (output shaft neutral state).

  Therefore, even if the driver depresses the accelerator pedal, the engine speed is unlikely to increase due to the input shaft interlock state. On the other hand, the vehicle speed (output shaft rotation) differs from the normal interlock state, and there is no sudden deceleration and inertia. It becomes a running state.

  FIG. 12 is a diagram showing a change in the nomograph when a fastening failure occurs in the front brake B1 during the second speed traveling.

  During 2nd speed, 2346 brake B3 is engaged, H & LR clutch C3 is engaged, and low brake B2 is engaged. At this time, when an upward torque in FIG. 12 acts on the input shaft Input, an upward torque acts on the 2346 brake B3, and a downward torque acts on the first ring gear R1 and the second carrier PC2. The downward torque output from the first planetary gear set GS1 is input as the upward torque to the fourth ring gear R4 of the second planetary gear set GS2. In the second planetary gear set GS2, upward torque acts on the low brake B2, and downward torque is output from the output shaft Output.

  In this state, when a fastening failure occurs in the front brake B1, a force that lowers the rotational speed of the first carrier PC1 to 0 acts on the rigid lever L1. However, since the 2346 brake B3 is engaged, it rotates around this engagement point, and the rotational speeds of all the rotating elements of the first planetary gear set GS1 are reduced to 0 (input shaft interlock state).

  Then, the rotation speed of the fourth ring gear R4 of the second planetary gear set GS2 connected via the first connecting member M1 is also reduced. At this time, the fourth planetary gear G4 is only connected to the third sun gear S3 fixed to the low brake B2 via the second one-way clutch F2, and the rigid lever L24 is centered on the fourth carrier PC4. Will rotate.

  On the other hand, the third planetary gear G3 constituting the second planetary gear set GS2 has its rotational speed regulated by the low brake B2 and the output shaft Output, but from the fourth carrier PC4 of the fourth planetary gear G4 to the third ring gear R3. The reaction force cannot be obtained and the neutral state is established (output shaft neutral).

    Therefore, even if the driver depresses the accelerator pedal, the engine speed is unlikely to increase due to the input shaft interlock state. On the other hand, the vehicle speed (output shaft rotation) differs from the normal interlock state, and there is no sudden deceleration and inertia. It becomes a running state.

  As described above, in the case of the automatic transmission of the first embodiment, the front brake B1 when the engagement failure occurs in the 2346 brake B3 during the first speed traveling while the engine brake range position is selected, and during the second speed traveling regardless of the range position. When a fastening failure occurs, the input shaft interlock state and the output shaft neutral state may exist. For this reason, all of the failure detection controls disclosed in the prior art have a large gear ratio (= input rotation / output rotation), so that the detection itself is difficult with the methods of Patent Document 1 and Patent Document 2. . Incidentally, when the input shaft is interlocked and the output shaft is in the neutral state, the actual gear ratio is small.

  In addition, when a failure is determined from the difference between the current shift speed and the actual gear ratio as in Patent Document 3, it can be determined that some failure has occurred, but it is not considered to specify what the failure is. For this reason, fail-safe control must be performed in consideration of all failures, and the gears that can be selected at the time of failure are limited. There is a problem of getting worse.

  Further, in order to determine the failure as described above, it may be possible to provide a hydraulic switch for detecting whether or not the hydraulic pressure is supplied to the hydraulic circuit of each friction element, but the layout of the oil path becomes complicated, Problems such as an increase in the size of the valve and an increase in the number of parts are inevitable.

  Here, in the failure of the automatic transmission, the failure to be monitored usually includes an interlock state failure, a neutral state failure, and an abnormal gear ratio failure.

  The interlock state failure is a failure in which the rotation of the input shaft Input and the rotation of the output shaft Output are simultaneously fixed by the fastening failure of some fastening elements. Therefore, when an interlock state failure occurs, a force for rapidly fixing the drive wheels acts during traveling, and can be detected by monitoring the deceleration of the vehicle body.

  The neutral state failure is a failure in which the rotation of the input shaft Input must be fastened at the command shift stage, and the engagement element is not transmitted to the output shaft Output due to a release failure. Therefore, when a neutral state failure occurs, the rotational speed of the input shaft Input with respect to the rotational speed of the output shaft Output becomes very large during traveling, and the actual gear ratio (= input rotation / output rotation) depends on the command gear. It can be detected by monitoring that the gear ratio becomes abnormally larger than the gear ratio.

  An abnormal gear ratio failure means that the actual gear ratio that represents the input / output ratio of the input shaft Input and the output shaft Output is a slight slip of the fastening element that must be fastened at the command gear stage, or is fastened at the command gear stage. This is a failure that deviates by more than a predetermined value from the gear ratio corresponding to the command shift stage due to a fastening failure or a release failure of a fastening element that is not allowed. Here, although the interlock state failure can be detected by applying a large braking force to the driving wheel, it is necessary to clearly distinguish between the neutral state failure and the gear ratio abnormality failure.

  FIG. 13 is a diagram illustrating a relationship between a command shift speed and a shift speed that can be achieved when a failure occurs in the command shift speed. In FIG. 13, a circle indicates the actual gear ratio corresponding to the command shift speed, and a mark ☆ indicates the actual gear ratio that can be achieved by the engagement failure or release failure of one engagement element at the command shift speed. . In FIG. 13, the shaded area represents a neutral state failure.

  In the automatic transmission according to the first embodiment, the state where both the low brake B2 and the input clutch C1 are simultaneously engaged by the first switching valve SV1 is mechanically excluded. Therefore, the low brake B2 and the input clutch C1 are always Write on the premise that they will not be concluded at the same time.

  In the case of a shift stage that can be achieved when a fastening failure or a release failure of any fastening element occurs in the command shift stage, a neutral state failure does not occur due to slipping of the fastening element. Therefore, the actual gear ratio region that is realized only by the slip of the fastening element for each command shift speed is set as a neutral state failure region indicated by hatching. In the automatic transmission according to the first embodiment, at the sixth speed and the seventh speed, other gear speeds are not achieved due to the engagement failure or the release failure. The area. In addition, a gear ratio region that does not correspond to the command shift speed in other regions is defined as a gear ratio abnormality determination region.

  In this case, if the actual gear ratio exists in the shaded area, it can be determined that a neutral state failure has occurred. However, as a result of monitoring the actual gear ratio, if the actual gear ratio is in the gear ratio abnormality determination range and becomes larger than the gear ratio corresponding to the command gear, the abnormality and the driving force that can secure the driving force Each case includes an abnormality that cannot be secured. In particular, as described above, in the case of an input shaft interlock state / output shaft neutral state failure, the actual gear ratio is increased, so that it is not determined as a neutral state failure.

  Therefore, it is possible to identify an interlock state failure, a neutral state failure, and a gear ratio abnormality failure, and to reliably avoid the failure at the 1st and 2nd speeds where an input shaft interlock state / output shaft neutral state failure can occur. It was decided to shift to a gear stage. Hereinafter, this failure detection process will be described.

  FIG. 14 is a flowchart showing the failure detection process. It is assumed that this process is executed at every control cycle set in advance in the ATCU 20.

  In step 101, it is determined whether the inhibitor switch signal is in the normal forward travel range or the engine brake range. If the inhibitor switch signal is in the normal forward travel range or the engine brake range, the process proceeds to step 102. Otherwise, the control flow ends.

  In step 102, it is determined whether or not the acceleration G of the vehicle is less than the set value. If it is less than the set value, the process proceeds to step 103. Otherwise, the process proceeds to step 106. That is, when an interlock state failure occurs, it is detected that the acceleration G of the vehicle is rapidly reduced.

  In step 103, the timer t is counted up.

  In Step 104, it is determined whether or not the count value of the timer t is larger than the set value. If it is larger, the process proceeds to Step 107. Otherwise, the process returns to Step 102, and Step 102 and the subsequent steps are repeated. When the count value of the timer t is larger than the set value, it is determined that a failure has occurred because the condition that satisfies the above condition continuously occurs. On the other hand, the case where the condition is temporarily satisfied due to the influence of noise or the like is excluded.

  In step 105, it is determined that an interlock state failure has occurred.

  In step 106, the timer t is reset to zero.

  In step 107, it is determined whether or not the actual gear ratio exists in the gear ratio abnormality determination region shown in FIG. 13. If it exists, the process proceeds to step 108. Otherwise, the process proceeds to step 111.

  In step 108, the timer t is counted up.

  In Step 109, it is determined whether or not the count value of the timer t is larger than the set value. If it is larger, the process proceeds to Step 110. Otherwise, the process returns to Step 107, and Step 107 and the subsequent steps are repeated. Since this operation is the same as that in step 104, description thereof is omitted.

  In step 110, it is determined that the gear ratio is abnormal.

  In step 111, the timer t is reset to zero.

  In step 112, it is determined whether or not the actual gear ratio is a hatched area indicating a neutral state failure. If the actual gear ratio is in the hatched area, the process proceeds to step 113. Otherwise, the process returns to step 102, and step 102 and the subsequent steps are repeated.

  In step 113, the timer t is counted up.

  In step 114, it is determined whether or not the count value of the timer t is larger than the set value. If it is larger, the process proceeds to step 110. Otherwise, the process returns to step 107, and step 107 and subsequent steps are repeated. Since this operation is the same as that in step 104, description thereof is omitted.

  In step 115, it is determined that a neutral state failure has occurred.

[Shift control when it is determined that the gear ratio is abnormal]
Next, the shift control flow when it is determined that the gear ratio is abnormal by the control flow will be described. FIG. 15 is a flowchart showing the shift control process when it is determined that the gear ratio is abnormal.

  In step 201, it is determined whether or not the command shift stage when the gear ratio abnormality is detected is the first speed when the engine brake range position is being selected. If it is the first speed, the process proceeds to step 202. Otherwise, the process proceeds to step 203. .

  In step 202, a 3rd speed command is output as an avoidance shift stage. The avoidance shift speed will be described later.

  In step 203, it is determined whether or not the command shift speed when the gear ratio abnormality is detected is the second speed. If it is the second speed, the process proceeds to step 203. Otherwise, the process proceeds to step 204.

  In step 204, a 2.5-speed command is output as an avoidance shift stage. The avoidance shift speed will be described later.

  In step 205, the command shift stage is fixed and the shift is prohibited until the vehicle stops. Basically, when a gear ratio abnormality is detected at gears other than the first and second gears, it is not an input shaft interlock or output shaft neutral failure, so the driving force is secured and gear shifting is prohibited. This is because the traveling performance can be ensured.

  Next, the operation of the control process will be described. First, in the R range, it was determined whether the forward travel range or the engine brake range is normal. In the R range, the line pressure is increased by the oil passages 101b and 101c and the oil passage 106 mechanically switched by the manual valve MV. This is because it is configured to be supplied only to the H & LR clutch C3 and the reverse brake B4, so that it is not necessary to detect an interlock state or the like.

  In the normal forward travel range or the engine brake range, in step 102 to step 104, an interlock state failure is detected. Specifically, an interlock state failure is detected when the longitudinal acceleration G of the vehicle is less than a predetermined value. For the detection of the longitudinal acceleration G of the vehicle, the differential value of the output shaft rotational speed sensor 5 may be used. For example, the longitudinal acceleration G is calculated from a wheel speed sensor or the like provided on a driving wheel (not shown). Alternatively, when a longitudinal acceleration sensor or the like is provided, the longitudinal acceleration G may be directly detected from the sensor signal, and there is no particular limitation.

  Next, step 111 to step 115 will be described for convenience of explanation. Steps 111 to 115 are executed after it is determined in step 107 that the actual gear ratio is not in the gear ratio abnormality determination region. In step 111 to step 115, a neutral state failure is detected. Specifically, the detection is performed based on whether or not the actual gear ratio is in the shaded area indicating the neutral state failure shown in FIG.

  Next, step 106 to step 110 and step 201 to step 205 will be described. When proceeding to step 106 to step 110, it is basically determined that there is no interlock state failure, and it has been found in step 107 that there is no neutral state failure. At this time, when the actual gear ratio exists in the gear ratio abnormality determination region shown in FIG. 13, the following cases are assumed.

(Specific example 1)
If the direct clutch C2 is in engagement failure at the time of the 1st gear engagement command while the engine brake range position is selected, the fourth planetary gear G4 rotates integrally as shown in the collinear diagram in FIG. Can be achieved. Further, as shown in the collinear diagram of FIG. 11, an input shaft interlock state / output shaft neutral state failure may occur due to the engagement failure of the 2346 brake B3.

  If the 1.5th speed is achieved simply by engaging failure of the direct clutch C2, there is no particular problem because the driving force is secured, but in the case of the engaging failure of the 2346 brake B3, the driving force can be secured. Not a problem. That is, in the automatic transmission according to the first embodiment, since no hydraulic switch or the like is provided, it is not possible to specify specifically which fastening element is supplied with the hydraulic pressure and the abnormality has occurred. Therefore, it is necessary to surely avoid any abnormality that occurs.

  At this time, since both failures belong to the gear ratio abnormality determination range, the shift speed can be achieved regardless of which failure occurs, and avoidance shift that can secure driving force without a sudden downshift. Shift to 3rd gear as a stage. This is because the third speed is a gear stage that engages both the 2346 brake B3 and the direct clutch C2.

  As a result, even if a gear ratio abnormality is detected, shifting to the third speed as the avoidance shift stage prevents the input shaft interlock state / output shaft neutral state failure and improves driving performance by ensuring driving force. be able to.

(Specific example 2)
If the direct clutch C2 fails in engagement at the time of the second speed command, the fourth planetary gear G4 rotates integrally as shown by the dotted line in the collinear diagram of FIG. 17 to achieve the third speed. Further, when the 2346 brake B3 breaks down, the first speed can be achieved as shown by the thick dotted line in FIG. Further, as shown in the nomogram of FIG. 12, an input shaft interlock state / output shaft neutral state failure may occur due to a failure in fastening of the front brake B1.

  If you achieved 3rd speed simply by engaging failure of the direct clutch C2, or 1st speed achieved by 2346 brake B3 disengagement failure, there is no big problem because the driving force is secured. If a gear ratio close to the 1st speed or the 3rd speed is achieved due to the brake failure of the brake B1, the driving force cannot be secured, which is a problem.

  That is, in the automatic transmission according to the first embodiment, since no hydraulic switch or the like is provided, it is not possible to specify specifically which fastening element is supplied with the hydraulic pressure and the abnormality has occurred. Therefore, it is necessary to surely avoid any abnormality that occurs.

  At this time, since any of the above failures belong to the gear ratio abnormality determination range, it is possible to achieve a shift stage that can be achieved regardless of the occurrence of the failure, and avoidance that can secure a driving force without a sudden downshift. Shift to 2.5 speed as a shift stage. Specifically, as shown by the thick line in FIG. 17, the front brake B1, the direct clutch C2, and the H & LR clutch C3 are engaged. In other words, the shift that can be achieved by engaging the direct clutch C2, the front brake B1, and the H & LR clutch C3 regardless of whether the direct clutch C2 is broken, the 2346 brake B3 is broken, or the front brake B1 is broken. Because it is a step.

  As a result, even if a gear ratio abnormality is detected, shifting to 2.5 speed, which is a gear stage that is not normally used as an avoidance gear stage, avoids failures in the input shaft interlock state and the output shaft neutral state. The traveling performance can be improved by securing the driving force.

As described above, the effects listed below can be obtained in the first embodiment.
(1) When a gear ratio abnormality is detected in the second speed where an interlock state occurs in the first planetary gear set GS1 due to a failure in the engagement of the front brake B1 and a failure may occur in which the second planetary gear set GS2 enters a neutral state. Regardless of whether the front brake B1 is broken or not, the front brake B1 is used, and the shift is made to an avoidance gear stage that releases the 2346 brake B3.

  Similarly, when an abnormal gear ratio is detected at the first speed where an interlock state occurs in the first planetary gear set GS1 due to the engagement failure of the 2346 brake B3 and a failure may occur in which the second planetary gear set GS2 enters the neutral state. Regardless of whether or not the 2346 brake B3 has failed, the 2346 brake B3 is used and shifted to the avoidance gear stage that releases the front brake B1.

  In other words, it is basically impossible for both the front brake B1 and the 2346 brake B3 to be engaged, but if one of them fails to engage, it is necessary to shift using the engaged state. Further, even if a fastening failure does not actually occur, there is a possibility that a gear ratio abnormality has occurred due to the fastening of other fastening elements. At this time, in a configuration that does not include a hydraulic switch or the like, it is impossible to specify which fastening element has failed, so all failures must be assumed. Therefore, regardless of whether one of them fails or not, the brake that is considered to be engaged can be engaged, and the other brake that is considered normal can be released to avoid the input shaft interlock state and further transmit the driving force. By shifting to an avoidance shift stage, it is possible to improve driving performance by securing driving force while avoiding failure of the input shaft interlock state / output shaft neutral state.

  (2) When achieving the avoidance gear, other fastening elements released at the command gear output at the time of failure detection are fastened. Specifically, the direct clutch C2 is engaged at the first speed, and the H & LR clutch C3 is engaged at the second speed.

  That is, it is not necessary to fasten the other fastening elements only if one of the brakes is broken down. However, other fastening failures and release failures that may occur due to the mechanical configuration of the hydraulic circuit in the first and second gears must be considered. Considering these, even if any failure (single failure) occurs, it is necessary to shift the gear to a gear position that reliably ensures the driving force. In particular, in the first embodiment that does not include a hydraulic switch or the like, it is necessary to assume all possible failures.

  As a result, by fastening the other fastening elements released at the command shift stage, it is possible to reliably improve the running performance by securing the driving force regardless of which failure occurs.

  (3) The avoidance shift stage is a shift stage that is not used in the engagement / release control law executed in the ATCU 20 when it is normal. Specifically, at the second speed, the 2.5th speed is set as the avoidance shift stage.

  That is, as described above, even if any failure occurs, it is not necessary to limit to a gear stage that is normally used as long as it is a gear stage that reliably achieves securing of driving force. Therefore, by setting the avoidance shift stage including a shift stage that is not normally used, it is possible to obtain the avoidance shift stage without selecting a shift stage far from a sudden downshift or the current command shift stage. .

  (4) Interlock state failure, neutral state failure, and gear ratio abnormality failure were detected. At this time, the interlock state failure was not detected, the neutral state failure was not detected, the input shaft interlock state / output shaft neutral state failure could occur, and the gear ratio abnormality was detected. At that time, gear shifting by the ATCU 20 is prohibited.

  That is, the input shaft interlock state / output shaft neutral state failure is a failure in which the driving force cannot be ensured, and thus a shift to the avoidance shift stage is required. However, in the command shift stage where no failure occurs in the input shaft interlock state and output shaft neutral state, if the driving force is secured as such, the risk of not achieving stable shift control is eliminated by prohibiting the shift. This makes it possible to ensure traveling performance by ensuring driving force.

(Other examples)
As mentioned above, although demonstrated based on each Example, this invention is applicable suitably if it is a transmission which satisfy | filled the structure shown below. Each component will be described in detail below.

Configuration (a)
A first planetary gear having an input shaft to which power from a power source is input, a first input rotation element coupled to the input shaft, a first output rotation element, a first rotation element, and a second rotation element A first brake that can selectively stop the first rotating element and a second brake that is not simultaneously engaged with the first brake and that can selectively stop the second rotating element during normal operation, or It has a clutch provided between two rotating elements of one planetary gear train.

  This configuration represents the premise that the first input rotating element and the first output rotating element are in an interlock state. When two brakes are engaged simultaneously or when the first brake and clutch are engaged simultaneously, A lock condition is triggered. When one brake is engaged at a certain gear, an interlock state occurs due to an engagement failure of another brake or clutch. Even if both brakes are released at a certain gear position, an interlock state occurs when the two brakes are engaged and failed.

Configuration (b)
A second input rotating element coupled to the first output rotating element; a third rotating element selectively stopped by a one-way clutch; and between the second input rotating element and the one-way clutch on a collinear diagram. A second planetary gear train having a second output rotating element disposed therein.

  In this configuration, even when the interlock state occurs in the configuration (a) and the rotation speed of the first output rotation element is 0 and the rotation speed of the second input rotation element is also 0, FIG. As described in the rotation of the 12 rigid lever L24, the third rotation element represents the premise that the second output rotation element is in the neutral state without being locked by the one-way clutch.

  In the automatic transmission having the premise shown in the above-described configurations (a) and (b), a special failure such as an input shaft interlock state and an output shaft neutral state occurs due to the engagement failure of the first or second brake. By applying, special failure can be detected at an early stage.

  In the first and second embodiments, the accelerator pedal operation amount APO is detected. However, the throttle opening TVO may be detected from an electronically controlled throttle or the like provided in the engine Eg.

1 is a skeleton diagram showing a configuration of an automatic transmission that achieves FR type 7 forward speed 1 reverse speed according to Embodiment 1; FIG. FIG. 3 is a circuit diagram illustrating a hydraulic circuit of the control valve unit according to the first embodiment. 2 is a schematic diagram illustrating a configuration of a pressure regulating valve according to Embodiment 1. FIG. FIG. 3 is a schematic diagram illustrating a configuration of a first switching valve according to the first embodiment. 3 is a schematic diagram illustrating a configuration of a second switching valve according to Embodiment 1. FIG. FIG. 3 is a schematic diagram illustrating a configuration of a third switching valve according to the first embodiment. FIG. 4 is a schematic diagram illustrating a configuration of a fourth switching valve according to the first embodiment. It is a figure which shows the fastening operation | movement table | surface of the forward 7 speed reverse speed 1 in the automatic transmission of Example 1. FIG. FIG. 6 is a collinear diagram illustrating a rotation stop state of members at each of the seventh forward speed and the reverse first speed in the automatic transmission according to the first embodiment. It is a figure showing the action | operation table | surface of solenoid valve SOL1-SOL7 in each gear stage of Example 1. FIG. It is a figure showing the change of a collinear chart when the fastening failure generate | occur | produces in 2346 brake at the time of 1st speed driving | running | working of Example 1. FIG. It is a figure showing the change of an alignment chart at the time of the 2nd speed driving | running | working of Example 1 when a fastening failure generate | occur | produces in the front brake. It is a figure showing the relationship between the command gear stage of Example 1, and the gear stage which can be achieved when a failure generate | occur | produces in the command gear stage. 3 is a flowchart illustrating a failure detection process according to the first embodiment. 6 is a flowchart illustrating a shift control process when it is determined that the gear ratio is abnormal in the first embodiment. FIG. 6 is a collinear diagram when a fastening failure or a release failure occurs during the first speed traveling of the first embodiment. FIG. 6 is a collinear diagram when a fastening failure or a release failure occurs during the second speed traveling of the first embodiment.

Explanation of symbols

GS1 1st planetary gear set
GS2 2nd planetary gear set
G1 1st planetary gear
G2 2nd planetary gear
G3 3rd planetary gear
G4 4th planetary gear
M1 first linked member
M2 second linked member
M3 Third linked member
C1 input clutch
C2 direct clutch
C3 H & LR clutch
B1 Front brake
B2 Low brake
B3 2346 brake
B4 Reverse brake
F1 1st one-way clutch
F2 2nd one-way clutch
Input Input axis
Output Output shaft 1 Accelerator pedal operation amount sensor 2 Engine speed sensor 3 First turbine speed sensor 4 Second turbine speed sensor 5 Output shaft speed sensor 6 Inhibitor switch
CVU control valve unit
Eg engine
OP Oil pump
PV pilot valve
CV1-CV6 Pressure regulating valve
SOL1-SOL7 solenoid valve
SV1-SV4 selector valve
TC torque converter

Claims (8)

An input shaft to which power from a power source is input;
A first planetary gear train having a first input rotating element coupled to the input shaft, a first output rotating element, a first rotating element, and a second rotating element;
A second input rotating element coupled to the first output rotating element; a third rotating element selectively stopped by a one-way clutch; and between the second input rotating element and the one-way clutch on a collinear diagram. A second planetary gear train having a second output rotating element disposed;
An output shaft connected to the second output rotating element and outputting the power shifted to the drive wheel side;
A first brake capable of selectively stopping the first rotating element;
A second brake capable of selectively stopping the second rotating element without being simultaneously engaged with the first brake at a normal time, or a clutch provided between two rotating elements in the first planetary gear train;
Shift control means for determining a command shift stage based on a running state, and executing the engagement / release control law of the first brake, the second brake or the clutch, and other engagement elements to achieve the command shift stage When,
In an automatic transmission control device comprising:
A gear ratio abnormality detecting means for calculating an actual gear ratio which is a rotation ratio between the input shaft and the output shaft, and detecting a gear ratio abnormality in which a gear ratio corresponding to the command shift stage is shifted by a predetermined value or more;
Due to the engagement failure of the first brake, an interlock state occurs in which the input shaft and the first output rotation element are fixed in the first planetary gear train, and the second output rotation element in the second planetary gear train. When a gear ratio abnormality is detected by the gear ratio abnormality detecting means at the first command shift stage in which a failure that causes a neutral state in which no torque acts on the first command gear stage occurs, whether or not the first brake has failed. Avoidance transmission means for shifting to an avoidance shift stage that uses the first brake and releases the second brake;
A control device for an automatic transmission, characterized by comprising: An input shaft to which power from a power source is input;
A first planetary gear train having a first input rotating element coupled to the input shaft, a first output rotating element, a first rotating element, and a second rotating element;
A second input rotating element coupled to the first output rotating element; a third rotating element selectively stopped by a one-way clutch; and between the second input rotating element and the one-way clutch on a collinear diagram. A second planetary gear train having a second output rotating element disposed;
An output shaft connected to the second output rotating element and outputting the power shifted to the drive wheel side;
A first brake capable of selectively stopping the first rotating element;
A second brake capable of selectively stopping the second rotating element without being simultaneously engaged with the first brake at a normal time, or a clutch provided between two rotating elements in the first planetary gear train;
Shift control means for determining a command shift stage based on a running state, and executing the engagement / release control law of the first brake, the second brake or the clutch, and other engagement elements to achieve the command shift stage When,
In an automatic transmission control device comprising:
A gear ratio abnormality detecting means for calculating an actual gear ratio which is a rotation ratio between the input shaft and the output shaft, and detecting a gear ratio abnormality in which a gear ratio corresponding to the command shift stage is shifted by a predetermined value or more;
An interlock state occurs in which the input shaft and the first output rotation element are fixed in the first planetary gear train due to an engagement failure of the second brake or the clutch, and the second planetary gear train is in a neutral state. When a gear ratio abnormality is detected by the gear ratio abnormality detection means at the second command shift stage where the failure can occur, the second brake or the clutch regardless of whether or not the second brake has failed. And an avoidance shift means for shifting to an avoidance shift stage for releasing the first brake,
A control device for an automatic transmission, characterized by comprising: The control apparatus for an automatic transmission according to claim 1,
The control device for an automatic transmission, wherein the avoidance shifting means fastens the other fastening element released at the first command shift speed. The control apparatus for an automatic transmission according to claim 2,
The control device for an automatic transmission, wherein the avoidance shifting means fastens the other fastening element released at the second command shift speed. The control apparatus for an automatic transmission according to any one of claims 1 to 4,
2. The automatic transmission control apparatus according to claim 1, wherein the avoiding gear stage is a gear stage that is not used in a fastening / release control law that is executed by the gear shift control means in a normal state. The control device for an automatic transmission according to any one of claims 1 to 5,
An interlock state detecting means for detecting an interlock state in which both of the first input rotating element and the second output rotating element are fixed due to a fastening failure of the fastening element;
Neutral state detection means for detecting a neutral state in which power is not transmitted from the first input rotation element to the second output rotation element due to a release failure of the fastening element;
The interlock state is not detected by the interlock state detection means, the neutral state is not detected by the neutral state detection means, is not the first or second command shift stage, and the gear ratio abnormality detection means detects the gear ratio. When an abnormality is detected, a shift prohibiting unit that prohibits a shift by the shift control unit;
A control device for an automatic transmission, characterized by comprising: The control device for an automatic transmission according to claim 6,
The interlock state detecting means detects an interlock state when a value representing a longitudinal acceleration of the vehicle is less than a predetermined value. The control apparatus for an automatic transmission according to claim 6 or 7,
The neutral transmission state detecting means detects a neutral state when an actual gear ratio obtained by dividing the first input rotation element by the second output rotation element is greater than a predetermined value.

Images