JP2008069908A - Vehicular automatic transmission and control device for vehicular automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To inhibit excessive load from being applied on an engine 7 and accessories equipped in the engine 7 even if an abnormal gear shift occurs during gear shift in a control device 5 for a vehicular automatic transmission 1. <P>SOLUTION: The vehicular automatic transmission 1 includes a gear shift mechanism part 3 including at least two planetary mechanisms 31, 32 and an intermediate rotary element 33, a hydraulic control device 4 controlling operation of a plurality of hydraulic engagement elements C1-C4, B1, B2 for establishing a suitable gear position in the gear shift mechanism part 3, and a control device 5 executing gear shift process for securing arbitrary gear position by controlling the hydraulic control device 4. The control device 5 detects, as an abnormal gear shift, a phenomenon that rotary speed NT of an input shaft 9 quickly rises greater than a predicted rotary speed at a target gear position under condition that engine speed NE is not controlled to quickly rise during gear shift process. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a control device for an automatic transmission for a vehicle and an automatic transmission for a vehicle. In particular, an automatic transmission for a vehicle is configured by switching operations of at least two planetary mechanisms, intermediate rotating elements that connect those components, and components of the planetary mechanisms and intermediate rotating elements in the transmission mechanism unit. A transmission mechanism having a plurality of hydraulic engagement elements for establishing an appropriate shift speed is included.

  2. Description of the Related Art Conventionally, there is an automatic transmission for a vehicle in which a plurality of gear planetary mechanisms are combined to perform a multi-stage shift (see, for example, Patent Document 1).

  The speed change mechanism in this vehicle automatic transmission includes three gear type planetary mechanisms, an intermediate rotation element that connects the components of the two gear type planetary mechanisms arranged upstream in the power transmission direction, and three gears. The structure includes a plurality of hydraulic engagement elements for establishing an appropriate power transmission path, that is, a gear position by switching the operation of the components of the planetary planetary mechanism and the intermediate rotation element.

  The hydraulic engagement element includes appropriate components in the three-gear planetary mechanism, a brake that makes the intermediate rotation element in a rotatable engagement state or a non-rotatable release state, and an engagement that can rotate integrally between the elements. The clutch is configured to be in a combined state or in a released state that allows relative rotation.

  A plurality of hydraulic engagement elements such as brakes and clutches are individually driven by a hydraulic control device having the same number of linear solenoid valves. The linear solenoid valve is of a normally closed type, and controls the valve opening by excitation of the solenoid, thereby applying hydraulic pressure to the hydraulic engagement element to bring it into an engaged state.

  In this type of automatic transmission for vehicles, so-called upshifting or downshifting is performed. In any case, an unnecessary hydraulic pressure is required in order to change from the shift stage before the shift to the target shift stage. It is necessary to release the engagement of the type engaging element or to engage the necessary hydraulic engaging element.

Here, in order to bring the hydraulic engagement element into the engaged state, the solenoid of the linear solenoid valve is energized (turned on) to open, but in order to bring the hydraulic engagement element into the released state, linear The solenoid of the solenoid valve is de-energized (off) and closed.
JP 2003-287122 A

  In the above conventional example, when the solenoid of the linear solenoid valve for driving the hydraulic engagement element (clutch or brake) is on-failed, the hydraulic engagement element remains engaged and released. Becomes impossible.

  Here, when performing a shift process such as an upshift, if a hydraulic engagement element unnecessary for the shift process remains engaged due to the above-described causes, the shift stage before the shift However, the low speed stage may be established unintentionally.

  In such a situation, the rotational speed of the input shaft suddenly rises unexpectedly, and the engine speed suddenly rises and blows up in conjunction with this, resulting in an excessive load on the engine and the auxiliary equipment attached to it. Is not preferable.

  In consideration of the above problems, the applicant of the present application establishes a higher speed than the speed before the gear shift when the gear shift abnormality occurs such that an unintended low speed is established as described above. We are considering a countermeasure to limit the unexpected increase in the number of shaft rotations, and we think that there is room to devise the contents of this countermeasure, and have filed the present invention.

  The present invention provides a control device for an automatic transmission for a vehicle, in which the rotational speed of the input shaft is at a target gear position even though the engine rotational speed is not controlled to rapidly increase due to a shift abnormality during shift processing. The purpose is to prevent an excessive load from being applied to the engine to which the automatic transmission is connected and the auxiliary equipment attached to the engine even if a phenomenon that suddenly increases from the assumed rotational speed occurs. .

  Specifically, the present invention relates to an automatic transmission for a vehicle having a transmission mechanism including at least two planetary mechanisms, an intermediate rotation element, and a plurality of hydraulic engagement elements, and a hydraulic control device including a normally closed linear solenoid valve. In the control device of the machine, a shift-on error occurs due to a solenoid-on failure in which the linear solenoid valve remains open and the hydraulic engagement element being engaged and not being released. Therefore, even if a phenomenon occurs in which the rotational speed of the input shaft suddenly rises higher than the rotational speed assumed at the target shift stage, it is excessive in relation to the engine connected to the automatic transmission and the auxiliary equipment attached to the engine. The purpose is not to give a heavy load.

  The present invention relates to a transmission mechanism that shifts the rotation of an input shaft and outputs it to an output shaft, and a hydraulic control device that controls the operation of a plurality of hydraulic engagement elements for establishing an appropriate shift stage in the transmission mechanism A control device for an automatic transmission for a vehicle having a control process, wherein the hydraulic control device is controlled to perform a shift process for securing an arbitrary shift stage, and the engine speed is not controlled rapidly during the shift process Thus, when a phenomenon occurs in which the rotational speed of the input shaft suddenly rises higher than the rotational speed assumed at the target shift speed, this is detected as a shift abnormality.

  According to this configuration, when a phenomenon occurs in which the input shaft rotational speed suddenly increases unexpectedly during the shift process, this can be detected as a shift abnormality regardless of the cause of the occurrence. If a threshold value for detecting a sudden increase in the input shaft rotational speed is specified to be low with an appropriate margin in consideration of, for example, a breakage limit rotational speed, even if a shift abnormality such as that described above occurs, Shift abnormality can be detected before the input shaft is damaged.

  If a shift abnormality is detected as described above, immediately after that, it is possible to limit the sudden increase in the input shaft rotation speed and forcibly lower it. If such an early countermeasure is taken, an excessive load is not applied to the engine connected to the automatic transmission and the auxiliary equipment attached to the engine.

  Preferably, when the shift abnormality is detected, a countermeasure process for forcibly ending the shift process is performed by establishing a higher speed than the target shift stage.

  According to this configuration, a countermeasure is taken to establish a higher gear than the target gear after detection of a gear shift abnormality, so that rapid increases in the input shaft and engine speed can be limited and lowered. As a result, an excessive load is not applied to the engine and the auxiliary equipment attached thereto.

  Preferably, the speed change mechanism unit includes at least two planetary mechanisms installed from the input shaft to the output shaft, and an intermediate rotation element that connects between appropriate components of the planetary mechanisms. it can. In addition, the hydraulic engagement element is a state in which appropriate components in each planetary mechanism can be rotated or cannot be rotated, and the two components of each planetary mechanism can be integrally rotated. Or it can be set as the structure which has a clutch made into the state which can be relatively rotated. Further, the hydraulic control device includes a plurality of normally closed type linear solenoid valves for individually applying a hydraulic pressure to the plurality of hydraulic engagement elements, and a hydraulic pressure from the linear solenoid valve to the hydraulic engagement elements. It can be set as the structure which has the cutoff valve which interrupts | blocks or accept | permits supply as needed.

  In this way, when the configurations of the transmission mechanism, the hydraulic engagement element, and the hydraulic control device are specified, the situation in which the above-described shift abnormality occurs becomes clear. That is, it may happen that the solenoid of the linear solenoid valve of the hydraulic control device is turned on and the hydraulic engagement element cannot be released in the engaged state. When such an operation control failure of the hydraulic engagement element by the hydraulic control device occurs, the shift abnormality as described above occurs.

  Preferably, the control device described above includes an input shaft rotation speed detection means for detecting the rotation speed of the input shaft, an engine rotation speed detection means for detecting the engine rotation speed, and an input for calculating an increase degree of the input shaft rotation speed. It can be configured to include a shaft rotational speed change amount calculating means, a synchronous rotational speed calculating means for calculating the synchronous rotational speed of the input shaft before and after the shift, and a shift abnormality detecting means for detecting a shift abnormality. The shift abnormality detection means includes a first determination means for determining whether or not the detection output of the input shaft rotation speed detection means is greater than or equal to the calculation output of the synchronous rotation speed calculation means during the shift process. Second determination means for determining whether or not the engine is in a driven state based on a detection output of the engine speed detection means and a detection output of the input shaft speed detection means; and the input shaft rotation during a shift process And a third determination unit that determines whether or not the calculation output of the number change amount calculation unit is equal to or greater than a predetermined threshold, and when all of the first to third determination units make an affirmative determination, the hydraulic control device It can be configured to detect a shift abnormality caused by a poor operation control of the hydraulic engagement element.

  According to this configuration, it is advantageous in detecting a shift abnormality with high accuracy, such as the occurrence of a phenomenon in which the rotation speed of the input shaft suddenly rises unexpectedly during the shift processing.

  The present invention also provides a transmission mechanism that shifts the rotation of the input shaft and outputs it to the output shaft, and a hydraulic pressure that controls the operation of a plurality of hydraulic engagement elements for establishing an appropriate shift stage in the transmission mechanism. An automatic transmission for a vehicle having a control device and a control device that performs a shift process for controlling an oil pressure control device to secure an arbitrary shift speed, wherein the control device has any one of the above-described configurations. It is characterized by that.

  Thus, the automatic transmission for vehicles can be the subject of the invention. In this vehicle automatic transmission, it becomes possible to detect shift abnormality as described above and cope with the shift abnormality, and an excessive load acts on the engine to which the automatic transmission is connected and the auxiliary equipment attached to the engine. Can be avoided.

  According to the present invention, this shift abnormality can be detected when a shift abnormality occurs during the shift process and a phenomenon occurs in which the rotational speed of the input shaft suddenly increases unexpectedly. Therefore, an excessive load is avoided from acting on the engine to which the automatic transmission for a vehicle is connected and the auxiliary equipment attached to the engine, such as being able to cope with a shift abnormality at an early stage.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. 1 to 24 show an embodiment of the present invention.

  First, prior to the description of the features of the present invention, the configuration of the vehicle automatic transmission 1 to which the features of the present invention are applied will be described.

  FIG. 1 is a diagram showing a schematic configuration of a vehicle power train using a vehicular automatic transmission 1 to be used in the present invention, and FIG. 2 is a skeleton diagram showing an example of the vehicular automatic transmission 1 of FIG. FIG. 3 is a perspective view schematically showing the transmission mechanism unit 3 of FIGS. 1 and 2.

  An automatic transmission 1 for a vehicle shown in FIG. 1 mainly includes a torque converter 2 as a fluid transmission device, a transmission mechanism unit 3, a hydraulic control device 4, a transmission control device 5, and an oil pump 6, and includes eight forward speeds and two reverse gears. It is configured to be able to change gears.

  In FIG. 1, 7 is an engine (internal combustion engine), and 8 is an engine control device that controls the operation of the engine 7. The engine control device 8 is connected to the transmission control device 5 so as to be able to transmit and receive each other. A powertrain is configured including the vehicular automatic transmission 1 and the engine 7.

  The torque converter 2 is rotationally connected to the engine 7 and includes a pump impeller 21, a turbine runner 22, a stator 23, a one-way clutch 24, a stator shaft 25, and a lockup clutch 26.

  The one-way clutch 24 supports the stator 23 while allowing the stator 23 to rotate only in one direction on the case 1a of the transmission mechanism unit 3. The stator shaft 25 fixes the inner race of the one-way clutch 24 to the case 1a. The lockup clutch 26 directly connects the pump impeller 21 and the turbine runner 22.

  The speed change mechanism 3 shifts the rotational power input from the torque converter 2 to the input shaft 9 and outputs it to the output shaft 10. As shown in FIGS. 2 and 3, the front planetary 31 and the rear planetary 32 are provided. And an intermediate drum 33 as an intermediate rotation element, first to fourth clutches C1 to C4, and first and second brakes B1 and B2.

  The front planetary 31 is a gear type planetary mechanism called a double pinion type, and includes a first sun gear S1, a first ring gear R1, a plurality of inner pinion gears P1, and a plurality of outer pinion gears P2. The configuration includes the first carrier CA1.

  The first sun gear S1 is fixed to the case 1a and cannot be rotated, and the first ring gear R1 can be rotated integrally with the intermediate drum 33 via the third clutch C3 or in a relatively rotatable state. The first sun gear S1 is supported concentrically on the inner diameter side of the first ring gear R1.

  The plurality of inner pinion gears P1 and the plurality of outer pinion gears P2 are interposed at several circumferential positions in the opposed annular space between the first sun gear S1 and the first ring gear R1. P1 is meshed with the first sun gear S1, and the plurality of outer pinion gears P2 are meshed with the inner pinion gear P1 and the first ring gear R1.

  The first carrier CA1 rotatably supports both pinion gears P1, P2, and the central shaft portion of the first carrier CA1 is integrally connected to the input shaft 9, and both the pinion gears P1 in the first carrier CA1. , P2 are supported by the intermediate drum 33 via the fourth clutch C4 so as to be integrally rotatable or relatively rotatable.

  The intermediate drum 33 is rotatably disposed on the outer diameter side of the first ring gear R1, and is supported by the case 1a via the first brake B1 so as not to rotate or to be relatively rotatable. Yes.

  The rear planetary 32 is a gear-type planetary mechanism called a Ravinio type, and includes a large-diameter second sun gear S2, a small-diameter third sun gear S3, a second ring gear R2, a plurality of short pinion gears P3, The configuration includes a plurality of long pinion gears P4 and a second carrier CA2.

  The second sun gear S2 is connected to the intermediate drum 33, and the third sun gear S3 is connected to the first ring gear R1 of the front planetary 31 via the first clutch C1 so as to be integrally rotatable or relatively rotatable. The two ring gear R2 is integrally connected to the output shaft 10.

  The plurality of short pinion gears P3 are meshed with the third sun gear S3, and the plurality of long pinion gears P4 are meshed with the second sun gear S2 and the second ring gear R2 and are connected via the short pinion gear P3. 3 meshed with sun gear S3.

  Further, the second carrier CA2 rotatably supports a plurality of short pinion gears P3 and a plurality of long pinion gears P4, and a central shaft portion thereof is coupled to the input shaft 9 via the second clutch C2. The support shafts that support the pinion gears P3 and P4 in the second carrier CA2 are supported by the case 1a via the second brake B2 and the one-way clutch F1.

  The first to fourth clutches C1 to C4 and the first and second brakes B1 and B2 correspond to the hydraulic engagement elements recited in the claims, and here, wet using oil viscosity It is a multi-plate friction engagement device.

  The first clutch C1 is configured to bring the third sun gear S3 of the rear planetary 32 into an engaged state in which the third sun gear S3 can rotate integrally with the first ring gear R1 of the front planetary 31 or a released state in which relative rotation is possible.

  The second clutch C <b> 2 sets the second carrier CA <b> 2 of the rear planetary 32 in an engaged state in which the second carrier CA <b> 2 can rotate integrally with the input shaft 9 or in a released state in which relative rotation is possible.

  The third clutch C <b> 3 sets the first ring gear R <b> 1 of the front planetary 31 to an engaged state in which the first ring gear R <b> 1 can rotate integrally with the intermediate drum 33 or a released state in which relative rotation is possible.

  The fourth clutch C <b> 4 sets the first carrier CA <b> 1 of the front planetary 31 to an engaged state where the first carrier CA <b> 1 can rotate integrally with the intermediate drum 33 or a released state which allows relative rotation.

  The first brake B1 integrates the intermediate drum 33 with respect to the case 1a of the vehicle automatic transmission 1 so as to be in a non-rotatable engaged state or a relatively rotatable disengaged state.

  The second brake B <b> 2 integrates the second carrier CA <b> 2 of the rear planetary 32 with respect to the case 1 a so as to be in a non-rotatable engaged state or a relatively rotatable disengaged state.

  The one-way clutch F1 allows rotation of the rear planetary 32 in only one direction of the second carrier CA2.

  The hydraulic control device 4 controls the speed change operation of the speed change mechanism unit 3, and mainly includes a pressure control valve 41, a manual valve 42, and a plurality of linear solenoid valves SLC1, SLC2, SLC3, SLC4 as shown in FIG. The configuration includes SLB1, B2 control valve 44, cutoff valves 45, 46, 47 as fail-safe valves, switching valves 48, 49, and the like.

  The pressure control valve 41 controls the hydraulic pressure from the oil pump 6 to a predetermined line pressure and supplies it to the port PL of the manual valve 42.

  The manual valve 42 is appropriately connected to the linear solenoid valves SLC1, SLC2, SLC3, SLC4 from the port D in order to secure a neutral range N, forward travel range D or reverse travel range R corresponding to the operation of the shift lever by the driver. The hydraulic pressure is supplied to the SLB 1 and from the port R to the B2 control valve 44, respectively.

  The plurality of linear solenoid valves SLC1, SLC2, SLC3, SLC4, and SLB1 individually drive the first to fourth clutches C1 to C4 and the first brake B1 in the transmission mechanism unit 3, and the basic configuration thereof is a known configuration Therefore, detailed illustration and explanation are omitted here.

  In addition, the meaning of the code | symbol of linear solenoid valve SLC1, SLC2, SLC3, SLC4, SLB1 is a reference code which shows each hydraulic-type engagement element (1st-4th clutch C1-C4 and 1st brake B1) respectively corresponding. It is displayed after SL.

  The solenoids (reference numerals omitted) of the linear solenoid valves SLC1, SLC2, SLC3, SLC4, and SLB1 are operated in response to a control signal (control current) supplied from the transmission control device 5, and a valve body (not shown) is operated. Move to a position that balances with the spring force of the compression spring, open or close the required ports, or increase or decrease the opening.

  The B2 control valve 44 drives the second brake B2.

  The first cut-off valve 45 is interposed between the first clutch C1 and the linear solenoid valve SLC1, and when the hydraulic pressure is supplied to the two input ports, the first cut-off valve 45 passes through the output port from the linear solenoid valve SLC1. Thus, the hydraulic pressure supplied to the first clutch C1 is cut off, and the fail-safe valve is discharged from the drain port into the case 1a.

  The second cutoff valve 46 is interposed between the fourth clutch C4 and the linear solenoid valve SLC4, and when the hydraulic pressure is supplied from the linear solenoid valve SLC3 to a single input port, the linear solenoid valve SLC4. Is configured as a fail-safe valve that shuts off the hydraulic pressure supplied to the fourth clutch C4 from the drain port and discharges it from the drain port into the case 1a.

  The third cutoff valve 47 is interposed between the first brake B1 and the linear solenoid valve SLB1, and when hydraulic pressure is supplied from the linear solenoid valve SLC3 or SLC4 to one of the two input ports. The hydraulic pressure supplied from the linear solenoid valve SLB1 to the first brake B1 via the output port is shut off, and the failsafe valve is discharged from the drain port into the case 1a.

  The switching valves 48 and 49 are disposed in series between the linear solenoid valve SLB1 and one input port of the first cut-off valve 45.

  The two input ports of the first switching valve 48 are connected in parallel with the hydraulic piping of the linear solenoid valve SLB1 and the hydraulic piping of the linear solenoid valve SLC4. The two input ports of the second switching valve 49 are connected in parallel with the output piping of the first switching valve 48 and the hydraulic piping of the linear solenoid valve SLC3. The first and second switching valves 48 and 49 are configured to output the supplied hydraulic pressure from the output port when hydraulic pressure is supplied to one of the input ports.

  The transmission control device 5 controls the hydraulic control device 4 to establish an appropriate shift stage, that is, a power transmission path in the transmission mechanism unit 3, and is generally a known ECU (Electronic Control Unit).

  That is, the transmission control device 5 includes a central processing unit (CPU) 51, a read only memory (ROM) 52, a random access memory (RAM) 53, a backup RAM 54, an input interface 55, as shown in FIG. The output interface 56 is connected to each other by a bidirectional bus 57.

  The engine control device 8 has the same hardware configuration as the transmission control device 5.

  The CPU 51 executes arithmetic processing based on various control programs and control maps stored in the ROM 52. The ROM 52 stores various control programs for controlling the speed change operation of the speed change mechanism unit 3 and the fail safe operation to which the features of the present invention are applied. The fail safe operation will be described in detail later. The RAM 53 is a memory that temporarily stores calculation results in the CPU 51, data input from each sensor, and the like. The backup RAM 54 is a non-volatile memory that stores various data to be saved.

  The input interface 55 is connected to at least an engine speed sensor 11, an input shaft speed sensor 12, an output shaft speed sensor 13, a range position sensor 14, a throttle opening sensor 15, and the like. Further, at least the components of the hydraulic control device 4 (pressure control valve 41, manual valve 42, linear solenoid valves SLC1, SLC2, SLC3, SLC4, SLB1, B2 control valve 44) are connected to the output interface 56. .

  The engine speed sensor 11 detects the engine speed NE of the torque converter 2 to which the engine speed is transmitted. The input shaft rotational speed sensor 12 detects the rotational speed NT of the input shaft 9. The output shaft rotational speed sensor 13 detects the rotational speed NO of the output shaft 10. The range position sensor 14 sends out a detection signal when the manual valve 42 is shifted to the forward travel range D and the neutral range N. The throttle opening sensor 15 detects the amount of accelerator depression.

  Here, conditions for establishing the respective gear positions in the above-described transmission mechanism unit 3 will be described with reference to FIGS. 6 to 17.

  FIG. 6 is an engagement table showing the relationship between the engagement state or the disengagement state in the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F1, and the respective shift speeds. In this engagement table, ◯ indicates an “engaged state”, x indicates a “released state”, ◎ indicates an “engaged state during engine braking”, and Δ indicates an “engaged state only during driving”.

  FIG. 7 is a table showing the rotation state for each gear position in the components of the front planetary 31. In this figure, the counterclockwise direction when each component is viewed from the downstream side in the power transmission direction (right side of the drawing in FIG. 3) to the upstream side (left side in the drawing in FIG. 3) is set as the positive rotation direction, and the inner pinion gear P1. The rotation direction of the outer pinion gear P2 is indicated by the rotation direction with respect to the first carrier CA1.

  FIG. 8 is a table showing the rotation state for each gear position in the components of the rear planetary 32. In this figure, the counterclockwise direction when each component is viewed from the downstream side in the power transmission direction (the right side of the drawing in FIG. 3) to the upstream side (the left side in the drawing in FIG. 3) is set as the positive rotation direction, and the short pinion gear P3. The rotation direction of the long pinion gear P4 is indicated by the rotation direction with respect to the second carrier CA2.

  FIG. 9 shows the shift speeds (first speed to eighth speed, reverse first speed) established by engagement of the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F1. It is a speed diagram which shows the relationship between the rotation speed ratio of each component in two planetary 31 and 32 before and behind at that time (speed stage, reverse 2nd speed stage). In FIG. 9, each vertical axis direction is a speed ratio of each component in the two planetaries 31 and 32, and the interval between the vertical axes is set according to the gear ratio of each element. In addition, C1 to C4, B1, B2, and F1 are written at points where the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F1 are engaged. Further, the input 1 to the input 4 shown in FIG. 9 indicate the input position of the rotational power from the input shaft 9, and the output shown in FIG. 9 is the rotation output to the output shaft 10. The output position of power is shown.

  FIGS. 10 to 17 show hydraulic paths for establishing the first speed to the eighth speed in the hydraulic control device 4, respectively. In these figures, a dot pattern is given to the hydraulic pressure supplied from the linear solenoid valve to the clutch or brake.

(First gear: 1st)
The first speed 1st is established by engagement of the first clutch C1 and automatic engagement of the one-way clutch F1.

  That is, as shown in FIG. 10, only the hydraulic path from the linear solenoid valve SLC1 to the first clutch C1 is secured and the first clutch C1 is engaged.

  In this case, the engagement of the first clutch C1 allows the first ring gear R1 of the front planetary 31 and the third sun gear S3 of the rear planetary 32 to be rotated together, and the one-way clutch F1 automatically engages the rear. The rotation of the second carrier CA2 of the planetary 32 is stopped.

  Accordingly, the third sun gear S3 rotated from the first carrier CA1 directly connected to the input shaft 9 via the first ring gear R1, the second carrier CA2 prevented from reverse rotation by the one-way clutch F1, and free rotation is possible. With the engagement with the second sun gear S2, the second ring gear R2 and the output shaft 10 are rotated at the gear ratio of the first gear. The rotation direction is as shown in FIGS.

(2nd speed: 2nd)
The second speed stage 2nd is established by engagement of the first clutch C1 and the first brake B1.

  That is, as shown in FIG. 11, a hydraulic path from the linear solenoid valve SLC1 to the first clutch C1 is secured to engage the first clutch C1, and a hydraulic path from the linear solenoid valve SLB1 to the first brake B1 is set. Ensuring and engaging the first brake B1.

  In this case, first, the engagement of the first clutch C1 allows the first ring gear R1 of the front planetary 31 and the third sun gear S3 of the rear planetary 32 to rotate together, and the engagement of the first brake B1. As a result, the intermediate drum 33 and the second sun gear S2 of the rear planetary 32 are fixed to the case 1a so that they cannot rotate.

  Accordingly, the third sun gear S3 rotated from the first carrier CA1 directly connected to the input shaft 9 via the first ring gear R1, the second sun gear S2 made non-rotatable, and the second carrier capable of free rotation. Along with the meshing with CA2, the second ring gear R2 and the output shaft 10 are rotated at the gear ratio of the second speed stage.

(3rd speed: 3rd)
The third speed stage 3rd is established by engagement of the first clutch C1 and the third clutch C3.

  That is, as shown in FIG. 12, a hydraulic path from the linear solenoid valve SLC1 to the first clutch C1 is secured to engage the first clutch C1, and a hydraulic path from the linear solenoid valve SLC3 to the third clutch C3 is set. Ensuring and engaging the third clutch C3.

  In this case, first, the engagement of the first clutch C1 allows the first ring gear R1 of the front planetary 31 and the third sun gear S3 of the rear planetary 32 to rotate together, and the engagement of the third clutch C3. As a result, the first ring gear R1 of the front planetary 31 and the intermediate drum 33 and the second sun gear S2 of the rear planetary 32 can be rotated together.

  Accordingly, the second sun gear S2 and the third sun gear S3 rotated from the first carrier CA1 directly connected to the input shaft 9 via the first ring gear R1 and the intermediate drum 33, and the second carrier CA2 capable of free rotation. Along with the meshing, the second ring gear R2 and the output shaft 10 are rotated at the gear ratio of the third speed stage.

(4th speed: 4th)
The fourth speed stage 4th is established by engagement of the first clutch C1 and the fourth clutch C4.

  That is, as shown in FIG. 13, the hydraulic path from the linear solenoid valve SLC1 to the first clutch C1 is secured and the first clutch C1 is engaged, and the hydraulic path from the linear solenoid valve SLC4 to the fourth clutch C4 is set. Ensuring and engaging the fourth clutch C4.

  In this case, first, the engagement of the first clutch C1 allows the first ring gear R1 of the front planetary 31 and the third sun gear S3 of the rear planetary 32 to rotate together, and the engagement of the fourth clutch C4. Thus, the first carrier CA1 of the front planetary 31 and the intermediate drum 33 and the second sun gear S2 of the rear planetary 32 can be rotated together.

  Accordingly, the second sun gear S2 rotated through the first carrier CA1 and the intermediate drum 33 directly connected to the input shaft 9 and the first carrier CA1 directly connected to the input shaft 9 are rotated through the first ring gear R1. The second ring gear R2 and the output shaft 10 are rotated at a gear ratio of the fourth speed stage in accordance with the meshing of the third sun gear S3 and the second carrier CA2 that can freely rotate.

(5th gear: 5th)
The fifth speed stage 5th is established by engagement of the first clutch C1 and the second clutch C2.

  That is, as shown in FIG. 14, the hydraulic path from the linear solenoid valve SLC1 to the first clutch C1 is secured and the first clutch C1 is engaged, and the hydraulic path from the linear solenoid valve SLC2 to the second clutch C2 is set. Ensuring and engaging the second clutch C2.

  In this case, first, the engagement of the first clutch C1 allows the first ring gear R1 of the front planetary 31 and the third sun gear S3 of the rear planetary 32 to rotate together, and the engagement of the second clutch C2. Thus, the input shaft 9 and the second carrier CA2 of the rear planetary 32 can be rotated together.

  As a result, the third sun gear S3 rotated from the first carrier CA1 directly connected to the input shaft 9 via the first ring gear R1, the second sun gear S2 that can rotate freely, and the second sun gear S2 that rotates integrally with the input shaft 9. Along with the meshing with the carrier CA2, the second ring gear R2 and the output shaft 10 are rotated at the gear ratio of the fifth speed stage.

(6th speed: 6th)
The sixth speed stage 6th is established by engagement of the second clutch C2 and the fourth clutch C4.

  That is, as shown in FIG. 15, the hydraulic path from the linear solenoid valve SLC2 to the second clutch C2 is secured and the second clutch C2 is engaged, and the hydraulic path from the linear solenoid valve SLC4 to the fourth clutch C4 is set. Ensuring and engaging the fourth clutch C4.

  In this case, first, the input shaft 9 and the second carrier CA2 of the rear planetary 32 can be rotated together by the engagement of the second clutch C2, and the front planetary 31 is engaged by the engagement of the fourth clutch C4. The first carrier CA 1, the intermediate drum 33, and the second sun gear S 2 of the rear planetary 32 can be rotated together.

  Accordingly, the second sun gear S2 rotated through the first carrier CA1 and the intermediate drum 33 directly connected to the input shaft 9, the second carrier CA2 rotated integrally with the input shaft 9, and the third sun gear S3 capable of free rotation. , The second ring gear R2 and the output shaft 10 are rotated at the sixth gear ratio.

(7th gear: 7th)
The seventh speed stage 7th is established by engagement of the second clutch C2 and the third clutch C3.

  That is, as shown in FIG. 16, a hydraulic path from the linear solenoid valve SLC2 to the second clutch C2 is secured to engage the second clutch C2, and a hydraulic path from the linear solenoid valve SLC3 to the third clutch C3 is set. Ensuring and engaging the third clutch C3.

  In this case, first, the input shaft 9 and the second carrier CA2 of the rear planetary 32 can be integrally rotated by the engagement of the second clutch C2, and the front planetary 31 is engaged by the engagement of the third clutch C3. The first ring gear R 1, the intermediate drum 33, and the second sun gear S 2 of the rear planetary 32 can be rotated together.

  Thus, the second sun gear S2 rotated from the first carrier CA1 directly connected to the input shaft 9 via the first ring gear R1 and the intermediate drum 33, the second carrier CA2 rotated integrally with the input shaft 9, and the free Along with the meshing with the rotating third sun gear S3, the second ring gear R2 and the output shaft 10 are rotated at the gear ratio of the seventh speed stage.

(8th gear: 8th)
The eighth speed stage 8th is established by engagement of the second clutch C2 and the first brake B1.

  That is, as shown in FIG. 17, the hydraulic path from the linear solenoid valve SLC2 to the second clutch C2 is secured to engage the second clutch C2, and the hydraulic path from the linear solenoid valve SLB1 to the first brake B1 is set. Ensuring and engaging the first brake B1.

  In this case, first, the input shaft 9 and the second carrier CA2 of the rear planetary 32 can be rotated together by the engagement of the second clutch C2, and the intermediate drum 33 and the second brake CA are engaged by the engagement of the first brake B1. The second sun gear S2 of the rear planetary 32 is fixed to the case 1a and cannot rotate.

  As a result, the second carrier CA2 that rotates integrally with the input shaft 9, the intermediate drum 33 and the second sun gear S2 that are made non-rotatable, and the third sun gear S3 that is free to rotate are engaged with the second ring. The gear R2 and the output shaft 10 are rotated at the gear ratio of the eighth speed stage.

(Reverse first speed: R1)
The reverse first speed R1 is established by engagement of the third clutch C3 and the second brake B2.

  That is, although not shown, a hydraulic path from the linear solenoid valve SLC3 to the third clutch C3 is secured to engage the third clutch C3, and a hydraulic path from the B2 control valve 44 to the second brake B2 is secured. Then, the second brake B2 is engaged.

  In this case, first, the engagement of the third clutch C3 allows the first ring gear R1 of the front planetary 31 and the intermediate drum 33 and the second sun gear S2 of the rear planetary 32 to be integrally rotated. Due to the engagement of the brake B2, the second carrier CA2 of the rear planetary 32 is fixed to the case 1a and cannot rotate.

  Thus, the second sun gear S2 rotated from the first carrier CA1 directly connected to the input shaft 9 via the first ring gear R1 and the intermediate drum 33, the second carrier CA2 made non-rotatable, and free rotation With the engagement with the third sun gear S3, the second ring gear R2 and the output shaft 10 are rotated in reverse at the gear ratio of the reverse first speed.

(Reverse second speed: R2)
The second reverse speed R2 is established by engagement of the fourth clutch C4 and the second brake B2.

  That is, although not shown, a hydraulic path from the linear solenoid valve SLC4 to the fourth clutch C4 is secured to engage the fourth clutch C4, and a hydraulic path from the B2 control valve 44 to the second brake B2 is secured. Then, the second brake B2 is engaged.

  In this case, first, engagement of the fourth clutch C4 allows the first carrier CA1 of the front planetary 31 and the intermediate drum 33 and the second sun gear S2 of the rear planetary 32 to be integrally rotated, and the second brake. Due to the engagement of B2, the second carrier CA2 of the rear planetary 32 is fixed to the case 1a so that it cannot rotate.

  Thus, the second sun gear S2 rotated through the first carrier CA1 and the intermediate drum 33 directly connected to the input shaft 9, the second carrier CA2 made non-rotatable, and the third sun gear S3 that is free to rotate. As a result, the second ring gear R2 and the output shaft 10 are rotated in reverse at the gear ratio of the second reverse speed.

  Next, portions to which the features of the present invention are applied will be described in detail with reference to FIGS.

  In the first place, when performing a shift process such as an upshift or a downshift, it may be impossible to release a clutch or brake that is unnecessary to establish a target shift stage. The cause is that a solenoid-on failure occurs in which the linear solenoid valve for driving the valve remains open. Due to such poor control of the operation of the hydraulic engagement elements (clutch and brake) by the hydraulic control device 4, a shift abnormality such that the lower speed stage is established than the speed stage before the shift occurs during the shift process. Sometimes.

  When such a shift abnormality occurs, a phenomenon occurs in which the rotational speed NT of the input shaft 9 rapidly increases, and accordingly, the engine rotational speed NE rapidly increases and blows up. It is not preferable because an excessive load is applied to the auxiliary machinery.

  In this embodiment, as described above, when a shift abnormality such as an unintended low speed is established, the rotational speed NT of the input shaft 9 is set by establishing a higher speed than the speed before the gear change. It is configured to deal with the descent.

  This countermeasure is performed by the three cut-off valves 55 to 57 in the hydraulic control device 4 described above.

  Specifically, as an example of a situation in which the above-described shift abnormality occurs, for example, a case where a shift process from the fourth speed stage 4th to the fifth speed stage 5th is performed will be described in detail.

  In the first place, the condition for establishing the fourth speed stage 4th is to engage the first clutch C1 and the fourth clutch C4, as shown in FIG. 13, and the condition for establishing the fifth speed stage 5th is shown in FIG. As shown in FIG. 2, the first clutch C1 and the second clutch C2 are engaged.

  Accordingly, as a procedure for shifting from the fourth speed 4th to the fifth speed 5th, first, the first clutch C1 is engaged and the fourth clutch C4 is released as the first stage, and then the second speed is changed. As a step, so-called clutch-to-clutch shift is performed in which the second clutch C2 is engaged.

  Moreover, the linear solenoid valves SLC1 to SLC4 and SLB1 for driving the clutches C1 to C4 and the brake B1 gradually increase the opening degree, that is, the hydraulic pressure supply, without performing so-called steep control such as simply switching between full open and full close. So-called gradual control, which gradually decreases. The reason for this is that by gradually engaging or releasing each of the clutches C1 to C4 and the brake B1, the speed change shock between the two elements to be connected or disconnected is made as small as possible. This is to alleviate.

  When the linear solenoid valve SLB1 remains stationary due to a solenoid-on failure in the fourth speed stage 4th before the shift, the hydraulic pressure from the linear solenoid valve SLC4 is one of the third cutoff valves 57. Since the pressure is supplied to the input port, the hydraulic pressure supply from the linear solenoid valve SLB1 to the first brake B1 is cut off by the third cut-off valve 57 and discharged from the drain port, and the first brake B1 is engaged. Without being released. For this reason, at the fourth speed stage 4th, the fourth speed stage 4th is normally established even if the linear solenoid valve SLB1 has a solenoid-on failure.

  Here, when shifting from the fourth speed stage 4th to the fifth speed stage 5th, as the first stage, the linear solenoid valve SLC4 is closed and the fourth clutch C4 is released. Since the hydraulic pressure supplied from the valve SLC4 to one input port of the third cutoff valve 57 is cut off, the third cutoff valve 57 allows the hydraulic pressure supply from the linear solenoid valve SLB1 to the first brake B1. Thus, the first brake B1 is engaged.

  As a result, as shown in FIG. 20, the first clutch C1 and the first brake B1 are engaged, as indicated by the dot pattern and the hatched line. Will be established. In FIG. 20, the linear solenoid valves SLC1 and SLB1 to which the dot pattern and the oblique line are given are opened, and the others are opened.

  Subsequently, as the second stage in the shift process from the fourth speed stage 4th to the fifth speed stage 5th, the linear solenoid valve SLC2 is opened and the second clutch C2 is engaged. The hydraulic pressure is supplied from the valve SLC2 to the other input port of the first cutoff valve 55, and the hydraulic pressure is already supplied from the linear solenoid valve SLB1 to the one input port of the first cutoff valve 55. Furthermore, the hydraulic pressure supply from the linear solenoid valve SLC1 to the first clutch C1 is cut off by the first cut-off valve 55, and the first clutch C1 is released.

  As a result, as indicated by the dot pattern and the hatched line in FIG. 21, the second clutch C2 and the first brake B1 are engaged, and the eighth speed 8th is established. In FIG. 21, the linear solenoid valves SLC1, SLC2, and SLB1 to which the dot pattern and the oblique lines are given are in the open state, and the others are in the released state.

  More specifically, for example, as shown in FIG. 23 (c), the hydraulic pressure supply to the fourth clutch C4 is gradually reduced by gradually closing the fully opened linear solenoid valve SLC4 by the gradual control at time t1.

  Further, at a time t2 delayed by a predetermined time dt from the time t1, the second clutch C2 is gradually opened by gradually controlling the fully closed linear solenoid valve SLC2 as shown in FIG. Gradually increase the hydraulic supply to

  Here, as shown in FIG. 23 (c), when the hydraulic pressure for the fourth clutch C4 drops to the fail-safe operating pressure P at time t3, as shown in FIG. 23 (d), the linear solenoid valve SLB1 The third cut-off valve 57 that has shut off the hydraulic pressure supply to the first brake B1 is allowed to supply the hydraulic pressure. As a result, since the hydraulic pressure is supplied from the linear solenoid valve SLB1 to the first brake B1, the first brake B1 is engaged, and the unintended second speed 2nd is established. As a result, as indicated by a two-dot chain line in FIG. 22, the rotational speed NT of the input shaft 9 starts to rise unexpectedly.

  As shown in FIG. 23B, when the hydraulic pressure supplied from the linear solenoid valve SLC2 to the second clutch C2 rises to the fail-safe operating pressure P at time t4, as shown in FIG. Then, the first cut-off valve 55 that has allowed the hydraulic pressure supply from the linear solenoid valve SLC1 to the first clutch C1 enters a state of shutting off the hydraulic pressure supply. Thereby, since the hydraulic pressure is supplied from the linear solenoid valve SLC1 to the first clutch C1, the eighth speed 8th is established when the second clutch C2 is engaged. As a result, as indicated by a two-dot chain line in FIG. 22, the rotational speed NT of the input shaft 9 decreases. In FIG. 22, a broken line indicates a case where the shift process is normally performed.

  As described above, the fifth speed stage 5th cannot be normally established in the shift process from the fourth speed stage 4th to the fifth speed stage 5th due to the solenoid-on failure of the linear solenoid valve SLB1. When an abnormality occurs, the eighth speed 8th is forcibly established to limit the rapid increase in the rotational speed NT of the input shaft 9 and the rotational speed NE of the engine 7 so as to lower it. The state where such a shift abnormality occurs is shown in the speed alignment chart of FIG.

  However, as described above, since the hydraulic pressure supply from the linear solenoid valve to the clutch and brake is gradually controlled in the shift process, the first step in the shift process from the fourth speed 4th to the fifth speed 5th is performed. It takes a long time until the eighth speed 8th is established in the second stage after the unintended second speed 2nd is established. In the transition period from the second speed stage 2nd to the eighth speed stage 8th, the rotational speed NT of the input shaft 9 and the rotational speed NE of the engine 7 suddenly rise unexpectedly and are attached to the engine 7 and the engine 7. It can be said that an excessive load is easily applied to auxiliary equipment.

  In consideration of such circumstances, in the present invention, for example, a countermeasure process for occurrence of a shift abnormality in the shift process from the fourth speed stage 4th to the fifth speed stage 5th is changed from the second speed stage 2nd to the eighth speed stage 8th. Is reduced as much as possible to limit the sudden increase in the rotational speed NT of the input shaft 9 and the rotational speed NE of the engine 7.

  Therefore, the second speed 2nd (low speed) that is not intended as in the first speed of the speed change process is established, so that the rotational speed NT of the input shaft 9 is the fifth speed 5th (target speed). When a shift abnormality that suddenly increases above the assumed rotation speed occurs, this shift abnormality is detected as quickly as possible, and the eighth speed 8th (high speed stage) is established within a short period of time. Take action so that the process is forcibly terminated.

  Hereinafter, the shift process by the transmission control device 5 to which the features of the present invention are applied will be specifically described in detail with reference to the flowchart shown in FIG. 18, the time chart shown in FIG. 19, and the graph shown in FIG.

  The flowchart shown in FIG. 18 is a part of the main flowchart regarding the shift control of the vehicle automatic transmission 1, and is repeated at regular intervals.

  First, when entry is made in step S21, it is determined whether or not a shift process is being performed. Here, if a negative determination is made, the process returns to the main flowchart. If an affirmative determination is made, whether or not a shift abnormality has occurred is checked in subsequent steps S22 to S24.

  The reason for checking whether or not an abnormality has occurred in the three steps S22 to S24 is that the phenomenon that inevitably occurs due to the occurrence of the abnormality is detected without directly detecting the occurrence of the abnormality. This is to detect.

  Here, first, in step S22, it is determined whether or not an unexpected increase in rotation has occurred by examining whether or not the rotational speed NT of the input shaft 9 is equal to or greater than a predetermined threshold value X. The rotational speed NT of the input shaft 9 is directly detected by the input shaft rotational speed sensor 12, and the detected value is input to the transmission control device 5, and the transmission control device 5 performs the process of step S22. The threshold value X is specified as a value obtained by adding an appropriate margin α to the maximum value of the synchronous rotation speed. The synchronous rotational speed is the rotational speed NT of the input shaft 9 corresponding to the gear speed before and after the shift, and is appropriately calculated by the transmission control device 5. The maximum value of the synchronous rotational speed is a maximum value within the allowable range of the synchronous rotational speed, and is set appropriately in the transmission control device 5 in advance.

  In the subsequent step S23, it is checked whether or not the rotational speed NT of the input shaft 9 is equal to or greater than a threshold value Y obtained by adding an appropriate margin β to the rotational speed NE of the engine 7, thereby It is determined whether or not the rotation speed increase control is irrelevant. In other words, there is a phenomenon in which the rotational speed NT of the input shaft 9 suddenly rises higher than the rotational speed assumed at the target gear stage even though the engine rotational speed NE is not rapidly controlled during the shift process. It is checking whether or not it has occurred.

  In the subsequent step S24, whether or not the rotational increase of the input shaft 9 is unexpectedly steep is determined by checking whether or not the degree of rotational increase (rotational speed change) ΔNT of the input shaft 9 is greater than or equal to a predetermined threshold value Z. Determine. This threshold value Z is specified as a value obtained through experiments, but is specified as a value obtained by adding an appropriate margin γ to a change amount ΔNT of the rotational speed NT of the input shaft 9, that is, an ascending gradient. The change amount ΔNT of the rotational speed NT of the input shaft 9 is appropriately calculated by the transmission control device 5.

  If a negative determination is made in steps S22 to S24, it is determined that no shift abnormality has occurred, and the process returns to the main flowchart. However, if an affirmative determination is made in step S22, the process proceeds to the subsequent step S23, and if an affirmative determination is made in step S23, the process proceeds to the subsequent step S24.

  If an affirmative determination is made in the final step S24, a shift abnormality occurs in which the lower speed stage (second speed stage 2nd) is established than the previous speed stage (fourth speed stage 4th) in the first stage of the shift process. In the subsequent step S25, the target speed (fifth speed 5th) is established at a higher speed (eighth speed 8th) as soon as possible, and the speed change process is forcibly terminated. . Thereafter, the process returns to the main flowchart.

  The steps S22 to S24 correspond to the shift abnormality detecting means described in claim 4, the step S22 corresponds to the first determining means described in claim 4, and the step S23 is described in claim 4. The step S24 corresponds to a third determination unit according to a fourth aspect of the present invention.

  More specifically, for example, as shown in FIG. 19 (c), the hydraulic pressure supply to the fourth clutch C4 is gradually reduced by gradually closing the linear solenoid valve SLC4 in the fully opened state at time t1 by gradually controlling.

  Further, at a time t2 delayed from the time t1 by a predetermined time dt, as shown in FIG. 19 (b), the fully closed linear solenoid valve SLC2 is gradually opened by the gradual control to thereby provide the second clutch C2. Gradually increase the hydraulic supply to

  Here, as shown in FIG. 19 (c), when the hydraulic pressure for the fourth clutch C4 drops to the fail-safe operating pressure P at time t3, as shown in FIG. The third cut-off valve 57 that has shut off the hydraulic pressure supply from the SLB 1 to the first brake B1 is in a state of allowing the hydraulic pressure supply. As a result, the hydraulic pressure is supplied from the linear solenoid valve SLB1 to the first brake B1, and the first brake B1 is engaged. As a result, the second speed stage 2nd is established, and the rotational speed NT of the input shaft 9 starts to rise unexpectedly as shown by the solid line in FIG.

  However, in this embodiment, the time St required to detect a shift abnormality in which the rotational speed NT of the input shaft 9 suddenly increases unexpectedly (steps S22 to S24 in FIG. 18) is shortened. As shown in b), at the time t4 when the short time St has elapsed from the time t3, the linear solenoid valve SLC2 that is opened by the gradual control is changed to the steep control and instantaneously fully opened. Accordingly, the hydraulic pressure supplied to the second clutch C2 rises steeply until it exceeds the fail-safe operating pressure P, and as shown in FIG. 19A, the hydraulic pressure from the linear solenoid valve SLC1 to the first clutch C1 until then. The first cut-off valve 55 that has allowed supply shuts off the hydraulic pressure supply.

  Thus, the eighth speed stage 8th is established, and the shift process is forcibly terminated (step S25 in FIG. 18). Thus, the transition period from the second speed stage 2nd to the eighth speed stage 8th can be shortened as much as possible. Therefore, as shown by the solid line in FIG. 22, the rotational speed NT of the input shaft 9 increases rapidly. It becomes possible to limit and lower at an early stage.

  In the above embodiment, as an example of the situation where the rotational speed NT of the input shaft 9 suddenly increases unexpectedly, an upshift from the fourth speed stage 4th to the fifth speed stage 5th is given. Even when the input shaft 9 suddenly increases in a situation other than the above, detailed explanation is omitted, but it can be dealt with in the same manner as described above.

  As described above, according to the embodiment to which the feature of the present invention is applied, even when the rotational speed NT of the input shaft 9 suddenly rises unexpectedly during the shift process of the vehicle automatic transmission 1, before reaching the rev limit. This increase in rotation can be detected as a shift abnormality, and it is possible to cope with forcibly lowering the rotational speed NT of the input shaft 9 as soon as possible.

  Therefore, as described above, even if the rotation speed NT of the input shaft 9 suddenly rises unexpectedly due to a shift abnormality occurring due to a solenoid-on failure of a specific linear solenoid valve in the hydraulic control device 4, an automatic shift is performed. For example, it is possible to avoid an excessive load from acting on the engine 7 to which the machine 1 is connected and the auxiliary equipment attached to the engine 7, so that it is possible to contribute to improving the durability and reliability thereof.

  In addition, this invention is not limited only to the said embodiment, Various application and deformation | transformation can be considered.

  In the above embodiment, an example is given in which the present invention is applied to the vehicle automatic transmission 1 set to 8 forward speeds and 2 reverse speeds, but the present invention is also applied to other vehicle automatic transmissions. Can do.

  For example, the speed change mechanism unit 3 includes at least two planetaries 31 and 32 and an intermediate drum 33 (intermediate rotation element) that connects the components of each planetary 31 and 32 so that power can be transmitted. The configuration of the transmission mechanism unit 3 can be changed as appropriate.

  Further, in order to establish an appropriate shift stage in the transmission mechanism unit 3, the arrangement configuration of a plurality of hydraulic engagement elements (clutches and brakes) that switch the operation of the components of each planetary 31 and 32 and the intermediate drum 33 is also included. It can be changed to an appropriate configuration. In accordance with the configuration, the configuration of the hydraulic control device 4 that hydraulically controls the operations of the plurality of hydraulic engagement elements can be changed as appropriate.

It is a figure which shows schematic structure of the powertrain of the vehicle using the automatic transmission for vehicles used as this invention. It is a skeleton figure of the automatic transmission for vehicles of FIG. FIG. 3 is a perspective view schematically showing a transmission mechanism unit in FIG. 2. It is a figure which shows the structure of the hydraulic control apparatus of FIG. It is a figure which shows the structure of the transmission control apparatus of FIG. FIG. 3 is an engagement table for each gear position of each clutch and each brake in the speed change mechanism portion of FIG. It is a table | surface which shows the rotation state for every gear stage in the component of the front planetary of FIG. It is a table | surface which shows the rotation state for every gear stage in the component of the rear planetary of FIG. FIG. 3 is a velocity diagram showing a rotational speed ratio of each component in each planetary of FIG. 2 for each gear position. FIG. 5 is a diagram corresponding to the hydraulic control device of FIG. 4 and shows a hydraulic path for establishing the first speed stage. It is a figure corresponding to the hydraulic control apparatus of FIG. 4, and shows the hydraulic path for establishing the second gear. FIG. 5 is a diagram corresponding to the hydraulic control device of FIG. 4 and shows a hydraulic path for establishing the third speed stage. It is a figure corresponding to the hydraulic control apparatus of FIG. 4, and shows the hydraulic path for establishing the fourth speed. It is a figure corresponding to the hydraulic control apparatus of FIG. 4, and shows the hydraulic path for establishing the fifth gear. It is a figure corresponding to the hydraulic control apparatus of FIG. 4, and shows the hydraulic path for establishing the sixth gear. FIG. 9 is a diagram corresponding to the hydraulic control device of FIG. 4 and shows a hydraulic path for establishing the seventh speed stage. It is a figure corresponding to the hydraulic control apparatus of FIG. 4, and shows the hydraulic path for establishing the eighth gear. 6 is a flowchart for explaining operations related to detection and handling of a shift abnormality by the transmission control device of FIG. 5. FIG. 18 is a time chart related to the operation description of FIG. 18, showing an example in which the present invention is applied. FIG. 5 is a diagram showing a hydraulic path established in a first stage of a shift process from the fourth speed to the fifth speed in the hydraulic control device shown in FIG. 4. FIG. 21 is a diagram showing a hydraulic path established in a second stage of the shift process following FIG. 20. It is a figure which shows the change of the input shaft rotational speed relevant to the time chart of FIG. FIG. 19 shows a time chart of a conventional example related to the operation description of FIG. FIG. 23 is a velocity diagram showing a phenomenon that occurs during the shift process shown in FIGS. 21 and 22;

Explanation of symbols

1 Automatic transmission for vehicles
1a Automatic transmission case for vehicles
3 Transmission mechanism
31 Front planetary (upstream planetary mechanism)
32 Rear planetary (downstream planetary mechanism)
33 Intermediate drum (intermediate rotating element)
C1 1st clutch
C2 Second clutch
C3 3rd clutch
C4 4th clutch
B1 First brake
B2 Second brake
F1 one-way clutch
4 Hydraulic control device
41 Pressure control valve
42 Manual valve
SLC1 ~ SLC4 Linear solenoid valves for the 1st to 4th clutches
SLB1 Linear solenoid valve for the first brake
44 B2 control valve 45-47 Cut-off valve
5 Transmission control device
6 Oil pump
7 engine
8 Engine control device
9 Input shaft
10 Output shaft
11 Engine speed sensor
12 Input shaft speed sensor
13 Output shaft speed sensor
14 Range position sensor
15 Throttle opening sensor

Claims (5)

A vehicle having a speed change mechanism that shifts the rotation of the input shaft and outputs it to an output shaft, and a hydraulic control device that controls the operation of a plurality of hydraulic engagement elements for establishing an appropriate gear position in the speed change mechanism Control device for automatic transmission,
Rotation at which the rotational speed of the input shaft is assumed to be the target shift speed in a situation where the engine speed is not controlled rapidly during the shift process while performing a shift process to control the hydraulic control device to secure an arbitrary shift speed A control device for an automatic transmission for a vehicle, which detects when a phenomenon that rises more rapidly than a number occurs is detected as a shift abnormality. The control device for an automatic transmission for a vehicle according to claim 1,
A control apparatus for an automatic transmission for a vehicle, wherein when a shift abnormality is detected, a coping process is performed in which a shift speed is established higher than a target shift speed and the shift process is forcibly terminated. The control device for an automatic transmission for a vehicle according to claim 1 or 2,
The speed change mechanism unit includes at least two planetary mechanisms installed from the input shaft to the output shaft, and intermediate rotation elements that connect between appropriate components of the planetary mechanisms,
The hydraulic engagement element includes a brake that makes a suitable component in each planetary mechanism rotatable or non-rotatable, and a state in which the two components of each planetary mechanism can rotate integrally or relative to each other. And a clutch that can rotate.
The hydraulic control device includes a plurality of normally closed type linear solenoid valves for individually applying a hydraulic pressure to the plurality of hydraulic engagement elements, and supplies hydraulic pressure to the hydraulic engagement elements from the linear solenoid valves. A control device for an automatic transmission for a vehicle, comprising a cut-off valve that is cut off or allowed as necessary. In the control apparatus of the automatic transmission for vehicles in any one of Claim 1 to 3,
An input shaft rotational speed detecting means for detecting the rotational speed of the input shaft; an engine rotational speed detecting means for detecting the engine rotational speed; an input shaft rotational speed change amount calculating means for calculating the degree of increase in the input shaft rotational speed; A synchronous rotational speed calculating means for calculating the synchronous rotational speed of the input shaft before and after the shift, and a shift abnormality detecting means for detecting a shift abnormality;
The shift abnormality detecting means includes first determination means for determining whether or not the detection output of the input shaft rotation speed detection means is greater than or equal to the calculation output of the synchronous rotation speed calculation means during a shift process;
Second determination means for determining whether the engine is in a driven state based on a detection output of the engine rotation speed detection means and a detection output of the input shaft rotation speed detection means during a shift process;
Third determination means for determining whether or not the calculation output of the input shaft rotation speed change amount calculation means is greater than or equal to a predetermined threshold value during shift processing;
And an automatic transmission for a vehicle that detects a shift abnormality caused by an operation control failure of a hydraulic engagement element by the hydraulic control device when all of the first to third determination means make a positive determination. Control device. A speed change mechanism that shifts the rotation of the input shaft and outputs it to the output shaft, a hydraulic control device that controls the operation of a plurality of hydraulic engagement elements for establishing an appropriate shift speed in the speed change mechanism, and hydraulic control An automatic transmission for a vehicle having a control device that performs a shift process for controlling the device to secure an arbitrary gear stage,
An automatic transmission for a vehicle, wherein the control device has the configuration according to any one of claims 1 to 4.

Images