JP2010156411A - Controller of automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller of an automatic transmission which prevents over-revolution when the neutral state is shifted to a forward running state during running. <P>SOLUTION: When the shift range is operated from the neutral range to the forward running range during running and shifted to a forward fifth shift stage, a gear ratio discrepancy determination means determines whether or not the rotational speed of an input shaft is larger than a value obtained by adding a predetermined value to the theoretical rotational speed of the input shaft at the forward fifth shift stage calculated based on the rotational speed of an output shaft (S7). When the gear ratio discrepancy determination means determines that there is the possibility that the forward third shift stage is formed, an over-revolution determination means determines whether or not the over-revolution occurs when the forward third shift stage is engaged at the present vehicle speed (S7). When it is determined that the over-revolution occurs, engagement control to the forward fifth shift stage is interrupted to avoid the over-revolution by shifting to the neutral state until the vehicle speed drops (S20-S23). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for an automatic transmission mounted on a vehicle or the like, and more specifically, when a shift range is switched from a neutral range (N range) to a forward travel range (D range) during traveling, the vehicle travels. The present invention relates to a control device for an automatic transmission that determines a gear position based on a state, shifts from a neutral state to the gear position, and returns to a traveling state.

  In general, a plurality of cut-off valves corresponding to combinations of friction engagement elements at each shift speed, a first friction engagement element (clutch C-2) that is always engaged at a high speed shift speed, A second friction engagement element (clutch C-1) that is always engaged at a shift stage, and when the engagement pressure is supplied to the hydraulic servo of the first friction engagement element, the second friction engagement element There is an automatic transmission configured so that a source pressure to a hydraulic servo is cut off by the cut-off valve.

  In such an automatic transmission control device, when shifting from the neutral range to the forward travel range during travel and shifting to the high speed gear stage, the hydraulic servo of the first friction engagement element is gradually increased in hydraulic pressure. There is something that prevents a sudden engagement shock from being output, but if the engagement pressure is always output to the hydraulic servo of the second friction engagement element due to a failure of the linear solenoid valve, etc. Before the original pressure to the hydraulic servo of the second friction engagement element is cut off by the cut-off valve, the second friction engagement element and the other friction engagement element are engaged with each other, and the shift stage on the low speed stage side is changed. There is a risk that it will be formed and over-revised.

  Therefore, conventionally, when the output shaft rotation speed (vehicle speed) is a speed at which there is a possibility that the output shaft rotational speed is overrevised at the low speed stage, the first friction engagement element is immediately engaged, and the second friction engagement element is engaged. A control device for an automatic transmission has been devised in which the engine is prevented from being overlevated by shutting off its original pressure by means of a cut-off valve before combining (see Patent Document 1).

Japanese Patent No. 4019764

  On the other hand, as shown in FIG. 4, the present applicant always engages the first friction engagement element (clutch C-2) that is always engaged at the high speed stage and the low speed stage. Second friction engagement element (clutch C-1), linear solenoid valves (SLC2, SLC1) for supplying engagement pressure to the hydraulic servo of the first or second friction engagement element, and signal pressure at the time of failure And a first clutch apply relay valve (21) for switching the hydraulic pressure supply at the time of failure, and a hydraulic servo of the first friction engagement element or the second friction engagement element selectively at the time of failure. An automatic transmission having a second clutch apply relay valve (22) for supplying preliminary pressure has been devised (not disclosed at the time of filing).

  In the automatic transmission, when a failure that stops power supply to all solenoid valves (hereinafter referred to as an all-off failure) occurs due to, for example, a short circuit or disconnection of a battery, the first and second clutches When the signal pressure is output from the solenoid valve to the apply relay valve, and the spool positions of the first clutch apply relay valve and the second clutch apply relay valve are switched to the failure position, the second clutch apply is switched from the first clutch apply relay valve. Forward range pressure (line pressure) is output to the relay valve. When a forward range pressure as a preliminary pressure is output from the first clutch apply relay valve to the second clutch apply relay valve, the forward range pressure is selected as the hydraulic servo of the first friction engagement element or the second friction engagement element. And either the first or second frictional engagement element is engaged. Further, at the time of all-off failure, the line pressure is output to the third friction engagement element via the normally open type linear solenoid (SLC3), and the first or second friction engagement element, the third friction engagement element, Are engaged to form the third forward speed or the fifth forward speed to achieve the limp home function.

  However, for example, when the solenoid valve (S1) that outputs the signal pressure fails, the forward range pressure is output as a preliminary pressure to the hydraulic servo of the second friction engagement element (clutch C-1), and the second friction engagement element. Will be engaged abnormally. In this state, the shift range is switched from the neutral range to the forward travel range. For example, when shifting to the fifth forward speed, the second friction engagement element and the third friction engagement element (clutch C-3) are engaged. The third forward speed lower than the fifth forward speed set in this way is formed, and there is a risk of overlevation.

  Therefore, the present invention can be applied to any automatic transmission such as an automatic transmission that selectively outputs a preliminary pressure to the hydraulic servo of the first friction engagement element or the hydraulic servo of the second friction engagement element in the event of a failure. An object of the present invention is to provide a control device for an automatic transmission that can prevent over-rev during the engagement control from the neutral state to the traveling state (ND engagement control).

The invention according to claim 1 includes an input shaft (8) connected to the drive source (2), an output shaft (12) connected to the drive wheel (13), and a plurality of friction engagement elements (C-1). C-2, C-3, B-1, B-2), and the plurality of friction engagement elements (C-1, C-2, C-3, B-1, B-2) The automatic transmission control device (1) includes an automatic transmission mechanism (5) that shifts the rotational speed of the input shaft (8) according to a plurality of shift speeds and transmits it to the output shaft (12). )
Shift range detecting means (73) for detecting the shift range;
When an operation from the neutral range (N range) to the forward travel range (D range) is detected by the shift range detection means (73), an appropriate shift is performed from the plurality of shift stages based on the travel state of the vehicle. A gear selection means (74) for selecting a gear;
ND engaging means (75) configured to execute engagement control to the speed selected by the speed selection means (74) (for example, the fifth forward speed);
During the engagement control by the ND engagement means (75), the actual gear ratio becomes greater than a predetermined value from the gear ratio of the speed stage (for example, the fifth forward speed) selected by the speed stage selection means (74). A gear ratio mismatch judgment means (77) for judging that
When it is determined that the actual gear ratio is equal to or greater than a predetermined value, over-rev is set at a low speed (for example, the third forward speed) having a larger gear ratio than the speed selected by the speed selection means (74) based on the vehicle speed. Overrev determination means (79) for determining whether or not
When the overlev determining means (79) determines that the overspeed is over at the low speed (for example, the third forward speed), the overlev is made to interrupt the engagement control by the ND engaging means (75) and shift to the neutral state. An avoiding means (80),
If the overrev determination means (79) determines that the overrev is not reached even at the low speed (for example, the third forward speed), the engagement control by the ND engagement means (75) is continued.
The control apparatus (1) for an automatic transmission is characterized by the above.

The invention according to claim 2 is an input shaft rotational speed detecting means (67) for detecting the rotational speed of the input shaft (8);
Output shaft rotational speed detection means (68) for detecting the rotational speed of the output shaft (12);
When the shift range detecting means (73) detects an operation from the neutral range to the forward travel range, the rotational speed of the input shaft (8) is the rotational speed of the output shaft (12) and the gear position selecting means ( 74) Theoretical input shaft rotation at the gear stage (for example, the fifth forward speed) selected by the gear stage selecting means (74) calculated based on the gear ratio of the gear stage (for example, the fifth forward speed) selected by (74). Torque limitation execution means for performing torque limitation on the drive source (2) so that the rotational speed of the input shaft (8) is within the theoretical input shaft rotational speed when the speed is higher than the speed range. (76)
The ND engaging means (75) is engaged with any one of the gears (for example, the fifth forward speed) after the rotational speed of the input shaft (8) falls within the range of the theoretical input shaft rotational speed. Start the joint control,
A control device (1) for an automatic transmission according to claim 1.

According to a third aspect of the present invention, the plurality of shift speeds have a gear ratio larger than that of the shift speed selected by the shift speed selection means (74) (for example, the fifth forward speed), and the low speed (for example, the third forward speed). ) Has a medium gear (for example, forward four gears) with a smaller gear ratio,
The overrev avoiding means (80) maintains the neutral state until the vehicle speed falls within a predetermined vehicle speed range, and when the vehicle speed falls within the predetermined vehicle speed range, the intermediate speed stage (for example, forward fourth speed stage). To move to,
It exists in the control apparatus (1) of the automatic transmission of Claim 1 or 2.

According to a fourth aspect of the present invention, the automatic transmission mechanism (5) includes at least a first of a plurality of friction engagement elements (C-1, C-2, C-3, B-1, B-2). The friction engagement element (C-2) is engaged to form a shift speed (for example, the fifth forward speed) selected by the shift speed selection means (74), and at least the second friction engagement element (C-1) is formed. ) To form a low speed stage (for example, the third forward speed stage), and at least the first friction engagement element (C-2) and the second friction engagement element (C-1) are engaged. Form a medium speed stage (for example, 4th forward speed)
A solenoid valve (S1) that outputs a signal pressure in the event of a failure;
Based on the input of the signal pressure, the line pressure (P _L ) is changed to the hydraulic servo (42) of the first friction engagement element (C-2) or the second friction engagement element (C-1). It is selectively output as a preliminary pressure to the hydraulic servo (41), and even at the time of failure, the low speed (for example, the third forward speed) or the speed stage (for example, the fifth forward speed) selected by the speed stage selecting means (74). A hydraulic pressure supply switching section (21, 22) at the time of failure that can secure the stage),
It exists in the control apparatus (1) of the automatic transmission in any one of Claims 1 thru | or 3.

  Note that the reference numerals in the parentheses are for comparison with the drawings, but this is for convenience to facilitate understanding of the invention and has no influence on the description of the claims. It is not a thing.

  According to the first aspect of the present invention, it is determined whether or not to over-rev at a low speed gear having a gear ratio larger than the gear selected by the gear selection means based on the vehicle speed during ND engagement control. When it is determined, the engagement control is interrupted and the neutral state is entered, so that any automatic transmission, for example, the hydraulic pressure servo of the first friction engagement element or the hydraulic servo of the second friction engagement element is selected at the time of failure. Even in the automatic transmission that outputs automatically, overrev at the time of ND engagement control can be prevented. In addition, when the actual gear ratio becomes larger than the gear ratio at the shift speed selected by the shift speed selection means during ND engagement control, it is determined whether or not the overrev The determination accuracy can be improved. Furthermore, since it is possible to determine with high accuracy whether or not to overrevise, the driving force is not interrupted by shifting to the neutral state without darkness, and drivability is improved.

  According to the second aspect of the present invention, when the rotational speed of the input shaft is high when the shift range is switched from the neutral range to the forward travel range, torque limitation is performed, so that the rotational speed of the input shaft at the time of overrev determination is performed. Can be accurately detected. As a result, the calculation of the gear ratio becomes accurate, so that the accuracy of the overrev determination can be increased.

  According to the third aspect of the present invention, when it is determined that the vehicle is over-revised, the neutral state is maintained until the vehicle speed decreases, and the vehicle speed is reduced to a speed at which the running stability of the vehicle can be ensured, and then the intermediate speed stage is reached. By shifting, it is possible to avoid overrev safely and reliably.

  According to the fourth aspect of the present invention, due to the failure of the solenoid valve, the line pressure is supplied as the engagement pressure to the hydraulic servo of the second friction engagement element via the failure-time hydraulic pressure supply switching unit, and is selected by the shift speed selection means. The engagement of the second frictional engagement element and the other frictional engagement element during the engagement control to the set shift stage forms a low speed stage having a gear ratio larger than that of the set shift stage. Even in an automatic transmission that may be overlevated, it is possible to reliably prevent overlevation.

  Hereinafter, an automatic transmission control device 1 according to the present invention will be described with reference to the drawings.

[Schematic configuration of automatic transmission]
First, a schematic configuration of an automatic transmission 3 to which the present invention can be applied will be described with reference to FIG. As shown in FIG. 1, for example, an automatic transmission 3 suitable for use in a vehicle of FF type (front engine, front drive) has an input shaft 8 of an automatic transmission that can be connected to the engine 2. A torque converter 4 and an automatic transmission mechanism 5 are provided around the axial direction of the input shaft 8.

  The torque converter 4 includes a pump impeller 4a connected to the input shaft 8 of the automatic transmission 3, and a turbine runner 4b to which the rotation of the pump impeller 4a is transmitted via a working fluid. The runner 4 b is connected to the input shaft 10 of the automatic transmission mechanism 5 disposed coaxially with the input shaft 8. Further, the torque converter 4 is provided with a lock-up clutch 7, and when the lock-up clutch 7 is engaged, the rotation of the input shaft 8 of the automatic transmission 3 causes the input shaft of the automatic transmission mechanism 5 to rotate. 10 is transmitted directly.

  The automatic transmission mechanism 5 includes a planetary gear SP and a planetary gear unit PU on the input shaft 10. The planetary gear SP is a so-called single pinion planetary gear that includes a sun gear S1, a carrier CR1, and a ring gear R1, and has a pinion P1 that meshes with the sun gear S1 and the ring gear R1.

  The planetary gear unit PU has a sun gear S2, a sun gear S3, a carrier CR2, and a ring gear R2 as four rotating elements. The long gearion PL that meshes with the sun gear S2 and the ring gear R2 and the sun gear S3 This is a so-called Ravigneaux type planetary gear that has meshing short pinions PS that mesh with each other.

  The sun gear S1 of the planetary gear SP is connected to a boss portion (not shown) that is integrally fixed to the mission case 9, and the rotation is fixed. The ring gear R1 is in the same rotation as the rotation of the input shaft 10 (hereinafter referred to as “input rotation”). Further, the carrier CR1 is reduced in speed by the input sun being decelerated by the fixed sun gear S1 and the input rotating ring gear R1, and the clutch (second friction engagement element) C-1 and the clutch (first 3 friction engagement elements) C-3.

  The sun gear S2 of the planetary gear unit PU is connected to a brake B-1 formed of a band brake so as to be freely fixed to the transmission case 9, and is connected to the clutch C-3. Thus, the decelerated rotation of the carrier CR1 can be freely input. The sun gear S3 is connected to the clutch C-1, so that the decelerated rotation of the carrier CR1 can be input.

  Further, the carrier CR2 is connected to a clutch (first friction engagement element) C-2 to which the rotation of the input shaft 10 is input, and the input rotation can be input via the clutch C-2. Further, it is connected to the one-way clutch F-1 and the brake B-2, and the rotation in one direction with respect to the transmission case 9 is restricted via the one-way clutch F-1, and also via the brake B-2. The rotation can be fixed. The ring gear R2 is connected to a counter gear 11 via an output shaft 12, and the counter gear 11 is connected to a driving wheel 13 (see FIG. 5) via a counter shaft (not shown) and a differential device. ing.

[Operation of each gear stage in automatic transmission]
Next, based on the above configuration, the operation of the automatic transmission mechanism 5 will be described with reference to FIGS. 1 and 2. In the velocity diagram shown in FIG. 3, the vertical axis indicates the rotational speed of each rotating element (each gear), and the horizontal axis indicates the gear ratio of these rotating elements. Further, in the planetary gear SP portion of the velocity diagram, the vertical axis corresponds to the sun gear S1, the carrier CR1, and the ring gear R1 in order from the left side in FIG. Further, in the planetary gear unit PU of the velocity diagram, the vertical axis corresponds to the sun gear S3, the ring gear R2, the carrier CR2, and the sun gear S2 in order from the right side in FIG.

  For example, in the D (drive) range and the first forward speed (1ST), as shown in FIG. 2, the clutch C-1 and the one-way clutch F-1 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the rotation of the carrier CR2 is restricted in one direction (forward rotation direction), that is, the carrier CR2 is prevented from rotating in the reverse direction and is fixed. Then, the decelerated rotation input to the sun gear S3 is output to the ring gear R2 via the fixed carrier CR2, and the forward rotation as the first forward speed is output from the counter gear 11.

  During engine braking (coast), the brake B-2 is locked to fix the carrier CR2, and the forward first speed state is maintained by preventing the carrier CR2 from rotating forward. . Further, at the first forward speed, the one-way clutch F-1 prevents the carrier CR2 from rotating in the reverse direction and enables forward rotation, so that the first forward speed when switching from the non-traveling range to the traveling range, for example. Can be smoothly achieved by the automatic engagement of the one-way clutch F-1.

  In the second forward speed (2ND), as shown in FIG. 2, the clutch C-1 is engaged and the brake B-1 is locked. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the rotation of the sun gear S2 is fixed by the locking of the brake B-1. Then, the carrier CR2 is decelerated and rotated at a speed lower than that of the sun gear S3, the decelerated rotation input to the sun gear S3 is output to the ring gear R2 via the carrier CR2, and the forward rotation as the second forward speed is counter gear. 11 is output.

  In the third forward speed (3RD), as shown in FIG. 2, the clutch C-1 and the clutch C-3 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the reduced rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the clutch C-3. That is, since the reduction rotation of the carrier CR1 is input to the sun gear S2 and the sun gear S3, the planetary gear unit PU is directly connected to the reduction rotation, and the reduction rotation is output to the ring gear R2 as it is, and the forward rotation as the third forward speed is performed. Output from the counter gear 11.

  At the fourth forward speed (4TH), as shown in FIG. 2, the clutch C-1 and the clutch C-2 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the input rotation is input to the carrier CR2 by engaging the clutch C-2. Then, due to the decelerated rotation input to the sun gear S3 and the input rotation input to the carrier CR2, the decelerated rotation is higher than the third forward speed and is output to the ring gear R2, and the forward rotation as the fourth forward speed is performed. Is output from the counter gear 11.

  At the fifth forward speed (5TH), as shown in FIG. 2, the clutch C-2 and the clutch C-3 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S2 via the clutch C-3. Further, the input rotation is input to the carrier CR2 by the engagement of the clutch C-2. Then, due to the decelerated rotation input to the sun gear S2 and the input rotation input to the carrier CR2, the rotation speed is slightly higher than the input rotation and is output to the ring gear R2, which is the forward rotation as the fifth forward speed. Is output from the counter gear 11.

  At the sixth forward speed (6TH), as shown in FIG. 2, the clutch C-2 is engaged, and the brake B-1 is locked. Then, as shown in FIGS. 1 and 3, the input rotation is input to the carrier CR2 by the engagement of the clutch C-2. Further, the rotation of the sun gear S2 is fixed by the locking of the brake B-1. Then, the input rotation of the carrier CR2 becomes higher than the forward fifth speed by the fixed sun gear S2, and is output to the ring gear R2, and the forward rotation as the sixth forward speed is output from the counter gear 11. .

  In the first reverse speed (REV), as shown in FIG. 2, the clutch C-3 is engaged and the brake B-2 is locked. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S2 via the clutch C-3. Further, the rotation of the carrier CR2 is fixed by the locking of the brake B-2. Then, the decelerated rotation input to the sun gear S2 is output to the ring gear R2 via the fixed carrier CR2, and the reverse rotation as the first reverse speed is output from the counter gear 11.

  For example, in the P (parking) range and the N (neutral) range, the clutch C-1, the clutch C-2, and the clutch C-3 are released. Then, the carrier CR1, the sun gear S2, and the sun gear S3, that is, the planetary gear SP and the planetary gear unit PU are disconnected, and the input shaft 10 and the carrier CR2 are disconnected. Thereby, the power transmission between the input shaft 10 and the planetary gear unit PU is disconnected, that is, the power transmission between the input shaft 10 and the counter gear 11 is disconnected.

[Schematic configuration of hydraulic control unit]
Next, the hydraulic control device 6 for the automatic transmission will be described. First, generation parts such as a line pressure, a secondary pressure, a modulator pressure, and a range pressure that are not illustrated in the hydraulic control device 6 will be roughly described. The generation portions of the line pressure, secondary pressure, modulator pressure, and range pressure are the same as those of a general automatic transmission hydraulic control device, and are well-known and will be described briefly.

  The hydraulic control device 6 includes, for example, an oil pump, a manual shift valve, a primary regulator valve, a secondary regulator valve, a solenoid modulator valve, a linear solenoid valve SLT, and the like (not shown). For example, when the engine is started, When an oil pump that is rotationally connected to the pump impeller 4a of the torque converter 4 is driven in conjunction with the rotation of the engine, hydraulic pressure is generated by sucking oil from an oil pan (not shown) through a strainer.

Hydraulic pressure generated by the oil pump, on the basis of a signal pressure P _SLT of the linear solenoid valve SLT that is pressure regulating output according to the throttle opening degree, the pressure is adjusted to a line pressure P _L being discharged adjusted by the primary regulator valve . The line pressure P _L is the manual shift valve (range switching valve), the solenoid modulator valve, and more information is supplied to the linear solenoid valve SLC3 to be described later. The line pressure P _L supplied to the solenoid modulator valve of this is pressure regulated to a modulator pressure P _MOD to be substantially constant pressure by the valve, the modulator pressure P _MOD is and the linear solenoid valve SLT, details It is supplied as a source pressure for solenoid valves S1, S2, etc., which will be described later.

The pressure discharged from the primary regulator valve is adjusted to the secondary pressure _PSEC while being further discharged and adjusted by the secondary regulator valve, for example, and this secondary pressure _PSEC is supplied to, for example, a lubricating oil passage or an oil cooler. And also supplied to the torque converter 4 and used to control the lock-up clutch 7.

On the other hand, a manual shift valve (not shown) has a spool that is mechanically (or electrically) driven by a shift lever provided in a driver's seat (not shown), and the position of the spool is controlled by the shift lever. selected shift range (e.g. P, R, N, D) by being switched according to, to set the output state or non-output state of the line pressure P _L the input (drain).

In particular, when the D range based on the operation of the shift lever, the said line pressure P _L based on the position of the spool communicates with the input port and the forward range pressure output port to be input, the forward range pressure output line from the port pressure P _L is output as a forward range pressure (D range pressure) P _D. When based on the operation of the shift lever to the R (reverse) range, communicates with the input port and the reverse range pressure output port based on the position of the spool, the line pressure P _L rear proceeds range pressure output port reverse range Pressure (R range pressure) _PREV is output. Further, when the P range and the N range are set based on the operation of the shift lever, the input port, the forward range pressure output port and the reverse range pressure output port are blocked by the spool, and the forward range pressure output. port and the reverse range pressure output port are communicated with the drain port, that is, the non-output state D range pressure P _D and the R range pressure P _REV are drained (discharged).

[Detailed Configuration of Shift Control Part of Hydraulic Control Device]
Next, the portion of the hydraulic control device 6 that mainly performs shift control will be described with reference to FIG. In the present embodiment, in order to describe the spool position, the right half position shown in FIG. 4 is called a “right half position”, and the left half position is called a “left half position”.

  The hydraulic control device 6 includes the hydraulic servo 41 for the clutch C-1, the hydraulic servo 42 for the clutch C-2, the hydraulic servo 43 for the clutch C-3, the hydraulic servo 44 for the brake B-1, and the brake B-2. Four linear solenoid valves SLC1, SLC2, SLC3, SLB1 for directly supplying the output pressure adjusted as the engagement pressure to each of a total of five hydraulic servos of the hydraulic servo 45, and The solenoid valve S1, which achieves the limp home function and also switches the output pressure of the linear solenoid valve SLC2 to the hydraulic servo 42 of the clutch C-2 or the hydraulic servo 45 of the brake B-2, Solenoid valve S2, first clutch apply relay valve 21, second clutch apply relay valve 22, C-2 It is configured to include a Rebarubu 23, B-2 relay valve 24 and the like.

Oil path a1, an oil passage a4 shown in FIG. 4, the oil passage a5 is configured to forward range pressure P _D is connected the forward range pressure output port of the manual shift valve described above (not shown) may enter In addition, a reverse range pressure output port (not shown) of the manual shift valve is connected to the oil passage l so that the reverse range pressure _PREV can be input. Further, the oil passage d, the primary regulator valve and the line pressure P _L from the (not shown) is input, additionally to the oil passage g1, the modulator pressure P _MOD from the modulator valve (not shown) is input It is configured.

  Of these, the oil passage a1 is connected to a port 21e of a first clutch apply relay valve 21, which will be described in detail later, through an oil passage a2, and a check valve 50 and an orifice 60 are provided. The oil passage a1 is connected to the accumulator 30 through an oil passage a3 and to the linear solenoid valve SLC1. The accumulator 30 includes a case 30c, a piston 30b disposed inside the case 30c, a spring 30s that urges the piston 30b, and an oil chamber 30a formed between the case 30c and the piston 30b. It is comprised.

The linear solenoid valve SLC1 is of a normally closed type that when not energized in a non-output state, the input port SLC1a for receiving the forward range pressure P _D via the oil path a1, by regulating the forward range pressure P _D and an output port SLC1b for outputting as the engagement pressure _{P C1} control pressure _{P SLC1} to the hydraulic servo 41 Te. That is, the linear solenoid valve SLC1 shuts off the input port SLC1a and the output port SLC1b when not energized and enters a non-output state, and when energized based on a command value from the control unit (ECU) 70, the input port SLC1a and the output port SLC1. The amount of communication with the SLC 1 b (opening amount) is increased according to the command value, that is, the engagement pressure PC ₁ according to the command value can be output. An output port SLC1b of the linear solenoid valve SLC1 is connected to an input port 22c of a second clutch apply relay valve 22 described later via an oil passage b1.

On the other hand, the linear solenoid valve SLC2 is a normally open type that attains an outputting state when being de-energized, the input port SLC2a for receiving the forward range pressure P _D via a oil passage a4, the forward range pressure P _D tone And an output port SLC2b that outputs the control pressure P _SLC2 to the hydraulic servo 42 as the engagement pressure P _C2 (or engagement pressure P _B2 ). That is, the linear solenoid valve SLC2 is in an output state in which the input port SLC2a and the output port SLC2b are in communication when not energized, and in communication with the command value from the control unit 70, the input port SLC2a and the output port SLC2b are in communication The amount is reduced according to the command value (that is, the opening amount is reduced), that is, the engagement pressure P _C2 (or P _B2 ) according to the command value can be output. The output port SLC2b of the linear solenoid valve SLC2 is connected to an input port 22f of a second clutch apply relay valve 22 described later via an oil passage c1.

The linear solenoid valve SLC3 is a normally open type that attains an outputting state when being de-energized, the input port SLC3a which inputs the line pressure P _L via a oil passage d, the hydraulic servo by regulating the line pressure P _L and an output port SLC3b for outputting a control pressure _{P SLC3} as the engagement pressure _{P C3} to 43. That is, the linear solenoid valve SLC3 is in an output state in which the input port SLC3a and the output port SLC3b communicate with each other when not energized. and correspondingly small amounts to the finger command value (i.e. aperture openings amount), that is, is configured so as to output the engagement pressure P _C3 in accordance with the command value. The output port SLC3b of the linear solenoid valve SLC3 is connected to the hydraulic servo 43 of the clutch C-3 via an oil passage e1. In addition, a check valve 53 and an orifice 63 are disposed in the oil passage e1, and an oil chamber 33a of the C-3 damper 33 is connected through the oil passage e2. Since the C-3 damper 33 has the same configuration as the accumulator 30 described above and is a general damper device, detailed description thereof is omitted.

The linear solenoid valve SLB1 is of a normally closed type that is in the non-output state when de-energized, the input port SLB1a which via a oil passage a5 inputs the forward range pressure P _D, by regulating the forward range pressure P _D and an output port SLB1b to output as the engagement pressure _{P B1} control pressure _{P SLB1} to the hydraulic servo 44 Te. That is, the linear solenoid valve SLB1 shuts off the input port SLB1a and the output port SLB1b when not energized and enters a non-output state. When energized based on a command value from the control unit 70, the linear port SLB1a and the output port SLB1b The communication amount (opening amount) is increased according to the command value, that is, the engagement pressure P _B1 according to the command value can be output. The output port SLB1b of the linear solenoid valve SLB1 is connected to the hydraulic servo 44 of the brake B-1 via an oil passage f1. In addition, a check valve 54 and an orifice 64 are disposed in the oil passage f1, and an oil chamber 34a of the B-1 damper 34 is connected through the oil passage f2.

Solenoid valve S1 is a normally open type that attains an outputting state when being de-energized, the input port S1a which inputs the modulator pressure P _MOD through the oil passages g1, g2, said when not energized (i.e., when OFF) modulator and an output port S1b for outputting the pressure _{P MOD} substantially as it is as a signal pressure _{P S1.} The output port S1b is connected to the oil chamber 21a of the first clutch apply relay valve 21 via the oil passages h1 and h2, and the oil of the second clutch apply relay valve 22 is provided via the oil passages h1 and h3. In addition to being connected to the chamber 22a, it is connected to the input port 24c of the B-2 relay valve 24 via the oil passage h4.

The solenoid valve S2 is of a normally closed type that is in a non-output state when not energized, the input port S2a that inputs the modulator pressure P _MOD via the oil passages g1 and g3, and the modulator when energized (that is, when ON). And an output port S2b for outputting the pressure P _MOD as the signal pressure P _S2 almost as it is. The output port S2b is connected to the oil chamber 24a of the B-2 relay valve via the oil passage i.

  The first clutch apply relay valve 21 has two spools 21p and 21q, a spring 21s that urges the spool 21p upward in the figure, and a spring 21t that urges the spools 21p and 21q in a direction to separate them. The oil chamber 21a is located above the spool 21q in the drawing, the oil chamber 21d is located below the spool 21p in the drawing, the oil chamber 21c between the spools 21p and 21q, and the diameter of the land portion of the spool 21q. And an oil chamber 21b formed by a difference in pressure receiving area (a difference in pressure receiving area), and further, an input port 21e, an input port 21f, an input port 21g, an input port 21h, an output port 21i, and an output A port 21j and a drain port EX are included.

  When the spools 21p and 21q are set to the left half position, the first clutch apply relay valve 21 communicates with the input port 21e and the output port 21j, and disconnects the input port 21e and the output port 21i. When in the right half position, the input port 21e and the output port 21i are communicated with each other, and the output port 21j and the drain port EX are communicated with each other. Further, the input port 21h is blocked when the spool 21p is set to the left half position, and the input port 21g is blocked when the spool 21q is set to the right half position.

As described above, the oil chamber 21a is connected to the output port S1b of the solenoid valve S1 via the oil passages h1 and h2, and the oil chamber 21b is connected to the output port 21f described later via the oil passage b4. The two-clutch apply relay valve 22 is connected to the output port 22 i. The aforementioned input port 21e, and is input the forward range pressure P _D via the oil path a1, a2, the output port 21j of the spool 21p is communicated with the input port 21e when the left half position, the oil passage j To the input port 22 h of the second clutch apply relay valve 22. Further, when the spool 21p is in the right half position, an output port 21i communicating with the input port 21e includes an input port 21g via the oil passages k1 and k2, and an input port 21h via the oil passages k1, k2 and k3. In other words, the output port 21i is connected to the oil chamber 21c regardless of the positions of the spools 21p and 21q. Further, the output port 21i is connected to an input port 22e of a second clutch apply relay valve 22 described later via an oil passage k1. The oil chamber 21d is connected to an output port 23c of a C-2 relay valve 23 via an oil passage c5. A check valve 55 and an orifice 65 are provided in the oil passage c5. Yes.

  The second clutch apply relay valve 22 includes a spool 22p and a spring 22s that urges the spool 22p upward in the figure, and an oil chamber 22a and the spool 22p above the spool 22p in the figure. The oil chamber 22b is provided in the lower part of the figure, and the input port 22c, the output port 22d, the input port 22e, the input port 22f, the output port 22g, the input port 22h, and the output port 22i. And is configured.

  The second clutch apply relay valve 22 communicates with the input port 22c, the output port 22d, and the output port 22i and with the input port 22f and the output port 22g when the spool 22p is set to the left half position. In addition, when the input port 22e and the input port 22h are blocked and set to the right half position, the input port 22e and the output port 22d are communicated with each other, and the input port 22h and the output port 22g are communicated with each other. In addition, the input port 22c, the output port 22i, and the input port 22f are blocked.

  As described above, the oil chamber 22a is connected to the output port S1b of the solenoid valve S1 via the oil passages h1 and h3, and the input port 24c of the B-2 relay valve 24 described later via the oil passage h4. It is connected to the. The input port 22c is connected to the output port SLC1b of the linear solenoid valve SLC1 through an oil passage b1, and the output port 22d communicating with the input port 22c when the spool 22p is in the left half position It is connected to the hydraulic servo 41 of the clutch C-1 via b2. A check valve 51 and an orifice 61 are disposed in the oil passage b2, and an oil chamber 31a of the C-1 damper 31 is connected through the oil passage b3. Similarly, when the spool 22p is in the left half position, an output port 22i communicating with the input port 22c is connected to the input port 21f of the first clutch apply relay valve 21 via the oil passage b4, and the oil passage It is connected to the oil chamber 22b through b4 and b5. On the other hand, the input port 22f is connected to the output port SLC2b of the linear solenoid valve SLC2 via the oil passage c1, and the input port 22h is connected to the first clutch apply relay valve 21 via the oil passage j. It is connected to the output port 21j. An output port 22g that communicates with the input port 22f when the spool 22p is in the left half position and that communicates with the input port 22h when the spool 22p is in the right half position is C-2 described later via an oil passage c2. The relay valve 23 is connected to the input port 23b. A check valve 52 and an orifice 62 are disposed in the oil passage c2, and an oil chamber 32a of a C2-B2 damper 32 is connected through an oil passage c4.

  The C-2 relay valve 23 includes a spool 23p and a spring 23s that urges the spool 23p upward in the figure, and an oil chamber 23a above the spool 23p in the figure. Further, the configuration includes an input port 23b, an output port 23c, an output port 23d, an output port 23e, and a drain port EX.

  When the spool 23p is set to the left half position, the C-2 relay valve 23 communicates with the input port 23b, the output port 23c, and the output port 23e, and communicates with the output port 23d and the drain port EX. When set to the right half position, the input port 23b and the output port 23d are communicated with each other, and the output port 23c and the output port 23e are communicated with the drain port EX.

  The oil chamber 23a is connected to an output port 24b of a B-2 relay valve 24 described later via an oil passage h5. The input port 23b is connected to the output port 22g of the second clutch apply relay valve 22 via an oil passage c2, and an output port 23e that communicates with the input port 23b when the spool 23p is in the left half position. It is connected to the hydraulic servo 42 of the clutch C-2 via the path c3. Similarly, the output port 23c communicating with the input port 23b when the spool 23p is in the left half position is connected to the oil chamber 21d of the first clutch apply relay valve 21 via the oil passage c5. A check valve 55 and an orifice 65 are disposed in the oil passage c5. The output port 23d that communicates with the input port 23b when the spool 23p is in the right half position is connected to the input port 24e of the B-2 relay valve 24 via the oil passage m.

  The B-2 relay valve 24 has a spool 24p and a spring 24s that urges the spool 24p upward in the figure, and an oil chamber 24a in the upper part of the spool 24p in the figure. The output port 24b, the input port 24c, the input port 24d, the input port 24e, the output port 24f, the output port 24g, and the drain port EX are configured.

  When the spool 24p is set to the left half position, the B-2 relay valve 24 communicates with the input port 24d, the output port 24f, and the output port 24g, and communicates with the output port 24b and the drain port EX. At the same time, when the input port 24c is shut off and set to the right half position, the input port 24c and the output port 24b communicate with each other, and the input port 24e and the output port 24g communicate with each other, and the input port 24d, The drain port EX is configured to be shut off.

The oil chamber 24a is connected to the output port S2b of the solenoid valve S2 through an oil passage i. The input port 24d is connected to a reverse range pressure output port (not shown) of a manual shift valve from which a reverse range pressure _PREV is output via an oil passage l. The input port 24e is connected to an oil passage. m is connected to the output port 23d of the C-2 relay valve 23, and communicates with the input port 24d when the spool 24p is in the left half position, and the spool 24p is in the right half position with the input port 24e. The output port 24g that communicates with the brake B-2 is connected to the hydraulic servo 45 of the brake B-2 via the oil passage n. That is, the hydraulic servo 45 of the brake B-2 is connected to the reverse range pressure output port ( (Not shown), or connected to the output port SLC2b of the linear solenoid valve SLC2. Further, as described above, the input port 24c is connected to the output port S1b of the solenoid valve S1 via the oil passage h4, the oil chamber 22a of the second clutch apply relay valve 22, and the oil passages h1 and h3. An output port 24b that communicates with the input port 24c when the spool 24p is in the right half position is connected to the oil chamber 23a of the C-2 relay valve 23 via an oil passage h5. An output port 24f that communicates with the input port 24d when the spool 24p is in the left half position is connected to the oil chamber of the primary regulator valve via an oil passage (not shown). It is configured to increase the line pressure P _L during reverse travel by the action of P _REV.

[Configuration of automatic transmission control device]
Next, the configuration of the control device 1 for the automatic transmission, which is a main part of the present invention, will be described. As shown in FIG. 5, the automatic transmission according to the present embodiment includes a control unit (ECU) 70, and the linear solenoid valves SLC1, SLC2, SLC3, SLB1, etc. of the engine 2 and the hydraulic control device 6 described above. It is connected to the. In addition, an engine rotational speed signal and an engine torque signal are output from the engine 2 to the control unit 70, and an accelerator opening sensor 66, an input shaft rotational speed sensor (input shaft rotational speed detecting means) 67, an output shaft rotational speed Various sensors such as a speed (vehicle speed) sensor (output shaft rotation speed detecting means) 68 and a shift operation unit 69 for outputting a range signal are connected. The rotational speed of the output shaft 12 can be calculated by using any means if the rotational speed of the output shaft 12 is known, for example, by calculating from the vehicle speed, in addition to being detected by the output shaft rotational speed sensor 68. Also good.

  The control unit 70 includes a hydraulic pressure command unit 71, a shift determination unit 72, a shift map map, a shift range detection unit 73 that detects a shift range based on a range signal from the shift operation unit 69, and a shift stage selection unit 74. ND engagement means 75, torque limitation execution means 76, gear ratio mismatch determination means 77, overrev determination means 79, overlev avoidance means 80, upshift prohibition means 81, fail determination means 82, and failsafe execution means 83. ing.

  When the shift stage detecting means 74 detects that the shift range has been switched from the neutral range to the forward travel range by the shift range detecting means 73, the vehicle running state (accelerator opening detected by the accelerator opening sensor 69) is detected. And the vehicle speed detected by the output shaft rotation speed sensor 68), an appropriate gear position is determined while referring to the shift map map. That is, as shown in FIG. 6, the gear selection means 74 sets the first forward speed within the range of the first forward speed and the second forward speed and the range of the third forward speed as shown in FIG. The third forward speed is selected, and the fifth forward speed is selected within the range of the fourth to sixth forward speeds. Then, the ND engagement means 75 gives an electrical command to the hydraulic pressure command means 71 when the gear position is selected by the gear speed selection means 74, and executes the engagement control to the selected gear speed.

  Although the engagement control to the fifth forward speed will be described in detail later, there is a concern that the third forward speed may be formed when the solenoid S1 breaks down. Based on the input shaft rotational speed during the engagement control, it is determined whether or not the actual gear ratio is higher than a predetermined value with respect to the gear ratio of the fifth forward speed. It is determined whether or not there is a possibility that a shift stage (low speed stage) on the lower speed side than the high speed stage is formed. Note that this predetermined value takes into account errors caused by fluctuations in engine torque and rotational speed, etc., and if it is more than that value, it is determined that the fifth forward speed is not formed. It is determined to be a possible value.

  Further, the torque limit execution means 76 limits the rotation speed of the engine 2 when the rotation speed of the input shaft 8 is high when the shift range detection means 73 detects that the neutral range is switched to the forward travel range. To reduce the input shaft rotation speed.

  The overrev determining means 79 determines that the output shaft rotational speed (vehicle speed) is an allowable engine speed (engine limit) when the gear ratio mismatch determining means 77 determines that there is a possibility that another gear stage is formed. ) Is larger than the value obtained by dividing the gear ratio of the third forward speed, and whether or not an overrev is generated when the third forward speed is formed instead of the fifth forward speed. Determined.

  When the overlev avoiding means 80 determines that the overrev is determined by the overlev determining means 79, the engagement control to the fifth forward speed is interrupted to be in the neutral state, and the neutral state is suddenly changed when the vehicle speed is the fourth forward speed. The vehicle is maintained until a predetermined vehicle speed at which stable driving can be performed without applying any engine brake, and when the vehicle speed decreases to the predetermined vehicle speed, the vehicle is shifted to the fourth forward speed. The fourth forward speed is the highest speed among the speeds that can be shifted safely when the third forward speed is erroneously formed.

  In the engagement control to the fifth forward speed where the gear ratio changes, it is impossible to accurately determine a failure that the actual shift speed is different from the target shift speed. When the engagement control to the high speed is finished, the upshift prohibiting means 81 prohibits the shift determination means 72 from upshifting to the sixth forward speed for a certain time, and the fail determination means 82 While shifting is prohibited, it is determined whether the actual gear ratio really forms the gear ratio of the fifth forward speed. If the gear ratio of the fifth forward speed is formed, it is determined that the gear ratio is normal. When the gear ratio of the fifth forward speed is not formed, the above failure is determined.

  When the failure determination unit 82 determines that the failure has occurred, the fail safe execution unit 83 recognizes the actual shift speed and executes shift control from the actual shift speed to each shift speed. That is, an upshift shift line and a downshift shift line (shift point) corresponding to the accelerator opening and the vehicle speed are recorded in the shift map map, and based on the accelerator opening and the vehicle speed at that time, The shift speed is determined from the shift line, and the shift speed is output to the hydraulic pressure command means 71. If the determined shift speed is not shiftable, the shift speed is shifted to the higher speed shift stage among the adjacent shiftable shift speeds.

  The hydraulic pressure command means 71 gives an electrical command to the linear solenoid valves SLC1, SLC2, SLC3, SLB1 so that the engagement pressure is supplied to the hydraulic servo of the clutch and brake when the gear position is set. During traveling, the clutch and brake are engaged so as to obtain a torque capacity in which the safety factor is added to the input torque. In particular, the engine torque of the engine 2 fluctuates or receives torque fluctuations from the drive wheels 13 depending on road conditions. In such a case, the clutch and the brake are engaged so as not to slip.

[Hydraulic control device operation]
Next, the operation of the hydraulic control device 6 according to the present embodiment will be described.

For example, when the ignition is turned on by the driver, the hydraulic control of the hydraulic control device 6 is started. First, when the selected position of the shift lever is, for example, the P range or the N range, the linear solenoid valve SLC2, the linear solenoid valve SLC3, and the solenoid valve S1, which are normally open types, are energized by an electrical command from the control unit 70. Block each input port and output port. Then, for example, when the engine is started, hydraulic pressure is generated by the rotation of the oil pump based on the engine rotation (not shown), the hydraulic pressure by the primary regulator valve and the solenoid modulator valve as described above, Ya line pressure P _L are respectively pressure regulating output to the modulator pressure P _MOD, together with the input port SLC3a and the line pressure P _L of the linear solenoid valve SLC3 is input through the input port and the oil passage d of the manual shift valve (not shown), an oil passage g1 , the input port S1a of the solenoid valves S1, S2 via the g2, g3, the modulator pressure _{P MOD} is input to the S2a.

[N-D operation (1st forward speed)]
Then, for example when the driver is in the D range position shift lever from the N range position, the manual shift valve oil passage from the forward range pressure output port of a1, a4, a5 in the forward range pressure P _D is output, the forward range pressure _{P D} is the linear solenoid valve SLC1 via the oil passage a1, the linear solenoid valve SLC2 via the oil passage a4, the linear solenoid valve SLB1 via the oil passage a5, via the oil paths a1, a2 1 Each is input to the clutch apply relay valve 21.

The aforementioned oil passage a1, is disposed and a check valve 50 and the orifice 60, since the check valve 50 is opened by the forward range pressure P _D, the supply of the forward range pressure P _D for the linear solenoid valve SLC1 is discharged It becomes rapid compared with time. Moreover, the forward range pressure P _D supplied to the oil passage a1 is connected via an oil passage a3 is input to the oil chamber 30a of the accumulator 30, by the accumulator 30, the forward range pressure P _D supplied to the linear solenoid valve SLC1 Accumulate pressure.

Further, since the forward range pressure P _D from the oil passage a2 is the first clutch apply relay valve 21 is input to the input port 21e, the solenoid valve S1 is not has been outputted signal pressure P _S1 ON, switching to the D range was initially (initial N-D shift) is in the left half position by the biasing force of the spring 21s, and outputs the forward range pressure P _D to the oil passage j from the output port 21j, but similarly the solenoid valve S1 Since the signal pressure _PS1 is not output after being turned on, the input port 22h is shut off in the second clutch apply relay valve 22 which is in the left half position by the biasing force of the spring 22s.

Then, for example, the forward first speed is judged by the control unit 70, the linear solenoid valve SLC1 is turned ON by the electrical control of the control unit 70, the regulating pressure control forward range pressure P _D is input to the input port SLC1a to control the pressure _{P SLC1} output from the gradually increases so that the output port SLC1b as the engagement pressure _{P C1,} the second clutch apply control pressure _{P SLC1} (engagement pressure _{P C1)} via the oil passage b1 It is input to the input port 22 c of the relay valve 22.

Then, the second clutch apply relay valve 22 in the left half position outputs the control pressure P _SLC1 input to the input port 22c from the output port 22i and also from the output port 22d. The control pressure P _SLC1 output from the output port 22i is input to the oil chamber 22b via the oil passages b4 and b5, and locks the second clutch apply relay valve 22 to the left half position and via the oil passage b4. Input to the oil chamber 21b of the first clutch apply relay valve 21 and press the spools 21p and 21q downward in the figure against the urging force of the spring 21s to switch the first clutch apply relay valve 21 to the right half position. .

The first clutch apply relay valve 21 in which the spools 21p and 21q are switched to the right half position causes the spool 21q to be biased by the spring 21t by the control pressure _PSLC1 output from the output port 22i of the second clutch apply relay valve 22. contrary to it are pressed downward in the figure, the forward range pressure P _D input from the input port 21e is output from the output port 21i, the oil passage k1, k2, through k3 and the input port 21h oil chamber 21c, the spool 21q is switched upward in the figure by the hydraulic pressure acting on the oil chamber 21c and the urging force of the spring 21t, that is, the spool 21p and the spool 21q are locked in a separated state. The Note that the forward range pressure P _D is input to the input port 22e from the oil passage k1 second clutch apply relay valve 22 is blocked in the input port 22e.

As described above, the control pressure P _SLC1 input from the linear solenoid valve SLC1 to the input port 22c of the second clutch apply relay valve 22 is applied to the hydraulic servo 41 from the output port 22d via the oil passage b2. _C1 is output, and the clutch C-1 is engaged. Thereby, the forward first speed is achieved in combination with the locking of the one-way clutch F-1.

The oil passage b2 is provided with a check valve 51 and an orifice 61. When supplying the _engagement pressure P _C1 (control pressure P _SLC1 ) to the hydraulic servo 41, the check valve 51 is closed, only through orifice 61 gently supply an oil pressure, and adapted rapidly discharged than when supplying open the check valve 51 when discharging the engagement pressure P _C1 from the hydraulic servo 41 . Moreover, the engagement pressure _{P C1} supplied to the oil passage b2 through an oil passage b3 is input to the oil chamber 31a of the C1 damper 31, by the C1 damper 31, it is supplied to and discharged from the hydraulic servo 41 It prevents pulsation of Rukakarigo圧P _C1, and absorbs a surge pressure (a sharp fluctuating pressure), for example.

[Operation in engine brake at the first forward speed]
Further, for example, when the control unit 70 determines that the first forward speed engine brake is performed, the solenoid valve S2 is turned on and the solenoid valve S1 is turned off by the electrical command from the control unit 70. Further, the linear solenoid valve SLC2 is pressure-controlled. When the solenoid valve S2 is turned ON, the modulator pressure P _MOD input to the input port S2a via the oil passages g1 and g3 is output from the output port S2b as the signal pressure _{PS2 and} passes through the oil passage i. Then, it is input to the oil chamber 24a of the B-2 relay valve 24, the spool 24p is switched downward in the figure against the urging force of the spring 24s, and the B-2 relay valve 24 is set to the right half position.

When the solenoid valve S1 is turned off, the modulator pressure P _MOD input to the input port S1a via the oil passages g1 and g2 is output from the output port S1b as the signal pressure P _S1 and the oil passage h1, The oil chamber 21a of the first clutch apply relay valve 21 through h2, the oil chamber 22a of the second clutch apply relay valve 22 through oil passages h1 and h3, and the B-2 relay valve 24 through the oil passage h4. Is further input to the oil chamber 23a of the C-2 relay valve 23 via the oil path h5 from the output port 24b of the B-2 relay valve 24 set to the right half position.

Then, the C-2 relay valve 23 is switched to the lower half position in the drawing against the urging force of the spring 23s by the signal pressure _PS1 input to the oil chamber 23a, so that the spool 23p is switched downward. In the first clutch apply relay valve 21, the signal pressure _PS1 is input to the oil chamber 21a, so that the spool 21q is switched downward in the drawing to the right half position. It remains in the same right half position as in the first forward speed, and has no particular effect. The second clutch apply relay valve 22 is an oil chamber 22a signal pressure _{P S1} to is input, to overcome and the urging force of the engagement pressure _{P C1} and the spring 22s of the oil chamber 22b as described above, the spool 22p remains locked in the left half position.

Then, the linear solenoid valve SLC2 control is regulation control, the control pressure _{P SLC2} is output from the output port SLC2b, control pressure _{P SLC2} is second clutch apply locked to the left half position via the oil path c1 is input to the input port 22f of the relay valve 22, is outputted to the oil passage c2 from the output port 22g as the engagement pressure _{P B2.}

The engagement pressure P _B2 output to the oil passage c2 is input to the input port 23b of the C-2 relay valve 23 that is in the right half position, and is output from the output port 23d. Further, the engagement pressure P _B2 is input to the input port 24e of the B-2 relay valve 24 that is in the right half position via the oil passage m, is output from the output port 24g, and passes through the oil passage n. Is input to the hydraulic servo 45, and the brake B-2 is locked. Thus, in combination with the engagement of the clutch C-1, the first forward speed engine brake is achieved.

The oil passage c2 is provided with a check valve 52 and an orifice 62. When supplying the engagement pressure P _B2 to the hydraulic servo 45 of the brake B-2, the check valve 52 is closed and the orifice The oil pressure is gently supplied via only 62, and at the time of discharge described later, the check valve 52 is opened to rapidly discharge the oil pressure in the oil passage c2. Further, the engagement pressure P _B2 supplied to the oil passage c2 is input to the oil chamber 32a of the C2-B2 damper 32 via the oil passage c4, and is supplied to and discharged from the hydraulic servo 45 by the C2-B2 damper 32. It prevents pulsation of Rukakarigo圧P _B2, and absorbs a surge pressure (a sharp fluctuating pressure), for example.

For example, when the controller determines that the first forward speed is positively driven, that is, when the release of the engine brake state is determined, the solenoid valve S2 is turned off, the solenoid valve S1 is turned on, and the linear solenoid valve SLC2 is further turned on. Is closed (energized), the control pressure P _SLC2 as the engagement pressure P _B2 is set to 0 and drained. Moreover, the engagement pressure _{P B2} of the hydraulic servo 45 of the brake B2, since the B2 relay valve 24 by OFF of the solenoid valve S2 is switched to the left half position, the input port 24d, the oil path l, the manual shift valve Is discharged from the drain port of the manual shift valve through a reverse range pressure output port (not shown), whereby quick draining is performed faster than draining through the linear solenoid valve SLC2, and the brake B- 2 is released quickly. Note that the oil pressure in the oil passage m is discharged from the drain port EX of the C-2 relay valve 23 switched to the left half position, and the oil pressure in the oil passages c1 and c2 is from the drain port EX of the linear solenoid valve SLC2. Discharged.

[Operation at 2nd forward speed]
Next, for example, when the control unit 70 determines the second forward speed from the state of the first forward speed, the electric command from the control unit 70 is the same as in the case of the first forward speed (during engine braking). Excluding), the pressure regulation control of the linear solenoid valve SLB1 is performed while the pressure regulation state of the linear solenoid valve SLC1 is maintained in a state where the solenoid valve S1 is turned on and the solenoid valve S2 is turned off.

That is, when the linear solenoid valve SLB1 is pressure regulation control, the control pressure _{P SLB1} is output from the output port SLB1b as the engagement pressure _{P B1,} and input to the hydraulic servo 44 via the oil passage f1, brakes B1 Is locked. Thereby, the forward second speed is achieved in combination with the engagement of the clutch C-1.

The oil passage f1 is provided with a check valve 54 and an orifice 64. When supplying the engagement pressure P _B1 to the hydraulic servo 44 of the brake B-1, the check valve 54 is closed and the orifice is passed. When the hydraulic pressure is slowly supplied through only the hydraulic pressure 64 and the engagement pressure P _B1 is discharged from the hydraulic servo 44, the hydraulic pressure is discharged more rapidly than when the check valve 54 is opened and supplied. ing. Further, the engagement pressure P _B1 supplied to the oil passage f1 is input to the oil chamber 34a of the B-1 damper 34 via the oil passage f2, and is supplied to and discharged from the hydraulic servo 44 by the B-1 damper 34. It prevents pulsation of Rukakarigo圧P _B1, and absorbs a surge pressure (a sharp fluctuating pressure), for example.

[Operation at 3rd forward speed]
Subsequently, for example, when the control unit 70 determines the third forward speed from the state of the second forward speed, the solenoid valve S1 is similarly turned on and the solenoid valve S2 is turned on by an electrical command from the control unit 70. While the pressure regulation state of the linear solenoid valve SLC1 is maintained in the OFF state, the linear solenoid valve SLB1 is closed while being turned off, and the pressure regulation control of the linear solenoid valve SLC3 is performed.

That is, first, the release control of the brake B-1 is performed by the pressure regulation control of the linear solenoid valve SLB1, that is, the engagement pressure P _B1 (control pressure P _SLB1 ) of the hydraulic servo 44 of the brake B-1 _passes through the oil passage f1. Through the drain port EX of the linear solenoid valve SLB1, the brake B-1 is released. Also, one of the linear solenoid valve SLC3 is, ON (energized) by the control pressure _{P SLC3} is 0 pressure regulation control from the state which has been closed so that the pressure is performed, the control pressure _{P SLC3} engagement pressure _{P C3} Is output from the output port SLC3b and input to the hydraulic servo 43 via the oil passage e1, and the clutch C-3 is engaged. Thereby, the forward third speed is achieved in combination with the engagement of the clutch C-1.

The aforementioned oil passage e1, the check valve 53 and the orifice 63 is disposed, when supplying the engagement pressure P _C3 to the hydraulic servo 43 of the clutch C3 closes the check valve 53, the orifice 63 only gently supply the hydraulic pressure via and adapted rapidly discharge the oil pressure as compared with the case when discharging the engagement pressure P _C3 from the hydraulic servo 43 to supply by opening the check valve 53 ing. Moreover, the engagement pressure _{P C3} supplied to the oil path e1 is input via the oil passage e2 to the oil chamber 33a of the C3 damper 33, by the C3 damper 33, it is supplied to and discharged from the hydraulic servo 43 It prevents pulsation of Rukakarigo圧P _C3, and absorbs a surge pressure (a sharp fluctuating pressure), for example.

[Operation at 4th forward speed]
Next, for example, when the control unit 70 determines the fourth forward speed from the state of the third forward speed, the solenoid valve S1 is similarly turned on and the solenoid valve S2 is turned on by an electrical command from the control unit 70. While the pressure regulation state of the linear solenoid valve SLC1 is maintained in the OFF state, the linear solenoid valve SLC3 is closed while being turned off, and the pressure regulation control of the linear solenoid valve SLC2 is performed.

That is, first, the release control of the clutch C-3 is performed by the pressure regulation control of the linear solenoid valve SLC3, that is, the engagement pressure P _C3 (control pressure P _SLC3 ) of the hydraulic servo 43 of the clutch C-3 _passes through the oil passage e1. Through the drain port EX of the linear solenoid valve SLC3, and the clutch C-3 is released. Also, one of the linear solenoid valve SLC2 is, ON (energized) by the control pressure _{P SLC2} is 0 pressure regulation control from the state which has been closed so that the pressure is performed, the control pressure _{P SLC2} engagement pressure _{P C2} Is output from the output port SLC2b and input to the input port 22f of the second clutch apply relay valve 22 via the oil passage c1.

The second clutch apply relay valve 22 as described above, the signal pressure P _S1 solenoid valve S1 is ON has not been input to the oil chamber 22a, and the engagement pressure P _C1 that is input to the oil chamber 22b Since the left half position is locked, the control pressure P _SLC2 (engagement pressure P _C2 ) input to the input port 22f is output as the engagement pressure P _C2 from the output port 22g. Engagement pressure _{P C2} output from the output port 22g is input via the oil passage c2 to the input port 23b of the C2 relay valve 23.

Further, in the C-2 relay valve 23, the solenoid valve S2 is turned OFF, the B-2 relay valve 24 is set to the left half position, the oil chamber 23a and the oil passage h5 are in the drain state, and the biasing force of the spring 23s because it is in the left half position by the engagement pressure P _C2 input to the input port 23b is output from the output port 23c, it is also output from the output port 23e. Engagement pressure P _C2 output from the output port 23c is input to the oil chamber 21d of the first clutch apply relay valve 21 via the oil passage c5, engaging the spool 21p of the first clutch apply relay valve 21 The combined pressure P _C2 is combined with the urging force of the spring 21s to switch to the left half position and lock. At this time, the forward range pressure P _D is input to the input port 22e via the oil passage k1 is switched from the output port 21i to output port 21j, but is output to the oil passage j, the second clutch apply relay valve 22 is blocked by the input port 22h. Further, since the forward range pressure P _D which has been supplied to the oil path k1 is blocked, the supply of the forward range pressure P _D as a lock pressure to the oil chamber 21c via the oil paths k2, k3 is released.

Note that the oil path c5 is the check valve 55 and the orifice 65 is disposed, when supplying the engagement pressure P _C2 to the oil chamber 21d of the first clutch apply relay valve 21 closes the check valve 55, gently supply hydraulic pressure only through the orifice 65, and so rapidly discharge the oil pressure in comparison with the case of supplying open the check valve 55 when discharging the engagement pressure P _C2 from the oil chamber 21d It has become.

Then, the engagement pressure _{P C2} output from the output port 23e of the C2 relay valve 23 is input to the hydraulic servo 42 via the oil passage c3, clutch C2 is engaged. Thereby, the forward fourth speed is achieved in combination with the engagement of the clutch C-1.

Further, as described above, the check valve 52 and the orifice 62 are disposed in the oil passage c2, and the engagement pressure P _{C2 is applied} to the clutch C-2 as in the case of engine braking at the first forward speed. when supplied to the hydraulic servo 42 closes the check valve 52, and slowly the hydraulic pressure is supplied only through the orifice 62, and opens the check valve 52 when discharging the engagement pressure P _C2 from the hydraulic servo 42 The hydraulic pressure is discharged more rapidly than when it is supplied. Moreover, the engagement pressure _{P C2} supplied to the oil path c2 is input via the oil passage c4 to the oil chamber 32a of the C2-B2 damper 32, by the C2-B2 damper 32, it is supplied to and discharged from the hydraulic servo 42 It prevents pulsation of Rukakarigo圧P _C2, and absorbs a surge pressure (a sharp fluctuating pressure), for example.

[Operation at 5th forward speed]
Next, for example, when the control unit 70 determines the fifth forward speed from the state of the fourth forward speed, the solenoid valve S1 is similarly turned on and the solenoid valve S2 is turned on by an electrical command from the control unit 70. While the pressure regulation state of the linear solenoid valve SLC2 is maintained in the OFF state, the linear solenoid valve SLC1 is closed while being turned off, and the pressure regulation control of the linear solenoid valve SLC3 is performed.

That is, first, the release control of the clutch C-1 is performed by the pressure regulation control of the linear solenoid valve SLC1, that is, the engagement pressure P _C1 (control pressure P _SLC1 ) of the hydraulic servo 41 of the clutch C-1 is the oil path b1, The discharge is controlled from the drain port EX of the linear solenoid valve SLC1 via b2, and the clutch C-1 is released. Further, as in the case of the third forward speed, one linear solenoid valve SLC3 is subjected to pressure regulation control from a state in which it is _turned on (energized) and closed so that the control pressure P _SLC3 becomes zero pressure. the control pressure _{P SLC3} is output from the output port SLC3b as an engagement pressure _{P C3,} and input to the hydraulic servo 43 via the oil passage e1, the clutch C3 are engaged. Thus, in combination with the engagement of the clutch C-2, the fifth forward speed is achieved.

[Operation at 6th forward speed]
For example, when the control unit 70 determines the sixth forward speed from the state of the fifth forward speed, the solenoid valve S1 is similarly turned on and the solenoid valve S2 is turned off in response to an electrical command from the control unit 70. In this state, while the pressure regulation state of the linear solenoid valve SLC2 is maintained, the linear solenoid valve SLC3 is closed (energized) and the pressure regulation control of the linear solenoid valve SLB1 is performed.

That is, first, the release control of the clutch C-3 is performed by the pressure regulation control of the linear solenoid valve SLC3, that is, the engagement pressure P _C3 (control pressure P _SLC3 ) of the hydraulic servo 43 of the clutch C-3 _passes through the oil passage e1. Through the drain port EX of the linear solenoid valve SLC3, and the clutch C-3 is released. One linear solenoid valve SLB1 is turned off (energized) from the closed state so that the control pressure _PSLB1 becomes zero, as in the case of the second forward speed, and pressure regulation control is performed. The control pressure P _SLB1 is output from the output port SLB1b as the engagement pressure P _B1 and is input to the hydraulic servo 44 via the oil passage f1, and the brake B-1 is engaged. Thereby, the forward sixth speed is achieved in combination with the engagement of the clutch C-2.

[Operation at DN]
After that, for example, the driver decelerates the vehicle, downshifts according to the vehicle speed and stops at the first forward speed, and then shifts the shift lever from the D range position to the N range position. forward range pressure output port are communicated with the drain port with is interrupted between the input port, i.e. the forward range pressure P _D is drained.

At the same time, when it is detected that the shift lever is at the N range position from the range signal from the speed change operation unit 69 and the N range is detected by the shift range detecting means 73, first, the linear solenoid valve SLC2 and the linear solenoid valve SLC3. Is turned on (energized), the linear solenoid valve SLB1 is turned off, and the control pressures P _SLC2 , P _SLC3 , P _SLB1 are _drained to 0 pressure (non-output state), that is, the hydraulic servos 42, 43, The hydraulic pressures 44 and 45 are drained, and the clutch C-2, the clutch C-3, the brake B-1, and the brake B-2 are released. The solenoid valve S1 is maintained in an ON (energized) state, and the solenoid valve S2 is also maintained in an OFF state. That is, the signal pressures P _S1 and P _S2 are not output from both solenoid valves S1 and S2.

On the other hand, the linear solenoid valve SLC1, for example, has a release shock when the clutch C-1 is suddenly released, so that the control pressure P _SLC1 is gradually reduced so that the control pressure is finally reduced. By draining P _SLC1 to 0 pressure (non-output state), the clutch C-1 is gently released. When the clutch C-1 is also released, all the clutches and brakes of the automatic transmission 3 are released and the neutral state is established.

  During the release control by the linear solenoid valve SLC1, the accumulator 30 connected to the input port SLC1a of the linear solenoid valve SLC1 via the oil passage a3 or the like is connected to the oil passage a1 on the linear solenoid valve SLC1 side from the orifice 60. , A3, the hydraulic pressure accumulated during the D range is released and the pressure is maintained, so that the release control of the clutch C-1 by the linear solenoid valve SLC1 is enabled. The release shock is prevented from occurring during the DN shift operation from the high speed state.

[Operation at the first reverse speed]
For example, when the shift lever is moved to the R range position by operating the shift lever of the driver, the reverse range pressure P _REV is output from the reverse range pressure output port of the manual shift valve as described above, and the reverse range pressure P _REV is input to the input port 24d of the B-2 relay valve 24 via the oil passage l and the like.

At the same time, when the shift lever sensor (not shown) detects that the shift lever is in the R range position and the control unit 70 determines the R range as the shift lever position, the solenoid valve S1 is turned on (energized). The solenoid valve S2 is maintained in the OFF state, that is, the signal pressure _PS2 is not output, so that the B-2 relay valve 24 is maintained in the left half position by the urging force of the spring 24s. The Thus, the reverse range pressure _{P REV} input to the input port 24c, an output port 24 g, is supplied to the hydraulic servo 45 of the brake B-2 via the oil passage n, the brake B-2 is engaged.

Furthermore, the linear solenoid valve SLC3 is gradually control the regulation control to output a control pressure _{P SLC3} by the control unit 70, is output from the output port SLC3b as an engagement pressure _{P C3,} the hydraulic servo 43 via the oil path e1 That is, the clutch C-3 is gently engaged. Thus, in combination with the locking of the brake B-2, the first reverse speed is achieved.

When the R range is switched to the N range, the state is the same as the state of the N range, that is, the engagement pressure P _B2 of the hydraulic servo 45 of the brake B-2 is the oil path n, B-2 relay valve 24. , the oil passage l, via the manual shift valve is drained, the engagement pressure _{P C3} of the hydraulic servo 43 of the clutch C3 is drained from the linear solenoid valve SLC3.

Further, for example, when the driver operates the shift lever to the R range position and detects that the vehicle speed is equal to or higher than a predetermined speed in the forward direction, the control unit turns on the solenoid valve S2 and the linear solenoid valve SLC3. ON (energized state) is maintained, that is, the R range pressure _PREV is shut off by the B-2 relay valve 24 so as not to be supplied to the hydraulic servo 45 of the brake B-2, and the hydraulic servo 43 of the clutch C-3 is turned on. A so-called reverse inhibit function is performed in which the engagement pressure P _C3 (control pressure P _SLC3 ) is not supplied, thereby preventing achievement of the first reverse speed.

[Operation during solenoid all-off failure]
Next, the operation of the hydraulic control device 6 during solenoid all-off failure will be described. During normal driving with the shift lever in the D range, all solenoid valves (linear solenoid valve SLC1, linear solenoid valve SLC2, linear solenoid valve SLC3, linear solenoid valve, for example, due to a short circuit or disconnection of the battery) When the SLB 1, the solenoid valve S1, and the solenoid valve S2) are OFF-failed (hereinafter referred to as “all-off-fail”), the linear solenoid valve SLC1, the linear solenoid valve SLB1, and the solenoid valve S2 are normally closed, and therefore are hydraulic. Since the linear solenoid valve SLC2, the linear solenoid valve SLC3, and the solenoid valve S1 are normally open types, the respective hydraulic pressures are output.

During running at the forward third speed from the forward first speed in the normal state, the first clutch apply relay valve 21, the spool 21p by the forward range pressure P _D input to the oil chamber 21c as described above the right half is locked into position, the forward range pressure P _D is output from the order output port 21i via the oil passage k1, is input to the input port 22e of the second clutch apply relay valve 22, when the left half position (normal The second clutch apply relay valve 22 is set to the position).

When an all-off failure occurs from this state, the second clutch apply relay valve 22 is in the right half position by the signal pressure _PS1 output from the solenoid valve S1 being input to the oil chamber 22a via the oil passages h1 and h3. switched to (failure time position), forward range pressure P _D input to the input port 22e is output from the output port 22 d, is input to the hydraulic servo 41 via the oil passage b2, the clutch C-1 is Engaged. Further, P _SLC2 (engagement pressure P _C2 ) output from the normally open linear solenoid valve SLC2 is blocked by the input port 22f of the second clutch apply relay valve 22 switched to the right half position. Furthermore, the linear solenoid valve SLC3 is normally open, is input to the input port SLC3a the line pressure _{P L} as a substantially intact engagement pressure _{P C3,} is output from the output port SLC3b, the hydraulic servo 43 via the oil path e1 The clutch C-3 is engaged. Thus, the clutch C-1 and the clutch C-3 are engaged to achieve the third forward speed (see FIG. 2), that is, all-off fail when traveling from the first forward speed to the third forward speed. In this case, the traveling state by the third forward speed is ensured.

Further, at the time of running at the sixth forward speed from the normal state of the fourth forward speed, the engagement pressure P _C2 is oil passage c1 of clutch C2 as described above, the second clutch apply relay valve 22, the oil passage c2 , Because it is input to the oil chamber 21d of the first clutch apply relay valve 21 via the C-2 relay valve 23 and the oil passage c5, and since the spools 21p and 21q are locked at the left half position, the output port 21j the forward range pressure P _D is output via the oil path j, is input to the input port 22h of the second clutch apply relay valve 22, the state of being blocked by the second clutch apply relay valve 22 which is in the left half position Has been.

When an all-off failure occurs from this state, the second clutch apply relay valve 22 is in the right half position by the signal pressure _PS1 output from the solenoid valve S1 being input to the oil chamber 22a via the oil passages h1 and h3. In addition, the solenoid valve S2 is turned OFF and the B-2 relay valve 24 is maintained in the left half position without being switched, so that the oil passage h4 is shut off and the solenoid passage S1 is connected to the oil passage h5. Since the signal pressure _PS1 is not output, the C-2 relay valve 23 is not switched and is maintained in the left half position. Therefore, the forward range pressure _{P D} input to the input port 22h of the second clutch apply relay valve 22 is output from the output port 22 g, the oil passage c2, C-2 relay valve 23 via the oil passage c3 hydraulic Input to the servo 42 causes the clutch C-2 to be engaged. Further, P _SLC2 (engagement pressure P _C2 ) output from the normally open linear solenoid valve SLC2 is blocked by the input port 22f of the second clutch apply relay valve 22 switched to the right half position. since the forward range pressure P _D is output to the oil passage c2 is also output to the oil path c5 via the C-2 relay valve 23 is input to the oil chamber 21d of the first clutch apply relay valve 21, the first The clutch apply relay valve 21 is continuously locked at the left half position. Then, the linear solenoid valve SLC3 is normally open, is input to the input port SLC3a the line pressure _{P L} as a substantially intact engagement pressure _{P C3,} is output from the output port SLC3b, the hydraulic servo 43 via the oil path e1 The clutch C-3 is engaged. As a result, the clutch C-2 and the clutch C-3 are engaged to achieve the fifth forward speed (see FIG. 2), that is, all-off fail when traveling from the fourth forward speed to the sixth forward speed. In this case, the traveling state by the fifth forward speed is ensured.

In the case of an all-off failure during normal driving from the fourth forward speed to the sixth forward speed, once the vehicle is stopped and the shift lever is set to the N range position, the manual shift valve (not shown) drain outputs stop forward range pressure P _D, is the forward range pressure P _D is drained particularly for the linear solenoid valve SLC2 is a normally open input port 21e of the first clutch apply relay valve 21. Then, the oil passage j, c2, the forward range pressure P _D of c5 to the oil chamber 21d which has been inputted via the is drained, the lock by the forward range pressure P _D is released. Further, since the signal pressure P _S1 is continuously output from the normally open solenoid valve S1, the spools 21p and 21q of the first clutch apply relay valve 21 are moved to the right half by the signal pressure P _S1 input to the oil chamber 21a. Switched to position.

In the state of the N range at the time of this all-off failure, the line pressure P _L is used as the original pressure, and the control pressure P _SLC3 (engaged from the linear solenoid valve SLC3 that is normally open is substantially the same as the line pressure P _L. Since the pressure P _C3 ) is output, the clutch C-3 is in the engaged state. Even if the clutch C-3 is engaged, the clutches C-1 and C-2 and the brakes B-1 and B-2 are in the released state, and even if the decelerated rotation is input to the sun gear S2, the sun gear S3 Since the carrier CR2 is idled, the input shaft 10 and the counter gear 11 are substantially in a neutral state (see FIG. 1).

Then, for example, again the shift lever by the driver is in the D range position, the forward range pressure P _D from the manual shift valve is output, the forward range pressure P _D is the first clutch apply that switched to the right half position It is input to the input port 21e of the relay valve 21 and output from the output port 21i to the oil passage k1, via the input port 22e, the output port 22d, and the oil passage b2 of the second clutch apply relay valve 22 in the right half position. Is input to the hydraulic servo 41 of the clutch C-1, and the clutch C-1 is engaged, that is, the same state as in the all-off failure at the time of traveling from the first forward speed to the third forward speed, The third forward speed is secured. As a result, the vehicle can be re-started even after the vehicle has stopped once after an all-off failure, and a limp home function capable of moving to a safe place or moving to a maintenance factory, for example, is ensured.

[Operation during ND when solenoid valve S1 fails]
Next, the operation at the time of ND when the solenoid S1 is a failure, which is the main part of the present invention, will be described mainly based on FIGS. For example, during normal travel, the driver operates the shift lever from the forward travel range (D range) position to the neutral range (N range) position, and the shift range detection means 73 detects the shift range from the D range to the N range. When the switching is detected, the clutch C-2, the clutch C-3, the brake B-1, the brake B-2, and the clutch C-1 are released to be in the neutral state as in the case of the above-described DN operation. Then, when the driver operates the shift lever again and the shift range detection means 73 detects that the shift range has been switched from the N range to the D range, the gear position determination means 74 determines the vehicle speed (output shaft rotation speed). The shift map map is referred to based on the accelerator opening, and when the vehicle travel state is within the range of the first forward speed or the second forward speed during the normal travel, the first forward speed is achieved, and the travel state of the vehicle is the normal travel If the vehicle is within the range of the third forward speed, the third forward speed is selected. If the vehicle is in the normal driving range of the fourth forward speed to the sixth forward speed, the fifth forward speed is selected. (S1, S2, see FIG. 6).

  When the fifth forward speed stage is set as the gear stage after the engagement control by the gear stage determination means 74, the input shaft rotational speed (input shaft rotational speed B in FIG. 8) detected by the input shaft rotational speed sensor 67 is obtained. , The value calculated by multiplying the output shaft rotation speed by the gear ratio of the fifth forward speed, that is, the theoretical input shaft rotation (the normal value in FIG. If it is greater than the input shaft rotational speed A) (inRpm> outRpm * 5th gear ratio), the rotational speed of the engine is limited by the torque limiting execution means 76 (S3, S4), and the output shaft rotational speed is the above theoretical input shaft rotational speed. The speed is reduced to a value equal to or less than a value obtained by adding a predetermined value α (inRpm ≦ outRpm * 5th gear ratio + α) (S5, period X in FIG. 8). The predetermined value α is an error range that can occur due to fluctuations in engine torque and engine rotational speed. The input shaft rotational speed exceeds the predetermined value α, which is the error range, and is higher than the theoretical input shaft rotational speed. In this case, the actual gear ratio is set to a value that can be determined to form a gear ratio larger than the target gear ratio of the fifth forward speed.

  When the input shaft rotation speed becomes smaller than the value obtained by adding the predetermined value α to the theoretical input shaft rotation speed, a control signal is output from the ND engagement means 75 to the hydraulic pressure control device 6 via the hydraulic pressure command means 71, and the neutral state is reached. Engagement control is started to the fifth forward speed (S6). At this time, during normal operation, the engagement pressure is output from the solenoid valve SLC3 to the hydraulic servo 43 of the clutch C-3 to be engaged (hydraulic command value C in FIG. 8), and the hydraulic servo 42 of the clutch C-2 has SLC2 Thus, the engagement pressure is gradually increased and engaged (hydraulic pressure command value D in FIG. 8), whereby the fifth forward speed is slowly formed without sudden engagement.

On the other hand, if the solenoid S1 fails and is in a non-energized state due to a disconnection or the like at this time, the signal pressure _PS1 is applied to the first clutch apply relay valve 21 and the second clutch apply relay valve 22 as in the case of all-off failure. Output. First clutch apply relay valve 21, when the control pressure to the oil chamber 21a is input, the spool 21p in the right half position, 21q is fixed, the forward range pressure P _D input to the input port 21e is, the oil passage The output is output from the output port 21i to the input port 22e of the second clutch apply relay valve 22 via k1.

Likewise the second clutch apply relay valve 22, when the signal pressure P _S1 from the solenoid S1 is input to the oil chamber 22a spool is fixed to the right half position, is blocked during normal (left half position) forward range pressure _{P D} there are output to the hydraulic servo 41 of the clutch C-1 via the oil passage b2 from the output port 22 d (engagement pressure E in FIG. 8).

  Further, the engagement pressure output from the linear solenoid valve SLC2 to the hydraulic servo 42 of the clutch C-2 is cut off by the spool 22p of the second clutch apply relay valve 22 and also to the hydraulic servo 43 of the clutch C-3. The engagement pressure is output from the linear solenoid valve SLC3, and the clutch C-1 and the clutch C-3 are engaged to form the third forward speed.

  For this reason, when the engagement control to the fifth forward speed is started by the ND engagement means 75, the gear ratio mismatch determination means 77 adds the predetermined value α to the ideal input shaft rotation speed described above. By determining whether it is not greater than the value (inRpm> outRpm * 5th gear ratio + α), the actual gear ratio has not deviated beyond the error range from the gear ratio of the fifth forward speed, that is, forward It is determined whether or not there is a possibility that a gear position on the lower speed side than the fifth speed stage (low speed stage, third forward speed stage) is formed (S7, time Y in FIG. 8).

  When the gear ratio mismatch determination unit 77 determines that there is a possibility that another gear stage is formed, the overrev determination unit 79 determines that the output shaft rotational speed is equal to the allowable rotational speed (Revlimit) of the engine. It is determined whether it is larger than the value divided by the gear ratio of the third forward speed (outRpm> Revlimit / 3rd gear ratio).

  In other words, when the third forward speed is established and the vehicle speed is equal to or higher than a certain speed (when the output shaft rotational speed is higher than the allowable rotational speed of the engine divided by the gear ratio of the third forward speed), FIG. As indicated by the input shaft rotation speed G, the engine 2 is rotated by the drive wheel 13 and exceeds the rev limit, so it is determined that the engine is over-rev. Otherwise, the input shaft rotation speed A during normal operation and the third forward speed are determined. However, since the input shaft rotational speed does not exceed the rev limit like the input shaft rotational speed F when the vehicle speed is equal to or lower than the above-described constant speed, it is determined that the over-rev does not occur.

  However, since the gear ratio changes during the above-described engagement control, it is difficult to accurately detect the failure, and the engagement control to the fifth forward speed is not performed by the overrev determination means 79 without determining that it is overrevised. Is completed, and then when the speed is changed from the fifth forward speed to the sixth forward speed, the clutch C-3 and the brake B-1 are changed, so that the third forward speed is formed. Then, the clutch C-1 and the brake B-1 are engaged to form the second forward speed on the lower speed side from the third forward speed, and there is a possibility that overrev is designated (input shaft rotational speed H in FIG. 9). .

  For this reason, when the engagement control to the fifth forward speed is ended without being overlevated by the overlev determining means 79 (S8), the upshift from the fifth forward speed to the sixth forward speed is prohibited by the upshift prohibiting means 81. At the same time, the timer T starts (S9).

  The upshift prohibiting means 81 prohibits the upshift from the fifth forward speed to the sixth forward speed until the timer T elapses a predetermined time Ta (time Ta in FIG. 9), and the fail determination means 82 is up. While the shift is prohibited, it is detected whether the gear ratio of the fifth forward speed is established. If any other gear ratio is detected, it is determined as a failure, and the gear ratio of the fifth forward speed is established for a certain time. If so, it is determined as normal (S10, S11). Note that the time during which the gear ratio of the fifth forward speed is established does not necessarily have to be the same as the predetermined time Ta, and may be set to a shorter time within the range of the time Ta (the predetermined time in FIG. 9). Time Z).

  When the failure determination means 82 determines that the operation is normal, the prohibition of upshifting is released (S12), and the shift determination means 72 performs shift determination with reference to the shift map map. When the shift determining means 72 determines the shift to the sixth forward speed (S13), the shift change of the clutch C-3 and the brake B-1 is performed, the sixth forward speed is formed, and the process ends. S14, 15). If it is determined that the fifth forward speed is maintained (S16), the fifth forward speed is maintained and the process ends (S17).

  On the other hand, when the engagement is controlled to the first forward speed or the third forward speed in step 2, normal engagement control similar to that of the first forward speed described above is performed. On the other hand, when the overlev determination means 79 determines that the overrev is to occur, the overlev avoidance means 80 interrupts the engagement control to the fifth forward speed and returns to the neutral state (S20, input rotational speed I in FIG. 8). Then, this neutral state is maintained until the vehicle speed is reduced to a speed at which the vehicle can stably travel in the fourth forward speed without sudden engine braking or the like (S21). When the vehicle speed is sufficiently reduced, the hydraulic pressure is maintained. A control signal is output to the hydraulic control device 6 via the command means 71 to shift to the fourth forward speed (S22, S23).

When the control signal is output to the hydraulic control device 6, the engagement pressure is output from the linear solenoid valve SLC1 and the linear solenoid valve SLC2 to the hydraulic servo 41 of the clutch C-1 and the hydraulic servo 42 of the clutch C-2, respectively. . When the engagement pressure is input from the linear solenoid valve SLC1 to the input port 22c of the second clutch apply relay valve 22, the engagement pressure is output from the output port 22i to the oil chamber 22b. Then, the engagement pressure for the spool 22p from the linear solenoid valve SLC1, against the signal pressure P _S1 of the solenoid S1, switched to the left half position from the right-half position. As a result, the engagement pressure from the linear solenoid valve SLC1 is output from the output port 22d to the clutch C-1 via the oil passage b2, and the engagement pressure from the blocked linear solenoid valve SLC2 is also output from the output port 22g. Is output to the hydraulic servo 42 of the clutch C-2 through the oil passages c2 and c3 to form the fourth forward speed.

  Further, when the gear ratio of the third forward speed is detected while the upshift is prohibited and the failure determination means 82 determines that a failure has occurred, the current gear position is determined to be the third forward speed instead of the fifth forward speed. (S24). Then, the shift map map is referred to based on the vehicle speed and the accelerator opening, and the speed is changed from the third forward speed to the speed set by the shift line, and the process ends (S25, S26). At this time, shifting to the fifth forward speed and the sixth forward speed is prohibited, and when these speeds are selected, the highest forward speed 4 among the speeds that can be shifted is selected. Selected.

  When it is determined that there is a possibility that the third forward speed different from the target shift speed is formed by configuring the control device 1 for the automatic transmission as described above, the forward 3 is determined by the overrev determination means 79. Since it is determined whether or not the vehicle speed is over-rev at the speed, it can be determined whether or not the vehicle is over-revised with high accuracy.

In addition, when the overlev avoiding means 80 determines that the overlev determining means 79 is overlevated, the overrev avoiding means 80 interrupts the engagement control to the fifth forward speed, shifts to the neutral state, and avoids the overlev, so in any automatic transmission Can be reliably prevented from over-rebating. That is, the failure of the solenoid valve S1, is supplied as the engagement pressure to the hydraulic servo of the forward range pressure P _D via the failure-time hydraulic pressure supply switching unit 21 clutch C1, the clutch C1 in place of the clutch C2 Even in an automatic transmission that is engaged with the clutch C3 to form the third forward speed and may be overlevated, it is possible to reliably prevent overrev.

  In addition, the neutral state is maintained until the vehicle speed decreases to a speed that does not lose the running stability even when the vehicle speed shifts to the fourth forward speed, and then the speed shifts to the fourth forward speed. Can be avoided.

  Furthermore, since it is possible to determine with high accuracy whether or not to overrevise, the transition to the neutral state is made only when the overlevation is actually performed, and the driving force is not cut off without darkness, so that drivability is improved.

  Further, after the shift control to the fifth forward speed is finished, the upshift to the sixth forward speed is prohibited by the upshift prohibiting means 81 for a certain time, so that the fail determination means 82 has a constant gear ratio. It is possible to determine whether or not the gear ratio of the 5th forward speed is formed, so that the fail determination can be performed accurately.

  Further, by performing the fail determination, when it is determined that the vehicle speed is low and overrev is not generated even if the third forward speed is formed, an upshift from the fifth forward speed to the sixth forward speed is determined and the clutch is determined. By switching between C-3 and brake B-1, it is possible to actually prevent the third forward speed from downshifting to the second forward speed, and to prevent overrev at the time of the downshift. it can.

  In the above-described embodiment, the case where the hydraulic control device 6 of the automatic transmission is applied to the automatic transmission 3 that achieves the sixth forward speed and the first reverse speed has been described as an example. However, the present invention may be applied to, for example, an automatic transmission that achieves eight forward speeds and an automatic transmission that forms three gears by engaging three friction engagement elements. The present invention can be applied to any automatic transmission control device as long as a low-speed gear stage is formed and there is a possibility of over-rev when the engagement is controlled to the set gear stage. Can be applied.

  If the gear ratio mismatch determining unit 77 determines that there is a possibility that the third forward speed is formed, the overlev avoiding unit 80 always interrupts the engagement control and sets the neutral state. May be.

The skeleton figure which shows the automatic transmission which can apply this invention. The engagement table of this automatic transmission mechanism. The speed diagram of this automatic transmission mechanism. FIG. 3 is a circuit diagram schematically showing an excerpt of the hydraulic control device of the automatic transmission. The block diagram which shows the control apparatus of the automatic transmission which concerns on this invention. The engagement table | surface at the time of ND control of this automatic transmission mechanism, and C-1 engagement failure. The flowchart explaining the effect | action of the control apparatus of the automatic transmission which concerns on this invention. The time chart which shows the effect | action at the time of ND control of the control apparatus of the automatic transmission which concerns on this invention. The time chart which shows the effect | action after ND control of the control apparatus of the automatic transmission which concerns on this invention.

Explanation of symbols

1 Automatic transmission control device 2 Engine (drive source)
5 Automatic transmission mechanism 8 Input shaft 12 Output shaft 13 Drive wheel 21 First clutch apply relay valve (hydraulic pressure supply switching section at failure)
22 Second clutch apply relay valve (hydraulic pressure supply switching part at failure)
41, 42 Hydraulic servo 67 Input shaft rotational speed sensor (input shaft rotational speed detection means)
68 Output shaft rotational speed sensor (Output shaft rotational speed detection means)
73 Shift range detecting means 74 Shift speed selecting means 75 ND engaging means 76 Torque limitation executing means 77 Gear ratio mismatch determining means 79 Overlev determining means 80 Overlev avoiding means C-2 First friction engaging element (clutch)
C-1 Second friction engagement element (clutch)
C-3 Friction engagement element (clutch)
B-1 Friction engagement element (brake)
B-2 Friction engagement element (brake)
S1 Solenoid valve P _L Line pressure

Claims (4)

An input shaft connected to the drive source, an output shaft connected to the drive wheel, and a plurality of friction engagement elements, and by rotating the plurality of friction engagement elements, the rotational speed of the input shaft is increased. In an automatic transmission control device comprising an automatic transmission mechanism that shifts according to a plurality of shift speeds and transmits it to the output shaft,
Shift range detecting means for detecting the shift range;
A shift speed selection means for selecting an appropriate shift speed from the plurality of shift speeds based on the running state of the vehicle when an operation from the neutral range to the forward travel range is detected by the shift range detection means;
ND engagement means for executing engagement control to the gear selected by the gear selection means;
A gear ratio mismatch determination unit that determines that an actual gear ratio is greater than a predetermined value from a gear ratio of the gear selected by the gear selection unit during the engagement control by the ND engagement unit;
When the actual gear ratio is determined to be greater than or equal to a predetermined value, overrev determination means for determining whether or not an overrev is generated at a low speed gear having a gear ratio larger than the gear selected by the gear selection means based on the vehicle speed. When,
An overlev avoiding means for interrupting engagement control by the ND engaging means and shifting to a neutral state when the overlev determining means determines that the low speed stage is overrev;
If the overlev determining means determines that the overspeed does not occur even at the low speed stage, the engagement control by the ND engaging means is continued.
A control device for an automatic transmission. Input shaft rotational speed detection means for detecting the rotational speed of the input shaft;
Output shaft rotational speed detection means for detecting the rotational speed of the output shaft;
When the shift range detection means detects an operation from the neutral range to the forward travel range, the rotational speed of the input shaft becomes the rotational speed of the output shaft and the gear ratio of the speed stage selected by the speed stage selection means. When the rotational speed of the input shaft is higher than the range of the theoretical input shaft rotational speed when the rotational speed is higher than the range of the theoretical input shaft rotational speed at the speed selected by the gear speed selection means calculated based on Torque limitation execution means for performing torque limitation on the drive source,
The ND engaging means starts engagement control to any one of the shift stages after the rotational speed of the input shaft falls within the range of the theoretical input shaft rotational speed.
The control device for an automatic transmission according to claim 1. The plurality of shift stages have a medium speed stage having a gear ratio larger than the speed stage selected by the speed stage selection means and a gear ratio smaller than the low speed stage,
The overrev avoiding means maintains the neutral state until the vehicle speed falls within a predetermined vehicle speed, and shifts to the intermediate speed stage when the vehicle speed falls within the predetermined vehicle speed.
The control device for an automatic transmission according to claim 1 or 2. The automatic transmission mechanism engages at least a first friction engagement element among a plurality of friction engagement elements to form a shift stage selected by the shift stage selection means, and at least a second friction engagement element. Engaging to form a low speed stage, engaging at least the first friction engagement element and the second friction engagement element to form a medium speed stage;
A solenoid valve that outputs signal pressure in the event of a failure,
Based on the input of the signal pressure, the line pressure is selectively output as a preliminary pressure to the hydraulic servo of the first friction engagement element or the hydraulic servo of the second friction engagement element. A failure-time hydraulic pressure supply switching unit capable of securing the gear stage or the gear stage selected by the gear stage selection means,
The control device for an automatic transmission according to any one of claims 1 to 3.

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