JP2010236670A - Control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a vehicle which avoids an increase in the number of circuits in a wiring structure of a bus bar for wiring connection and solves a problem such as the complication of a device constitution. <P>SOLUTION: The control device forces an automatic transmission side ECU 71 to share a transmission control function and a range switching function, and a vehicle side ECU 82 to the share transmission function, a shift lever 81 side fail-safe function and an automatic transmission side fail-safe function. By this, two kinds of microcomputers to be required at the automatic transmission side ECU according to whether or not as SBW system is mounted are reduced to only one microcomputer 72 by mounting the range switching function to be shared by the other microcomputer to the microcomputer 72 and forcing the vehicle side ECU to share the automatic transmission side fail-safe function. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly to a control device having a structure that can be used in common regardless of whether a shift-by-wire (SBW) system is installed.

  In recent years, for example, in a hydraulic control device for an automatic transmission, as the output performance of the linear solenoid valve is improved, the engagement pressure regulated by the linear solenoid valve is directly supplied to the hydraulic servo of the clutch or brake. It is configured. When a normally open (N / O) type is used for such a linear solenoid valve, power consumption increases without engaging a clutch or brake corresponding to the linear solenoid valve, which hinders improvement in fuel consumption of the vehicle. . Therefore, it is preferable to configure the linear solenoid valve as a normally closed (N / C) type.

  On the other hand, for example, a so-called solenoid all-off failure occurs in which all solenoid valves including the linear solenoid valve are de-energized due to, for example, a control computer (ECU: Electronic Control Unit) being down or a wiring breakage. If the normally closed type is used, the hydraulic pressure will not be output, that is, the engagement pressure cannot be supplied to the hydraulic servo, and especially when a solenoid all-off failure occurs during traveling. A step cannot be formed, resulting in a neutral state.

  Therefore, there has been proposed a linear solenoid valve configured as a normally closed type, in which hydraulic pressure is reversely input from a discharge port of a specific linear solenoid valve (see Patent Document 1). For example, when a solenoid all-off failure occurs during running, the linear solenoid valves SLC2 and SLC3 connected to the second clutch C-2 and the third clutch C-3 that form the seventh forward speed are discharged. The forward range pressure can be reversely input to the port to improve fuel efficiency in a normal state and to achieve a fail-safe function by forming the seventh forward speed at the time of failure.

JP 2007-177932 A

  The hydraulic control device described in Patent Document 1 is configured to switch between the P range, the R range, the N range, the D range, and the like using a manual shift valve that is linked to the operation of the shift lever. A hydraulic control device incorporating a so-called shift-by-wire system that eliminates the shift valve and switches the range of the automatic transmission by setting the hydraulic pressure by electrical command using multiple solenoid valves, switching valves, etc. is considered .

  By the way, what performs fail-safe by reverse input of the linear solenoid valve described above uses forward range pressure as the hydraulic pressure to be reversely input, that is, there is a possibility that the seventh forward speed other than the D range is formed based on the shift lever operation. No, especially even after the solenoid all-off failure occurs, it is possible to manually switch between D range and other than D range, so the driver can choose between forward travel and neutral, which is sufficient as a limp home function .

  However, when the shift-by-wire system as described above is used for fail-safe operation by the reverse input of the linear solenoid valve, the solenoid valve cannot be driven particularly after the solenoid all-off failure occurs. Since it becomes impossible to switch the hydraulic pressure, there is a possibility that it becomes impossible for the driver to select forward travel and neutral.

  Therefore, a plurality of first system solenoid valves controlled by the first command system and a second system solenoid valve controlled by the second command system to control the output state of the signal pressure are provided. By configuring the fail-safe running state and the fail-safe stopping state by signal pressure, it is possible to switch between the 7th forward speed and neutral using the second command system even when a failure occurs in the first command system. The present applicant has proposed a hydraulic control device for an automatic transmission that can be switched between states to enhance the limp home function (not disclosed at the time of filing this application).

  However, in the hydraulic control device for an automatic transmission proposed by the applicant, the automatic transmission is provided by providing independent first and second computers in both the first command system and the second command system. Although it is possible to realize a shift-by-wire (SBW) type automatic transmission that makes it possible to switch between the D range and the N range even during one failure, it is possible to realize a double control system that is unlikely to become a solenoid all-off failure. In the production of the automatic transmission of the same type, two types of microcomputers (hereinafter also referred to as computers or microcomputers) depending on whether or not the SBW system, which is an optional function, is installed are installed in the automatic transmission side ECU. With only one of them installed, the linkage is attached to the manual shift valve provided in the hydraulic system of the automatic transmission. Thus, it is necessary to connect the shift lever or connect the shift lever to both the microcomputers via the vehicle-side ECU with one and the other microcomputers mounted on the automatic transmission-side ECU. .

  In that case, it is necessary to develop both types of microcomputers in the automatic transmission side ECU according to whether or not the SBW system is installed, and the number of circuits in the routing structure of the wiring connection bus bar manufactured by bending or the like is small. There is a risk of increasing the number of devices and complicating the device configuration.

  Therefore, the present invention is applied to one of the two types of microcomputers that will be actually required for the automatic transmission side ECU (automatic transmission side control unit) depending on whether the SBW system is installed or not. In addition to including the function to be added, the other function to be added to the other is included in the vehicle-side ECU (vehicle-side control unit) so that the other microcomputer is eliminated, thereby eliminating the above-described problems. It is an object of the present invention to provide a vehicle control device that can be used.

The present invention according to claim 1 (see, for example, FIGS. 1 to 6) includes a vehicle-side control unit (82) and an automatic transmission-side control unit (71) connectable to the vehicle-side control unit (82). And,
A transmission function for transmitting a command from the shift operation unit (81);
A fail safe function on the shift operation unit (81) side which performs fail safe of the transmission function;
A shift control function capable of shift-controlling a plurality of shift speeds (for example, forward 1st speed to forward 8th speed and reverse speed);
A range switching function for switching the shift range of the automatic transmission (1) according to the transmission signal transmitted by the transmission function;
In a vehicle control device having a fail-safe function on the automatic transmission (1) side that performs fail-safe of the automatic transmission (1),
The automatic transmission side control unit (71) shares the shift control function and the range switching function, and
The vehicle-side control unit (82) shares the transmission function, the fail-safe function on the shift operation unit (81) side, and the fail-safe function on the automatic transmission (1) side,
The vehicle control apparatus is characterized by the above.

According to the second aspect of the present invention (see, for example, FIGS. 5 and 6), the automatic transmission side control unit (71) includes a main computer (72), and the main computer (72) includes the shift control. Function and the range switching function,
The vehicle-side control unit (82) includes a main computer (83) and a sub computer (84), the main computer (83) has the transmission function, and the sub computer (84) performs the shift operation. A fail safe function on the part (81) side and a fail safe function on the automatic transmission (1) side,
It exists in the control apparatus of the vehicle of Claim 1.

In the present invention according to claim 3 (see, for example, FIGS. 5 and 6), the range switching function includes a forward / reverse switching function and a parking switching function.
It exists in the control apparatus of the vehicle of Claim 1 or 2.

The present invention according to claim 4 (see, for example, FIGS. 5 and 6) includes a first command system (D ₁ ) and a second command system (D ₂ ), and
A first system solenoid valve which operates under the control of the first command system _{(D 1)} (e.g. S1, S2, S4, SL1, SL2, SL3, SL4, SL5),
A second system solenoid valve which operates under the control of the second command system _{(D 2)} (e.g. S1, S3), comprising a,
The first system solenoid valve (for example, S1, S2, S4, SL1, SL2, SL3, SL4, SL5) is operated by the fail-safe function on the shift operation unit (81) side, and the automatic transmission (1) side The second system solenoid valve (S1, S3) is operated by the fail-safe function of
It exists in the control apparatus of the vehicle in any one of Claims 1 thru | or 3.

  In addition, although the code | symbol in the said parenthesis is for contrast with drawing, this is for convenience for making an understanding of invention easy, and has no influence on the structure of a claim. It is not a thing.

  According to the first aspect of the present invention, the automatic transmission-side control unit shares the shift control function and the range switching function, and the vehicle-side control unit has the transmission function, the shift-safe unit fail-safe function, and the automatic Since the transmission-side fail-safe function is shared, the other microcomputer among the two types of microcomputers that will be required for the automatic transmission-side control unit depending on whether or not the SBW system is installed. For example, whether or not to install the SBW system by installing the range switching function in one microcomputer of the automatic transmission side control unit and sharing the fail safe function on the automatic transmission side with the vehicle side control unit. Correspondingly, the two types of microcomputers that would be required for the automatic transmission side control unit can be reduced to only one (one microcomputer).As a result, the automatic transmission side control unit with only one microcomputer can be handled according to whether or not the SBW system is installed, so the number of circuits in the wiring connection busbar arrangement structure increases. Can be avoided, and problems such as complication of the apparatus configuration can be solved.

  According to the second aspect of the present invention, the main computer provided in the automatic transmission side control unit is provided with a shift control function and a range switching function, and the main computer provided in the vehicle side control unit is provided with a transmission function. Since the sub-computer provided in the side control unit is provided with a fail-safe function on the shift operation unit side and a fail-safe function on the automatic transmission side, the sub-computer of the vehicle-side control unit is provided with a fail-safe function on the shift operation unit side and an automatic transmission. Even if the automatic transmission side control unit becomes submerged and breaks down due to both of the failsafe functions on the machine side, it is usually placed higher than the automatic transmission side control unit. The fail-safe function can be continuously executed by the vehicle-side control unit that is located and difficult to submerge. That.

  According to the third aspect of the present invention, since the range switching function includes the forward / reverse switching function and the parking switching function, the forward / backward switching function and the parking switching function with a relatively small memory capacity and a light burden are provided. It can be mounted on the main computer of the side control unit relatively easily.

  According to the fourth aspect of the present invention, the first system solenoid valve is operated by the fail safe function on the shift operation unit side, and the second system solenoid valve is operated by the fail safe function on the automatic transmission side. The solenoid valve divided into the 1 command system and the 2nd command system can be operated smoothly according to the type of fail safe.

The skeleton figure which shows the automatic transmission which can apply this invention. Operation table of this automatic transmission. Schematic which shows a hydraulic control apparatus. Operation table in the hydraulic control device. 1 is a block diagram schematically showing a control system according to the present invention. The figure which shows a part of structure of this control apparatus roughly. The block diagram which shows the technique used as the foundation of this control system. The figure which shows schematically a part of structure of the technique used as the foundation of this control system.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments according to the present invention will be described below with reference to FIGS.

[Configuration of automatic transmission]
First, a schematic configuration of a multi-stage automatic transmission 1 (hereinafter simply referred to as “automatic transmission”) to which the present invention can be applied will be described with reference to FIG. As shown in FIG. 1, an automatic transmission 1 suitable for use in, for example, an FR type (front engine, rear drive) vehicle has an input shaft 11 of the automatic transmission 1 that can be connected to an engine (not shown). The torque converter 7 and the speed change mechanism 2 are provided around the axial direction of the input shaft 11.

  The torque converter 7 has a pump impeller 7a connected to the input shaft 11 of the automatic transmission 1, and a turbine runner 7b to which the rotation of the pump impeller 7a is transmitted via a working fluid. The runner 7 b is connected to the input shaft 12 of the transmission mechanism 2 that is arranged coaxially with the input shaft 11. Further, the torque converter 7 is provided with a lock-up clutch 10, and when the lock-up clutch 10 is engaged by hydraulic control of a hydraulic control device described later, the input shaft 11 of the automatic transmission 1 is The rotation is directly transmitted to the input shaft 12 of the speed change mechanism 2.

  The speed change mechanism 2 includes a planetary gear DP and a planetary gear unit PU on the input shaft 12 (and the intermediate shaft 13). The planetary gear DP includes a sun gear S1, a carrier CR1, and a ring gear R1, and the carrier CR1 has a pinion P1 that meshes with the sun gear S1 and a pinion P2 that meshes with the ring gear R1. This is a so-called double pinion planetary gear.

  The planetary gear unit PU has a sun gear S2, a sun gear S3, a carrier CR2 (CR3), and a ring gear R3 (R2) as four rotating elements, and the carrier CR2 meshes with the sun gear S2 and the ring gear R3. This is a so-called Ravigneaux type planetary gear having P4 and a short pinion P3 meshing with the long pinion P4 and the sun gear S3.

  The sun gear S1 of the planetary gear DP is connected to, for example, a boss portion 3b extending from an oil pump body 3a that is integrally fixed to the transmission case 3, and the rotation is fixed. The carrier CR1 is connected to the input shaft 12 and is rotated in the same rotation as the rotation of the input shaft 12 (hereinafter referred to as “input rotation”), and the fourth clutch C-4 (friction engagement). Connected). Further, the ring gear R1 is decelerated by the input rotation being decelerated by the fixed sun gear S1 and the input carrier CR1, and the first clutch C-1 (friction engagement element) and the third clutch. It is connected to C-3 (friction engagement element).

  The sun gear S2 of the planetary gear unit PU is connected to a first brake B-1 (friction engagement element) as a locking means and can be fixed to the transmission case 3, and the fourth clutch C- 4 and the third clutch C-3, the input rotation of the carrier CR1 is input via the fourth clutch C-4, and the reduction rotation of the ring gear R1 is input via the third clutch C-3. It is free. Further, the sun gear S3 is connected to the first clutch C-1, so that the reduced rotation of the ring gear R1 can be input.

  Further, the carrier CR2 is connected to the second clutch C-2 (friction engagement element) to which the rotation of the input shaft 12 is input via the intermediate shaft 13, and input via the second clutch C-2. Rotation can be input, and the transmission case is connected to the one-way clutch F-1 and the second brake B-2 (friction engagement element) as locking means, and the one-way clutch F-1 is used for the transmission case. 3 is restricted from rotating in one direction, and the rotation can be fixed via the second brake B-2. The ring gear R3 is connected to an output shaft 15 that outputs rotation to a drive wheel (not shown).

[Transmission path of each gear stage]
Next, based on the above configuration, the operation of the speed change mechanism 2 will be described with reference to FIGS. 1 and 2. FIG. 2 is an operation table of the automatic transmission, where ◯ indicates ON (engagement, locking), and (◯) indicates ON (locking) during engine braking.

  For example, in the D (drive) range and in the first forward speed (1ST), as shown in FIG. 2, the first clutch C-1 and the one-way clutch F-1 are engaged. Then, as shown in FIG. 1, the rotation of the ring gear R1 decelerated by the fixed sun gear S1 and the carrier CR1 as the input rotation is input to the sun gear S3 via the first 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 R3 via the fixed carrier CR2, and the forward rotation as the first forward speed is output from the output shaft 15.

  During engine braking (coasting), the second brake B-2 is locked to fix the carrier CR2, and the forward first speed state is set in such a manner as to prevent the carrier CR2 from rotating forward. maintain. 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.

  At the second forward speed (2ND), as shown in FIG. 2, the first clutch C-1 is engaged and the first brake B-1 is locked. Then, as shown in FIG. 1, the rotation of the ring gear R1 decelerated by the fixed sun gear S1 and the carrier CR1 as the input rotation is input to the sun gear S3 via the first clutch C-1. Further, the rotation of the sun gear S2 is fixed by the locking of the first 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 R3 via the carrier CR2, and the forward rotation as the second forward speed is output shaft. 15 is output.

  At the third forward speed (3RD), as shown in FIG. 2, the first clutch C-1 and the third clutch C-3 are engaged. Then, as shown in FIG. 1, the rotation of the ring gear R1 decelerated by the fixed sun gear S1 and the carrier CR1 as the input rotation is input to the sun gear S3 via the first clutch C-1. Further, the reduced rotation of the ring gear R1 is input to the sun gear S2 by the engagement of the third clutch C-3. That is, since the reduced rotation of the ring gear R1 is input to the sun gear S2 and the sun gear S3, the planetary gear unit PU is directly connected to the reduced rotation, the reduced rotation is output to the ring gear R3 as it is, and the forward rotation as the third forward speed is performed. Output from the output shaft 15.

  At the fourth forward speed (4TH), as shown in FIG. 2, the first clutch C-1 and the fourth clutch C-4 are engaged. Then, as shown in FIG. 1, the rotation of the ring gear R1 decelerated by the fixed sun gear S1 and the carrier CR1 as the input rotation is input to the sun gear S3 via the first clutch C-1. Further, the input rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the fourth clutch C-4. Then, the carrier CR2 is decelerated and rotated at a speed higher than that of the sun gear S3, the decelerated rotation input to the sun gear S3 is output to the ring gear R3 via the carrier CR2, and the forward rotation as the fourth forward speed is output shaft. 15 is output.

  At the fifth forward speed (5TH), as shown in FIG. 2, the first clutch C-1 and the second clutch C-2 are engaged. Then, as shown in FIG. 1, the rotation of the ring gear R1 decelerated by the fixed sun gear S1 and the carrier CR1 as the input rotation is input to the sun gear S3 via the first clutch C-1. Further, the input rotation is input to the carrier CR2 by the engagement of the second 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 fourth forward speed and is output to the ring gear R3, and the forward rotation as the fifth forward speed is performed. Is output from the output shaft 15.

  At the sixth forward speed (6TH), as shown in FIG. 2, the second clutch C-2 and the fourth clutch C-4 are engaged. Then, as shown in FIG. 1, the input rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the fourth clutch C-4. Further, the input rotation is input to the carrier CR2 by the engagement of the second clutch C-2. That is, since the input rotation is input to the sun gear S2 and the carrier CR2, the planetary gear unit PU is directly connected to the input rotation, and the input rotation is output to the ring gear R3 as it is, and the forward rotation as the sixth forward speed (direct connection stage). Is output from the output shaft 15.

  At the seventh forward speed (7TH), as shown in FIG. 2, the second clutch C-2 and the third clutch C-3 are engaged. Then, as shown in FIG. 1, the rotation of the ring gear R1 decelerated by the fixed sun gear S1 and the carrier CR1 as the input rotation is input to the sun gear S2 via the third clutch C-3. Further, the input rotation is input to the carrier CR2 by the engagement of the second clutch C-2. Then, the decelerated rotation input to the sun gear S2 and the input rotation input to the carrier CR2 result in a speed-up slightly higher than the input rotation, which is output to the ring gear R3. In addition, the forward rotation as the overdrive speed 1) is output from the output shaft 15.

  At the eighth forward speed (8TH), as shown in FIG. 2, the second clutch C-2 is engaged, and the first brake B-1 is locked. Then, as shown in FIG. 1, the input rotation is input to the carrier CR2 by the engagement of the second clutch C-2. Further, the rotation of the sun gear S2 is fixed by the locking of the first brake B-1. Then, the input rotation of the carrier CR2 becomes higher than the forward seventh speed by the fixed sun gear S2, and is output to the ring gear R3, and the forward eighth speed (overdrive second speed higher than the direct connection speed) is output. The forward rotation as the stage) is output from the output shaft 15.

  In the reverse speed (REV), as shown in FIG. 2, the fourth clutch C-4 is engaged and the second brake B-2 is locked. Then, as shown in FIG. 1, the input rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the fourth clutch C-4. Further, the rotation of the carrier CR2 is fixed by the locking of the second brake B-2. Then, the input rotation input to the sun gear S2 is output to the ring gear R3 via the fixed carrier CR2, and the reverse rotation as the reverse gear is output from the output shaft 15.

  For example, in the P (parking) range and the N (neutral) range, the first clutch C-1, the second clutch C-2, the third clutch C-3, and the fourth clutch C-4 are released. Then, the carrier CR1 and the sun gear S2, and the ring gear R1, the sun gear S2, and the sun gear S3, that is, the planetary gear DP and the planetary gear unit PU are disconnected. Further, the input shaft 12 (intermediate shaft 13) and the carrier CR2 are disconnected. Thereby, the power transmission between the input shaft 12 and the planetary gear unit PU is disconnected, that is, the power transmission between the input shaft 12 and the output shaft 15 is disconnected.

[Overall configuration of hydraulic control unit]
Next, a hydraulic control device 20 for an automatic transmission according to the present invention will be described with reference to FIG. In this embodiment, one actual spool is provided in each valve, but the right half state shown in FIG. 3 is referred to as a “right half position” in order to explain the spool position switching position or the control position. The left half state is called “left half position”.

The hydraulic control device 20 mainly includes a strainer, an oil pump, a primary regulator valve, a secondary regulator valve, a solenoid modulator valve, a linear solenoid valve SLT, and the like (not shown) for regulating and generating various hydraulic pressures as source pressures. It has. In this embodiment, combined the oil pump and the primary regulator valve, illustrates the line pressure P _L as a line pressure generating source 5 for generating (see FIG. 3).

  Further, as shown in FIG. 3, the hydraulic control device 20 is configured to electrically control and supply the hydraulic pressure, linear solenoid valve SL1 (first system solenoid valve), linear solenoid valve SL2 (first system solenoid). Valve), linear solenoid valve SL3 (first system solenoid valve), linear solenoid valve SL4 (first system solenoid valve), linear solenoid valve SL5 (first system solenoid valve), first solenoid valve S1 (first system solenoid valve) , Second system solenoid valve), second solenoid valve S2 (first system solenoid valve), third solenoid valve S3 (second system solenoid valve), and fourth solenoid valve S4 (first system solenoid valve). . Furthermore, a parking switching valve 32, a parking cylinder 33, a source pressure switching valve 35, a distribution switching valve 36, a source pressure cutoff switching valve 37, and a check ball valve 38 are provided.

  Note that the solenoid valves other than the fourth solenoid valve S4 in the hydraulic control device 20, that is, the linear solenoid valves SL1 to SL5, the first and second solenoid valves S1 and S2, and the third solenoid valve S3 are not energized (hereinafter referred to as “the solenoid valves”). , Also referred to as “off”), the input port and the output port are shut off and communicated when energized (hereinafter also referred to as “on”), so-called normally closed (N / C) type is used. On the other hand, a normally open (N / O) type valve is used only for the fourth solenoid valve S4.

  The hydraulic control device 20 includes a hydraulic servo 51 capable of engaging and disengaging the first clutch C-1 based on the engagement pressures that are regulated and supplied by the linear solenoid valves SL1 to SL5. The hydraulic servo 52 capable of engaging / disengaging the clutch C-2, the hydraulic servo 53 capable of engaging / disengaging the third clutch C-3, the hydraulic servo 54 capable of engaging / disengaging the fourth clutch C-4, and the first brake B-1 A hydraulic servo 61 capable of engaging / disengaging and a hydraulic servo 62 capable of engaging / disengaging the second brake B-2 are provided.

  Next, generation parts of various original pressures in the hydraulic control device 20, that is, line pressure, secondary pressure, and modulator pressure will be described. The generation portions of the line pressure, the secondary pressure, and the modulator pressure are the same as those of a general automatic transmission hydraulic control device, and are well-known, and will be described briefly.

  The oil pump (not shown) is, for example, rotationally connected to the pump impeller 7a of the torque converter 7 and is driven in conjunction with the rotation of the engine, and oil is supplied from an oil pan (not shown) through a strainer (not shown). Hydraulic pressure is generated by sucking up the air. The hydraulic control device 20 is provided with a linear solenoid valve SLT (not shown). The linear solenoid valve SLT opens the throttle using a modulator pressure adjusted by a solenoid modulator valve (not shown) as a source pressure. Regulates and outputs a signal pressure according to the degree.

The primary regulator valve, not shown, the hydraulic pressure generated by the oil pump, the linear solenoid valve line pressure in a manner that discharging part based on the signal pressure of SLT P _L input to the spool urging force of the spring-loaded Adjust pressure. The line pressure P _L is supplied to the various valves described above.

Further, the hydraulic pressure discharged by the primary regulator valve is further partially discharged by a secondary regulator valve (not shown) based on the signal pressure of the linear solenoid valve SLT input to the spool loaded with the urging force of the spring. The secondary pressure is regulated in the form. The secondary pressure is supplied to a lubricating oil passage (not shown) and the like, and is also supplied to a lockup relay valve (not shown), and is used as an original pressure for controlling the lockup clutch 10. Solenoid modulator valve (not shown), based on a more regulated line pressure P _L to the primary regulator valve to the biasing force of the spring, regulating the modulator pressure to be substantially constant when the line pressure P _L is equal to or greater than the predetermined pressure Press. This modulator pressure is supplied as a source pressure to the linear solenoid valve SLT (not shown) described above.

[Detailed configuration of hydraulic control unit]
As shown in FIG. 3, normally closed (N / C) type of said first and second solenoid valve (ON / OFF solenoid) S1, S2 are input ports S1a, respectively S2a oil passage a, _{a 2,} and an oil The line pressure P _L (source pressure) is input via the path a ₃ , and when energized (turned on), the first and second hydraulic oil chambers 32 a of the parking switching valve 32 are output from the output ports S 1 b and S 2 b. 32c is configured to output signal pressures P _S1 and P _S2 through the oil passages b and b ₁ and the oil passage c, respectively. Signal pressure _{P S1} from the output port S1b is oil passage b, to the first hydraulic oil chamber 36a of the distribution switch valve 36 described later via the _{b 2} input. In addition, the line pressure P _L is the original pressure (described later) via the oil passages a and a ₁ and the input port 32b of the parking switching valve 32 and the oil passages a, a ₁ , a ₄ , a ₅ and a ₆ It is also input to the input port 37 b of the cutoff switching valve 37. Further, the line pressure P _L is connected to the input port S4a of the fourth solenoid valve S4 via the oil passages a, a ₁ , a ₄ , a ₁₅ , a ₁₆ and the oil passages a, a ₁ , a ₄ , a _15. , A ₁₇ , it is also input to an input oil chamber 36 c of a distribution switching valve 36 described later. The first, second, third, and fourth solenoid valves S1, S2, S3, and S4 and their signal pressures will be described using the same symbols S1, S2, S3, and S4 as described above. The linear solenoid valves SL1 to SL5 and their engagement pressures will also be described using the same symbols SL1 to SL5. The same applies to other valves.

The parking switch valve 32 has a single spool 32p, it is provided compressed on one end side of the spool 32p and a spring 32s that urges the spool 32p in the X ₁ direction (upward in the drawing) . Further, the parking switching valve 32 is disposed at _one end (arrow X1 side) of the spool 32p, the first hydraulic oil chamber 32a in which the signal pressure _PS1 from the output port S1b of the first solenoid valve S1 acts, and the spool the signal pressure _{P S2} from the output port S2b of the second solenoid valve S2 is a second hydraulic oil chamber 32c acting disposed at the other end of 32p (arrow _{X 2} side).

Further, the parking switch valve 32 has a discharge port EX, an input port 32b of the line pressure P _L is supplied, and an output port 32d is communicated with or shut off the input port 32b in accordance with the movement of the spool 32p ing. The output port 32d communicates with the parking cylinder 33 of the parking device via the oil passage m. The spool 32p includes a large-diameter land portion on the lower side in the drawing and a small-diameter land portion on the upper side in the drawing, and a constricted portion is formed between the large-diameter land portion and the small-diameter land portion. are oil chamber formed with the, in the right half position moved downward spool 32p is against the urging force of the spring 32s, the line pressure P _L input from the input port 32b to the constricted portion when applied, the outer diameter difference between the large-diameter land portion and the small-diameter land portion, i.e. by the difference in pressure receiving area, the direction opposite to the bias direction of the spool 32p is spring 32s, i.e. the spring 32s in direction of arrow X ₂ It is configured to be locked by being biased with a force stronger than the biasing force.

As shown in FIG. 3, the parking switching valve 32 has a spring 32s in which the spool 32p is in a state where the signal pressure _PS1 from the output port S1b of the first solenoid valve S1 does not act on the first hydraulic oil chamber 32a. The urging force moves upward in the figure to the left half position, and the output from the output port 32d to the parking cylinder 33 is shut off. Further, the parking switching valve 32 has a signal pressure _PS2 from the output port S1b of the first solenoid valve S1 without the signal pressure _PS2 from the output port S2b of the second solenoid valve S2 acting on the second hydraulic oil chamber 32c. state P _S1 is input to the first hydraulic oil chamber 32a, or the state where the signal pressure _{P S2} is without effect on the second hydraulic oil chamber 32c, the line pressure _{P L} is continuously applied to the input port 32b In this case, the spool 32p moves downward in the drawing to the right half position, and hydraulic pressure is supplied from the output port 32d to the parking cylinder 33.

On the other hand, normally closed type of the third solenoid valve (ON / OFF solenoid) S3 is the input port S3a, the line pressure via the oil passage a ₇ P _L is input, in the energized state (ON) is oil passage to the hydraulic oil chamber 37a of the primary-pressure cutoff switch valve 37 from the output port S3b the line pressure _{P L} as the signal pressure _{P S3} d, and outputs via the _{d 1,} in the non-energized state (off) It is configured to shut off the signal pressure P _S3. The signal pressure P _S3 from the third solenoid valve S3, the oil passage d, to the input port 38a of the check ball valve 38 to be described later via the d ₂ is configured so as to output.

The original pressure cutoff switching valve 37 is disposed so as to be interposed between oil passages a ₆ and a ₈ for supplying a line pressure P _L from the line pressure generating source 5 to a later-described original pressure switching valve 35. cage, the signal pressure P _S3 and hydraulic oil chamber 37a which may be input via the oil passage d _1, the line pressure P _L and the input port 37b to enter through the oil passage a _6, when the left-half position an output port 37c for outputting the line pressure _{P L} of the input port 37b to the oil passage _{a 8,} has a spool 37p, a spring 37s that urges the spool 37p upward in the drawing. The spool 37p is in the right half position moves downward in FIG when the signal pressure P _S3 is input to the hydraulic oil chamber 37a, otherwise moved upward in the drawing by the urging force of the spring 37s Left half position.

Normally open type of the fourth solenoid valve (ON / OFF solenoid) S4 is the input port S4a, the line pressure P _L via the oil passage a ₁₆ is inputted, in the non-energized state (off) of The line pressure P _L is output as a signal pressure (fail signal pressure) P _S4 from the output port S4b to the hydraulic oil chamber 35a of the original pressure switching valve 35 via the oil passage e. The signal pressure _PS4 is cut off.

Further, the source pressure switch valve 35, and the hydraulic oil chamber 35a, an input port 35b which is connected through an oil passage a ₈ to an output port 37c of the primary-pressure cutoff switch valve 37, the linear solenoid will be described in detail later an output port 35c that is connected through an oil passage _{a 9} to the input port SL1a~SL5a valves SL1 to SL5, the discharge port SL2c of of the linear solenoid valves SL2, SL3, described later, is connected through an oil passage _{f 2} to SL3c an output port 35d has, connected through an output port 35e connected through an oil passage f to the input port 36d of the distribution switch valve 36 to be described later, the oil passage f ₁ to the output port 36e of the distribution switch valve 36 described later The input port 35f, the discharge port EX, the spool 35p, and the spool that biases the spool 35p upward in the drawing. And a ring 35s. The spool 35p is in the right half position moves downward in FIG when the signal pressure P _S4 is input to the hydraulic oil chamber 35a (reverse input position), the drawing by the biasing force of the spring 35s otherwise Move upward to the left half position.

The distribution switch valve 36, a first hydraulic oil chamber 36a input via the oil passage b ₂ in the form of branching the signal pressure P _S1 output from the output port S1b of the first solenoid valve S1, the linear solenoid valve SL2 an input port 36b to enter the engagement pressure that is outputted from the output port SL2b, an input oil chamber 36c for inputting the line pressure P _L via the oil passage a _17, solenoids-off failure during the original pressure switch valve 35 The input port 36d for inputting the hydraulic pressure output from the output port 35e through the oil passage f, and the hydraulic pressure from the output port 35e input to the input port 36d at the right half position of the spool 36p. an output port 36e for outputting through the oil passage _{f 1} to 35f, or the linear solenoid valve SL2 that is input to the input port 36b There is a the engagement pressure _{P SL2} to the left half position of the spool 36p and an output port 36f that outputs through an oil passage _{g 1} to the hydraulic servo 62, the engagement pressure _{P SL2} to the right half position of the spool 36p via an output port 36g for outputting via an oil passage _{g 2} to the hydraulic servo 52, the engagement pressure _{P SL1} from the output port SL1b of the linear solenoid valve SL1 through an oil passage _{i 1,} or an oil passage _{d 2} is Te Te signal pressure _{P S3} from the output port S3b of the third solenoid valve S3, and the second hydraulic oil chamber 36h input via the check ball valve 38 and the oil passage l, and the spool 36p, lower figure the spool 36p And a spring 36s for urging the spring.

Spool 36p of distribution switch valve 36, the engagement pressure _{P SL1} or output port from the output port SL1b in a state where the signal pressure _{P S1} is not input from the output port S1b to the first hydraulic oil chamber 36a to the second hydraulic oil chamber 36h When the signal pressure P _S3 is input from S3b, it becomes right half position moves upward in FIG. The distribution switching valve 36 has a small-diameter land portion formed at the lowermost part in the drawing and a large-diameter land portion formed with a constricted portion directly above the small-diameter land portion in the spool 36p. It is configured to the constricted portion line pressure P _L to the oil chamber from the input oil chamber 36c provided in the portion of the can be entered. Therefore, the distribution switch valve 36, the spool 36p is input to the oil chamber line pressure P _L from the input oil chamber 36c becomes the right half position moved upward against the urging force of the spring 36 s, the upper large Based on the pressure receiving area difference between the radial land portion and the lower small-diameter land portion, the spool 36p is applied in a direction opposite to the biasing direction of the spring 36s, that is, in the upper part of the figure with a force stronger than the biasing force of the spring 36s. Forced and locked. When the signal pressure _PS1 from the output port S1b is input to the first hydraulic oil chamber 36a in the locked state, the urging force by the signal pressure _PS1 and the urging force by the spring 36s are combined to apply the lock. In order to overcome the force, the spool 36p moves (returns) downward in the figure to the left half position.

The check ball valve 38 has an input port 38a for inputting the signal pressure _{P S3} from the output port S3b of the third solenoid valve S3 through the oil passage _{d 2,} the output of the linear solenoid valve SL1 through an oil passage _{i 1} an input port 38b to enter the engagement pressure _{P SL1} from port SL1b, an output port 38c connected to the second hydraulic oil chamber 36h of the distribution switch valve 36 via the oil path l, these input ports 38a, input And a check ball 38B interposed between the port 38b and the output port 38c.

Check ball 38B of the check ball valve 38, the output port by being pressed rolling the larger of the engagement pressure P _SL1 inputted as the signal pressure P _S3 is input to the input port 38a to the input port 38b communicating between 38c, that is, is configured to output the larger the signal pressure P _S3 and engagement pressure P _SL1 from the output port 38c.

On the other hand, the linear solenoid valve SL1 includes an input port SL1a input via the oil passage _{a 9, a 12} line pressure _{P L} from the output port 35c of the source pressure switch valve 35 In the normal state, when it is energized the output port SL1b to output as the engagement pressure _{P SL1} through an oil passage i to the hydraulic servo 51 the line pressure _{P L} to the regulating pressure control, mainly in order to drain the engagement pressure _{P C1} of the hydraulic servo 51 And a discharge port EX.

The linear solenoid valve SL2 includes an input port SL2a input via the oil passage _{a 9, a 10} line pressure _{P L} from the output port 35c of the source pressure switch valve 35 In the normal state, the when it is energized the line pressure _{P L} temper pressure control to an output port SL2b output via an oil passage g to the input port 36b of the distribution switch valve 36, the oil passage _f 2 to the output port 35d of the source pressure switch valve 35, f ₃ and a discharge port SL2c communicating with each other. When discharging the engagement pressure P _SL2 In the normal state, is drained from the discharge port EX through the output port 35d from the exhaust port SL2c, also fail-safe traveling state (forward all-solenoids-off failure during the later 7 When the speed stage is formed, the line pressure P _L is reversely input as a reverse input pressure from the output port 35d through the oil passages f ₂ and f ₃ .

The linear solenoid valve SL3 includes an input port SL3a input via the oil passage _{a 9, a 11} line pressure _{P L} from the output port 35c of the source pressure switch valve 35 In the normal state, the when it is energized an output port SL3b to output as the engagement pressure _{P SL3} through an oil passage h to the hydraulic servo 53 to control the line pressure _{P L} to regulation control, the oil passage _f 2 to the output port 35d of the source pressure switch valve 35, f ₄ and a discharge port SL3c communicating with each other. When discharging the engagement pressure P _SL3 In the normal state, is drained from the discharge port EX through the output port 35d from the exhaust port SL3c, also forms a fail-safe traveling state all-solenoids-off failure during the later In this case, the line pressure P _L is reversely input as a reverse input pressure from the output port 35d through the oil passages f ₂ and f ₄ .

The linear solenoid valve SL4 includes an input port SL4a input via the line pressure _{P L} oil passage _{a 9, a 13} of from the output port 35c of the source pressure switch valve 35 In the normal state, the when it is energized an output port SL4b to output as the engagement pressure _{P SL4} via the oil passage j to the hydraulic servo 54 of the line pressure _{P L} regulated pressure control to mainly discharged to drain the engagement pressure _{P C4} of the hydraulic servo 54 Port EX.

The linear solenoid valve SL5 includes an input port SL5a input via the oil passage _{a 9, a 14} line pressure _{P L} from the output port 35c of the source pressure switch valve 35 In the normal state, the when it is energized an output port SL5b to output as the engagement pressure _{P SL5} via the oil passage k to the hydraulic servo 61 of the line pressure _{P L} regulated pressure control to mainly discharged to drain the engagement pressure _{P B1} of the hydraulic servo 61 Port EX. In the present embodiment described above, the reverse input communicates with the linear solenoid valves SL2 and SL3 through the distribution switching valve 36 through the paths of the oil passages f, f ₁ , f ₂ , f ₃ , and f _4. An oil passage is constructed.

[Composition of command system]
Next, the configuration of the electrical command system will be described.

  First, with reference to FIG. 8, a part of the configuration of the technology that is the basis of this control system will be schematically described. The basic technology to which the present invention is not applied relates to a type not equipped with a shift-by-wire (SBW) function, and a plurality of shift speeds (advance from the first forward speed) are accommodated in the casing 70 mounted on the automatic transmission. Only the microcomputer (microcomputer) 90 having a shift control function capable of shifting the speed of the eighth gear and the reverse gear) is arranged as an automatic transmission side ECU, and does not cause unnecessary costs when the SBW function is not installed. It is configured as follows.

  In the above basic technology, the microcomputer 90 stores a control program for forming the eighth forward speed and a program for power supply / communication. A shift lever 87 disposed in a driver's seat of a vehicle (not shown) is connected to a manual shift valve (manual valve) 89 provided in a hydraulic device (not shown) of the automatic transmission via a linkage 88 such as a wire. Has been. The microcomputer 90 disposed in the casing 70 is connected to a vehicle-side junction box, a relay box, and an unillustrated engine-side ECU via a wiring 29, a connector 30, and a harness (electrical connection cable) 31. ing.

  By using the basic technology shown in FIG. 8, sub-microcomputers necessary for mounting the SBW system are arranged in the casing 70 together with the shift function microcomputer 90 instead of the shift lever 87 and the manual shift valve 89, and these FIG. 7 shows a case where a shift lever that functions electrically is connected to both microcomputers via the vehicle-side ECU.

  That is, in the basic technology using the basic technology of FIG. 8, as shown in FIG. 7, an automatic transmission side ECU 91 is connected to the vehicle side ECU 94, and the automatic transmission side ECU 91 is connected to a main microcomputer (main microcomputer) 92. And a sub-microcomputer (sub-microcomputer) 93, both of which are connected to the vehicle-side ECU 94. In FIG. 7, the microcomputer 90 shown in FIG. 8 is described as the main microcomputer 92 having the same function as the microcomputer 90.

  The main microcomputer 92 is configured to control the first and fourth solenoid valves S1, S4 and the linear solenoid valves SL1, SL2, SL3, SL4, SL5 described above with reference to FIG. The sub-microcomputer 93 is configured to control the third and second solenoid valves S3 and S2 and also to control the first solenoid valve S1 via drivers 50 and 65 as described later.

  On the other hand, the vehicle-side ECU 94 has a main microcomputer 95 and a sub-microcomputer 96, a meter 80 is connected to the input side of the main microcomputer 95, and a shift lever ( A shifter 81 is connected in common. A communication unit 43 and a power supply unit 44 are connected to the output side of the main microcomputer 95, and the main microcomputer 95 is connected to a battery (power supply) 55 via the power supply unit 44. The sub-microcomputer 96 is connected to the power supply unit 41 and the communication unit 42, and the sub-microcomputer 96 is connected to the battery (power supply) 55 through the power supply unit 41.

  In the automatic transmission side ECU 91, a plurality of hydraulic switches 63, a communication unit 77, and a power supply unit 78 are connected to the input side of the main microcomputer 92, and the main microcomputer 92 is connected via the power supply unit 78 and the harness 24. And connected to a battery (power source) 55. The main microcomputer 92 receives the target range information while being connected to the communication unit 43 on the vehicle side ECU 94 side via the communication unit 77 and the harness 23. The main microcomputer 92, together with the sub-microcomputer 93, operates the solenoid valves S1, S2, S3, S4, SL1, SL2, SL3, SL4, and SL5 through the plurality of hydraulic switches 63. A signal relating to an abnormal state). The target range information is information that should be consistent with each other on the vehicle-side ECU 94 side, the main microcomputer 92 side, and the sub-microcomputer 93 side. It can be confirmed whether or not the ranges (P range, R range, N range, D range) match.

On the output side of the main microcomputer 92, a first solenoid valve S1 capable of switching from the P range to a range other than the P range (NotP), the first forward speed engine brake, and the reverse speed stage is formed via a driver 65. It is connected. Further, a fourth solenoid valve S4 capable of switching to the neutral state when a failure occurs (emergency) and forming the seventh forward speed is connected to the output side of the main microcomputer 92 via a driver 67. Further, the output side of the main microcomputer 92, the driver ₆₈ 1-68 ₅ and FB (feedback _circuit) through 69 1-69 _5, the linear solenoid valve SL1~SL5 capable of performing a shift switching are connected.

  On the other hand, in the sub-microcomputer 93, the power supply unit 45 and the communication units 46 and 47 are connected to the input side, and the sub-microcomputer 93 is connected to the battery (power supply) 55 via the power supply unit 45 and the harness 25. . Further, the sub-microcomputer 93 receives the current range information while being connected to the communication unit 42 on the vehicle side ECU 94 via the communication unit 46 and the harness 26, and at the vehicle side via the communication unit 47 and the harness 27. Commonly connected to the communication unit 43 on the ECU 94 side and the communication unit 77 on the main microcomputer 92 side, the target range information is received. Also, a plurality of hydraulic switches 63 are connected to the input side of the sub-microcomputer 93 via a plurality of harnesses 4. The current range information is information that should be matched with each other on the vehicle side ECU 94 side and the automatic transmission side ECU 91 side, and these are currently formed (currently) by transmitting and receiving the current range information to each other. It is confirmed whether the types of (P range, R range, N range, D range) match.

  On the output side of the sub-microcomputer 93, there is a third solenoid valve S3 that can release (release) the clutch when a failure occurs (emergency) and switch between the D range and the N range during solenoid all-off failure. 48 is connected. A second solenoid valve S <b> 2 capable of switching from a range other than the P range (NotP) to the P range is connected to the output side of the sub-microcomputer 93 via a driver 49. Further, a driver 50 is connected to the output side of the sub microcomputer 93, and the driver 50 is connected to the driver 65 connected to the output side of the main microcomputer 92 via the harness 28, thereby the sub microcomputer 93. Is configured to be able to control the operation of the first solenoid valve S1 via the drivers 50 and 65.

  However, in the basic technology configuration described with reference to FIG. 7, the sub microcomputer 93 shown in FIG. 8 is added to the microcomputer 90 (see FIG. 8) of the same type as the main microcomputer 92 shown in FIG. Although diverted, according to this configuration, development of two types of microcomputers (ie, main microcomputer 92 and sub-microcomputer 93) depending on whether or not the shift-by-wire function is installed is complicated and manufactured by bending or the like. There is a risk that the number of circuits in the routing structure of the wiring connection bus bar increases, and problems such as a complicated device configuration may occur.

  Therefore, in the present embodiment, as shown in FIGS. 5 and 6, by applying the present invention, a vehicle side ECU (vehicle side control unit) 82 and an automatic transmission side ECU connectable to the vehicle side ECU 82 are provided. (Automatic transmission side control unit) 71, and a transmission function for transmitting a command from a shift lever (shift operation unit) 81; a fail safe function on the shift lever 81 side for performing fail safety of the transmission function; A shift control function that can shift-control a plurality of shift speeds (from the first forward speed to the eighth forward speed and the reverse speed), and the shift range of the automatic transmission 1 is switched according to the transmission signal transmitted by the transmission function. A vehicle control device having a range switching function and a fail-safe function on the automatic transmission 1 side that performs fail-safe of the automatic transmission 1 is realized. In the vehicle control device, the automatic transmission side ECU 71 shares the shift control function and the range switching function, and the vehicle side ECU 82 has the transmission function, the fail-safe function on the shift lever 81 side, and the automatic The fail-safe function on the transmission 1 side is shared.

  That is, as shown in FIGS. 5 and 6, the automatic transmission 1 (see FIG. 1) roughly including the transmission mechanism 2 (see FIG. 1), the torque converter 7 (see FIG. 1), and the hydraulic control device 20 is A shift lever 81 installed in the vicinity of a driver's seat of a vehicle (not shown), for example, a battery 55 set in the engine room, and an automatic transmission side ECU 71 connected to the vehicle side ECU 82 are provided. The hydraulic control device 20, the automatic transmission side ECU 71, and the vehicle side ECU 82 constitute a vehicle control device according to the present invention. The shift lever 81 disposed in the vicinity of the driver's seat of the automobile selects and operates the P (parking) range, R (reverse) range, N (neutral) range, and D (drive) range in the order of movement of the lever 81. It is configured to be possible.

  In the present embodiment, the first, second, and fourth solenoid valves S1, S2, S4 and the linear solenoid valves SL1, SL2 are executed by the sub-microcomputer 84 of the vehicle-side ECU 82 and the microcomputer (main computer) 72 of the automatic transmission-side ECU 71. , SL3, SL4, SL5 to control normal mode (normal mode), 7th forward speed (Limp home mode, fail-safe running state) and N-range fixed mode (running forced stop mode, fail-safe stopped state) Can be switched. Further, the sub-microcomputer 84 of the vehicle-side ECU 82 controls the third solenoid valve S3 to release (release) the clutch when a failure occurs (emergency), and to set the D range and N range during the solenoid all-off failure. In addition to being able to perform switching, the first solenoid valve S1 can be controlled to switch from the P range to a range other than the P range (NotP), to set the first forward speed engine brake, and the reverse speed. ing.

  As shown in FIG. 5, the automatic transmission side ECU 71 includes the microcomputer 72, and the microcomputer 72 is connected to a main microcomputer (main computer) 83 and a sub microcomputer (subcomputer) 84 of the vehicle side ECU 82.

  The microcomputer 72 of the automatic transmission side ECU 71 is configured to control the first, second, and fourth solenoid valves S1, S2, and S4 and the linear solenoid valves SL1, SL2, SL3, SL4, and SL5 described above. The sub-microcomputer 84 of the side ECU 82 is configured to be able to control the third and first solenoid valves S3 and S1.

  The vehicle-side ECU 82 has a main microcomputer 83 and a sub-microcomputer 84, a meter 80 is connected to the input side of the main microcomputer 83, and a shift lever (shifter) is connected to the input side of the main microcomputer 83 and sub-microcomputer 84. ) 81 is connected in common. A communication unit 59 and a power supply unit 60 are connected to the output side of the main microcomputer 83, and the main microcomputer 83 is connected to a battery (power supply) 55 via the power supply unit 60. In addition, drivers 56 and 57 and a power supply unit 58 are connected to the sub-microcomputer 84. The sub-microcomputer 84 is connected to the battery (power source) 55 via the power supply unit 58, and is connected to the third solenoid valve S3 via the driver 56 and the harness 16, and the driver 57, the harness 17 and the automatic transmission side ECU 71 are connected. The driver 65 is connected to the first solenoid valve S1.

  In the automatic transmission side ECU 71, a plurality of hydraulic switches 63..., A communication unit 77, and a power supply unit 78 are connected to the input side of the microcomputer 72, and the microcomputer 72 is connected to a battery (power supply via the power supply unit 78 and the harness 22. ) 55. The microcomputer 72 receives the target range information while being connected to the communication unit 59 on the vehicle side ECU 82 side via the communication unit 77 and the harness 21. The target range information is information that should be matched between the vehicle-side ECU 82 side and the automatic transmission-side ECU 71. The target range information is exchanged between the target range information and the target range (P range) to be switched from now on. , R range, N range, and D range) can be confirmed.

A first solenoid valve S1 is connected to the output side of the microcomputer 72 via a driver 65, and a second solenoid valve S2 capable of switching from a range other than the P range (NotP) to the P range via a driver 66. A fourth solenoid valve S4 that is connected and can switch to a neutral state at the time of occurrence of a failure (emergency) and form a seventh forward speed is connected via a driver 67. Further, the output side of the microcomputer 72, the driver ₆₈ 1-68 ₅ and FB (feedback _circuit) through 69 1-69 _5, the linear solenoid valve SL1~SL5 capable of performing a shift switching are connected.

The microcomputer 72 is connected to the first, second, and fourth solenoid valves S1, S2, and S4 and the linear solenoid valves SL1, SL2, SL3, SL4, and SL5 through wirings and the like, so that the first command system D constitutes a _1, is configured to perform a control for generating electrical command of the first command system D _1. In other words, the first hydraulic output state of the second, fourth solenoid valve S1, S2, S4 and the linear solenoid valve SL1~SL5 is controlled by the microcomputer 72 and the first command system _{D 1} thereof. However, the hydraulic pressure output state of the first solenoid valve S1, as described below, is also controlled by the sub-microcomputer 84 and the second command system D _2.

Further, the sub-microcomputer 84 of the vehicle side ECU82 is first through the wiring or the like, by being connected to the third solenoid valve S1, S3 constitute a second command system _{D 2,} the second command system _{D 2} It is comprised so that the control which produces | generates this electrical command may be performed. In other words, the hydraulic output state of the first solenoid valve S1 and the third solenoid valve S3 is controlled by the sub-microcomputer 84 and the second command system D _2. Reference numeral 18 in FIG. 5 is a harness that connects the hydraulic switch 63 and the sub-microcomputer 84.

  The arrangement of the control device according to the present invention shown in FIG. 5 is such that a shift lever 81 arranged in the vicinity of a driver's seat of a vehicle (not shown) is connected to the vehicle side via a harness 85 as shown in FIG. The ECU 82 is connected to the main microcomputer 83 and the sub microcomputer 84. An automatic transmission side ECU 71 is mounted in a casing 70 mounted on the automatic transmission 1 via a substrate 64, and a microcomputer 72 of the automatic transmission side ECU 71 is connected via a wiring 79, a connector 73, and a harness 86. The vehicle side junction box (not shown), the relay box (not shown), the engine side ECU (not shown), and the main microcomputer 83 and the sub microcomputer 84 of the vehicle side ECU 82 are connected. Reference numeral 74 denotes a connector not used in the configuration example, and reference numeral 76 denotes a plurality of terminals protruding from the package of the microcomputer 72.

  In such a casing 70, only the microcomputer 72 is mounted and arranged as the automatic transmission side ECU 71, and the space sp adjacent to the microcomputer 72 is unused and saved. That is, since only the microcomputer 72 is mounted on the casing 70, the sub-microcomputer 93 shown in FIG. 7 is omitted, and the space sp is left unused.

  As described above, in the vehicle control apparatus according to the present embodiment, the microcomputer 72 provided in the automatic transmission side ECU 71 includes the shift control function and the range switching function, and the vehicle side ECU 82 includes the main microcomputer 83 and the sub microcomputer. 84. The main microcomputer 83 has the above transmission function, and the sub microcomputer 84 has the fail safe function on the shift lever 81 side and the fail safe function on the automatic transmission 1 side. The range switching function includes a forward / reverse switching function and a parking switching function as shown in FIG.

Furthermore, in the control device includes a first command system _{D 1} and second command system _{D 2,} and the solenoid valves S1, S2, S4 which operates under the control of the first command system _{D 1,} SL1 to SL5 (first a line solenoid valve), first, third solenoid valves S1, comprises and S3 (second line solenoid valve), the solenoid valve S1 through the fail-safe function of the shift lever 81 side to operate under the control of the second command system D ₂ , S2, S4, SL1 to SL5 (first system solenoid valve) are operated, and the first and third solenoid valves S1, S3 (second system solenoid valve) are operated by the fail-safe function on the automatic transmission 1 side. It is comprised so that.

[Operation in normal condition]
Next, the operation of the hydraulic control device 20 in a normal state will be described with reference to FIGS. In the hydraulic control device 20, when the automatic transmission side ECU 71 is in a normal state, the shift range setting control and the shift control of each shift stage are controlled by the microcomputer 72.

That is, for example, in the P range (non-traveling range) based on the driver's operation of the shift lever 81, the electrical command generated by the microcomputer 72 is transmitted, and the first solenoid valve S1 is turned off to output the output port. The signal pressure _PS1 is not output from S1b, the second and fourth solenoid valves S2 and S4 are turned on, and the signal pressure _PS2 is output from the output port S2b of the second solenoid valve S2. 4 a state where the signal pressure _{P S4} is not output from the output port S4b of the solenoid valve S4.

In the state of the P range, in the parking switching valve 32, the signal pressure _PS1 does not act on the first hydraulic oil chamber 32a and the signal pressure _PS2 acts on the second hydraulic oil chamber 32c. spool 32p I coupled with becomes the left half position, the input of the line pressure P _L to the input port 32b is cut off as. For this reason, the hydraulic pressure from the parking switching valve 32 is cut off in the parking cylinder 33, and the parking rod (not shown) moves to the parking pole side (not shown) by the urging force of the spring (not shown). (Not shown) is inserted between a support (not shown) and a parking pawl (not shown), and the pawl portion of the parking pawl meshes with a parking gear (not shown). Become.

In addition, the third solenoid valve S3 in which an electrical command generated by the microcomputer 72 is transmitted is kept off when the microcomputer 72 is in a normal state. Thus, primary-pressure cutoff switch valve 37 is maintained to the left half position by the biasing force of the spring 37s, it outputs the line pressure P _L input to the input port 37b through the oil passage a _6-port and outputs to the input port 35b of the original pressure switch valve 35 through the oil passage _{a 8} from 37c.

Further, the fourth solenoid valve S4 is turned on by the control of the microcomputer 72, the source pressure switch valve 35, the hydraulic oil chamber 35a is the signal pressure P _S4 from the output port S4b not act, the spool 35p is left since a half position, the line pressure _{P L} acts on the input port 35b is output ports but 35c is output to all the linear solenoid valves SL1~SL5 from these linear solenoid valves SL1~SL5 are all turned off is therefore, the engagement pressure _P SL1 _{to P SL5} are not output at.

Subsequently, when the shift lever 81 is operated to the R range, the first solenoid valve S1 is turned on under the control of the microcomputer 72, and the signal pressure _PS1 is output from the output port S1b. since the signal pressure _{P S1} is applied to the first hydraulic oil chamber 32a, the spool 32p against the biasing force of the spring 32s becomes the right half position, the input is the output port 32d of the line pressure _{P L} to the input port 32b Is output. For this reason, a parking rod (not shown) moves against the urging force of a spring (not shown) to the parking cylinder 33 side, and supports a wedge (not shown) with a support (not shown) and a parking pole (not shown). The parking release state is established by separating the pawl portion (not shown) of the parking pole from engagement with the parking gear (not shown). The parking switching valve 32 in which the spool 32p is in the right half position is locked in the right half position due to the difference in pressure receiving area between the large diameter land portion and the small diameter land portion. Note that the first solenoid valve S1 turned on here may be turned off after a predetermined time of, for example, several seconds.

Further, as described above, the third solenoid valve S3 is turned off and the fourth solenoid valve S4 is kept turned on, and the source pressure cutoff switching valve 37 has a signal pressure P _S3 from the output port S3b in its hydraulic oil chamber 37a. There is not acting, the spool 37p is in the left half position, the line pressure P _L acts on the input port 37b is output from the output port 37c toward the input port 35b of the original pressure switch valve 35, one of the source pressure switching valve 35 is not acting signal pressure _{P S4} from the output port S4b to the hydraulic oil chamber 35a, the spool 35p is in the left half position, the line pressure _{P L} acts on the input port 35b is output port 35c To the linear solenoid valves SL1 to SL5.

Then, since the linear solenoid valve SL2, SL4 are turned on by control of the microcomputer 72, but the engagement pressure _{P SL2} is output to the input port 36b of the sorting switch valve 36 from the output port SL2b, first solenoid valve S1 is turned on As a result, the signal pressure _PS1 is output to the first hydraulic oil chamber 36a of the distribution switching valve 36, and the spool 36p is in the left half position so that the engagement pressure _PSL2 is supplied from the input port 36b. This is supplied to the hydraulic servo 62 via the output port 36f, whereby the second brake B-2 is locked. At the same time, the on-operation of the linear solenoid valve SL4, the line pressure _{P L} from the output port 35c of the source pressure switch valve 35 is pressure regulating output as the engagement pressure _{P SL4} from the output port SL4b to the hydraulic servo 54, the fourth The clutch C-4 is engaged. Therefore, the reverse gear is achieved in combination with the locking of the second brake B-2.

Further, when the shift lever 81 is operated to the N range, the parking release state is brought about based on the fact that the parking switching valve 32 is in the right half position by turning on the first solenoid valve S1 as in the R range. When the third solenoid valve S3 is turned off and the fourth solenoid valve S4 is turned on, the source pressure cutoff switching valve 37 and the source pressure switching valve 35 are similarly set to the left half position, and the line pressure P _L is linear. Output to all the solenoid valves SL1 to SL5. At this time, since the linear solenoid valves _{SL1 to SL5} are all turned off by the control of the microcomputer 72 as in the P range, the engagement pressures PSL1 to PSL5 are not output, and thus the neutral state is achieved. Is done.

In the first forward speed (during forward start) in the forward range where the shift lever 81 is in the D range, the first solenoid valve S1 is turned off under the control of the microcomputer 72, and the signal pressure _PS1 is output from the output port S1b. However, as described above, the parking switching valve 32 is locked in the right half position due to the pressure receiving area difference between the large-diameter land portion and the small-diameter land portion.

Similarly, when the third solenoid valve S3 is turned off and the fourth solenoid valve S4 is turned on, the source pressure cutoff switching valve 37 and the source pressure switching valve 35 are similarly in the left half position, and the line pressure P _L Is output to all of the linear solenoid valves SL1 to SL5. Here, since the linear solenoid valve SL1 is turned on, from the output port SL1b is supplied engagement pressure P _SL1 to the first clutch C-1 the clutch C-1 is engaged at the time of engagement (i.e. forward starting In combination with the locking of the one-way clutch F-1, the first forward speed is achieved. At this time, since the engagement pressure P _SL1 oil passage i1, the check ball valve 38, is inputted to the second hydraulic oil chamber 36h of the distribution switch valve 36 via the oil path l, the spool of the distribution switch valve 36 36p is switched to the right half position.

Shift lever 81 at the time of the first forward speed of the engine brake in the D range, similarly to the first forward speed when the forward range, the line pressure P _L is output to all the linear solenoid valve SL1~SL5 In this state, both linear solenoid valves SL1 and SL2 are turned on. Therefore, the linear solenoid valve SL1 is first to engage the clutch C-1 by supplying the engagement pressure _{P SL1} from the output port SL1b to the hydraulic servo 51.

Further, in the linear solenoid valve SL2, is to output the engagement pressure P _SL2 from the output port SL2b to the input port 36b of the distribution switch valve 36, the distribution switch valve 36 at this time, the check ball valve as described above 38, the engagement pressure _PSL1 is input to the second hydraulic oil chamber 36h, but the first solenoid valve S1 is turned on under the control of the automatic transmission side ECU, and the first hydraulic oil chamber 36a is supplied with the first pressure. When the signal pressure _PS1 is input from the solenoid valve S1, the left half position is obtained. Therefore, the engagement pressure _PSL2 is supplied from the input port 36b to the hydraulic servo 62 via the output port 36f, and the second brake B-2 is locked. Thereby, coupled with the engagement of the first clutch C-1, the first forward speed engine brake is achieved.

In the second forward speed where the shift lever 81 is in the D range, the first and second solenoid valves S1 and S2 are turned off under the control of the automatic transmission side ECU, and the signal pressure P _S1 is output from both the output ports S1b and S2b. , _PS2 is not output, and the parking switching valve 32 is locked at the right half position as described above, thereby releasing the parking state. Similarly, when the third solenoid valve S3 is turned off and the fourth solenoid valve S4 is turned on, the source pressure cutoff switching valve 37 and the source pressure switching valve 35 are similarly in the left half position, and the line pressure P _L Is output to all of the linear solenoid valves SL1 to SL5. Here, since the linear solenoid valves SL1, SL5 is turned, in the linear solenoid valve SL1, the first clutch C-1 is engaged with the engagement pressure _{P SL1} to the hydraulic servo 51 is supplied from the output port SL1b combined, also in the linear solenoid valve SL5, the output first brake B-1 from a port SL5b to the hydraulic servo 61 is the engagement pressure P _SL5 is supplied is locked, thereby, the second forward speed is Achieved.

In the third forward speed where the shift lever 81 is in the D range, the parking switching valve 32 is locked at the right half position with the first and second solenoid valves S1 and S2 turned off, as described above. In the parking release state. Also, the third solenoid valve S3 is turned off, the fourth solenoid valve S4 is by being turned on, the line pressure P _L is output to all the linear solenoid valves SL1 to SL5. Here, since the linear solenoid valves SL1, SL3 is turned on, in the linear solenoid valve SL1, the first clutch C-1 is engaged with the engagement pressure _{P SL1} to the hydraulic servo 51 is supplied from the output port SL1b combined, also with the linear solenoid valve SL3, the third clutch C-3 is engaged engagement pressure P _SL3 to the hydraulic servo 53 from the output port SL3b is supplied, thereby, the third forward speed is Achieved.

In the fourth forward speed where the shift lever 81 is in the D range, the parking switching valve 32 is locked in the right half position with the first and second solenoid valves S1 and S2 turned off, as described above. In the parking release state. Also, the third solenoid valve S3 is turned off, the fourth solenoid valve S4 is by being turned on, the line pressure P _L is output to all the linear solenoid valves SL1 to SL5. Here, since the linear solenoid valves SL1, SL4 is turned on, in the linear solenoid valve SL1, the first clutch C-1 is engaged with the engagement pressure _{P SL1} to the hydraulic servo 51 is supplied from the output port SL1b combined, also with the linear solenoid valve SL4 is the fourth clutch C-4 is engaged with the engagement pressure P _SL4 to the hydraulic servo 54 is supplied from the output port SL4b, thereby, the fourth forward speed is Achieved.

In the fifth forward speed where the shift lever 81 is in the D range, the parking switching valve 32 is locked in the right half position with the first and second solenoid valves S1 and S2 being turned off, as described above. In the parking release state. Also, the third solenoid valve S3 is turned off, the fourth solenoid valve S4 is by being turned on, the line pressure P _L is output to all the linear solenoid valves SL1 to SL5. Here, since the linear solenoid valves SL1, SL2 is turned on, in the linear solenoid valve SL1, the first clutch C-1 is engaged with the engagement pressure _{P SL1} to the hydraulic servo 51 is supplied from the output port SL1b Match. Further, in the linear solenoid valve SL2, is to output the engagement pressure _{P SL2} from the output port SL2b to the input port 36b of the distribution switch valve 36, the distribution switch valve 36 at this time, via the check ball valve 38 When the engagement pressure _PSL1 is input to the second hydraulic oil chamber 36h, it is switched to the right half position, and locked to the right half position by the lock pressure (line pressure P _L ) input to the input oil chamber 36c. Therefore, the engagement pressure _PSL2 is supplied from the input port 36b to the hydraulic servo 52 via the output port 36g, and the second clutch C-2 is engaged. This achieves the fifth forward speed in combination with the engagement of the first clutch C-1.

Further, at the sixth forward speed where the shift lever 81 is in the D range, the parking switching valve 32 is locked at the right half position with the first and second solenoid valves S1 and S2 being turned off as described above. In this state, the parking release state is established. Also, the third solenoid valve S3 is turned off, the fourth solenoid valve S4 is by being turned on, the line pressure P _L is output to all the linear solenoid valves SL1 to SL5. Here, since the linear solenoid valve SL2, SL4 are turned on, the linear solenoid valve SL4 supplies the engagement pressure _{P SL4} from the output port SL4b to the hydraulic servo 54, whereby the fourth clutch C- 4 is engaged. Further, in the linear solenoid valve SL2, is to output the engagement pressure _{P SL2} to the input port 36b of the distribution switch valve 36 from the output port SL2b, distribution switch valve 36, the case of the fifth forward speed Similarly, since the right half position is locked, the engagement pressure _PSL2 is supplied from the input port 36b to the hydraulic servo 52 via the output port 36g, and the second clutch C-2 is engaged. The Thereby, the forward sixth speed is achieved in combination with the engagement of the fourth clutch C-4.

At the seventh forward speed with the shift lever 81 in the D range, the parking switching valve 32 is locked at the right half position with the first and second solenoid valves S1 and S2 turned off, as described above. In this state, the parking release state is established. Also, the third solenoid valve S3 is turned off, the fourth solenoid valve S4 is by being turned on, the line pressure P _L is output to all the linear solenoid valves SL1 to SL5. Here, since the of the linear solenoid valves SL2, SL3 is turned on, in the linear solenoid valve SL3, the engagement pressure _{P SL3} to the hydraulic servo 53 from the output port SL3b is supplied, the third clutch C-3 Engaged. Further, in the linear solenoid valve SL2, is to output the engagement pressure _{P SL2} from the output port SL2b to the input port 36b of the distribution switch valve 36, likewise distribution switch and the case of the forward 5-6 speed Since the valve 36 is locked at the right half position, the engagement pressure _PSL2 is supplied from the input port 36b to the hydraulic servo 52 via the output port 36g, and the second clutch C-2 is engaged. Therefore, coupled with the engagement of the third clutch C-3, the seventh forward speed is achieved.

Further, at the eighth forward speed where the shift lever 81 is in the D range, the parking switching valve 32 is locked at the right half position with the first and second solenoid valves S1 and S2 turned off, as described above. In this state, the parking release state is established. Also, the third solenoid valve S3 is turned off, the fourth solenoid valve S4 is by being turned on, the line pressure P _L is output to all the linear solenoid valves SL1 to SL5. Here, since the linear solenoid valve SL2, SL5 is turned, in the linear solenoid valve SL5, is supplied with the engagement pressure _{P SL5} to the hydraulic servo 61 from the output port SL5b, the first brake B-1 Locked. Further, in the linear solenoid valve SL2, is to output the engagement pressure _{P SL2} from the output port SL2b to the input port 36b of the distribution switch valve 36, likewise distribution switch and the case of the forward 5-7 speed Since the valve 36 is locked at the right half position, the engagement pressure _PSL2 is supplied from the input port 36b to the hydraulic servo 52 via the output port 36g, and the second clutch C-2 is engaged. Accordingly, in combination with the locking of the first brake B-1, the eighth forward speed is achieved.

[Action when solenoid valve / all-off failure occurs]
Next, the solenoid all-off failure will be described. The hydraulic control device 20 is controlled by the microcomputer 72 of the automatic transmission-side ECU 71 and the sub-microcomputer 84 of the vehicle-side ECU 82, for example, when a failure is detected due to a down of the microcomputer 72, disconnection in wiring, disconnection of a connector, or the like. The solenoid valve S1, S2, S4, SL1 to SL5 is switched to a solenoid all-off fail mode for turning off. As a failure detection method, for example, a case where the control commanded by the microcomputer 72 is different from the actual operation in the automatic transmission 1 (for example, a case where the commanded shift speed and the actual gear ratio are different) can be considered. The generation of the solenoid all-off failure in the automatic transmission side ECU 71 is transmitted to the vehicle-side ECU 82 or is detected by the vehicle-side ECU 82. In the following description, it is assumed that the third solenoid valve S3 remains off.

In the present embodiment, as described above, the first line solenoid valve (S1, S2, S4, SL1~SL5 ) operating under the control of the first command system _{D 1} and, according to the second command system _{D 2} And a second system solenoid valve (S1, S3) operated by control, and the first system solenoid valve (S1, S2, S4, SL1 to SL5) is operated by a fail-safe function on the shift lever 81 side, and automatically The second system solenoid valve (S1, S3) is configured to be operated by a fail-safe function on the transmission 1 side.

  Accordingly, when it is detected from the difference between the target range information and the current range information that the shift lever 81 is not switched to the N range even though it is operated to the N range, for example, the shift lever 81 side The first system solenoid valve (S1, S2, S4, SL1 to SL5) is actuated by the fail-safe function, and control is performed so that the range corresponds to the range of the shift lever 81.

On the other hand, for example, when a solenoid all-off failure occurs in the microcomputer 72 of the automatic transmission side ECU 71 while the vehicle is traveling in the forward range, the solenoid valves S1, S2, S4, SL1 to SL5 are turned off. Then, the signal pressure _PS4 is output only from the normally open type fourth solenoid valve S4, and the other solenoid valves stop outputting the signal pressure or the engagement pressure. In this case, the output ports SL2b and SL3b communicate with the discharge ports SL2c and SL3c.

At this time, in the original pressure switch valve 35, the signal pressure P _S4 of the fourth solenoid valve S4 is input to the hydraulic oil chamber 35a, by overcoming the urging force of the spring 35s, the spool 35p is off to the right half position because switched, the line pressure P _L input to the input port 35b is output from the output port 35e to the oil passage f, inputted to the input port 36d of the distribution switch valve 36. In this case, distribution switch valve 36 is locked to the right half position by the line pressure P _L input to the input oil chamber 36c on the basis of the difference in pressure receiving area between the large-diameter land portion and the small-diameter land portion as described above are therefore, the line pressure _{P L} input to the input port 36d is outputted from the port 36e via the oil passage _{f 1} is input to the input port 35f of the source pressure switch valve 35, an output port 35d, an oil passage _f 2, f _3, through the _{f 4,} of the linear solenoid valves SL2, SL3 exhaust ports SL2c, the SL3c, are inputted as a reverse input pressure.

As a result, the linear solenoid valve SL2 to which the reverse input pressure is input from the discharge port SL2c outputs the reverse input pressure (that is, the line pressure P _L ) from the output port SL2b to the oil passage g as the engagement pressure P _SL2 for distribution. input port 36b from the output port 36g of the switching valve 36, via the oil passage _{g 2} is supplied to the hydraulic servo 52, whereby the second clutch C-2 are engaged. At the same time, the linear solenoid valve SL3 reverse input pressure is input from the discharge port SL3c, in order to supply as an engagement pressure _{P SL3} to the hydraulic servo 53 via the oil passage h from the output port SL3b, thereby, the third clutch C-3 is engaged. Therefore, coupled with the engagement of the second clutch C-2, the seventh forward speed is achieved.

  As described above, when the solenoid all-off fail of the automatic transmission side ECU 71 occurs while the vehicle is traveling in the forward range, the second clutch C-2 and the third clutch C-3 are engaged. 7 forward speed.

However, if a solenoid all-off failure occurs during traveling with the engine brake at the first forward speed, the first solenoid valve S1 was on at the time before the solenoid all-off failure occurred. Since the signal pressure _PS1 has been input to the first hydraulic oil chamber 36a of the switching valve 36, the spool 36p is already in the left half position, and therefore, based on the fourth solenoid valve S4 being turned off at the time of solenoid all-off failure. Even if the line pressure P _L (failure hydraulic pressure) from the output port 35e acts on the input port 36d, the line pressure P _L is cut off, and therefore, it is not reversely input to the linear solenoid valves SL2 and SL3. N range will be achieved.

For example the vehicle is in the P range, the solenoid-all-off failure occurs, only the fourth solenoid valve S4 is a state for outputting a signal pressure P _S4 is normally open, the line pressure P _L based on pressure switch valve The input port 36d of the distribution switching valve 36 is acted on via the 35 input ports 35b and the output port 35e. However, this time, in the P range, the linear solenoid valve SL1 at a time prior all-solenoids-off failure occurs has been turned off, the engagement pressure P _SL1 from the output port SL1b not act on the second hydraulic oil chamber 36h , the spool 36p was in the left half position, the line pressure P _L acts on the input port 36d is cut off, the input port 35f of the source pressure switch valve 35 does not act. Accordingly, the reverse input pressure is not input to the discharge ports SL2c and SL3c of the linear solenoid valves SL2 and SL3. Further, at the time of the all-solenoids-off failure occurs, already parking switch valve 32 In the left half position, the line pressure P _L to the parking cylinder 33 has been cut off, the parking state is maintained.

  Thus, when the vehicle is in a solenoid all-off failure in the P range, all of the first to fourth clutches C-1 to C-4 and the first and second brakes B-1 and B-2 are all performed. Are not engaged or locked, so the P range is maintained.

Further, for example, the vehicle is in the R range, the solenoid-all-off failure occurs, likewise, a state where only the fourth solenoid valve S4 is a signal pressure P _S4, the line pressure P _L of the distribution switch valve 36 At this time, even in the R range, the linear solenoid valve SL1 is turned off before the solenoid all-off failure occurs, and the spool 36p has been in the left half position from the beginning. , the line pressure _{P L} acts on the input port 36d is cut off. For this reason, the reverse input pressure is not input to the discharge ports SL2c, SL3c of the linear solenoid valves SL2, SL3, and the spool 32p locked in the right half position before the occurrence of the solenoid all-off failure is the line pressure P _L to the input port 32b is maintained in the right half position to continue to act, therefore, the parking release state is maintained.

  Thus, when the vehicle is in the R range and the solenoid all-off failure occurs, all of the first to fourth clutches C-1 to C-4 and the first and second brakes B-1 and B-2 are all performed. Is not engaged or locked, and therefore shifts to the N range.

Then, for example, the vehicle is in the N range, the all-solenoids-off failure occurs, likewise, a state where only the fourth solenoid valve S4 is a signal pressure P _S4, the line pressure P _L of the distribution switch valve 36 At this time, even in the N range, the linear solenoid valve SL1 is turned off before the solenoid all-off failure occurs, and the spool 36p is in the left half position from the beginning. the line pressure _{P L} acts on the input port 36d is cut off. For this reason, the reverse input pressure is not input to the discharge ports SL2c, SL3c of the linear solenoid valves SL2, SL3, and the spool 32p locked in the right half position before the occurrence of the solenoid all-off failure is the line pressure P _L to the input port 32b is maintained in the right half position to continue to act, therefore, the parking release state is maintained.

  Thus, when the vehicle is in a solenoid all-off failure in the N range, all of the first to fourth clutches C-1 to C-4 and the first and second brakes B-1 and B-2 are all performed. Are not engaged or locked, so the N range is maintained.

  As described above, even if a solenoid all-off failure occurs in any of the first forward speed to the eighth forward speed excluding the case of the first forward speed engine brake, the seventh forward speed is formed. In addition to ensuring that the vehicle is running, if a solenoid all-off failure occurs in the engine brake in the P range, R range, N range, or 1st forward speed, the 7th forward speed is set. Without forming, the P range is maintained in the P range, the N range is shifted in the R range, the N range is maintained in the N range, and the N range is shifted in the first forward speed engine brake. Driving safety.

[Action after solenoid valve all-off failure]
Next, a description will be given of the operation according to the second system solenoid valve which operates under the control of the second command system D ₂ in the all-solenoids-off failure after generating (S1, S3).

If the vehicle as described above solenoids-off failure of the first command system D ₁ during traveling (except when the first forward speed of the engine braking) is generated in the forward range, the distribution switch valve 36 to the right half position Thus, the reverse input pressure is input as the reverse input pressure to the discharge ports SL2c and SL3c of the linear solenoid valves SL2 and SL3 through the oil passages f, f ₁ , f ₂ , f ₃ and f ₄ , that is, the forward movement. It is in a state where the seventh speed has been achieved (that is, a fail-safe traveling state).

In this state, for example, when the driver operates the shift lever 81 to any one of the N range, the R range, and the P range, the sub-microcomputer 84 of the vehicle side ECU 82 receives the signal and turns on the third solenoid valve S3. The third solenoid valve S3 outputs a signal pressure _PS3 . Then, primary-pressure cutoff switch valve 37, the spool 37p against the urging force of the signal pressure _{P S3} is input spring 37s to the hydraulic oil chamber 37a is switched to the right half position, the input port 37b and the output port 37c blocked between, that is blocking the line pressure P _L supplied to the oil passage a _6, to stop the supply of the line pressure P _L with respect to the oil passage a _8. Therefore, the line pressure _{P L} is not supplied to the input port 35b of the original pressure switch valve 35, that is, the original pressure of the reverse input pressure is cut off, the oil passage _{f, f 1, f 2,} f 3, f 4 a Thus, no reverse input is made to the discharge ports SL2c, SL3c of the linear solenoid valves SL2, SL3, and a neutral state is achieved (that is, a fail-safe stop state).

For example, when the driver operates the shift lever 81 to the D range from this neutral state, the sub-microcomputer 84 of the vehicle-side ECU 82 turns off the third solenoid valve S3 in response to this, and the third solenoid valve S3 The signal pressure _PS3 is not output. Then, primary-pressure cutoff switch valve 37, the signal pressure _{P S3} of the hydraulic oil chamber 37a is no longer applied, the spool 37p is switched to the left half position by the biasing force of the spring 37s, between the input port 37b and the output port 37c There is communicated, i.e. supplies again the line pressure P _L to the oil passage a _8. Thus, the input port 35b again line pressure _{P L} of the primary-pressure switch valve 35 is supplied, the reverse input pressure oil passage _{f, f 1, f 2,} f 3, linear through _{f 4} solenoid valves SL2, SL3 Are reversely input to the exhaust ports SL2c and SL3c, and the seventh forward speed is achieved as in the case of occurrence of solenoid all-off failure during traveling in the forward range (that is, the fail-safe traveling state).

On the other hand, for example, when a solenoid all-off failure occurs when the vehicle is in the R range, the N range, or the first forward speed engine brake, the distribution switching valve 36 is in the left half position, and the reverse input pressure is oil passage f, are interrupted between _{f 1,} exhaust ports SL2c of the linear solenoid valve SL2, SL3, the neutral state is achieved without pressure reverse input into SL3c (i.e. failsafe stop state).

In this state, for example, when the driver operates the shift lever 81 to the D range, the sub-microcomputer 84 of the vehicle-side ECU 82 receives it and temporarily turns on the third solenoid valve S3. _PS3 is output. Then, the signal pressure P _S3 is input oil passage d, via the d ₂ to the input port 38a of the check ball valve 38 to move the check ball 38B is output from the output port 38c, through the oil passage l This is input to the second hydraulic oil chamber 36 h of the distribution switching valve 36. Thereby, the spool 36p of the distribution switch valve 36 is switched to the right half position, is further inputted input oil chamber 36c to the oil passage a ₁₇ through a line pressure P _L, to the spool 36p is the right half position Locked.

Thereafter, the sub-microcomputer 84 of the vehicle-side ECU82 is turned off the third solenoid valve S3, the third solenoid valve S3 to the signal pressure _{P S3} to the non-output. Then, in the same manner as described above, the source pressure cutoff switch valve 37, the signal pressure P _S3 of the hydraulic oil chamber 37a is no longer applied, the spool 37p is switched to the left half position by the biasing force of the spring 37s, the input port 37b outputs between the port 37c is communicated with, that is to supply again the line pressure P _L to the oil passage a _8. Thus, the input port 35b again line pressure _{P L} of the primary-pressure switch valve 35 is supplied, the reverse input pressure oil passage _{f, f 1, f 2,} f 3, linear through _{f 4} solenoid valves SL2, SL3 Are reversely input to the exhaust ports SL2c and SL3c, and the seventh forward speed is achieved as in the case of occurrence of solenoid all-off failure during traveling in the forward range (that is, the fail-safe traveling state).

Further, from this state, for example, when the shift lever 81 is operated to any one of the N range, R range, and P range by the driver, the sub-microcomputer 84 of the vehicle-side ECU 82 receives it and turns on the third solenoid valve S3. The third solenoid valve S3 outputs a signal pressure _PS3 . Then, similarly to the above, the spool 37p is switched to the right half position signal pressure P _S3 to the hydraulic oil chamber 37a of the primary-pressure cutoff switch valve 37 is input against the urging force of the spring 37s, the input port 37b and it disconnects the output port 37c, that is, cut off the line pressure P _L supplied to the oil passage a _6, to stop the supply of the line pressure P _L with respect to the oil passage a _8. Therefore, the line pressure _{P L} is not supplied to the input port 35b of the original pressure switch valve 35, that is, the original pressure of the reverse input pressure is cut off, the oil passage _{f, f 1, f 2,} f 3, f 4 a Thus, no reverse input is made to the discharge ports SL2c, SL3c of the linear solenoid valves SL2, SL3, and a neutral state is achieved (that is, a fail-safe stop state).

Therefore, even if the solenoid all-off failure occurs in the D range or the solenoid all-off failure occurs in the R range or N range, the sub-microcomputer 84 and the second microcomputer. The command system D ₂ can form the seventh forward speed when the range is set to the D range, and can be set to the neutral state when the range is set to the P range, the R range, and the N range, that is, the first command system D ₁ even after the occurrence of the solenoid-all-off failure, the sub-microcomputer 84 and the second command system D _2, it is possible to enhance the limp home function for switching the traveling and non-traveling.

Note that the parking switch valve 32 after the all-solenoids-off failure occurs, as long as the line pressure P _L input from the input port 32b as described above is applied, is locked to the right half position, the parking release state It is locked to. The second solenoid valve S2 is due to the all-solenoids-off failure occurs, but are not turned on, once the line pressure P _L to stop the engine is not generated, the lock in the parking switch valve 32 is released Therefore, the hydraulic pressure does not act on the parking cylinder 33, and the parking state is set. Moreover, once after stopping the engine, since the line pressure P _L is temporarily interrupted for the input oil chamber 36c of the distribution switch valve 36, the left-half position also locks distribution switch valve 36 is released. Then, once after stopping the engine, the second command system D ₂ never third solenoid valve S3 is turned on, (the between the oil passage f, f ₁₎ reverse input pressure by the distribution switch valve 36 It is maintained in the shut-off state, the seventh forward speed is not formed, and the parking state is maintained.

  As described above, according to the present embodiment, the automatic transmission side ECU 71 shares the shift control function and the range switching function, and the vehicle side ECU 82 has the transmission function, the shift lever 81 side fail-safe function, and Since the fail-safe function on the automatic transmission 1 side is shared, the other microcomputer among the two types of microcomputers that will be required for the automatic transmission-side ECU 71 depending on whether or not the SBW system is installed is shared. Depending on whether or not the SBW system is to be installed, the range switching function that would be installed in the microcomputer 72 of the automatic transmission side ECU 71 and the fail safe function on the automatic transmission 1 side is shared by the vehicle side ECU 82. The two types of microcomputers that would be required for the automatic transmission side ECU 71 could be reduced to only one microcomputer 72. For this reason, since the automatic transmission side ECU 71 having a simple configuration equipped with only one microcomputer 72 can cope with whether or not the SBW system is installed, the number of circuits in the wiring connection bus bar arrangement structure increases. Can be avoided, and problems such as complication of the apparatus configuration can be solved.

  In the present embodiment, the microcomputer 72 provided in the automatic transmission side ECU 71 is provided with a shift control function and a range switching function, the main microcomputer 83 provided in the vehicle side ECU 82 is provided with a transmission function, and the vehicle side ECU 82 is provided. The sub-microcomputer 84 has a fail-safe function on the shift lever 81 side and a fail-safe function on the automatic transmission 1 side. Therefore, the sub-microcomputer 84 of the vehicle-side ECU 82 has both the fail-safe function on the shift lever 81 side and the fail-safe function on the automatic transmission 1 side, so that the automatic transmission-side ECU 71 is submerged. Even if a failure occurs, the fail-safe function can be continuously executed by the vehicle-side ECU 82 that is usually located higher than the automatic transmission-side ECU 71 and hardly submerges.

Furthermore, according to the present embodiment, the range switching function is composed of a forward / reverse switching function and a parking switching function, so that the forward / reverse switching function and the parking switching function with a relatively small memory capacity and a light load are provided on the automatic transmission side. It can be mounted on the microcomputer 72 of the ECU 71 relatively easily. Further, according to the present embodiment, the first system solenoid valve (S1, S2, S4, SL1 to SL5) is actuated by the fail safe function on the shift lever 81 side, and the first by the fail safe function on the automatic transmission 1 side. since two systems solenoid valves (S1, S3) is actuated, the solenoid valve S1 which is divided into first command system _{D 1} and the second command system _{D 2,} S2, S3, S4, the type of the fail-safe SL1~SL5 It can be operated smoothly according to.

  In the present embodiment described above, the case where the present invention is applied to the multi-stage automatic transmission 1 that enables eight forward speeds and one reverse speed is described as an example. The present invention is not limited, and can be applied to any stepped automatic transmission.

  The vehicle control apparatus according to the present invention is suitable for use in passenger cars, trucks, buses, agricultural machines, and the like.

DESCRIPTION OF SYMBOLS 1 Automatic transmission 20 Hydraulic control apparatus 71 Automatic transmission side control unit (automatic transmission side ECU)
72 Main computer (microcomputer)
81 Shift operation section (shift lever)
82 Vehicle-side control unit (vehicle-side ECU)
83 Main computer (main microcomputer)
84 Subcomputer (Submicrocomputer)
D ₁ 1st command system D ₂ 2nd command system S1 1st system solenoid valve, 2nd system solenoid valve (1st solenoid valve)
S2 First system solenoid valve (second solenoid valve)
S3 Second system solenoid valve (third solenoid valve)
S4 1st system solenoid valve (4th solenoid valve)
SL1 to SL5 1st system solenoid valve (linear solenoid valve)

Claims (4)

A vehicle-side control unit and an automatic transmission-side control unit connectable to the vehicle-side control unit; and
A transmission function for transmitting a command from the shift operation unit;
A fail-safe function on the shift operation unit side that performs fail-safe of the transmission function;
A shift control function capable of shifting control of a plurality of shift stages;
A range switching function for switching the shift range of the automatic transmission according to the transmission signal transmitted by the transmission function;
In a vehicle control device having a fail-safe function on the automatic transmission side that performs fail-safe of the automatic transmission,
The automatic transmission side control unit shares the shift control function and the range switching function, and
The vehicle-side control unit shares the transmission function, the fail-safe function on the shift operation unit side, and the fail-safe function on the automatic transmission side,
The vehicle control apparatus characterized by the above-mentioned. The automatic transmission side control unit has a main computer, and the main computer includes the shift control function and the range switching function.
The vehicle side control unit includes a main computer and a sub computer, the main computer has the transmission function, and the sub computer has a fail safe function on the shift operation unit side and a fail safe on the automatic transmission side. With features,
The vehicle control device according to claim 1. The range switching function includes a forward / reverse switching function and a parking switching function.
The vehicle control device according to claim 1 or 2. A first command system and a second command system; and
A first system solenoid valve that operates under the control of the first command system;
A second system solenoid valve that operates under the control of the second command system,
The first system solenoid valve is operated by the fail safe function on the shift operation unit side, and the second system solenoid valve is operated by the fail safe function on the automatic transmission side.
The vehicle control device according to any one of claims 1 to 3.

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