JP2658717B2 - Shift control device for shift-by-wire automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission, and more particularly to a shift control device for a shift-by-wire automatic transmission configured to switch a traveling range based on an electric signal.

[0002]

2. Description of the Related Art As is well known, an automatic transmission for a vehicle is configured to perform a shift by changing the state of engagement / disengagement of a friction engagement device such as a clutch or a brake by hydraulic pressure. The determination of the shift is generally made based on the engine load represented by the throttle opening and the vehicle speed.
Shifting based on such a running state is performed for a plurality of forward gears, but a running range such as a reverse range or a neutral range in which engine braking is effective at a middle to low speed is conventionally selected by a shift lever. Was manually operated.

On the other hand, recently, there has been proposed an automatic transmission configured to electrically select a traveling range by operating a switch. This is basically configured to drive a valve for switching a travel range by operating a predetermined actuator by operating a switch. In this type of apparatus, it is common practice to provide means for dealing with abnormalities in the electric system and the valve mechanism, that is, fail-safe means.

[0004] Fail safe in a vehicle is to maintain a safe state including a stop state. For example, Japanese Patent Publication No. 52-25505 discloses a control system abnormality which is based on the logic of the detected oil pressure and electric signal. Judging from the state,
A device that stops an engine when an abnormality is detected and maintains a safe state is described.

[0005]

According to the conventional apparatus described above, the vehicle itself stops when the control system has an abnormality, so that the safety state can be maintained passively. However, stopping the engine makes it impossible to run at all, so it is possible to actively evacuate to a safer state and to make effective use of any control system that still works effectively. There was a problem that it was not always sufficient to perform so-called aggressive fail-safe.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and the present invention relates to a range switching mechanism having a plurality of electrically controlled switching valves. It is an object of the present invention to provide a shift control device in a shift-by-wire automatic transmission that can ensure the speed.

[0007]

SUMMARY OF THE INVENTION The present invention achieves the above object by being configured as shown in FIG. That is, in the present invention , the solenoid valve S is turned on.
・ Set multiple shift ranges by controlling off
Transmission control system for shift-by-wire automatic transmissions
Operating by the output signal of the solenoid valve S
At least two output ports for one input port
And the front side
Output port to the downstream input port in order.
By changing the combination of operating conditions.
To output the other range pressure which is commonly used for the first range pressure.
Switchable valve V that outputs via a path, and a switchable valve on the subsequent stage
Range setting oil passage connected to the V output port, and a hydraulic pressure sensor P for detecting the oil pressure of the range setting oil passage Rp.
range determining means M1 for determining a range based on the hydraulic pressure detected by the hydraulic pressure sensor Ps, and on / off determining means for determining a combination of on / off of a solenoid valve S for setting the selected range. M2 and
An output means M3 for outputting a signal to each of the solenoid valves S so as to be a combination of ON and OFF of the solenoid valves S determined by the ON / OFF determination means M2.
And the solenoid valve S for setting the selected range when the range determined by the range determining means M1 is different from the selected range.
And a failure judging means M4 for instructing the on / off determining means M2 to change the combination of on and off.

[0008]

In the hydraulic control apparatus according to the present invention, the plurality of solenoid valves S are appropriately turned on or off in response to an output signal from the output means M3, so that the switching valve V operates according to the on / off state. The oil pressure is sent to a predetermined range setting oil passage Rp. The ON / OFF combination of the solenoid valve S is determined by the ON / OFF determination means M2 based on the selected range. There are a plurality of ON / OFF combinations for one predetermined range.
The off determining means M2 outputs a predetermined combination of them. When the solenoid valve S and the switching valve V operate normally, hydraulic pressure is generated in the range setting oil passage Rp so as to set the selected range. Since the hydraulic pressure is generated in the range setting oil passage Rp so as to set a range different from the set range, the range determined by the range determining means M1 differs from the selected range, and such an abnormality is determined by the fail determining means M4. Judge. Then, the fail judging means M4 outputs a signal to the on / off determining means M2 to change the combination of on / off for setting the selected range to another combination. As a result, even if one of the switching valves V has an operation failure depending on the selected range, the range can be set using the switching valve V as it is, and traveling can be ensured.

[0009]

Next, an embodiment of the present invention will be described with reference to the drawings. FIG. 2 is a schematic block diagram showing one embodiment of the present invention. The automatic transmission A has a torque converter 2 having a lock-up clutch 1 and a set of planetary gear mechanisms as a transmission mechanism. The vehicle includes a second transmission unit 3 and a first transmission unit 4 that sets a plurality of forward speeds and reverse speeds by two sets of planetary gear mechanisms.

The second transmission section 3 performs high-low two-stage switching, and includes a carrier 5 of the planetary gear mechanism.
Are connected to a turbine runner 6 of the torque converter 2, and a clutch C0 and a one-way clutch Fo are provided between the carrier 5 and the sun gear 7 in a mutually parallel relationship. H
u is provided with a brake B0.

The sun gears 8 and 9 in each planetary gear mechanism of the first transmission unit 4 are provided on a common sun gear shaft 10, and the left side (front side) of the first transmission unit 4 in the drawing.
Gear 11 and second transmission portion 3 in the planetary gear mechanism of
A first clutch C1 is provided between the sun gear shaft 10 and the ring gear 12 of the second transmission unit 3, and a second clutch C2 is provided between the sun gear shaft 10 and the ring gear 12 of the second transmission unit 3. The carrier 13 of the planetary gear mechanism on the left side in the figure and the ring gear 14 of the planetary gear mechanism on the right side (rear side) in the first transmission portion 4 are integrally connected, and the output shaft is connected to the carrier 13 and the ring gear 14. 15 are connected.

A first brake B1 as a band brake is provided to stop the rotation of the sun gear shaft 10,
More specifically, the first one-way clutch F1 and the second brake B2 are arranged in series between the sun gear shaft 10 and the housing Hu and are provided on the outer peripheral side of the clutch drum of the second clutch C2. A second one-way clutch F2 and a third brake B3 are arranged in parallel between the carrier 16 and the housing Hu in the rear planetary gear mechanism.

The hydraulic control device 17 for supplying and discharging hydraulic pressure to the clutches C0, C1, C2 and the brakes B0, B1, B2, B3 mainly performs first to fourth speed shifts. First and second solenoid valves S
1, S2, a linear solenoid valve SLU for mainly controlling the lock-up clutch 1, and third to fifth solenoid valves S3, S for switching the traveling range.
4 and S5. These solenoid valves S
Electronic control unit for shifting (hereinafter referred to as ECU for shifting) for controlling the first and second solenoid valves S1, S2 and the linear solenoid valve SLU among 1, S2, SLU, S3, S4, S5. ) 18 and third to fifth solenoid valves S3, S3,
A running range switching electronic control device (hereinafter, referred to as a range switching ECU) 19 for controlling S4 and S5 is provided. Each of these ECUs 18 and 19 is mainly composed of a central processing unit, a storage element, and an input / output interface, and the transmission ECU 18 has a throttle opening signal, a vehicle speed signal, a pattern select signal as in the conventional ECU. Signals such as a signal, an engine water temperature signal, and a brake signal are input, and the shift ECU 18 calculates a shift speed to be set based on the input signals and a shift map stored in advance. Then, a signal is output to the first and second solenoid valves S1 and S2 and a signal is output to the linear solenoid valve SLU so as to set the gear position.

On the other hand, the range switching ECU 19 includes:
Range selection switch 2 for selecting parking (P) range, reverse (R) range, neutral (N) range, drive (D) range, S range, and L range
0 is connected, and the range switching ECU 19 sets the travel range selected by the range selection switch 20 to the third to fifth solenoid valves S3, S4, S5.
Is turned on / off, and at the same time, a range position signal is output to the shift ECU 18 and a range display (not shown). Further, a speed change signal indicating a shift speed and a signal from a parking detection switch (not shown) are input from the speed change ECU 18 to the range switching ECU 19.

The hydraulic control device 17 is shown in FIGS.
The hydraulic circuit shown in FIG. Note that the circled numbers in FIGS. 3 to 5 indicate that the lines with the same numbers are connected to each other. As shown in FIG. 3, two range switching valves 200 and 300 and a switching valve 400 for switching a traveling range are provided. The first range switching valve 200 includes a spool 201 provided with four lands and a spring 202 provided at one end (the lower end in the figure) of the spool 201. The spool 202 is provided on the opposite side to the end provided with the spring 202. Control port 2 at the end
03 is connected to a third solenoid valve S3. The third solenoid valve S3 supplies oil pressurized by the hydraulic pump 100 to the primary regulator valve 101.
This is for supplying and discharging the line pressure PL obtained by adjusting the pressure in the control port 203. The drain port is closed in the OFF state to generate the line pressure PL in the control port 203, and the line pressure PL is generated in the ON state. The drain port is opened to release the pressure from the control port 203. The first range switching valve 200 includes a third solenoid valve S
3, the input port 204 connected to the line pressure oil passage 102 is connected to the first output port 205 when the spool 201 is pushed by the spring 202 to the position shown in the right half of FIG. At the same time, the second output port 206 is connected to the drain port 207,
Further, since the third solenoid valve S3 is in the OFF state, the input port 204 communicates with the second output port 206 when the spool 201 is at the position shown in the left half of FIG. At the same time, the first output port 205 is connected to the drain port 208.

The second range switching valve 300 has a spool 301 formed with six lands and a spring 302 disposed at one end of the spool 301, and is formed at an end opposite to the spring 302. The fourth solenoid valve S4 is connected to the control port 303.
The fourth solenoid valve S4 is for supplying and discharging the line pressure PL to and from the control port 303. As in the case of the third solenoid valve S3, the drain port is closed in the off state and the line pressure is supplied to the control port 303. PL is generated, and the drain port is opened to release the pressure from the control port 303 in the ON state. This second
The range switching valve 300 includes the first range switching valve 20.
0, a first input port 304 connected to the first output port 205, and a second input port 305 connected to the second output port 206 of the first range switching valve 200, and an R range port 306; D
Range port 307, engine brake port 308,
The parking port 311 has four output ports. When the spool 301 is at the position shown in the right half of FIG. 3 with the fourth solenoid valve S4 being in the ON state, the second range switching valve 300 is connected to the first input port 304 and the R range port 306. , The second input port 305 and the engine brake port 308, the D range port 307 and the drain port 309, and the parking port 311 and the drain port 312. When the spool 301 is at the position shown in the left half of FIG. 3 with the fourth solenoid valve S4 being off, the first input port 304 and the D range port 3
07, the R range port 306 and the drain port 310, the engine brake port 308 and the drain port 309, and the second input port 305 and the parking port 311.

The D range oil passage 112 is connected to the D port 307 of the output ports of the second range switching valve 300. The D range oil passage 112 has two input ports and one output port. Check ball valve 10
4 is connected to one input port. An engine brake range oil passage 113 is connected to the engine brake port 308. The engine brake range oil passage 113 is connected to the check ball valve 104.
The output port of the check ball valve 104 is connected to the first clutch C1. Two more remaining R range ports 306
And the parking port 311 are connected to corresponding input ports of the switching valve 400.

This switching valve 400 is for inverting and connecting the oil path on the output side to two predetermined input ports, and is a spool 401 having four lands.
Is pressed in the axial direction by a spring 402 disposed at one end thereof, and a fifth solenoid valve S5 is connected to a control port 403 formed at the end opposite to the spring 402. This fifth solenoid valve S
5 is the control port 40 with the drain port closed in the off state.
3, a drain port is opened to release the pressure from the control port 403 in the on state, and when the fifth solenoid valve S5 is in the off state, the spool 401 is shown in the left half of FIG. 1st lowered position
On the contrary, if the fifth solenoid valve S5 is ON, the spool 401 is pushed up to the position shown in the right half of FIG.

In the switching valve 400, first and second input ports 405 and 406 are formed in order from the upper left side of FIG. 3 as input ports.
05, R range port 3 of second range switching valve 300
06 is connected, and the parking port 311 of the second switching valve 300 is connected to the second input port 406.
Further, the switching valve 400 is formed with three output ports, that is, a first R port 409, a parking port 410, and a second R port 411 in order from the upper right of FIG. In the first state where the spool 401 is lowered to the position shown in the left half of FIG.
5 communicates with the first R port 409, and the second input port 406 communicates with the parking port 410. When the spool 401 is pushed up to the position shown in the right half of FIG. 3, the first input port 405 communicates with the parking port 410, and the second input port 406 communicates with the second R port 411.

And the first and second R ports 409,
The R range oil passage 110 is connected to 411, and the parking range oil passage 111 is connected to the parking port 410. That is, the switching valve 400 connects the R range oil passage 110 and the parking range oil passage 111 to the R range port 306 and the parking port 311 of the second range switching valve 300 as they are or in reverse. It has become.

The R range oil passage 110 is connected to a third brake B3 via a check ball valve 103 having two input ports and one output port. 5 is connected to one input port of another check ball valve 105 having two input ports and one output port.

Further, a 1-2 shift valve 500, a 2-3 shift valve 600, a 3-4 shift valve 700, and a cutoff valve 800 are provided. These valves are used to execute a shift between the first speed and the fourth speed in the forward gear, and have basically the same configuration as those conventionally known. That is, 1-2 shift valve 500
Has a spring 502 disposed at one end of a spool 501 having four lands, a hold port 503 formed at an end where the spring 502 is disposed, and a control port at an end opposite to the hold port 503. The port 504 is formed, and the control port 5
04 is connected to a second solenoid valve S2. The second solenoid valve S2 is for supplying and discharging the line pressure PL from the line pressure oil passage 102.
In the on state, the drain port is opened to release the pressure, and in the off state, the drain port is closed to generate a line pressure PL at the control port 504 of the 1-2 shift valve 500.

When the second solenoid valve S2 is turned on, or when the line pressure PL acts on the hold port 503, the spool 501 of the 1-2 shift valve 500 moves to the position shown in the left half of FIG. As a result, the first input port 505 communicates with the first brake port 506, and the second input port 50 connected to the output port of the check ball valve 104.
7 communicates with the second brake port 508, the third input port 509 is closed, and the third brake port 5
10 communicates with the drain port. Hold port 5
03 and the second solenoid valve S2 is turned off, the spool 501 of the 1-2 shift valve 500 is positioned as shown in the right half of FIG. Second input port 507
Is closed, and the third input port 509 communicates with the third brake port 510. And the first brake port 5
06 is the cutoff valve 800 and the modulator valve 1
07 and the second brake port 508
Are connected to the second brake B2, and the third brake port 510 is connected to the third brake B3 via the check ball valve 103.

The 2-3 shift valve 600 is switched by the first solenoid valve S1. A spring 602 is arranged at one end of a spool 601 having six lands.
02, a control port 603 is formed at the end opposite to the first solenoid valve S.
1 is connected. This first solenoid valve S1
The check ball valve 1 is connected to the oil passage 112 for the D range or the oil passage 113 for the engine brake range.
04 for supplying / discharging the hydraulic pressure sent through the control port 603 to the control port 603. When the drain port is closed in the off state, the line pressure P is applied to the control port 603.
L is generated, and the drain port is opened in the on state to release the pressure from the control port 603.

Then, the line pressure PL acts on the control port 603 of the 2-3 shift valve 600, and the spool 601 is pushed down to the position shown in the left half of FIG. Input port 604
And the clutch port 605 are in communication with each other, and the second input port 606 to which the engine brake range oil passage 113 is connected is in communication with the hold output port 607, and the engine brake range oil passage 113 is connected. Certain third input ports 608 are closed. When the pressure is released from the control port 603 and the spool 601 is pushed up to the position shown in the right half of FIG. 5, the first input port 604 communicates with the hold output port 607, and the second input port 606 is connected to the first brake port. 609, and the third input port 608 communicates with the second brake port 610. Of these ports, the first brake port 60
9 is connected to the first input port 505 of the 1-2 shift valve 500, and the clutch port 605 is a check ball valve 1 having two input ports and one output port.
05 is connected to the second clutch C2 and the hold port 503 of the 1-2 shift valve 500, and the second brake port 610 is connected to the modulator valve 10
6 through the third input port 5 of the 1-2 shift valve 500
09. Check ball valve 1
The other input port 05 is connected to the R range oil passage 110.

The 3-4 shift valve 700 has a spool 701 having four lands and a spring 702 disposed at one end of the spool 701. The 2-3 shift valve is provided at the end where the spring 702 is disposed. Hold port 70 connected to hold output port 607 in 600
3 is formed, and a control port 70 to which the second solenoid valve S2 is connected is provided at an end opposite to the control port 70.
4 are formed. When the pressure is released from the hold port 703 and the line pressure PL is generated in the control port 704, the spool 701 is pushed down to the position shown in the left half of FIG. When the pressure is released from the control port 704, the spool 701 is pushed up to the position shown in the right half of FIG. 4, and the input port 705 connects the clutch C0. Connected to the clutch port 707.

The cutoff valve 800 reduces the flow path area from the input port 802 to the output port 803 by pushing down the spool 801 to the position shown in the right half of FIG. 4 by increasing the throttle pressure according to the throttle opening. The input port 802 is connected to the 1-2 shift valve 5 via the modulator valve 107.
00 is connected to the first brake port 506. The output port 803 is connected to the first brake B1.

The parking lock mechanism includes two valves, that is, a control valve 900 and a switching valve 910, and a hydraulic servo 920. Its control valve 900
A spool 901 having four lands, a spring 902 disposed at one end of the spool 901, and a valve for outputting hydraulic pressure supplied when a parking range is selected from one of two output ports. And a control port 903 formed on the side opposite to the spring 902 is connected to the second solenoid valve S2. The control valve 900 has one input port 904, two output ports 905 and 906, and two drain ports 907 and 908, and the input port 904 is connected to the parking range oil passage 111. . When the pressure is released from the control port 903 and the spool 901 is pushed up to the position shown in the right half of FIG. 5, the input port 904 communicates with one output port (tentatively, the first output port) 905, And the other output port (tentatively a second output port) 906
Communicates with the drain port 908. Control port 90
If the spool 901 is pushed down to the position shown in the left half of FIG.
The input port 904 communicates with the second output port 906, and the first output port 905 communicates with the drain port 907.

The switching valve 910 is a valve for switching the input hydraulic pressure between a locking port and a non-locking port and outputting the same, and is a spool 91 having four lands.
1 and a spring 912 for pressing the spring 912 toward one end. A control port 913 for applying a hydraulic pressure in a direction to compress the spring 912 is formed at an end opposite to the end where the spring 912 is provided. The control port 913 is connected to a linear solenoid valve SLU for controlling the lock-up clutch 1. Further, the switching valve 910 includes two input ports 914 and 915, two non-locking ports 916 and 917, and one locking port 918, and one of the input ports (tentatively a first input port). ) 914 is connected to the first output port 905, and the other input port (tentatively a second input port) 915 is connected to the second output port 90.
6 is connected.

When the pressure is released from the control port 913 by the linear solenoid valve SLU, the spool 912 is released.
Is pushed up to the position shown in the left half of FIG. 5, the first input port 914 communicates with the lock port 918, and the second input port 915 is connected to one of the unlocking ports (for example, the second unlocking port and the second unlocking port). 917). When the hydraulic pressure of the control port 912 is increased by the linear solenoid valve SLU, the spool 911 is pushed down to the position shown in the right half of FIG. 5, and the first input port 914 is moved to the other unlocking port (temporarily the first unlocking port). The second input port 915 communicates with the lock port 918.

The hydraulic servo 920 is configured as a so-called double-acting cylinder, and a forward port 922 for applying a hydraulic pressure to move the piston 921 forward (moving to the right in FIG. 5) is connected to the lock port 918. A return port 92 which is connected and applies a hydraulic pressure to move the piston 921 backward (to the left in FIG. 5).
3 are connected to the two unlocking ports 916 and 917 communicating with each other. In addition, piston 921
And a conical cam 925
Are fitted to move back and forth within a certain range, and this cam 9
25 is forward (rightward in FIG. 5) by a spring 926
Is pressed. A concave portion is formed at the base end of the rod 924, and a ball 927 fitted into the concave portion is pressed toward the axis of the rod 924 by a spring 928. That is, a detent mechanism is formed here. When the piston 921 moves forward, the cam 925 rotates the parking lock pawl 929 to prevent the output shaft 15 from rotating. More specifically, the parking lock pawl 929 engages with the ring gear 14 on the rear side in FIG. 2 to prevent its rotation, thereby fixing the output shaft 15.

The above-described four range oil passages 1
The hydraulic switches Ps1, Ps2, and Ps3 that are operated by hydraulic pressure are connected to the R range oil passage 110, the engine brake range oil passage 113, and the parking range oil passage 111, respectively. These hydraulic switches Ps1 to Ps3 are used for range switching E.
It is electrically connected to the CU 19.

In the automatic transmission equipped with the above-described transmission control device, the first to fifth solenoid valves S1 to S5 and the linear solenoid valve SLU are controlled to be turned on and off as shown in the operation table of FIG. Each gear is set by engaging or disengaging the friction engagement devices as shown in the operation table of FIG. In FIG. 6, for the solenoid valve, 印 indicates ON, X indicates OFF, and other marks may indicate ON / OFF.For the friction engagement device, 印 indicates engagement, X indicates release, Other marks indicate that either engagement or release may be performed.

The P range and the N range are set by supplying hydraulic pressure to a predetermined location via the above-described parking range oil passage 111, and similarly, the R range is set via the R range oil passage 110 and the D range. The range is set by supplying hydraulic pressure to a predetermined location via the D range oil passage 112 and the engine brake range is set via the engine brake range oil passage 113. The hydraulic supply / discharge states for setting these ranges are the third to fifth hydraulic pressures.
This is achieved by controlling the range switching valves 200, 300 and the switching valve 400 by the solenoid valves S3 to S5. The on / off state of the third to fifth solenoid valves S3 to S5 for that purpose is determined by the failure state. It depends on the presence or absence.

7 (A) and 7 (B) are ON / OFF operation tables of the third to fifth solenoid valves S3 to S5. FIG. 7 (A) shows a normal operation without a failure. It is a table. This is the same as that shown in FIG. In this case, the fifth solenoid valve S5 is off when any range is set, whereas the third solenoid valve S3 and the fourth solenoid valve S5 are turned off.
4 is turned on when the R range is set. Therefore, in the first range switching valve 200, the spool 20
3 is pushed up as shown in the right half of FIG.
The hydraulic pressure is supplied to the 0 first input port 304. Also in the second range switching valve 300, since the pressure is released from the control port 303 and the spool 301 is pushed up to the position shown in the right half of FIG. 3, the R range port 306 is connected to the first input port 304. The hydraulic pressure is output from this to the first input port 405 of the switching valve 400. Further, in the switching valve 400, the spool 401 is pushed down to the position shown in the left half of FIG. 3, so that the first input port 405 communicates with the first R port 409, and therefore, the R range oil passage connected here. 1
Hydraulic pressure is sent to the check ball valves 103 and 105 via.

When the D range is selected, the third solenoid valve S3 is turned on and the fourth solenoid valve S4 is turned off. Therefore, the first range switching valve 200
Is in the same state as in the case of the above-described R range.
0 is supplied to the first input port 304,
In the range switching valve 300, since the line pressure PL is supplied to the control port 303, the spool 3
01 is pushed down to the position shown in the left half of FIG.
Therefore, the first input port 304 is connected to the D range port 30
The hydraulic pressure is sent from the check ball valve 104 to the first clutch C1 via the D range oil passage 112.

On the other hand, when the engine brake range is selected, the third solenoid valve S3 is turned off and the fourth solenoid valve S4 is turned on. Therefore the first
In the range switching valve 200, the spool 201 is pushed down to the position shown in the left half of FIG.
Oil pressure is sent to the input port 305. Since the spool 301 is pushed up to the position shown in the right half of FIG. 3 in the second range switching valve 300 as in the case of the R range described above, the second input port 305 communicates with the engine brake port 308 and the second input port 305 communicates therewith. Oil pressure is sent to the oil passage 113 for the engine brake range, from which oil pressure is sent to the first clutch C 1 via the check ball valve 104, while oil pressure is sent to the 2-3 shift valve 600.

In the N range (and the P range), both the third and fourth solenoid valves S3 and S4 are turned off.
Therefore, the first range switching valve 200 is in the same state as in the case of the above-described engine brake range,
The hydraulic pressure is supplied to the second input port 305 of the range switching valve 300, and the spool 301 of the second range switching valve 300 is pushed down to the position shown in the left half of FIG. Therefore, the second input port 305 communicates with the parking port 311, from which hydraulic pressure is sent to the second input port 406 of the switching valve 400. Since the second input port 406 communicates with the parking port 410, hydraulic pressure is sent to the control valve 900 of the parking lock mechanism via the parking range oil passage 111 connected to the second input port 406.

FIG. 7B shows one of the switching valves 20.
6 is an operation table when a failure occurs at 0, 300, and 400. That is, in the above-described hydraulic circuit, the hydraulic switches Ps1 to Ps3 are attached to the R range oil passage 110, the engine brake range oil passage 113, and the parking range oil passage 111, and any one of these ranges is selected .
Nevertheless, if the hydraulic pressure is generated in the relevant oil channel,
It is determined that an abnormality due to a valve stick or the like has occurred. In this case, the combination shown in FIG. 7B is used as an ON / OFF combination of the solenoid valves S3 to S5 for setting the selected range. As a result, the solenoid valves S3 to S5 are turned on or off.

The setting operation of each range by the combination of ON and OFF shown in FIG. 7B will be described. If a failure is determined when the R range is selected, contrary to the normal state described above, The third and fourth solenoid valves S3 and S4 are turned off, and the fifth solenoid valve S5 is turned on. Therefore, the first range switching valve 2
At 00, the spool 201 is pushed down to the position shown in the left half of FIG. 3 to output hydraulic pressure from the second output port 206. Also in the second range switching valve 300,
Since the spool 301 is pushed down to the position shown in the left half of FIG. 3, the second input port 305 supplied with the hydraulic pressure communicates with the parking port 311, and from there the second input port 406 of the switching valve 400 is connected. Hydraulic pressure is supplied. In the switching valve 400, since the fifth solenoid valve S5 is on, the spool 40
1 is pushed up to the position shown in the right half of FIG. 3, so that the second input port 406 communicates with the second R port 411, from which hydraulic pressure is supplied to the R range oil passage 110. In Sunawa Tomoko fail mode, the switching valve 2
Since 00, 300, and 400 are operated in the opposite manner to the normal operation , the normal N range or P range is set.
The oil pressure is supplied to the R range oil passage 110 through the passage,
Switching valve of Zureka wanted to 200, 300, 400
The R range can be set even if there is an abnormality in.

When the N range (P range) is selected
When the hydraulic pressure is not generated in the parking range oil passage 113 regardless, the third to fifth solenoid valve S3 to S5, together with on-as opposed to normal. Therefore, hydraulic pressure is output from the first output port 205 from the first range switching valve 200, and the first input port 304 to which the hydraulic pressure is supplied from the first range switching valve 200 is connected to the R range in the second range switching valve 300. In the switching valve 400, the first input port 405 to which the hydraulic pressure is supplied from the second range switching valve 300 communicates with the parking port 410, and the hydraulic pressure is sent from the first input port 405 to the parking range oil passage 111. . Therefore, also in this case, each of the switching valves 200, 300, 4
00 operates in the opposite direction from normal operation, so the normal R range
Oil passage 1 for parking range via a route for setting
11 is supplied with hydraulic pressure, so that even if any of the switching valves 200, 300, 400 has an abnormality, the N range (P range) can be set.

If a failure is determined when the engine brake range is selected, the third solenoid valve S3 is turned on, the fourth solenoid valve S4 is turned off, and the fifth solenoid valve S5 is turned on, contrary to the normal state. . Therefore, the first output port 20 of the first range switching valve 200
The hydraulic pressure is output from the second range switching valve 3.
00 to the first input port 304. In the second range switching valve 300, the first input port 304 communicates with the D range port 307, so that the hydraulic pressure is sent from this to the D range oil passage 112. That is, in this case,
The D range is set in place of the engine brake range. Since these ranges are ranges for forward traveling, forward traveling can be ensured.

Now, the operation of the parking lock mechanism shown in FIG. 5 will be described. Usually, when the parking range is selected, the second solenoid valve S2 is turned on and the lock-up clutch 1 is not engaged. The linear solenoid valve SLU is off.
Therefore, no hydraulic pressure acts on the control port 903 of the control valve 900. Therefore, when the parking range is selected, the spool 901 of the control valve 900 is pushed up as shown in the right half of FIG. 5, so that the hydraulic pressure supplied from the input port 904 is output from the first output port 905. It is supplied to the first input port 914 of the switching valve 910. Since the pressure is released from the control port 913 of the switching valve 910, the spool 9
11 is pushed up to the position shown in the left half of FIG. For this reason, the hydraulic pressure supplied to the first input port 914 is supplied from the locking port 918 to the forward port 922 of the hydraulic servo 920, and the piston 921 and the rod 924 move forward in accordance therewith, so that the parking lock pole 929 outputs. The rotation of the shaft 15 is prevented. This state is maintained by the detent mechanism.

On the other hand, the linear solenoid valve SLU
When the hydraulic pressure output from the controller becomes high, the spool 911 is pushed down to the position shown in the right half of FIG. 5, so that the first input port 914 to which the hydraulic pressure is supplied communicates with the first unlocking port 916, from which the hydraulic pressure is supplied. The hydraulic pressure is supplied to the return port 923 of the servo 920. Therefore piston 9
The parking lock state in which the rotation of the output shaft 15 is prevented by the retreat of the output shaft 21 and the rod 924 is released.

The spool 901 of the control valve 900
Is locked to the position shown in the left half of FIG. 5 due to some abnormality, the lock of the output shaft 15 by the parking lock mechanism and the release thereof are performed by operating the switching valve 910 in the opposite manner to the above case. Can be. That is, in this case, the second output port 9 of the control valve 900
Since the oil pressure is output from 06 and supplied to the second input port 915 of the switching valve 910, the hydraulic pressure output from the linear solenoid valve SLU is increased to move the spool 911 of the switching valve 910 to the position shown in the right half of FIG. When it is depressed, the hydraulic pressure is output from the lock port 918. Conversely, the hydraulic pressure output from the linear solenoid valve SLU is lowered to push the spool 911 of the switching valve 910 to the position shown in the left half of FIG. For example, the hydraulic pressure is output from the second unlocking port 917, and the output shaft 15 is unlocked.

As described above, the switching valve 910 allows the second input port 915 to communicate with the second unlocking port 917 when the first input port 914 is in communication with the locking port 918, Input port 914
Is connected to the first non-locking port 916, the second input port 915 is connected to the locking port 918. Therefore, the spool 911 of the switching valve 910 is fixed at a position shown in either the left or right half of FIG. If it has, the output of the hydraulic pressure from the control valve 900 is changed to the first
By switching to the output port 905 and the second output port 906, the output shaft 15 can be locked and released by the parking lock mechanism. That is, the switching valve 9
When the ten spools 911 are fixed at the positions shown in the left half of FIG. 5, the parking lock is performed by outputting the hydraulic pressure from the first output port 905, and the hydraulic pressure is output from the second output port 906. To release the parking lock. Spool 91 of switching valve 910
When 1 is fixed at the position shown in the right half of FIG. 5, the parking lock is released by outputting the hydraulic pressure from the first output port 905, and the hydraulic pressure is output from the second output port 906. Perform parking lock.

As described above, in the configuration shown in FIG. 5, even when one of the control valve 900 and the switching valve 910 fails, the parking lock mechanism can be switched as usual.

The present invention is not limited to the above-described embodiment, and may be applied to an automatic transmission having a gear train other than the gear train shown in FIG. The hydraulic circuit is also shown in FIGS.
Is not limited to the configuration shown in FIG.

[0049]

As is apparent from the above description, according to the transmission control apparatus of the present invention, a failure is detected because no hydraulic pressure is generated in an intended range setting oil passage for setting a selected range. When a failure occurs, the solenoid valve for setting the selected range is turned on and off.
The on / off control of each solenoid valve is performed by changing the off combination to another combination, so even if a malfunction such as a valve stick occurs, the range can be selected and set, and it can respond to various road conditions A possible evacuation run (limp home run) becomes possible.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a basic configuration of the present invention.

FIG. 2 is a block diagram schematically showing one embodiment of the present invention.

FIG. 3 is a partial hydraulic circuit diagram showing a part of a hydraulic circuit in one embodiment of the present invention.

FIG. 4 is a partial hydraulic circuit diagram showing another portion of the hydraulic circuit in one embodiment of the present invention.

FIG. 5 is a partial hydraulic circuit diagram showing still another portion of the hydraulic circuit in one embodiment of the present invention.

FIG. 6 is a table showing an operation table of each solenoid valve and each friction engagement device for setting each shift speed.

FIG. 7 is a table showing an ON / OFF operation table of third to fifth solenoid valves for setting a range.

[Explanation of symbols]

 M1 Range determination means M2 On / off determination means M3 output means M4 Fail determination means Rp Oil passage S Solenoid valve

Claims (1)

(57) [Claims] 1. An on / off control of a solenoid valve
Shift by setting multiple shift ranges
In the shift control device for an automatic transmission, the solenoid
Operate by the output signal of the valve to one input port
And selectively connect at least two output ports
And the output port on the front
Connected to the input port on the
The first range pressure by changing the state combination
Can be output via a common range pressure output path
Connected to multiple switching valves and the output port of the downstream switching valve
A range setting oil path, a hydraulic pressure sensor for detecting the oil pressure of the range setting oil path, a range determining means for determining a range based on the hydraulic pressure detected by the hydraulic pressure sensor, and setting the selected range. ON / OFF determining means for determining a combination of ON and OFF of the solenoid valve for performing the operation, and outputting a signal to each of the solenoid valves so that the combination of ON and OFF of the solenoid valve determined by the ON / OFF determining means is obtained. Output means for changing the combination of on / off of the solenoid valve for setting the selected range when the range determined by the range determining means is different from the selected range. Shift-by-wire automatic conversion, characterized in that it comprises a failure determination means for instructing the on / off determination means. Machine for the transmission control device.