JP2561148B2 - Transmission control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device that controls clutch actuation of an automatic transmission, and more specifically, locks and holds a one-way clutch disposed in a power transmission path of this transmission. The present invention relates to a control device for a transmission having a configuration in which a solenoid valve is used to perform operation control of an emblem clutch, engagement control of a lockup clutch of a torque converter, and shift control by switching a power transmission path.

(Prior Art) An automatic transmission is configured to automatically change gears in accordance with a traveling state to obtain desired traveling characteristics. As such an automatic transmission, for example, Japanese Patent Publication No. −21131
Japanese Patent Laid-Open No. 61-189354 discloses an example of control of such an automatic transmission.

An automatic transmission is generally composed of a hydraulic power transmission mechanism such as a torque converter and a plurality of power transmission paths (gear trains, etc.) connected to an output shaft of the fluid power transmission mechanism. For gear shifting, the plurality of power transmission paths are selected. This is done by switching. It is generally known that this selective switching is performed by controlling the operation of a hydraulically operated clutch (transmission means) provided in each power transmission path by a shift control valve.

In addition, a one-way clutch that allows only power transmission in the driving direction is often arranged in the power transmission path. However,
In this case, the engine braking action cannot be obtained in the power transmission path where the one-way clutch is installed.Therefore, install an emblem clutch that locks the one-way clutch in parallel, and engage this emblem clutch when necessary. In many cases, it is possible to obtain an engine braking action as needed.

Further, many torque converters have a lockup clutch that directly connects the input and output, and when the vehicle is traveling at high speed, the lockup clutch is often engaged to improve fuel efficiency.

(Problems to be Solved by the Invention) In the transmission as described above, the operation control of the shift control valve, the operation control of the emblem clutch control valve for controlling the emblem clutch, and the lockup clutch control for the control of the lockup clutch are performed. It is well known that a solenoid valve is used to control the operation of the valve. As described above, when the electric operation control is performed by the solenoid valve, there is an advantage that complicated operation control can be accurately performed.

However, there is a problem that the control becomes inaccurate in the case of a failure of the solenoid valve. Note that, as a failure of the solenoid valve, a disconnection or short circuit of the wiring to the solenoid may be considered, but empirically, the probability of short circuit is low, and it is desirable to consider measures against the disconnection.

In particular, the emblem clutch is mainly engaged in the low speed range to obtain the engine braking action, whereas the lockup clutch is engaged in the high speed range and the high speed gear stage. Here, when these engagement controls are performed by the solenoid valve, the solenoid valve malfunctions and both are engaged at the same time, the engine clutch is engaged in the high speed range, and the lockup clutch is engaged in the low speed range. It is necessary to surely prevent the occurrence of such a situation.

The present invention has been made in view of the above circumstances, and provides a control device configured to ensure reliable control even when the solenoid valve for controlling the transmission is disconnected due to disconnection or the like. The purpose is to provide.

B. Structure of the Invention (Means for Solving the Problems) In order to achieve such an object, the present invention includes a torque converter with a lockup clutch and a plurality of power transmission paths, and as the power transmission paths, a one-way clutch and an embroidery clutch. A transmission including at least one power transmission path with a one-way clutch having a manual valve, a lockup clutch control valve, an emblem clutch control valve, and a clutch control solenoid valve.

When the manual valve is in the high-speed side shift range position, the emblem clutch control valve is fixed and held at a position where it receives the hydraulic pressure supplied through the manual valve and releases the emblem clutch. The valve is actuated by a clutch control solenoid valve to control engagement of the lockup clutch.

On the other hand, when the manual valve is in the low-speed shift range position, the lock-up clutch control valve is fixedly held in a position to release the lock-up clutch by receiving the hydraulic pressure supplied through the manual valve. The control valve is actuated by a clutch control solenoid valve to control engagement of the emblem clutch.

Further, it has two shift control solenoid valves used for selectively setting a plurality of power transmission paths, and between all or a part of the plurality of power transmission paths at each shift range position of the manual valve. It is possible to configure the transmission so that the power transmission in each shift range is set for the combination of ON and OFF of the two shift control solenoid valves while permitting the shift in the shift range.

In this case, when the manual valve is located at the low speed side shift range position, the emblem clutch control valve is operated and controlled by one of the clutch control solenoid valve and the two shift control solenoid valves to engage the emblem clutch. Take control. When the clutch control solenoid valve or one of the two shift control solenoid valves fails, the emblem clutch can be engaged by the on / off control of the solenoid valve that does not fail. Preferably.

Further, it is preferable that the power transmission path having the minimum reduction ratio is set in each shift range when the two shift control solenoid valves are both deenergized.

(Operation) In the control device having such a configuration, when the shift lever is operated to the high speed side shift range position and the manual valve is in the high speed side shift range position, the emblem clutch control valve releases the emblem clutch. The solenoid valve for clutch control, which is fixedly held in the position, controls engagement of the lockup clutch. This is because it is not necessary to engage the emblem clutch in the high-speed shift range.In this state, even if the solenoid valve fails or malfunctions, the emblem clutch may be erroneously engaged. There is no.

On the other hand, when the manual valve is in the low-speed shift range position, the lock-up clutch control valve is now fixedly held in the position to release the lock-up clutch, and the clutch control solenoid valve controls the engagement clutch engagement control. I do. This is also because it is not necessary to engage the lockup clutch in the low-speed shift range, and even if the solenoid valve fails in this state, the lockup clutch is not engaged.

In the control device having such a configuration, the engagement control of both the lockup clutch and the embrace clutch can be performed only by the clutch control solenoid valve, and since only one solenoid valve is required, the configuration of the control device is simple. The cost can be reduced.

Further, the power transmission path in each shift range is set corresponding to the combination of ON and OFF of the two shift control solenoid valves, and when the manual valve is in the low speed side shift range position, the clutch control solenoid is set. If the engagement control of the embrace clutch is controlled by one of the valve and the two solenoid valves for speed change control, even if one of these solenoid valves fails, the solenoid valve of the one that has not failed will be operated. The emblem clutch can be engaged by the on / off control. This allows
In the low-speed shift range, it is possible to improve the driving safety by always applying the engine braking effect.

Further, when the two shift control solenoid valves are both energized off, if the power transmission path having the minimum reduction ratio is set in each shift range, both solenoid valves will malfunction and both energization will be off. However, it is possible to perform some gear shifting by operating the shift lever.

(Examples) Hereinafter, preferred examples of the present invention will be described with reference to the drawings.

FIG. 1 is a schematic diagram showing a power transmission system of an automatic transmission AT controlled by a control device according to the present invention. The automatic transmission AT includes a torque converter 5 and a transmission mechanism 10. .

The torque converter 5 includes a pump 6a connected to the engine output shaft 1 and a turbine 6 connected to an output shaft (transmission mechanism input shaft) 11
b and a fixedly held stator 6c,
It has a lock-up mechanism 7 capable of engaging and disengaging the pump 6a and the turbine 6b.

The speed change mechanism 10 has an input shaft 11 integrated with a torque converter output shaft, a counter shaft 12 and an output shaft 13 which are parallel to the input shaft 11. Between the input shaft 11 and the counter shaft 12, there are five sets of gear trains that mesh with each other, that is, first-speed gear trains 21a, 21.
b, second speed gear trains 22a, 22b, third speed gear trains 23a, 23b, fourth speed gear trains 24a, 24b, and reverse gear trains 25a, 25b, 25c. Hydraulic actuating clutches 14 to 18 for selecting each gear train are provided as drive gears or driven gears of each gear train, and by selectively actuating these hydraulic actuating clutches 14 to 18 The power transmission path is selectively switched, and gear shifting is performed.

Output gear trains 29a, 29b are arranged between the counter shaft 12 and the output shaft 13, and the power changed as described above is transmitted to the output shaft via the output gear trains 29a, 29b. .

The first speed driven gear 21b and the second speed driven gear 22b are
One-way clutches 26, 27 are attached which allow power transmission in the driving direction from the engine, but do not allow power transmission in the opposite direction (engine braking action direction) to idle. The first speed one-way clutch 26 attached to the first speed driven gear 21b has its input side connected to the first speed driven gear 21b and its output side connected to the input side of the second speed one way clutch 27 attached to the second speed driven gear 22b. There is. Also,
The input side of the second speed one-way clutch 27 is further connected to the second speed driven gear 22b, and the output side is connected to the counter shaft 12.

Further, an emblem clutch 19 for locking and holding the one-way clutches 26, 27 is provided. The emblem clutch 19 is a clutch for engaging and disengaging the input side of the first speed one-way clutch 26 and the output side of the second speed one-way clutch 27, depending on whether it is ON (engaged) or OFF (non-engaged). The power transmission will be described separately.

First, the case where the emblem clutch 19 is OFF (non-engaged) will be described. In this case, when the first speed clutch 14 is engaged, the engine output transmitted to the input shaft 11 is transmitted to the counter shaft 12 via the first speed gear trains 21a and 21b and both one-way clutches 26 and 27. . On the other hand, wheel side (output shaft 13)
In the deceleration state in which power is transmitted from the engine side to the engine side, the one-way clutches 26, 27 run idle, so the counter shaft 1
Power is not transmitted from 2 to the input shaft 11, and no engine braking action occurs.

When the engine clutch 19 is off and the second speed clutch 15 is on (engaged), the engine output is transmitted from the input shaft 11 to the counter shaft 12 via the second speed gear trains 22a, 22b and the second speed one-way clutch 27. However, the reverse power transmission is blocked by the idling of the one-way clutch 27, and the engine braking action does not occur.

Next, a case where the emblem clutch 19 is ON (engaged) will be described. In this case, the engine output is transmitted from the input shaft 11 to the counter shaft 12 when the first speed clutch 14 is ON or the second speed clutch 15 is ON
19 and one-way clutches 26, 27 respectively.

The reverse power transmission, that is, the transmission of the driving force from the wheel side such as deceleration of the vehicle, is performed via the emblem clutch 19 and the first gear trains 21b and 21a when the first gear clutch 14 is ON. Be seen. When the second speed clutch 15 is ON, it is performed via the emblem clutch 19, the first speed one-way clutch 26 and the second speed gear trains 22b and 22a. Although the power is transmitted through the first-speed one-way clutch 26, the power transmission in the first-speed one-way clutch 26 in this case is transmission in the driving direction, and the power transmission is performed through the one-way clutch 26. Therefore, when the emblem clutch 19 is ON, the power transmission path in which the engine braking is effective is set in both the first speed and the second speed.

In the 3rd and 4th speeds, the one-way clutch is not provided in the power transmission path constituting these speed stages, and both are always in the speed stages in which engine braking is effective. The operation control of the lockup mechanism 7 and the operation control of each clutch 14 to 19 of the speed change mechanism 10 of the automatic transmission AT having the above-described structure are shown in FIG.
It is done by CV.

This control valve CV is a line valve that uses a regulator valve 32 that regulates the hydraulic oil sent from the charge pump 30 to a predetermined line pressure P _L , a modulator valve 34 that creates a modulated pressure P _M from this line pressure, and a linear solenoid. It has a throttle valve 36 that converts P _L into throttle pressure P _TH . The control valve CV further includes the following valves, and controls the operation of the lockup mechanism 7 and each clutch by appropriately using the line pressure P _L , the modulation pressure P _M, and the throttle pressure P _TH .

First, the control valve of the lockup mechanism 7 will be briefly described. As this valve, L / C on-off valve 4
0, L / C shift valve 42, L / C control valve 44, L / C
Timing valve 46 and duty solenoid valve
There are 155. The L / C on / off valve 40 is a valve for ON / OFF controlling the supply of the line pressure P _L to the line 101, by which ON / OFF control of the lockup mechanism 7 is performed. The remaining valves are valves that control the engagement capacity of the lockup mechanism 7 when the lockup mechanism 7 is turned on by the L / C on / off valve 40. Since this operation is already well known, its explanation is omitted.

The return oil of the torque converter 5 is regulated by the relief valves 48a, 48b, 48c shown in the figure, used for lubrication, cooled through the cooler 49, and then returned to the oil tank.

Next, a valve for controlling the operation of each clutch 14 to 19 in the speed change mechanism 10 to change the speed will be described.

As a valve for this purpose, first, there is a manual valve 50 having a spool 51 which is moved in response to a shift lever operation by a driver. The spool 51 can be moved to seven positions of P, R, N, D, 3, 2, and 1 corresponding to the shift lever position, and a range corresponding to each position is set. The line pressure P _L from the line 102 is supplied to a predetermined port corresponding to each position.

1-2 shift valve 6 that controls shifting between 1st and 2nd speed
0 2-3 shift valve 6 for controlling shifting between 2nd and 3rd speed
The control valve CV also includes a 3-4 shift valve 64 for controlling the shift between the 2nd and 3rd speeds and the 4th speed.
It is controlled by the modulating pressure P _M selectively supplied by the ON-OFF operation of 152. That is, the shift valves 60, 62, 64 are appropriately operated in accordance with the ON / OFF combination of the two solenoid valves 151, 152 to shift gears.

It also has a clutch pressure control valve 55 and four orifice control valves 56-59. The clutch pressure control valve 55 is a valve that converts the operating pressure of each clutch 14-18 into a pressure corresponding to the throttle pressure P _TH . The orifice control valves 56 to 59 are valves that allow the hydraulic pressure of the front clutch to be released at the same time as the hydraulic pressure of the rear clutch is increased during gear shifting. 4-3
And 3-4 orifice control valves 56 and 57 release the hydraulic pressures of the 3rd and 4th clutches when shifting from the 4th speed to the 3rd speed and from the 3rd speed to the 4th speed, respectively. Control valve
58 and 59, respectively from 2nd to 1st and 1st to 2nd
The hydraulic pressure of the 1st and 2nd speed clutches is released when shifting to the 1st speed.

Further, the switching valve 70 switches between control of the emblem clutch 19 and control of the lockup mechanism 7, an emblem timing valve 75 that controls operation of the emblem clutch 19, and is used for control of the lockup mechanism 7 and the emblem clutch 19. 3rd on-off solenoid valve
153 is also provided. These will be described later.

Incidentally, accumulators 81 to 85 are connected to the clutches 14 to 18, respectively, so that the hydraulic pressure fluctuations when the clutches 14 to 18 are engaged can be made smooth to perform smooth gear shifting. ing.

In the control valve CV configured as described above, the operation of the manual valve 50 by operating a shift lever (not shown) and the first to third solenoid valves 151,
The valves are operated by ON-OFF operations of 152 and 153, the hydraulic pressure supply to the clutches 14 to 19 is controlled to perform automatic gear shift, and the operation of the lockup mechanism 7 is controlled.

The gears are set as shown in FIG. 3 according to the ON-OFF combination of the normally closed type (normally closed type) first and second solenoid valves 151, 152 and each range corresponding to the position of the manual valve 55. There is. In this figure, LOW means power transmission through the first speed gear train, and among the gears, the gears surrounded by circles are gears where the engine brake works.

When the shift lever is in the D position and the manual valve 50 is in the D range, the first and second solenoid valves
Corresponding to four ON / OFF combinations of 151 and 152, as shown in the drawing, each speed stage of 1st speed (LOW), 2nd speed (2ND), 3rd speed (3RD) and 4th speed (4TH) is set. Further, when the manual valve 50 has three ranges, as shown in the figure, corresponding to four kinds of ON-OFF combinations of the first and second solenoid valves 151 and 152, the first speed (LOW), the second speed (2ND) and 3rd speed (3R
Each gear of D) is set. In the D and 3 ranges, the 1st speed (LOW) and the 2nd speed (2ND) are gear stages in which the engine clutch is not effective because the engine clutch is off.

On the other hand, when the shift lever is in the 2 or 1 position and the manual valve 50 is in the 2 or 1 range, the first
Corresponding to four combinations of ON-OFF of the second solenoid valves 151, 152, as shown in the figure, the first speed (LOW), the second speed (2ND) and the third speed (3RD) are set in the second range. Then, in one range, the first speed (LOW) and the second speed (2ND) are set. In these 2 and 1 ranges,
The 1st and 2nd speeds are gears where the engine clutch is activated and the engine clutch is on.

As described above, the selection and switching of the shift speed set corresponding to the ON-OFF combination of the solenoid valves 151 and 152 is performed by the shift map set corresponding to the engine throttle opening θ _TH and the vehicle speed V for each range. Based on. This shift map is shown in FIGS. 4A to 4D, which are shift maps for D range, 3 range, 2 range, and 1 range, respectively.

The shift map for the D range has three shift-up lines U1 and U
2, U3 and three downshift lines D1, D2, D3. U1 and D1 shift lines from 1st to 2nd and 2nd to 1st,
U2 and D2 are shift lines from 2nd to 3rd and 3rd to 2nd, U3 and D3 are shift lines from 3rd to 4th and 4th to 3rd, throttle opening θ _TH and vehicle speed V When a point on the map defined by and crosses the shift line, a predetermined shift is performed. Map for 3 ranges (Fig. 4B) is 3
There are no lines U3 and D3 for shifting between 1st and 4th speeds
This is the same as the case of the D range except that the gear is changed up to the high speed.

The two-range shift map has one shift-up line U1 and two shift-down lines D1 and D2 as shown in FIG. 4C. Here, there is no shift-up line U2 from the 2nd speed to the 3rd speed, but this is for basically performing the shift between the 1st speed and the 2nd speed in the 2nd range. However, for example, 3
By operating the shift lever from the 3rd speed running range,
When the range is switched, shift down from the 3rd speed to the 2nd speed is performed by the shift down line D2 of the map in FIG. 4C, and the shift down to the 2nd speed where engine braking is effective at a too high vehicle speed is performed. I try not to.

The map shown in Fig. 4D is used for the 1st range. In this case, the gear is basically fixed to the 1st speed (LOW), and this map is used for downshifting when switching to the 1st range by operating the shift lever. Let's do it based on the shift Bun line D1 of
It does not allow downshifting to the 1st speed where engine braking works at too high a vehicle speed.

Note that such first and second solenoid valves 15
When setting the gear stage corresponding to the ON-OFF combination of 1,152, when the system is down, that is, when both solenoid valves 151, 152 are OFF, the maximum speed stage in each range is set. (See Fig. 3) to prevent a sudden engine change from being generated by shifting to a lower speed when the system is down, and it is possible to shift from 4th speed to 2nd speed by manual operation of the shift lever. I try to achieve fail-safe.

Also, in the R range, the reverse stage is set,
Although not shown, in the R and N ranges, both clutches are disengaged and are in a neutral state.

In the setting of the shift speed shown in FIG. 3, both the first and second solenoid valves 151 and 152 are set to ON when setting the second speed (2ND) in the D range and the third range where the emblem clutch is OFF (non-engaged). Is set when.
On the other hand, the emblem clutch is turned on (engaged) 2
The setting of the second speed in the range and the first range is possible in both cases where both solenoid valves 151 and 152 are ON and OFF. However, in practice, a combination that is both OFF is used as the second speed in these ranges (2 and 1 ranges).

This is because the following problems occur when an ON-ON combination is used as the second speed in the 2 or 1 range. For example, when the shift lever is operated to the 2nd or 1st range while traveling in the 4th speed of the D range and downshifted to the 2nd speed, if the first solenoid valve 151 is disconnected and is always off, 2 Speed change command, that is, ON
-Even if the ON command is output, the solenoid valve will not operate.
It becomes F-ON and shifts down to the first speed (LOW) instead of the second speed. In this case, the emblem clutch is ON, so in such a downshift,
There is a problem that the engine braking force acts to cause a large deceleration, which may result in a shift shock. Therefore, the 2nd speed in the 2 and 1 range is
It is set to OFF-OFF so that the problem does not occur even if one or both solenoid valves are broken.

In the D range and the 3 range, the 2nd speed is set when the solenoid valves 151 and 152 are both ON. However, this is the maximum speed stage (4th speed in the D range and 3 range in the D range) when the system is down. (3rd speed), so OFF-OFF cannot be assigned to 2nd speed, and in case of D and 3 ranges, the emblem clutch is OFF and even if downshifted to 1st speed. This is because there is no engine braking action and no shift shock occurs.

In the above, the first and second solenoid valves 15
The setting of the shift speed by 1,152, that is, the operation control of each of the speed change clutches 14 to 18 has been described, but in this automatic transmission AT, the operation control of the embrace clutch 19 and the lockup mechanism 7 is also necessary. , FIG. 5 will be described.

This control is the ON-OFF operation of the normally closed type third solenoid valve 153 and the first solenoid valve.
It is done according to the operation of 151. First, in the case of the D range or the 3 range, as can be seen from FIG. 3, the emblem clutch 19 may always be OFF (non-engaged), so the lockup mechanism 7 is turned on / off according to ON / OFF of the third solenoid valve 153.
ON-OFF control. On the other hand, in the case of the 2 range or the 1 range, the lockup mechanism 7 is always turned off, and the emblem clutch 19 is controlled to be turned on / off according to the turning on / off of the first and third solenoid valves 151 and 153.

As described above, the third solenoid valve 153 is used to control the operation of the lockup mechanism 7 in the D or 3 range, and is used to control the operation of the emblem clutch in the 2 or 1 range. A hydraulic control circuit portion for this purpose is taken out from the circuit of FIG. 2 and shown in FIG. 6, and its operation will be described below with reference to FIG. As shown in the figure, a manual valve 50, an L / C on / off valve 40, a switching valve 70, an emblem timing valve (embry clutch control valve) 75, and a third solenoid valve 153 are used for this control.

First, the case of the D range or the 3 range will be described.
At this time, the spool 51 of the manual valve 50 moves to the right from the N position shown in the drawing to move to D or 3
Located in position. In the D or 3 position, ports 50c and 50d of this valve 50 are port 50a.
The line pressure P _L from the line 102 acts on both ends of the switching valve 70 via the lines 111 and 115. For this reason, the spool 71 of the switching valve 70 is pushed by the spring 72 and is in the left movement position as illustrated.

The line pressure P _L supplied to the line 102 is from the line 102b to the groove of the spool 71 of the switching valve 70 and the line.
It acts on the left end of the emble timing valve 75 through 103. When the spool 76 of the valve 75 receives the line pressure P _L , it is moved to the right against the spring 77, and the line 109 to which the line pressure P _L is supplied and the line 1 connected to the emblem clutch 19 are connected.
10 and 10 are cut off by the land portion of the spool 76. Therefore, the emblem clutch 19 is OFF (non-engaged). As will be described later, when the third solenoid valve 153 is turned off, the modulated pressure P _M supplied to the line 105 acts on the right end of the spool 76, but the line pressure P _L is the modulated pressure. It is considerably higher than P _{M, and} even if the modulating pressure P _M acts in this way, the spool 76 remains moved to the right and the emblem clutch 19 remains OFF.

In the D range or the 3 range, the third solenoid valve 153 is used for ON-OFF control of the lockup mechanism 7. The modulated pressure P _M supplied to the line 105 is supplied to the line 108 communicating with the third solenoid valve 153 through the line 107 having the orifice 107a,
Normally closed type third solenoid valve 153 is O
When FF, the modulated pressure P _M is generated in the line 108, and when ON, the pressure in the line 108 is made almost zero. Line 108 is the first of the L / C on / off valves 40 via line 108b.
It is connected to the right end of the spool 41a, and when the third solenoid valve 153 is OFF, the modulating pressure P _M acts on the right end of the first spool 41a and moves the spool 41a left as shown in the figure. This connects the line 112 to the drain,
The lockup mechanism 7 is turned off.

The line pressure P _L supplied from the line 113 acts on the spool 41a so as to push it to the right. However, since the pressure receiving area is small, regardless of the action of the line pressure P _L , the line pressure P _L Spool 41 when modulated pressure P _M acts
a is moved left. However, the third solenoid valve 153
When turned on and the hydraulic pressure in line 108b becomes zero, line 113
The first spool 41a is moved to the right by the line pressure P _L from. This right movement makes line 112 line 1
Connected to 06, the lockup mechanism 7 is turned on by the modulating pressure P _M supplied from the line 106 to the line 112.

As described above, in the D range or the 3 range, the emblem clutch 19 is always OFF, and the lockup mechanism 7 is controlled by the ON / OFF control of the third solenoid valve 153.
ON-OFF control is performed.

Next, the case of two ranges or one range will be described.
At this time, the spool 51 of the manual valve 50 moves further to the right and is located at the 2 or 1 position. In the 2 or 1 position this valve 50
Port 50c remains connected to line 102 through the groove of spool 51, but port 50d connects to the drain. Line 1 via line 111 at the left end of switching valve 70
The line pressure P _L remains acting from 02, but line 11
The hydraulic pressure acting from 5 to the right end becomes zero. Therefore, the spool 71 of the switching valve 70 is moved rightward against the spring 72.

When the spool 71 is moved to the right, the land portion of the spool 71 blocks the communication between the line 102b and the line 103,
And the line 103 is connected to the drain. As a result, the spool 76 of the engine timing valve 75 has a spring 77.
Is moved to the left by the urging force of the
The line 109 and the line 110 are communicated with each other through the groove of 76.
Therefore, the line pressure P _L from the line 109 is supplied to the emblem clutch 19 and the clutch 19 is turned on (engaged).

However, the spool 76 has the O of the first solenoid valve 151.
In accordance with the FF operation, the modulated pressure P _M acts from the line 114 to move the spool 76 to the left,
When the third solenoid valve 153 is ON and the pressure acting on the right end of the spool 76 from the line 108a is zero, this spool
76 is moved to the left, and the emblem clutch 19 is turned off. This condition is also shown in FIG. 5, and as can be seen from this, in the 1st range and the 2nd range, the operation of the emblem clutch 19 is controlled according to ON-OFF of the first and third solenoid valves 151, 153. To be done.

Here, the emblem clutch 1 when one of the first and third solenoid valves 151, 153 is turned off due to disconnection or the like.
Let's look at the operation of 9 from FIG. One is OFF due to disconnection, etc.
There are three combinations of OFF-OFF, ON-OFF, and OFF-ON. In this case,
The emblem clutch 19 is turned off (disengaged) in the first
When the solenoid valve 151 is OFF, the third solenoid valve 153
Is ON, and in other cases, the emblem clutch 19
Is ON (engaged). However, in this case, the emblem clutch 19 can be turned on by turning off the normally operating third solenoid valve 153.

As can be seen from this, the two solenoid valves 151, 153 that control the operation of the engine timing valve 75.
Even if any one of them is disconnected, the emblem clutch 19 can always be turned on by operating the other solenoid valve. As a result, in the case of a failure such as a disconnection of the solenoid valve, the shift speed at which the engine brake is effective is set to improve traveling safety.

Further, in the case of 1 range or 2 ranges, the port 50b of the manual valve 50 is further communicated with the port 50a, and the line pressure from the line 102 passes through the line 104 to the L /
It acts on the right end of the second spool 41b of the C on / off valve 40. As a result, the second spool 41b moves to the left, and the first spool 41a is held at the left position (the illustrated position). Therefore, the line 112 is always in communication with the drain,
The lockup mechanism 7 is always off. That is, in the 1 or 2 range, the lockup mechanism 7 of the torque converter 5 is always turned off.

To summarize the above control contents, first, in case of D range or 3 range, the emblem clutch 19 is always OFF.
Therefore, the entrainment does not work, that is, the shift stage is set through the one-way clutch, and at the same time, the operation control of the lockup mechanism is performed by the third solenoid valve. On the other hand, in the case of the 1 range or the 2 range, the lockup mechanism is always OFF, the operation control of the emblem clutch is performed by the third solenoid valve, and normally, the gear stage is set with the emblem clutch ON. .

In the case of shifting in the 2 range or the 1 range, the gears are shifted between the gears in which the engine brake works. Therefore, in order to shift from the 2nd speed to the 1st speed, the 1st speed is set by the 2-1 orifice control valve 58. The shift timing from the 1st to the 2nd speed is controlled by the 1-2 orifice control valve 59 so that a smooth shift with little shift shock can be performed.

C. As described above, according to the present invention, in the high-speed shift range, the emblem clutch control valve is fixedly held at the position for releasing the emblem clutch, and the clutch control solenoid valve controls the engagement control of the lockup clutch. On the other hand, in the shift range on the low speed side, the lockup clutch control valve is fixedly held at the position for releasing the lockup clutch, and the clutch control solenoid valve controls the engagement of the emblem clutch. Therefore, even if the solenoid valve fails or malfunctions in the high-speed shift range where it is not necessary to engage the emblem clutch, the emblem clutch can be reliably prevented from being accidentally engaged, and the lockup clutch It is possible to reliably prevent the lock-up clutch from being erroneously engaged even if the solenoid valve fails in the low-speed shift range state in which it is not necessary to engage the lock valve, and the fail-safe function is high.

In the control device having such a configuration, the engagement control of both the lockup clutch and the embrace clutch can be performed only by the clutch control solenoid valve, and since only one solenoid valve is required, the configuration of the control device is simple. The cost can be reduced.

Further, in the low-speed shift range state, if the clutch control solenoid valve and one of the two shift control solenoid valves are configured to control the engagement of the emblem clutch, one of these solenoid valves will fail. Even if it does, the emblem clutch can be engaged by the on / off control of the solenoid valve that has not failed, and it is possible to enhance the running safety by always exerting the engine braking effect in the low speed shift range. .

Further, when the two shift control solenoid valves are both energized off, if the power transmission path having the minimum reduction ratio is set in each shift range, both solenoid valves will malfunction and both energization will be off. However, it is possible to perform some gear shifting by operating the shift lever.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a power transmission system of an automatic transmission AT controlled by a control device according to the present invention, FIG. 2 is a hydraulic circuit diagram of a control valve as a control device according to the present invention, and FIG. A table showing the relationship between the operation and manual valve positions of the first and second solenoid valves and the shift speed, FIGS. 4A to 4D are graphs showing a shift map used for shifting by the control device, and FIG. 5 is A table showing the relationship between the operation of the first and third solenoid valves and the operation of the emblem clutch and the lockup mechanism. FIG. 6 is a hydraulic circuit diagram showing a part of the circuit of FIG. 5 ... Torque converter, 7 ... Lock-up mechanism 10 ... Transmission mechanism, 19 ... Emble clutch 26, 27 ... One-way clutch 32 ... Regulator valve 34 ... Modulator valve 40 ... L / C on / off valve 50 ... … Manual valve 70… Switching valve 75… Emble timing valve 151, 152, 153… Solenoid valve AT… Automatic transmission CV… Control valve

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Takamichi Shimada 1-4-1 Chuo, Wako-shi, Saitama Inside of Honda R & D Co., Ltd. (56) Reference JP-A-61-144458 (JP, A) JP Sho 63-101548 (JP, A)

Claims (3)

(57) [Claims] 1. A torque converter having a lock-up clutch, and a plurality of power transmission paths associated with an output shaft of the torque converter, wherein the power transmission path has power transmission in a driving direction. In a transmission that includes at least one power transmission path with a one-way clutch having a one-way clutch that allows only one-way clutch and an emblem clutch that locks the one-way clutch, a manual valve that is operated according to a shift lever operation, and A lock-up clutch control valve that controls engagement of the lock-up clutch, an emblem clutch control valve that controls engagement of the emblem clutch, and a clutch control solenoid valve for controlling operation of both control valves, Manual valve Is in the high-speed side shift range position, the emblem clutch control valve is fixedly held in a position to release the emblem clutch by receiving the hydraulic pressure supplied through the manual valve, and the lock-up clutch control valve Is operated by the clutch control solenoid valve to control engagement of the lockup clutch, and when the manual valve is in the low speed side shift range position, the lockup clutch control valve operates the manual valve. The lock-up clutch is fixedly held at a position where the lock-up clutch is released by receiving the hydraulic pressure supplied through the emblem clutch control valve. Control device for a transmission, characterized in that it is configured to perform engagement of the pitch. 2. A shift control solenoid valve used to selectively set the plurality of power transmission paths, wherein the plurality of power transmission paths at each shift range position of the manual valve are provided. And a power transmission path in each shift range is set corresponding to a combination of ON and OFF of the two shift control solenoid valves, and the manual valve operates at a low speed. When in the side shift range position, the emblem clutch control valve is operated and controlled by one of the clutch control solenoid valve and the two shift control solenoid valves to control the engagement of the emblem clutch. Configured for the clutch control Even if one of the solenoid valves for controlling the gear shift or the two shift control solenoid valves fails, the emblem clutch can be engaged by the on / off control of the other solenoid valve that has not failed. The control device for the transmission according to claim 1. 3. A power transmission path having a minimum reduction ratio is set in each of the shift ranges when the two shift control solenoid valves are both deenergized. Item 3. The transmission control device according to Item 2.