JP2014199080A - Power transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power transmission device capable of coping with on-fail of a solenoid valve without a fail-safe valve.SOLUTION: When the shift position is at the neutral range (at step 1, yes) and a failure detection part determines that a first engagement mechanism is in a state of being engaged while supplying fluid pressure due to the failure of a solenoid valve (at step 2, yes), a control part of the power transmission device prevents the power of a power source from being transferred to an output part as well as controls a plurality of engagement mechanisms so as to be in a lock state in the backing side which stops the rotation of the output part in a backing direction(at step 4).

Description

  The present invention relates to a driving force transmission device including an automatic transmission that shifts the rotation of an input unit to a plurality of stages via a plurality of planetary gear mechanisms and outputs it from an output unit.

  Conventionally, an automatic operation capable of performing eight forward gears using the first planetary gear mechanism for input, the second and third planetary gear mechanisms for shifting, and the six engaging mechanisms. A driving force transmission device including a transmission is known (see, for example, Patent Document 1).

  In Patent Document 1, a planetary gear mechanism for input includes a first sun gear and a first ring gear, a pair of first pinions that mesh with each other and one meshes with the first sun gear and the other meshes with the first ring gear. So-called double pinion type planetary gear mechanism comprising a first carrier that pivotally and revolves freely (when the carrier is fixed, the sun gear and the ring gear rotate in the same direction, so the plus planetary gear mechanism or the positive planetary gear Incidentally, when the ring gear is fixed, the sun gear and the carrier rotate in different directions.

  The first planetary gear mechanism decelerates the rotational speed of a fixed element in which a first sun gear is fixed to a transmission case, an input element in which a first carrier is connected to an input shaft, and a first carrier in which a first ring gear is an input element. Output element.

  Further, the two planetary gear mechanisms for shifting are engaged with the second sun gear, the third sun gear, and the second ring gear integrated with the third ring gear, and one of them meshes with the second sun gear and the second ring gear. The other is composed of a Ravigneaux type planetary gear mechanism composed of four rotating elements of a second carrier integrated with a third carrier that rotatably supports and revolves a pair of second pinions meshing with the third sun gear. Has been.

  This Ravigneaux type planetary gear mechanism includes a first rotation element in order from one side with an interval corresponding to the gear ratio in a collinear diagram (a figure in which the ratio of the relative speeds of each rotation element can be represented by a straight line). Assuming that the second rotating element, the third rotating element and the fourth rotating element are used, the first rotating element is the second sun gear, the second rotating element is the second carrier integrated with the third carrier, and the third rotating element is the third rotating element. The second ring gear and the fourth rotating element integrated with the ring gear become the third sun gear.

  Further, the engaging mechanism includes a first friction clutch that releasably connects a first ring gear that is an output element of the first planetary gear mechanism and a fourth rotating element that is a third sun gear, an input shaft, and a second carrier. A second friction clutch for releasably connecting the second rotation element, a third friction clutch for releasably connecting a first ring element that is an output element and a first sun gear that is a second sun gear, and a second friction clutch that is an input element. A fourth friction clutch releasably connecting one carrier and a first rotating element comprising a second sun gear; a first brake releasably securing the first rotating element comprising a second sun gear to a transmission case; And a second brake for releasably fixing a second rotating element composed of two carriers to the transmission case.

  According to the above configuration, the first gear is established by engaging the first friction clutch and the second brake, and the second gear is established by engaging the first friction clutch and the first brake. The third speed is established by engaging the first friction clutch and the third friction clutch, and the fourth speed is established by engaging the first friction clutch and the fourth friction clutch.

  The fifth speed is established by engaging the first friction clutch and the second friction clutch, and the sixth speed is established by engaging the second friction clutch and the fourth friction clutch. The seventh speed stage is established by engaging the friction clutch and the third friction clutch, and the eighth speed stage is established by engaging the second friction clutch and the first brake. Further, the reverse gear is established by engaging the fourth friction clutch and the second brake.

  Moreover, in the thing of patent document 1, when the solenoid valve which controls the oil_pressure | hydraulic supplied to a clutch or a brake is on-failed, ie, in preparation for the state which continues and supplies oil pressure unintentionally, it fails. The hydraulic pressure supply to the failed solenoid valve can be shut off. Further, in order to detect a failure of the fail-safe valve, the operation of the fail-safe valve is confirmed when the solenoid valve is normal and no trouble occurs even if the fail-safe valve is operated.

Japanese Patent No. 5123130

  By the way, in the conventional driving force transmission device, since it is necessary to provide a fail-safe valve, the hydraulic circuit becomes larger accordingly.

  In view of the above, an object of the present invention is to provide a driving force transmission device that can cope with on-failure of a solenoid valve without providing a fail-safe valve.

  [1] In order to achieve the above object, the present invention provides a torque converter to which power of a driving source is transmitted, a plurality of planetary gear mechanisms each including three elements, a sun gear, a carrier, and a ring gear, and the elements connected to each other. Or a plurality of engagement mechanisms for preventing the rotation of the element, a reverse rotation preventing state for allowing the element to rotate forward and preventing the element from rotating backward, and the forward and reverse sides of the element. A switching mechanism that can be switched to a fixed state that prevents rotation to the plurality of engagement mechanisms, and a control unit that controls the plurality of engagement mechanisms and the switching mechanism. The control unit includes the plurality of engagement mechanisms and the switching unit. The driving force transmission device that controls the mechanism and shifts the rotational speed transmitted from the torque converter to the input unit in a plurality of stages and outputs it from the output unit is configured as follows.

  That is, in the driving force transmission device of the present invention, the control unit receives shift position information from a shift position detection unit that detects a shift position, and establishes the lowest forward speed among the plurality of engagement mechanisms. The first engagement mechanism engaged in this case is to connect the elements or prevent rotation of the elements by supplying hydraulic pressure from the solenoid valve, and the solenoid valve fails. A failure detection unit for detecting that the hydraulic pressure is still supplied, and the control unit has a shift position in a neutral range, and the solenoid valve has failed from the failure detection unit to increase the hydraulic pressure. If it is determined that the first engagement mechanism is in an engaged state while being supplied, the power of the drive source is transmitted to the output unit. While stopping, and controlling the plurality of engagement mechanisms such that the reverse side locked state to prevent rotation of the reverse direction of the output section.

  According to the present invention, the plurality of engagement mechanisms are controlled by the control unit so as to prevent the power of the drive source from being transmitted to the output unit. For this reason, without providing a fail-safe valve in the driving force transmission device, it is possible to cope with an on-failure of the solenoid valve, that is, a state in which the solenoid valve fails and the hydraulic pressure is continuously supplied to the first engagement mechanism without intention. .

  [2] In the present invention, the control unit is engaged with the first engagement mechanism while the shift position is in the neutral range and the solenoid valve fails from the failure detection unit and the hydraulic pressure is supplied. When it is determined that the state is in a state, the switching mechanism is switched to the reverse rotation prevention state, the power of the drive source is prevented from being transmitted to the output unit, and the reverse rotation of the output unit is prevented, and the output The plurality of engagement mechanisms are controlled so as to be in a forward-side neutral state that allows rotation of the part in the forward direction.

  According to such a configuration, the vehicle can be moved by being pushed or pulled in the forward direction, and a state close to a normal neutral state can be obtained.

  [3] In the present invention, the control unit is engaged with the first engagement mechanism while the shift position is in the neutral range and the solenoid valve fails from the failure detection unit and the hydraulic pressure is supplied. When it is determined that the state is in a state, the power of the drive source is prevented from being transmitted to the output unit, and the forward / backward both-sides locked state in which the output unit is prevented from rotating in the forward direction and the reverse direction is set. In this way, a plurality of engagement mechanisms can be controlled.

  According to such a configuration, it is possible to prevent the vehicle from moving forward and backward in a state where the hydraulic pressure is continuously supplied to the first engagement mechanism unintentionally.

  [4] In the present invention, a temperature detection unit for detecting the temperature of the fluid inside the torque converter is provided, so that the control unit determines that the solenoid valve has failed, and the control unit is in the reverse side locked state. When engaging the engagement mechanism, it is preferable to limit the power output from the drive source when the temperature of the fluid detected by the temperature detection unit is equal to or higher than a predetermined temperature.

  Since the plurality of engagement mechanisms are controlled by the control unit so as to prevent the power of the drive source from being transmitted to the output unit, the rotation of the input unit is blocked or suppressed, and the heat generation amount of the torque converter may increase. is there. In this case, if the power output from the drive source is limited when the temperature of the fluid inside the torque converter becomes equal to or higher than a predetermined temperature, an increase in the amount of heat generated by the torque converter can be suppressed.

  [5] In the present invention, the plurality of planetary gear mechanisms are composed of first to fourth planetary gear mechanisms, and one of the three elements of the first planetary gear mechanism is arranged in the alignment order of the collinear diagram. To the first element, the second element, and the third element, respectively, and the three elements of the second planetary gear mechanism are designated as the fourth element, the fifth element, and the sixth element from the one side in the alignment order of the nomograph, respectively, The three elements of the planetary gear mechanism are the seventh element, the eighth element, and the ninth element, respectively, from one side in the alignment order of the collinear chart, and the three elements of the fourth planetary gear mechanism are from the one side in the alignment order of the collinear chart. As the 10th element, the 11th element, and the 12th element, the first element is connected to the input unit, the 10th element is connected to the output unit, and the second element, the fifth element, and the ninth element are connected. The first connector is configured, the second element is configured by connecting the third element and the twelfth element, The eighth element and the eleventh element are connected to form a third connecting body, which includes a first brake as a switching mechanism, first to third three clutches, and second to fourth as an engaging mechanism. The first clutch is configured to connect the first element and the third connecting body, the second clutch is configured to connect the first element and the fourth element, and the third clutch is The sixth element and the second connecting body are configured to be freely connectable, and the first brake is in a reverse rotation preventing state in which the third connecting body is allowed to rotate to the forward side and is prevented from rotating to the reverse side, and third The second brake is configured to be able to prevent the rotation of the seventh element, and the third brake is configured to be capable of blocking the rotation of the sixth element. The fourth brake is configured to prevent rotation of the fourth element. , The first engagement mechanism is a second brake, the control unit, the forward-side neutral state, it is possible to configure the second clutch and the fourth brake to engage.

  [6] In the present invention, the plurality of planetary gear mechanisms is composed of first to fourth planetary gear mechanisms, and one of the three elements of the first planetary gear mechanism is arranged in the alignment order of the collinear diagram. To the first element, the second element, and the third element, respectively, and the three elements of the second planetary gear mechanism are designated as the fourth element, the fifth element, and the sixth element from the one side in the alignment order of the nomograph, respectively, The three elements of the planetary gear mechanism are the seventh element, the eighth element, and the ninth element, respectively, from one side in the alignment order of the collinear chart, and the three elements of the fourth planetary gear mechanism are from the one side in the alignment order of the collinear chart. As the 10th element, the 11th element and the 12th element respectively, the 1st element is connected to the input part, the 10th element is connected to the output part, the 2nd element, the 5th element and the 9th element are connected. A first linking body is configured, a third linking element is connected to a twelfth element, and a second linking body is configured. The element and the eleventh element are connected to form a third connecting body, which includes the first brake as the switching mechanism, the first to third clutches, and the second to fourth brakes as the engaging mechanism. The first clutch is configured to be able to connect the first element and the third connector, the second clutch is configured to be able to connect the first element and the fourth element, and the third clutch is The sixth element and the second connecting body are configured to be freely connectable, and the first brake is in a reverse rotation preventing state in which the third connecting body is allowed to rotate forward and is prevented from rotating backward, and the third connection The second brake is configured to be able to prevent the rotation of the seventh element, and the third brake is configured to rotate the sixth element. The fourth brake is configured to prevent rotation of the fourth element, 1 engaging mechanism is a second brake, the control unit is a forward-reverse sides locked state, it is possible to configure a third clutch and the fourth brake to engage.

Explanatory drawing which shows typically embodiment of the driving force transmission apparatus of this invention. The skeleton figure which shows the automatic transmission of this embodiment. The alignment chart of the planetary gear mechanism of this embodiment. Explanatory drawing which shows the state of the engagement mechanism in each gear stage of the automatic transmission of this embodiment. Explanatory drawing which shows the two-way clutch of this embodiment. The flowchart which shows the process of the control part when it is set as the forward side neutral state of this embodiment. The alignment chart which shows the state of each element of the planetary gear mechanism at the time of the forward side neutral state of this embodiment. The flowchart which shows the process of the control part when it is set as the forward-reverse both-sides locked state of this embodiment. The collinear diagram which shows the state of each element of the planetary gear mechanism at the time of the forward-reverse both-sides locked state of this embodiment.

  FIG.1 and FIG.2 has shown embodiment of the driving force transmission apparatus of this invention. This driving force transmission device includes an automatic transmission TM. In the automatic transmission TM, a driving force output from a driving source ENG such as an internal combustion engine (engine) that is rotatably supported in the transmission case 1 is transmitted via a torque converter TC having a lockup clutch LC and a damper DA. An input shaft 2 serving as an input unit to be transmitted and an output unit 3 including an output gear arranged concentrically with the input shaft 2 are provided.

  The rotation of the output unit 3 is transmitted to the left and right drive wheels of the vehicle via a differential gear or a propeller shaft (not shown). Instead of the torque converter TC, a single plate type or multi-plate type start clutch configured to be capable of frictional engagement may be provided.

  In the transmission case 1, first to fourth planetary gear mechanisms PGS 1 to 4 are arranged concentrically with the input shaft 2. The first planetary gear mechanism PGS1 is a so-called single pinion type planetary gear comprising a sun gear Sa, a ring gear Ra, and a carrier Ca that rotatably and revolves a pinion Pa meshing with the sun gear Sa and the ring gear Ra. Mechanism (When the carrier is fixed and the sun gear is rotated, the ring gear rotates in a different direction from the sun gear, so it is also called a negative planetary gear mechanism or a negative planetary gear mechanism. Note that the ring gear is fixed and the sun gear is rotated. And the carrier rotates in the same direction as the sun gear.).

  FIG. 3 shows an alignment chart of the first to fourth planetary gear mechanisms PGS1 to PGS4. In this specification, a collinear diagram is defined as a diagram that can represent the ratio of the relative rotational speeds of the three elements of the sun gear, the carrier, and the ring gear as a straight line (speed line). In the alignment chart, the three elements are arranged at intervals corresponding to the gear ratio (number of teeth of the ring gear / number of teeth of the sun gear).

  Referring to the collinear diagram of the first planetary gear mechanism PGS1 shown in the second stage from the top in FIG. 3, the three elements Sa, Ca, Ra of the first planetary gear mechanism PGS1 are represented by the gear ratio (ring (Number of teeth of gear / number of teeth of sun gear) If the first element, the second element, and the third element are arranged from the left side in the arrangement order at intervals corresponding to each other, the first element is the sun gear Sa, the second element is the carrier Ca, and the second element. The three elements are the ring gear Ra.

  Here, the ratio between the distance between the sun gear Sa and the carrier Ca and the distance between the carrier Ca and the ring gear Ra is set to h: 1, where h is the gear ratio of the first planetary gear mechanism PGS1. In the alignment chart, the lower horizontal line and the upper horizontal line (lines overlapping 4th and 6th) indicate that the rotational speeds are “0” and “1” (the same rotational speed as the input shaft 2), respectively. .

  The second planetary gear mechanism PGS2 is also a so-called single pinion type planetary gear mechanism comprising a sun gear Sb, a ring gear Rb, and a carrier Cb that rotatably and revolves the pinion Pb meshing with the sun gear Sb and the ring gear Rb. Consists of.

  Referring to the collinear diagram of the second planetary gear mechanism PGS2 shown in the first stage (uppermost stage) from the top of FIG. 3, the three elements Sb, Cb, Rb of the second planetary gear mechanism PGS2 are shown in the collinear diagram. Assuming that the fourth element, the fifth element, and the sixth element are arranged from the left in the order of arrangement at intervals corresponding to the gear ratio, the fourth element is the ring gear Rb, the fifth element is the carrier Cb, and the sixth element is the sun gear Sb. . The ratio between the distance between the sun gear Sb and the carrier Cb and the distance between the carrier Cb and the ring gear Rb is set to i: 1, where i is the gear ratio of the second planetary gear mechanism PGS2.

  The third planetary gear mechanism PGS3 is also a so-called single-pinion type planetary gear mechanism that includes a sun gear Sc, a ring gear Rc, and a carrier Cc that pivotally supports the sun gear Sc and the ring gear Rc so as to rotate and revolve. Consists of.

  Referring to the collinear diagram of the third planetary gear mechanism PGS3 shown in the third stage from the top in FIG. 3, the three elements Sc, Cc, Rc of the third planetary gear mechanism PGS3 correspond to the gear ratio in the collinear diagram. Assuming that the seventh element, the eighth element, and the ninth element are arranged from the left in the order in which they are arranged, the seventh element is the sun gear Sc, the eighth element is the carrier Cc, and the ninth element is the ring gear Rc. The ratio between the distance between the sun gear Sc and the carrier Cc and the distance between the carrier Cc and the ring gear Rc is set to j: 1 where j is the gear ratio of the third planetary gear mechanism PGS3.

  The fourth planetary gear mechanism PGS4 is also a so-called single pinion type planetary gear mechanism comprising a sun gear Sd, a ring gear Rd, and a carrier Cd that rotatably and revolves the pinion Pd meshing with the sun gear Sd and the ring gear Rd. Consists of.

  Referring to the collinear diagram of the fourth planetary gear mechanism PGS4 shown in the fourth stage (bottom stage) from the top in FIG. 3, the three elements Sd, Cd, Rd of the fourth planetary gear mechanism PGS4 are shown in the collinear diagram. Assuming that the tenth element, the eleventh element, and the twelfth element are arranged from the left in the order of arrangement at intervals corresponding to the gear ratio, the tenth element is the ring gear Rd, the eleventh element is the carrier Cd, and the twelfth element is the sun gear Sd. . The ratio between the distance between the sun gear Sd and the carrier Cd and the distance between the carrier Cd and the ring gear Rd is set to k: 1, where k is the gear ratio of the fourth planetary gear mechanism PGS4.

  The sun gear Sa (first element) of the first planetary gear mechanism PGS <b> 1 is connected to the input shaft 2. Further, the ring gear Rd (tenth element) of the fourth planetary gear mechanism PGS4 is connected to the output unit 3 including an output gear.

  The carrier Ca (second element) of the first planetary gear mechanism PGS1, the carrier Cb (fifth element) of the second planetary gear mechanism PGS2, and the ring gear Rc (9th element) of the third planetary gear mechanism PGS3 are connected. Thus, the first connected body Ca-Cb-Rc is configured. Further, the ring gear Ra (third element) of the first planetary gear mechanism PGS1 and the sun gear Sd (12th element) of the fourth planetary gear mechanism PGS4 are connected to form a second connected body Ra-Sd. . Further, the carrier Cc (eighth element) of the third planetary gear mechanism PGS3 and the carrier Cd (eleventh element) of the fourth planetary gear mechanism PGS4 are coupled to form a third coupled body Cc-Cd.

  Further, the automatic transmission TM of the present embodiment includes one switching mechanism including the first brake B1, the first to third clutches C1 to C3, and the second to fourth brakes B2 to B4. And six engaging mechanisms. The first clutch C1 is a hydraulically actuated wet multi-plate clutch, and is connected to the sun gear Sa (first element) of the first planetary gear mechanism PGS1 and the third connector Cc-Cd. It is configured to be switchable between an open state and a cut state.

  The second clutch C2 is a hydraulically operated wet multi-plate clutch, and connects the sun gear Sa (first element) of the first planetary gear mechanism PGS1 and the ring gear Rb (fourth element) of the second planetary gear mechanism PGS2. It is configured to be switchable between a connected state and an open state in which this connection is broken. The third clutch C3 is a hydraulically-actuated wet multi-plate clutch, and connects the sun gear Sb (sixth element) of the second planetary gear mechanism PGS2 and the second connecting body Ra-Sd, and this connection. It is configured to be switchable between an open state and a cut state.

  The first brake B1 is a two-way clutch, and allows the third coupling body Cc-Cd to rotate forward (rotation in the same direction as the rotation direction of the input shaft 2) and prevent reverse rotation, The three coupling bodies Cc-Cd are fixed to the transmission case 1 and can be switched to a fixed state in which the third coupling bodies Cc-Cd are prevented from rotating. The second brake B2 is a hydraulically actuated wet type multi-plate brake, and a fixed state in which the sun gear Sc (seventh element) of the third planetary gear mechanism PGS3 is fixed to the transmission case 1 and an open state in which this fixing is released. And can be switched between.

  The third brake B3 is a hydraulically actuated wet multi-plate brake, and a fixed state in which the sun gear Sb (sixth element) of the second planetary gear mechanism PGS2 is fixed to the transmission case 1 and an open state in which this fixing is released. And can be switched between. The fourth brake B4 is a hydraulically operated wet multi-plate brake, and a fixed state in which the ring gear Rb (fourth element) of the second planetary gear mechanism PGS2 is fixed to the transmission case 1 and an open state for releasing this fixing. It is configured to be switchable between states.

  The states of the clutches C1 to C3 and the brakes B1 to B4 are switched by a control unit ECU (see FIG. 1) including a transmission control unit based on vehicle information such as the vehicle traveling speed.

  On the axis of the input shaft 2, from the drive source ENG and the torque converter TC side, the first clutch C1, the third planetary gear mechanism PGS3, the fourth planetary gear mechanism PGS4, the first planetary gear mechanism PGS1, the third clutch C3, The second planetary gear mechanism PGS2 and the first clutch C1 are arranged in this order.

  The fourth brake B4 is disposed radially outward of the second planetary gear mechanism PGS2, the third brake B3 is disposed radially outward of the third clutch C3, and the first brake B1 is the third planetary gear mechanism. The second brake B2 is disposed radially outward of the first clutch C1 and is disposed radially outward of the PGS3. As described above, when the four brakes B1 to B4 are arranged radially outward of the planetary gear mechanism or the clutch, the brakes B1 to B4 are arranged on the axis of the input shaft 2 together with the planetary gear mechanism and the clutch. Compared to the above, the axial length of the automatic transmission TM can be shortened. The fourth brake B4 may be disposed radially outward of the second clutch C2, and the third brake B3 may be disposed radially outward of the second planetary gear mechanism PGS2.

  Next, with reference to FIG. 3 and FIG. 4, the case where each gear stage of the automatic transmission TM of embodiment is established is demonstrated.

  When establishing the first gear, the first brake B1, which is a two-way clutch, is set in the reverse rotation prevention state ("R" in FIG. 4), and the second brake B2 and the third brake B3 are set in the fixed state. By setting the first brake B1 to the reverse rotation prevention state, the reverse rotation of the third coupled body Cc-Cd is prevented. Further, by setting the second brake B2 in a fixed state, the rotational speed of the sun gear Sc (seventh element) of the third planetary gear mechanism PGS3 becomes “0”. The rotational speed of the third coupled body Cc-Cd is also “0”.

  As a result, the seventh to ninth elements Sc, Cc, Rc of the third planetary gear mechanism PGS3 enter a locked state in which the third planetary gear mechanism PGS3 cannot rotate relative to each other, and include the ring gear Rc (the ninth element) of the third planetary gear mechanism PGS3. The rotational speed of the first coupling body Ca-Cb-Rc is also "0". Then, the rotational speed of the ring gear Rd (tenth element) of the fourth planetary gear mechanism PGS4 to which the output unit 3 is connected becomes “1st” shown in FIG. 4, and the first gear is established.

  In order to establish the first gear, the third brake B3 does not need to be in a fixed state, but is fixed in the first gear so that a smooth shift can be made from the first gear to the second gear described later. Yes. Further, when the engine brake is applied at the first speed, the first brake B1 including the two-way clutch may be switched to the fixed state (“L” in FIG. 4).

  When establishing the second gear, the first brake B1 as a two-way clutch is set in the reverse rotation prevention state ("R" in FIG. 4), the second brake B2 and the third brake B3 are set in the fixed state, and the third clutch C3 is set. Is connected. By setting the first brake B1 in the reverse rotation preventing state, the third linked body Cc-Cd is allowed to rotate forward. Further, by setting the second brake B2 in a fixed state, the rotational speed of the sun gear Sc (seventh element) of the third planetary gear mechanism PGS3 becomes “0”. Further, by setting the third brake B3 to the fixed state, the rotational speed of the sun gear Sb (sixth element) of the second planetary gear mechanism PGS2 becomes “0”.

  Further, when the third clutch C3 is in the connected state, the rotation speed of the second coupling body Ra-Sd is set to “0”, which is the same speed as the rotation speed of the sun gear Sb (sixth element) of the second planetary gear mechanism PGS2. Become. Then, the rotational speed of the ring gear Rd (tenth element) of the fourth planetary gear mechanism PGS4 to which the output unit 3 is connected becomes “2nd” shown in FIG. 3, and the second gear is established.

  When establishing the third gear, the first brake B1, which is a two-way clutch, is set in the reverse rotation prevention state, the second brake B2 and the third brake B3 are set in the fixed state, and the second clutch C2 is set in the connected state. By setting the first brake B1 in the reverse rotation preventing state, the third linked body Cc-Cd is allowed to rotate forward. Further, by setting the second brake B2 in a fixed state, the rotational speed of the sun gear Sc (seventh element) of the third planetary gear mechanism PGS3 becomes “0”. Further, by setting the third brake B3 to the fixed state, the rotational speed of the sun gear Sb (sixth element) of the second planetary gear mechanism PGS2 becomes “0”.

  Further, by setting the second clutch C2 in the connected state, the rotational speed of the ring gear Rb (fourth element) of the second planetary gear mechanism PGS2 is adjusted to the sun gear Sa of the first planetary gear mechanism PGS1 connected to the input shaft 2. “1”, which is the same speed as the rotation speed of the (first element). Since the rotation speed of the sun gear Sb (sixth element) of the second planetary gear mechanism PGS2 is "0" and the rotation speed of the ring gear Rb (fourth element) is "1", the rotation of the carrier Cb (fifth element) The speed, that is, the rotational speed of the first connected body Ca-Cb-Rc is i / (i + 1). Then, the rotational speed of the ring gear Rd (tenth element) of the fourth planetary gear mechanism PGS4 to which the output unit 3 is connected becomes “3rd” shown in FIG. 3, and the third gear is established.

  When establishing the fourth speed, the first brake B1, which is a two-way clutch, is set in the reverse rotation prevention state, the second brake B2 is set in the fixed state, and the second clutch C2 and the third clutch C3 are set in the connected state. By setting the first brake B1 in the reverse rotation preventing state, the third linked body Cc-Cd is allowed to rotate forward. Further, by setting the second brake B2 in a fixed state, the rotational speed of the sun gear Sc (seventh element) of the third planetary gear mechanism PGS3 becomes “0”.

  Further, by setting the third clutch C3 to the connected state, the sun gear Sb (sixth element) of the second planetary gear mechanism PGS2 and the second connected body Ra-Sd rotate at the same speed. Thereby, between the first planetary gear mechanism PGS1 and the second planetary gear mechanism PGS2, the carrier Ca (second element) and the carrier Cb (fifth element) are coupled, and the ring gear Ra (third element) is connected. The sun gear Sb (sixth element) is connected, and in the fourth speed stage in which the third clutch C3 is connected, the first planetary gear mechanism PGS1 and the second planetary gear mechanism PGS2 One collinear diagram can be drawn.

  Then, by bringing the second clutch C2 into the connected state, the rotation speed of the ring gear Rb (fourth element) of the second planetary gear mechanism PGS2 is the rotation of the sun gear Sa (first element) of the first planetary gear mechanism PGS1. The rotational speed of two rotational elements among the four rotational elements constituted by the first planetary gear mechanism PGS1 and the second planetary gear mechanism PGS2 is “1”, which is the same speed as the speed. Become.

  Accordingly, the elements of the first planetary gear mechanism PGS1 and the second planetary gear mechanism PGS2 are locked so as not to be relatively rotatable, and the rotational speeds of all the elements of the first planetary gear mechanism PGS1 and the second planetary gear mechanism PGS2 are “1”. " The rotational speed of the third coupled body Cc-Cd is j / (j + 1), and the rotational speed of the ring gear Rd (tenth element) of the fourth planetary gear mechanism PGS4 to which the output unit 3 is coupled is shown in FIG. “4th” and the fourth gear is established.

  When establishing the fifth gear, the first brake B1, which is a two-way clutch, is set in the reverse rotation prevention state, the second brake B2 is set in the fixed state, and the first clutch C1 and the second clutch C2 are set in the connected state. By setting the first brake B1 in the reverse rotation preventing state, the third linked body Cc-Cd is allowed to rotate forward. Further, by setting the second brake B2 in a fixed state, the rotational speed of the sun gear Sc (seventh element) of the third planetary gear mechanism PGS3 becomes “0”.

  Further, by setting the first clutch C1 in the connected state, the rotational speed of the third coupled body Cc-Cd is set to “1” which is the same speed as the rotational speed of the sun gear Sa (first element) of the first planetary gear mechanism PGS1. Become. Then, the rotational speed of the ring gear Rd (tenth element) of the fourth planetary gear mechanism PGS4 to which the output unit 3 is connected becomes “5th” shown in FIG. 3, and the fifth gear is established.

  Note that the second clutch C2 does not need to be in a connected state in order to establish the fifth gear. However, since the second clutch C2 needs to be in a connected state at the fourth speed and the sixth speed described later, downshift from the fifth speed to the fourth speed and from the fifth speed to the sixth speed described later. The 5th gear is in a connected state so that the upshift can be performed smoothly.

  When the sixth speed is established, the first brake B1, which is a two-way clutch, is set in the reverse rotation prevention state, and the first to third clutches C1 to C3 are set in the connected state. By setting the first brake B1 in the reverse rotation preventing state, the third linked body Cc-Cd is allowed to rotate forward.

  In addition, the second clutch C2 and the third clutch C3 are in the connected state, so that the respective elements of the first planetary gear mechanism PGS1 and the second planetary gear mechanism PGS2 are not relatively rotatable as described in the fourth speed. Thus, the rotational speed of the second connected body Ra-Sd becomes “1”. Moreover, the rotational speed of 3rd coupling body Cc-Cd will be "1" by making the 1st clutch C1 into a connection state.

  Accordingly, in the fourth planetary gear mechanism PGS4, the carrier Cd (11th element) and the sun gear Sd (12th element) are set to “1” at the same speed, and each element is in a locked state in which relative rotation is impossible. Then, the rotational speed of the ring gear Rd (tenth element) of the fourth planetary gear mechanism PGS4 to which the output unit 3 is connected becomes “1” of “6th” shown in FIG. 3, and the sixth gear is established.

  When establishing the seventh gear, the first brake B1, which is a two-way clutch, is set in the reverse rotation prevention state, the third brake B3 is fixed, and the first clutch C1 and the second clutch C2 are connected. By setting the first brake B1 in the reverse rotation preventing state, the third linked body Cc-Cd is allowed to rotate forward.

  Further, by setting the third brake B3 to the fixed state, the rotational speed of the sun gear Sb (sixth element) of the second planetary gear mechanism PGS2 becomes “0”. Further, by setting the second clutch C2 in the connected state, the rotation speed of the ring gear Rb (fourth element) of the second planetary gear mechanism PGS2 is adjusted to the rotation of the sun gear Sa (first element) of the first planetary gear mechanism PGS1. The speed is equal to “1”, and the rotational speed of the first connected body Ca-Cb-Rc including the carrier Cb (fifth element) of the second planetary gear mechanism PGS2 is i / (i + 1).

  Further, by setting the first clutch C1 in the connected state, the rotational speed of the third coupling body Cc-Cd is the rotational speed of the sun gear Sa (first element) of the first planetary gear mechanism PGS1 connected to the input shaft 2. And “1” at the same speed. Then, the rotational speed of the ring gear Rd (tenth element) of the fourth planetary gear mechanism PGS4 to which the output unit 3 is connected becomes “7th” shown in FIG. 3, and the seventh gear is established.

  When establishing the eighth speed, the first brake B1, which is a two-way clutch, is set in the reverse rotation prevention state, the third brake B3 is set in the fixed state, and the first clutch C1 and the third clutch C3 are set in the connected state. By setting the first brake B1 in the reverse rotation preventing state, the third linked body Cc-Cd is allowed to rotate forward.

  Further, by setting the third brake B3 to the fixed state, the rotational speed of the sun gear Sb (sixth element) of the second planetary gear mechanism PGS2 becomes “0”. Further, by setting the third clutch C3 in the connected state, the rotational speed of the second coupling body Ra-Sd is set to “0”, which is the same speed as the rotational speed of the sun gear Sb (sixth element) of the second planetary gear mechanism PGS2. Become. Further, by setting the first clutch C1 in the connected state, the rotational speed of the third coupled body Cc-Cd is set to “1” which is the same speed as the rotational speed of the sun gear Sa (first element) of the first planetary gear mechanism PGS1. Become. Then, the rotational speed of the ring gear Rd (tenth element) of the fourth planetary gear mechanism PGS4 to which the output unit 3 is connected becomes “8th” shown in FIG. 3, and the eighth gear is established.

  When establishing the ninth gear, the first brake B1, which is a two-way clutch, is set in the reverse rotation prevention state, the third brake B3 and the fourth brake B4 are set in the fixed state, and the first clutch C1 is set in the connected state. By setting the first brake B1 in the reverse rotation preventing state, the third linked body Cc-Cd is allowed to rotate forward.

  Further, by setting the third brake B3 to the fixed state, the rotational speed of the sun gear Sb (sixth element) of the second planetary gear mechanism PGS2 becomes “0”. Further, by setting the fourth brake B4 in a fixed state, the rotational speed of the ring gear Rb (fourth element) of the second planetary gear mechanism PGS2 also becomes “0”. For this reason, each element Sb, Cb, Rb of the second planetary gear mechanism PGS2 is in a locked state in which the relative rotation is impossible, and the first coupled body Ca-Cb- including the carrier Cb (fifth element) of the second planetary gear mechanism PGS2. The rotational speed of Rc is also “0”.

  Further, by setting the first clutch C1 in the connected state, the rotational speed of the third coupled body Cc-Cd becomes “1” which is the same speed as the rotational speed of the sun gear Sa (first element) of the first planetary gear mechanism PGS1. Become. Then, the rotational speed of the ring gear Rd (tenth element) of the fourth planetary gear mechanism PGS4 to which the output unit 3 is connected becomes “9th” shown in FIG. 3, and the ninth gear is established.

  When establishing the tenth speed, the first brake B1 as a 2-way clutch is set in the reverse rotation prevention state, the fourth brake B4 is set in the fixed state, and the first clutch C1 and the third clutch C3 are set in the connected state. By setting the first brake B1 in the reverse rotation preventing state, the third linked body Cc-Cd is allowed to rotate forward.

  Further, by setting the third clutch C3 in the connected state, the second connected body Ra-Sd and the sun gear Sb (sixth element) of the second planetary gear mechanism PGS2 rotate at the same speed. Further, by setting the fourth brake B4 in a fixed state, the rotational speed of the ring gear Rb (fourth element) of the second planetary gear mechanism PGS2 becomes “0”. Further, by setting the first clutch C1 in the connected state, the rotational speed of the third coupled body Cc-Cd becomes “1” which is the same speed as the rotational speed of the sun gear Sa (first element) of the first planetary gear mechanism PGS1. Become. Then, the rotational speed of the ring gear Rd (tenth element) of the fourth planetary gear mechanism PGS4 to which the output unit 3 is connected becomes “10th” shown in FIG. 3, and the tenth speed stage is established.

  When establishing the reverse gear, the first brake B1, which is a two-way clutch, is set in a fixed state, the third brake B3 is set in a fixed state, and the second clutch C2 is set in a connected state. Further, by setting the third brake B3 in the fixed state and the second clutch C2 in the connected state, the rotational speed of the first connected body Ca-Cb-Rc becomes i / (i + 1). Further, by setting the first brake B1 in the fixed state, the rotation of the third coupling body Cc-Cd is prevented, and the rotation speed of the third coupling body Cc-Cd becomes “0”. Then, the rotational speed of the ring gear Rd (tenth element) of the fourth planetary gear mechanism PGS4 to which the output unit 3 is connected becomes “Rvs” of the reverse rotation shown in FIG. 3, and the reverse gear is established.

  In addition, the speed line shown with the broken line in FIG. 3 represents that each element of the other planetary gear mechanisms rotates (idle) following the planetary gear mechanism that transmits power among the four planetary gear mechanisms PGS1 to PGS4. ing.

  FIG. 4 is a diagram summarizing and displaying the states of the clutches C1 to C3 and the brakes B1 to B4 at each of the above-described shift speeds. The first to third clutches C1 to C3 and the second brake B2 to the fourth are shown in FIG. “◯” in the row of the brake B4 indicates a connected state or a fixed state, and a blank indicates an open state. Further, “R” in the row of the first brake B1 indicates a reverse rotation prevention state, and “L” indicates a fixed state.

  Underlined “R” and “L” indicate that the rotation speed of the third coupling body Cc-Cd becomes “0” by the action of the first brake B1. “R / L” is normally “R” in the reverse rotation prevention state, but indicates that the engine brake is switched to “L” in the fixed state, or in the reverse rotation prevention state. It indicates that either “R” or “L” in a fixed state may be used.

  Further, “●” in the row of the second brake B2 indicates that the second brake B2 is unintentionally engaged and connected due to a failure of the solenoid valve 43b of the second brake B2 provided in the hydraulic circuit 43. It shows that.

  4 shows that the gear ratio h of the first planetary gear mechanism PGS1 is 2.734, the gear ratio i of the second planetary gear mechanism PGS2 is 1.614, and the gear ratio j of the third planetary gear mechanism PGS3 is 2. 681, and the gear ratio k of the fourth planetary gear mechanism PGS4 when the gear ratio k is 1.914 (the rotational speed of the input shaft 2 / the rotational speed of the output unit 3) and the common ratio (between each gear) The ratio of the gear ratio of the predetermined gear stage divided by the gear ratio of the gear stage one speed higher than the predetermined gear stage is also shown. It can be seen that can be set.

  Next, the two-way clutch will be described in detail with reference to FIG. The first brake B1 is switchable between a fixed state in which the third coupling body Cc-Cd is fixed to the transmission case 1 and a reverse rotation prevention state in which the third coupling body Cc-Cd is allowed to rotate forward and prevents reverse rotation. It consists of a two-way clutch. An example of this two-way clutch will be described in detail with reference to FIG.

  The two-way clutch TW as the first brake B1 in FIG. 5 is disposed with an inner ring TW1 coupled to the third coupling body Cc-Cd and a radial outer side of the inner ring TW1 and with a transmission. An outer ring TW2 coupled to the case 1 and a holding ring TW3 disposed between the inner ring TW1 and the outer ring TW2.

  A plurality of cam surfaces TW1a are formed on the outer peripheral surface of the inner ring TW1. The retaining ring TW3 is provided with a plurality of cutout holes TW3a corresponding to the cam surface TW1a. A roller TW4 is accommodated in the cutout hole TW3a. The two-way clutch TW includes a meshing mechanism that is not shown.

  The meshing mechanism is configured to be switchable between an outer connection state in which the outer ring TW2 and the holding ring TW3 are connected and an inner connection state in which the inner ring TW1 and the holding ring TW3 are connected.

  Further, as shown in FIG. 5A, the diameter of the roller TW4 is such that the gap A is opened when the roller TW4 is in the center of the cam surface TW1a, and as shown in FIGS. 5B and 5C, When the roller TW4 is at the end of the cam surface TW1a, the roller TW4 is set to contact the inner ring TW1 and the outer ring TW2.

  When the outer ring TW2 and the holding ring TW3 are connected to each other by the meshing mechanism, the inner ring TW1 is rotated in either the forward rotation or the reverse rotation as shown in FIGS. 5B and 5C. As shown, since the holding ring TW3 is also fixed to the transmission case 1, the roller TW4 is positioned at the end of the cam surface TW1a.

  At this time, the roller TW4 is sandwiched between the cam surface TW1a and the inner peripheral surface of the outer ring TW2, and the rotation of the inner ring TW1 is prevented. That is, the two-way clutch TW is in a fixed state.

  In the inner coupling state where the inner ring TW1 and the holding ring TW3 are coupled, the meshing mechanism (not shown) is in a state where the notch hole TW3a is located at one end of the cam surface TW1a as shown in FIG. It is configured as follows.

  Assuming that the clockwise direction in FIG. 5 is the reverse rotation direction, the two-way clutch TW enters the reverse rotation prevention state by setting the inner connection state in which the inner ring TW1 and the holding ring TW3 are connected.

  Further, in a vehicle equipped with the driving force transmission device of the present embodiment, a shift-by-wire type shift lever 42 (shift position detection unit) that can switch the shift position to any one of a forward range, a neutral range, and a reverse range. An oil temperature detection unit 43a that detects the temperature (oil temperature) of the oil in the hydraulic control circuit 43, a vehicle speed detection unit 44 that detects the traveling speed of the vehicle, and an engine brake determination unit that detects whether the engine brake is on or off. 46, a drive source rotational speed detector 48 for detecting the rotational speed of the drive source ENG, an input rotational speed detector 50 for detecting the rotational speed of the input shaft 2, and a brake pedal detection for detecting on / off of the brake pedal A portion 54 and an accelerator opening detecting portion 56 for detecting on / off of the accelerator pedal are provided.

  The control unit ECU includes information on the shift position of the shift lever 42, information on the oil temperature (oil temperature) of the hydraulic control circuit 43 from the oil temperature detection unit 43a, information on the traveling speed of the vehicle from the vehicle speed detection unit 44, engine Information on on / off of the engine brake as the use state of the engine brake from the brake determination unit 46, information on the rotational speed of the drive source ENG from the drive source rotational speed detection unit 48, input shaft from the input rotational speed detection unit 50 2, information on the on / off state of the brake pedal from the brake pedal detecting unit 54, and information on the on / off state of the accelerator pedal from the accelerator opening detecting unit 56 are received.

  Next, with reference to FIG.6 and FIG.7, the reverse side locked state and forward side neutral state of the driving force transmission apparatus of this embodiment are demonstrated. In the reverse lock state and the forward neutral state shown in FIGS. 6 and 7, when the shift position switched by the operation of the shift lever 42 is in the neutral range (N range), the processing of the flowchart in FIG. Achieved by running in time.

  First, as shown in FIG. 6, it is confirmed in step 1 whether or not the shift position switched by operating the shift lever 42 is in the neutral range (N range). If the shift position is not in the neutral range, the current process ends.

  When the shift position is in the neutral range (N range) in step 1, the process proceeds to step 2, and whether or not the hydraulic pressure is supplied to the second brake B2 is determined by a hydraulic switch 43c (failure detection unit) provided in the hydraulic circuit 43. Through). If the hydraulic pressure is not supplied to the second brake B2, the current process is terminated.

  Here, as shown in the row “N” in FIG. 4, in the neutral range, only the third brake B3 should be fixed, and the second brake B2 should be normally released, and the second brake B2 The hydraulic pressure is supplied to the second brake B2 in a state where the solenoid valve 43b that can supply the hydraulic pressure is broken and the hydraulic pressure is continuously supplied to the second brake B2 (on-fail). It is assumed that there is.

  In the driving force transmission device of the present embodiment, when the second brake B2 is in a fixed state in the neutral range, the first gear is established, and the driving force of the driving source ENG is transmitted to the driving wheels.

  For this reason, when the hydraulic pressure is supplied to the second brake B2 in step 2, the process proceeds to step 3 to check whether or not the first brake B1 is in the reverse rotation prevention state. If the first brake B1 is in the reverse rotation prevention state, the process proceeds to step 4 to execute the "neutral maintenance mode" process to release the third brake B3 in order to set the driving force transmission device to the forward side neutral state. In this state, the second clutch C2 is engaged to be in a connected state, and the fourth brake B4 is engaged to be in a fixed state ("Fail 1" in FIG. 4).

  By setting the third brake B3 to the open state, the sun gear Sb (sixth element) of the second planetary gear mechanism PGS2 can freely rotate. Further, by setting the fourth brake B4 in a fixed state, the rotational speed of the ring gear Rb (fourth element) of the second planetary gear mechanism PGS2 becomes “0”. Further, by setting the second clutch C2 in the connected state, the rotational speed of the sun gear Sa (first element) of the first planetary gear mechanism PGS1 connected to the input shaft 2 is changed to the ring gear Rb ( “0”, which is the same as the rotation speed of the fourth element).

  Thus, since the rotational speed of the input shaft 2 becomes “0”, it is possible to prevent the driving force of the driving source ENG from being output to the driving wheels via the automatic transmission TM. In this forward side neutral state, the first brake B1 is in the reverse rotation prevention state, so the vehicle cannot move backward (see the solid line in the collinear diagram of FIG. 7). Therefore, even if the vehicle stops in an uphill state, the vehicle does not move to the reverse side (reverse side lock state). Conversely, in the forward side neutral state, the vehicle can be pushed or pulled forward as indicated by the broken line in the alignment chart of FIG.

  After executing the neutral maintenance mode process in step 4, the process proceeds to step 5 to check whether the oil temperature of the torque converter TC is equal to or higher than a predetermined temperature. In the forward-side neutral state achieved by executing the neutral maintenance mode, the input shaft 2 cannot rotate, so the driving force of the driving source ENG is absorbed by the differential rotation between the turbine of the torque converter TC and the pump. Accordingly, the amount of heat generated by the torque converter TC increases.

  In order to suppress the increase in the heat generation amount of the torque converter TC, the oil detected by the oil temperature detection unit 43a is assumed based on the heat generation amount of the torque converter TC from the oil temperature detected by the oil temperature detection unit 43a in step 5. If the temperature is equal to or higher than the predetermined temperature, the process proceeds to step 6 to limit the driving force (output torque) output from the driving source ENG. Thereby, the increase in the emitted-heat amount of torque converter TC can be suppressed. If the oil temperature detected by the oil temperature detector 43a in step 5 is less than the predetermined temperature, the current process is terminated as it is.

  If it is determined in step 3 that the first brake B1 is in the fixed state, the process branches to step 7, where the first brake B1 is switched to the reverse rotation prevention state, and the current process is terminated.

  Next, with reference to FIGS. 8 and 9, a description will be given of the forward / reverse both-side locked state of the driving force transmission device of the present embodiment. The forward / reverse both-side locked state shown in FIGS. 8 and 9 executes the processing of the flowchart of FIG. 8 at a predetermined cycle time when the shift position switched by operating the shift lever 42 is in the neutral range (N range). Is achieved.

  First, as shown in FIG. 8, it is confirmed in step 11 whether or not the shift position switched by operating the shift lever 42 is in the neutral range (N range). If the shift position is not in the neutral range, the current process ends.

  When the shift position is in the neutral range (N range) in step 1, the process proceeds to step 12, and whether or not the hydraulic pressure is supplied to the second brake B2 is determined by a hydraulic switch 43c (failure detection unit) provided in the hydraulic circuit 43. Through). If the hydraulic pressure is not supplied to the second brake B2, the current process is terminated.

  When the hydraulic pressure is supplied to the second brake B2 in step 12, the process proceeds to step 13 to execute the process of “interlock mode” in order to set the driving force transmission device in the forward / reverse both-side locked state, The third brake B3 is released, the third clutch C3 is engaged and connected, and the fourth brake B4 is engaged and fixed ("Fail2" in FIG. 4).

  By setting the third brake B3 to the open state, the sun gear Sb (sixth element) of the second planetary gear mechanism PGS2 can freely rotate. Further, by setting the fourth brake B4 in a fixed state, the rotational speed of the ring gear Rb (fourth element) of the second planetary gear mechanism PGS2 becomes “0”. Further, by setting the third clutch C3 in the connected state, the sun gear Sb (sixth element) of the second planetary gear mechanism PGS2 and the second connected body Ra-Sd rotate at the same speed.

  Further, since the hydraulic pressure is supplied to the second brake B2 by on-fail, the second brake B2 is unintentionally fixed, and the rotation speed of the sun gear Sc (seventh element) of the third planetary gear mechanism PGS3 is “ 0 ". As a result, the rotational speeds of the input shaft 2 and the output unit 3 become “0” regardless of the state of the first brake B1, as shown by the collinear diagram in FIG. It is possible to prevent the driving force from the source ENG from being transmitted to the driving wheels unintentionally. The reverse-side locked state is defined as a state in which the vehicle cannot reverse, and is defined as a state including a forward-side neutral state and a forward / backward both-side locked state.

  After executing the interlock mode process in step 13, the process proceeds to step 14 to check whether the oil temperature of the torque converter TC is equal to or higher than a predetermined temperature set in advance. In order to suppress an increase in the amount of heat generated by the torque converter TC, the oil temperature detected by the oil temperature detecting unit 43a assuming the amount of heat generated by the torque converter TC from the oil temperature detected by the oil temperature detecting unit 43a in step 14. If the temperature is equal to or higher than the predetermined temperature, the process proceeds to step 15 to limit the driving force (output torque) output from the driving source ENG. Thereby, the increase in the emitted-heat amount of torque converter TC can be suppressed. If the oil temperature detected by the oil temperature detection unit 43a in step 14 is lower than the predetermined temperature, the current process is terminated as it is.

  Note that the automatic transmission TM according to the embodiment may be configured such that any one of the shift speeds (for example, the 10th speed) is omitted and the forward 9th speed is changed.

  In the present embodiment, the shift position is changed by operating a shift-by-wire type shift lever. However, the shift position switching method is not limited to this. For example, the shift position may be switched by pressing a button or the like. In this case, for example, the shift position selected from the button pressing signal can be determined.

DESCRIPTION OF SYMBOLS 1 ... Transmission case, 2 ... Input shaft (input part), 3 ... Output part (output gear), 42 ... Shift lever (shift position detection part), 43 ... Hydraulic circuit, 43a ... Temperature detection part, 43b ... Solenoid valve , 43c ... hydraulic switch (failure detection unit), TM ... automatic transmission, 44 ... vehicle speed detection unit, 46 ... engine brake determination unit, 48 ... drive source rotation number detection unit, 50 ... input rotation number detection unit, 54 ... brake Pedal detector, 56 ... accelerator opening detector, ENG ... drive source, LC ... lock-up clutch, DA ... damper, TC ... torque converter, PGS1 ... first planetary gear mechanism, Sa ... sun gear (first element), Ca ... carrier (second element), Ra ... ring gear (third element), Pa ... pinion, PGS2 ... second planetary gear mechanism, Sb ... sun gear (sixth element), Cb ... carrier (fifth) Element), Rb ... ring gear (fourth element), Pb ... pinion, PGS3 ... third planetary gear mechanism, Sc ... sun gear (seventh element), Cc ... carrier (eighth element), Rc ... ring gear (ninth element) , Pc ... pinion, PGS4 ... 4th planetary gear mechanism, Sd ... sun gear (12th element), Cd ... carrier (11th element), Rd ... ring gear (10th element), Pd ... pinion, C1-C3 ... 1st -3rd clutch, B1 ... 1st brake (switching mechanism), B2 ... 2nd brake (1st engagement mechanism), B3 ... 3rd brake, B4 ... 4th brake, ECU ... control part.

Claims (6)

A torque converter to which the power of the drive source is transmitted;
A plurality of planetary gear mechanisms each having three elements, a sun gear, a carrier, and a ring gear;
A plurality of engagement mechanisms that connect the elements together or prevent rotation of the elements;
A switching mechanism that is switchable between a reverse rotation preventing state that allows rotation of the element to the forward side and prevents rotation to the reverse side, and a fixed state that prevents rotation of the element to the forward side and reverse side;
A controller that controls the plurality of engagement mechanisms and the switching mechanism;
A drive provided with an automatic transmission that controls the plurality of engagement mechanisms and the switching mechanism by the control unit, shifts the rotational speed transmitted from the torque converter to the input unit in a plurality of stages, and outputs from the output unit A power transmission device,
The control unit receives shift position information from a shift position detection unit that detects a shift position,
Of the plurality of engagement mechanisms, a first engagement mechanism that is engaged when establishing the lowest forward speed stage connects the elements by being supplied with hydraulic pressure from a solenoid valve, or To prevent the rotation of the element,
A failure detection unit for detecting that the solenoid valve has failed and is still in a state of being supplied with hydraulic pressure;
The control unit is in a state where the shift position is in the neutral range, and the first engagement mechanism is engaged with the solenoid valve from the failure detection unit being failed and supplying hydraulic pressure. If determined, the plurality of engagement mechanisms prevent the power of the drive source from being transmitted to the output unit and enter a reverse-side locked state that prevents the output unit from rotating in the reverse direction. The driving force transmission device characterized by controlling. The driving force transmission device according to claim 1,
The control unit is in a state where the shift position is in the neutral range, and the first engagement mechanism is engaged with the solenoid valve from the failure detection unit being failed and supplying hydraulic pressure. If it is determined, the switching mechanism is switched to the reverse rotation prevention state, the power of the drive source is prevented from being transmitted to the output unit, the reverse rotation of the output unit is prevented, and the output unit The driving force transmission device is characterized in that the plurality of engagement mechanisms are controlled so as to be in a forward-side neutral state that allows rotation in the forward direction. The driving force transmission device according to claim 1,
The control unit is in a state where the shift position is in the neutral range, and the first engagement mechanism is engaged with the solenoid valve from the failure detection unit being failed and supplying hydraulic pressure. When the determination is made, the power of the drive source is prevented from being transmitted to the output unit, and the forward / reverse both-side locked state in which the output unit is prevented from rotating in the forward direction and the reverse direction is set. A driving force transmission device that controls a plurality of engagement mechanisms. The driving force transmission device according to any one of claims 1 to 3,
A temperature detector for detecting the temperature of the fluid inside the torque converter;
The control unit determines that the solenoid valve has failed,
The drive source outputs when the temperature of the fluid detected by the temperature detection unit is equal to or higher than a predetermined temperature when the control unit engages the engagement mechanism so as to be in the reverse-side locked state. A driving force transmission device characterized by limiting power. The driving force transmission device according to claim 2,
The plurality of planetary gear mechanisms are composed of first to fourth planetary gear mechanisms,
The three elements of the first planetary gear mechanism are a first element, a second element, and a third element, respectively, from one side in the alignment order of the collinear diagram,
The three elements of the second planetary gear mechanism are a fourth element, a fifth element, and a sixth element, respectively, from one side in the alignment order of the collinear diagram,
The three elements of the third planetary gear mechanism are designated as a seventh element, an eighth element, and a ninth element from the one side in the alignment order of the nomograph,
Three elements of the fourth planetary gear mechanism as tenth element, eleventh element and twelfth element from one side in the alignment order of the nomograph,
The first element is connected to the input unit, the tenth element is connected to the output unit, and the second element, the fifth element, and the ninth element are connected to form a first connector. The third element and the twelfth element are connected to form a second connecting body, the eighth element and the eleventh element are connected to form a third connecting body,
The first brake is provided as a switching mechanism, the first to third clutches and the second to fourth brakes are provided as engagement mechanisms,
The first clutch is configured to freely connect the first element and the third connector,
The second clutch is configured to connect the first element and the fourth element,
The third clutch is configured to freely connect the sixth element and the second coupling body,
The first brake is configured to prevent the reverse rotation of the third connecting body while allowing the third connecting body to rotate forward and prevent the reverse rotation of the third connecting body, and preventing the third connecting body from rotating forward and backward. It is configured to be switchable to a fixed state,
The second brake is configured to be able to prevent rotation of the seventh element,
The third brake is configured to prevent rotation of the sixth element,
The fourth brake is configured to prevent rotation of the fourth element,
The first engagement mechanism is a second brake;
The control unit is configured to engage the second clutch and the fourth brake in the forward-side neutral state. The driving force transmission device according to claim 3,
The plurality of planetary gear mechanisms are composed of first to fourth planetary gear mechanisms,
The three elements of the first planetary gear mechanism are a first element, a second element, and a third element, respectively, from one side in the alignment order of the collinear diagram,
The three elements of the second planetary gear mechanism are a fourth element, a fifth element, and a sixth element, respectively, from one side in the alignment order of the collinear diagram,
The three elements of the third planetary gear mechanism are designated as a seventh element, an eighth element, and a ninth element from the one side in the alignment order of the nomograph,
Three elements of the fourth planetary gear mechanism as tenth element, eleventh element and twelfth element from one side in the alignment order of the nomograph,
The first element is connected to the input unit, the tenth element is connected to the output unit, and the second element, the fifth element, and the ninth element are connected to form a first connector. The third element and the twelfth element are connected to form a second connecting body, the eighth element and the eleventh element are connected to form a third connecting body,
The first brake is provided as a switching mechanism, the first to third clutches and the second to fourth brakes are provided as engagement mechanisms,
The first clutch is configured to freely connect the first element and the third connector,
The second clutch is configured to connect the first element and the fourth element,
The third clutch is configured to freely connect the sixth element and the second coupling body,
The first brake is configured to prevent the reverse rotation of the third connecting body while allowing the third connecting body to rotate forward and prevent the reverse rotation of the third connecting body, and preventing the third connecting body from rotating forward and backward. It is configured to be switchable to a fixed state,
The second brake is configured to be able to prevent rotation of the seventh element,
The third brake is configured to prevent rotation of the sixth element,
The fourth brake is configured to prevent rotation of the fourth element,
The first engagement mechanism is a second brake;
The control unit is configured to engage the third clutch and the fourth brake in the forward / reverse both-side locked state.