JP4740660B2 - Shift control device for automatic transmission - Google Patents

Description

  The present invention generally relates to a control device for an automatic transmission, and in particular, controls the operation of a linear solenoid valve and an on / off solenoid valve according to an accelerator opening, a vehicle speed, and the like to operate a plurality of shift valves. The present invention relates to a control device for an automatic transmission that selects an oil supply passage for engaging hydraulic pressure to a clutch and performs automatic shift control by selectively engaging a plurality of clutches.

  In a vehicle having such an automatic transmission, a driver operates a shift lever in a driver's seat to operate a manual valve to select a shift range (or shift position), and the shift range thus selected is selected. The shift control is automatically performed based on the engine accelerator opening (the amount of depression of the accelerator pedal), the vehicle speed, and the like.

  The shift range selected and set by operating the shift lever includes a parking range (P range), a reverse range (R range), a neutral range (N range), and a forward range (for example, D range). Further, the forward range is often composed of a plurality of ranges, for example, the D range, the 3 range, the 2 range, and the L range.

  In the automatic transmission, each shift range from the manual valve is used to automatically perform shift control based on the accelerator pedal depression amount, vehicle speed, etc. within each shift range set by the operation of the manual valve. A plurality of shift valves are arranged in an oil passage leading to a stage setting friction engagement element (clutch), and an operation of the shift valve is controlled by a solenoid valve to perform automatic shift control.

  Examples of the configuration of such an automatic transmission control device include those disclosed in JP-A-6-264996, JP-A-9-269062, and JP-A-2001-311462.

  By the way, in such a shift control device of an automatic transmission, since the setting of the shift stage is made by an on / off solenoid valve that controls the operation of the shift valve, a combination of on / off operation of the on / off solenoid valve The number of shift patterns that can be set is determined according to the number of patterns.

  For example, if there are two on / off solenoid valves, four types (2 × 2) of shift patterns can be set, and if there are three on / off solenoid valves, eight types (2 × 2 × 2) can be set. A shift pattern can be set.

  However, recently, there is a tendency for the number of shift stages to increase, and since it is required to set shift patterns for performing shift control between the respective shift stages, it is required to set many shift patterns. There are many things to do. Accordingly, the required number of on / off solenoid valves has increased.

  For example, when nine types of shift patterns need to be set, four on / off solenoid valves are required, and the number of expensive on / off solenoid valves increases, making the shift control device complicated and expensive. There is a problem.

In order to cope with such a problem, the present applicant has disclosed a shift control device for an automatic transmission that has a simple configuration and can set a large number of shift patterns using as few on / off solenoid valves as possible. Proposed earlier in 2004-332862.
JP-A-6-264996 JP-A-9-269062 JP 2001-31462 A JP 2004-332862 A

  In the shift control device for an automatic transmission described in Patent Document 4, although it is possible to set many shift patterns using a few on / off solenoid valves, it has been found that the following problems may occur. .

  That is, in the transmission control device described in Patent Document 4, as with other conventional control methods, as a detection method when the on / off solenoid valve fails, a predetermined clutch is not engaged and another clutch is engaged. In order to detect the running state, a gear ratio (ratio of input shaft rotation speed to output shaft rotation speed) is calculated and detected.

  However, in the speed change control device described in Patent Document 4, as an occurrence event when the on / off solenoid valve fails, there is a mode in which the control mode is LOW steady running but actually 5TH running, and the conventional gear ratio is Therefore, when detecting this mode, there is a problem that the value of the gear ratio becomes unstable especially in a low-speed traveling state, and detection is difficult.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a shift control device for an automatic transmission that can accurately detect a case where a set shift speed and an actual shift speed do not coincide with each other to ensure smooth start. That is.

According to the first aspect of the present invention, a power transmission mechanism having a plurality of power transmission paths for transmitting driving force, a plurality of clutches for selecting the power transmission paths, and supply of engagement control hydraulic pressure to the clutches A hydraulic control valve group that performs control, and the hydraulic control valve group includes a plurality of linear solenoid valves capable of arbitrarily adjusting a line pressure supplied from a source pressure supply source, A shift control hydraulic pressure regulated by a linear solenoid valve is selectively supplied to the clutch, a plurality of shift valves and a plurality of cut valves for selecting an oil path, and an operation control hydraulic pressure is supplied to the shift valve. A plurality of on / off solenoid valves for controlling the operation are provided, and the plurality of cut valves have a function of self-locking in an operating state when operated. And has the plurality of cut valves shift control pressure via the oil passage formed by the combination of the operating states and the set state of being supplied to the clutch, on-off operation of said plurality of on-off solenoid valve The operation of the plurality of shift valves is controlled in accordance with the combination of the oil passages to perform oil path selection, and one of the plurality of clutches is selectively operated to set a plurality of forward shift stages. In each of the operation state and the set state of the plurality of cut valves, the same ON / OFF operation combination pattern of the plurality of ON / OFF solenoid valves is set to set different shift speeds . Different shift speeds with patterns set for the same on / off operation combination are set for the lowest speed and the highest speed. The combination of the operation state and the set state of the plurality of cut valves at the plurality of forward shift stages other than the speed shift stage is the same as that of the highest speed shift stage, and the on / off operation combination of the plurality of on / off solenoid valves is the automatic transmission control apparatus for a different setting, and means for calculating a main shaft rotational speed corresponding to lowest speed gear position and the vehicle speed at the time of the highest speed gear position driving, whether the shift stage is the lowest speed gear position Means for calculating the actual main shaft speed according to the vehicle speed during travel when the shift speed is determined to be the minimum speed shift speed, and the actual main shaft speed is determined by the high speed shift speed. Predetermined rotation for determining whether or not the predetermined rotation speed is within a predetermined rotation speed range calculated by subtracting and adding the predetermined rotation speed around the main shaft rotation speed according to the vehicle speed during the step traveling. And a means for determining a failure of the shift control device of the automatic transmission and performing a fail-safe action when the determination result of the determination range within the number range and the determination result within the predetermined rotation speed range is affirmative , When the minimum speed shift stage is set and the determination result of the determination means within the predetermined rotation speed range is affirmative determination, traveling at the minimum speed shift stage is prohibited as a fail-safe action. A transmission control device for a transmission is provided.

  According to the first aspect of the present invention, it is possible to improve the accuracy of failure determination by determining the current gear position based on the difference between the actual main shaft speed and the calculated main shaft speed. .

  Hereinafter, a shift control apparatus for an automatic transmission according to a preferred embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows the overall configuration of an automatic transmission to which the shift control apparatus of the present invention can be applied. A power transmission mechanism is constituted by an automatic transmission TM that shifts the output of an engine ENG and transmits it to wheels.

  The shift control of the automatic transmission TM is performed by hydraulic control by the shift control valve CV, and the operation of the shift control valve CV is performed by operating a solenoid valve by a shift control signal from the electronic control unit ECU.

  The electronic control unit ECU is connected to the shift operating device 7 via the signal line 9 and receives a shift position signal of the shift lever 7a from the shift operating device 7. The shift lever 7a is connected to the manual valve in the speed change control valve CV via the cable 8, and moves the spool of the manual valve in accordance with the operation of the shift lever 7a.

  First, the configuration of the automatic transmission TM will be described with reference to FIGS. This transmission includes, in a transmission housing HSG, a torque converter TC connected to an engine output shaft (not shown), a parallel shaft transmission mechanism TM connected to an output member (turbine) of the torque converter TC, and the transmission mechanism. A differential mechanism (not shown) having a final reduction driven gear that meshes with the TM final reduction drive gear 6a is provided, and driving force is transmitted from the differential mechanism to the left and right wheels.

  The parallel shaft type speed change mechanism TM includes a first input shaft 1, a second input shaft 2, a counter shaft 3 and an idle shaft 5 extending in parallel with each other. The axis positions of these shafts are indicated by S1 in FIG. , S2, S3 and S5, respectively.

  2 (A) and 2 (B) show the power transmission configuration of the parallel shaft type transmission mechanism TM. FIG. 2 (A) shows the first input shaft 1 ( S1), a cross section passing through the counter shaft 3 (S3) and the second input shaft (S2) is shown. FIG. 2B shows the first input shaft 1 (S1), idle along 2B-2B in FIG. A cross section passing through the shaft 5 (S5) and the second input shaft 2 (S2) is shown.

  The first input shaft 1 is connected to the turbine of the torque converter TC, is rotatably supported by bearings 41a and 41b, and receives the driving force from the turbine and rotates in the same direction. The first input shaft 1 includes a fifth speed drive gear 25a, a 5TH clutch 15, a 4TH clutch 14, a fourth speed drive gear 24a, a reverse drive gear 26a, and a first connection gear 31 in order from the torque converter TC side (right side in the figure). Is arranged.

  The fifth speed drive gear 25a is rotatably disposed on the first input shaft 1, and is engaged with and disengaged from the first input shaft 1 by a 5TH clutch 15 operated by hydraulic pressure. Further, the 4-speed drive gear 24a and the reverse drive gear 26a are integrally connected and rotatably disposed on the first input shaft 1, and the first input is performed by the 4TH clutch 14 operated by hydraulic pressure. The shaft 1 is engaged and disengaged. The first connecting gear 31 is located outside the bearing 41a that rotatably supports the first input shaft 1, and is coupled to the first input shaft 1 in a cantilever state.

  The second input shaft 2 is rotatably supported by bearings 42a and 42b. On this shaft, in order from the right side in the figure, the 2ND clutch 12, the second speed drive gear 22a, the LOW drive gear 21a, the LOW clutch 11, the 3RD clutch 13, A third speed drive gear 23a and a fourth connection gear 34 are provided.

  The second speed drive gear 22a, the LOW drive gear 21a, and the third speed drive gear 23a are rotatably disposed on the second input shaft 2, and are operated by hydraulic pressure, the 2ND clutch 12, the LOW clutches 11 and 3RD. The clutch 13 is engaged with and disengaged from the second input shaft 2. The fourth connecting gear 34 is coupled to the second input shaft 2.

  As shown in FIG. 2B, the idle shaft 5 is rotatably supported by bearings 45a and 45b, and a second connection gear 32 and a third connection gear 33 are provided integrally with the shaft. The second connection gear 32 meshes with the first connection gear 33, and the third connection gear 33 meshes with the fourth connection gear 34. These first to fourth connection gears constitute a connection gear train 30, and the rotation of the first input shaft 1 is always transmitted to the second input shaft 2 via the connection gear train 30.

  The counter shaft 3 is rotatably supported by bearings 43a and 43b. On this shaft, the final reduction drive gear 6a, the second speed driven gear 22b, the LOW driven gear 21b, the fifth speed driven gear 25b, the third speed are sequentially arranged from the right side in the figure. A driven gear 23b, a fourth speed driven gear 24b, a dog-tooth clutch 16 and a reverse driven gear 26c are provided.

  The final reduction drive gear 6a, the second speed driven gear 22b, the LOW driven gear 21b, the fifth speed driven gear 25b and the third speed driven gear 23b are coupled to the counter shaft 3 and rotate integrally therewith. The fourth speed driven gear 24b is rotatably disposed on the counter shaft 3.

  Further, the reverse driven gear 26 c is also rotatably disposed on the counter shaft 3. The dog-tooth clutch 16 is actuated in the axial direction so that the 4-speed driven gear 24b and the counter shaft 3 can be engaged and disengaged, and the reverse driven gear 26c and the counter shaft 3 can be engaged and disengaged.

  As shown in the figure, the LOW drive gear 21a and the LOW driven gear 21b are engaged, the second speed drive gear 22a and the second speed driven gear 22b are engaged, and the third speed drive gear 23a and the third speed driven gear 23b are engaged. The four-speed drive gear 24a and the fourth-speed driven gear 24b are meshed, and the fifth-speed drive gear 25a and the fifth-speed driven gear 25b are meshed. Further, the reverse drive gear 26a meshes with the reverse driven gear 26c via an idler gear (not shown).

  In the transmission configured as described above, the setting of each speed stage and its power transmission path will be described below. In this transmission, in the forward range, the dog-tooth clutch 16 is moved to the right in the drawing, and the 4-speed driven gear 24b and the counter shaft 3 are coupled. On the other hand, in the reverse (reverse) range, the dog-tooth clutch 16 is moved leftward so that the reverse driven gear 26c and the counter shaft 3 are engaged.

  First, each speed stage in the forward range will be described. The LOW speed stage is set by engaging the LOW clutch 11. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 is transmitted to the second input shaft 2 via the connection gear train 30.

  Here, since the LOW clutch 11 is engaged, the LOW drive gear 21a is driven at the same rotation as the second input shaft 2, the LOW driven gear 21b meshing with the second input shaft 2 is driven to rotate, and the counter shaft 3 is driven. The This driving force is transmitted to a differential mechanism (not shown) through a final reduction gear train.

  The second speed is set by engaging the 2ND clutch 12. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 is transmitted to the second input shaft 2 via the connection gear train 30. Here, since the 2LD clutch 12 is engaged, the second speed drive gear 22a is driven at the same rotation as the second input shaft 2, the second speed driven gear 22b meshing with the second input shaft 2 is driven to rotate, and the counter shaft 3 is driven. Driven. This driving force is transmitted to a differential mechanism (not shown) through a final reduction gear train.

  The third speed is set by engaging the 3RD clutch 13. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 is transmitted to the second input shaft 2 via the connection gear train 30. Here, since the 3RD clutch 13 is engaged, the 3rd speed drive gear 23a is driven at the same rotation as the second input shaft 2, and the 3rd speed driven gear 23b meshing with the 3rd speed drive gear 23a is rotationally driven, so that the counter shaft 3 Is driven. This driving force is transmitted to a differential mechanism (not shown) through a final reduction gear train.

  The fourth speed is set by engaging the 4TH clutch 14. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 rotates the fourth speed drive gear 24a via the 4TH clutch 14, and rotationally drives the fourth speed driven gear 24b engaged therewith.

  Here, in the forward range, the counter gear 3 is driven because the fourth-speed driven gear 24b is engaged with the counter shaft 3 by the dog-tooth clutch 16, and this driving force is illustrated via the final reduction gear train. Not transmitted to the differential mechanism.

  The fifth gear is set by engaging the 5TH clutch 15. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 rotates the fifth speed drive gear 25a via the 5TH clutch 15, and rotationally drives the fifth speed driven gear 25b engaged therewith. Since the fifth speed driven gear 25b is coupled to the counter shaft 3, the counter shaft 3 is driven, and this driving force is transmitted to a differential mechanism (not shown) via the final reduction gear train.

  On the other hand, the reverse (reverse) stage is set by engaging the 4TH clutch 14 and moving the dog-tooth clutch 16 leftward. The rotational driving force transmitted from the torque converter TC to the first input shaft 1 rotates the reverse drive gear 26a via the 4TH clutch 14, and the reverse driven gear 26c meshes with the idler gear via a reverse idler gear (not shown). Is driven to rotate.

  Here, in the reverse (reverse) range, since the reverse driven gear 26c is engaged with the counter shaft 3 by the dog-tooth clutch 16, the counter shaft 3 is driven, and this driving force is transmitted through the final reduction gear train. To a differential mechanism (not shown). As can be seen from this, the 4TH clutch 14 also functions as a reverse clutch.

  In the automatic transmission having the above-described configuration, the hydraulic circuit constituting the shift control valve CV for performing the shift control is shown in FIGS. 4 and 6 to 11, which will be described below. 6 to 11 are enlarged views showing portions divided into six parts by dashed-dotted lines A to F in FIG. Further, in this hydraulic circuit diagram, a portion where the oil passage is open is connected to a drain (oil tank).

  This apparatus has an oil pump OP that discharges hydraulic oil from an oil tank OT. The oil pump OP is driven by an engine to supply hydraulic oil to the oil passage 100. The oil passage 100 is connected to the main regulator valve 50 via the oil passage 100a, and is regulated here to generate a line pressure PL in the oil passages 100 and 100a.

  The line pressure PL is supplied to the manual valve 58 through the oil passage 100b. The oil passage 100b is always connected to the oil passage 100d via the port of the manual valve 58 (always connected regardless of the operation of the manual valve 58), and the line pressure PL is the first through the oil passage 100d. To the fourth on / off solenoid valves 81 to 84 and the first linear solenoid valve 86.

  Excess oil whose line pressure PL has been adjusted in the main regulator valve 50 is supplied to the oil passage 191 and further supplied to the oil passage 192. Excess oil supplied to the oil passage 191 is controlled by a lockup shift valve 51, a lockup control valve 52, and a torque converter check valve 53, and is used for lockup control and hydraulic oil supply of the torque converter TC. It returns to the oil tank OT through the oil cooler 54.

  Since the control of the torque converter TC is not directly related to the present invention, the description of the operation is omitted. The surplus oil supplied to the oil passage 192 is regulated by the lubrication relief valve 55 and supplied as lubricating oil for each part.

  This hydraulic circuit diagram shows a LOW clutch 11, 2ND clutch 12, 3RD clutch 13, 4TH clutch 14, and 5TH clutch 15 constituting the above-described transmission, and each clutch includes a LOW accumulator 75 and a 2ND accumulator 76, respectively. A 3RD accumulator 77, a 4TH accumulator 78, and a 5TH accumulator 79 are connected via an oil passage. In addition, a forward / reverse selection hydraulic servo mechanism 70 for operating the dog-tooth clutch 16 is provided.

  The first shift valve 60, the second shift valve 62, the third shift valve 64, the fourth shift valve 66, and the D inhibitor are used to control the hydraulic pressure supply to the clutches 11 to 15 and the forward / reverse selection hydraulic servo mechanism 70. A valve 68, a first cut valve 90, and a second cut valve 92 are arranged as shown.

  The first to fourth on / off solenoid valves 81 to 84 and the first to third linear solenoid valves 86 to 88 are shown in order to perform the operation control of these valves and the control of the hydraulic pressure supplied to each clutch. It is arranged like this.

  The operation of the transmission control apparatus having the above configuration will be described below for each speed stage. Each speed stage is set by changing the oil path by moving the spool 58a of the manual valve 58 in response to the operation of the shift lever 7a of the shift operating device 7, and by the electronic control unit ECU. The operations of the on / off solenoid valves 81 to 84 and the first to third linear solenoid valves 86 to 88 are set as shown in FIG.

  The first to fourth on / off solenoid valves 81 to 84 and the first to third linear solenoid valves 86 to 88 are normally closed solenoid valves that are opened when energized (on) and are signal hydraulic. Is generated.

  In FIG. 5, symbols x and ◯ mean that the solenoid is turned off and on, respectively. In the column of the on / off solenoid valve in FIG. 5, the symbols A to D mean the first to fourth on / off solenoid valves 81 to 84, respectively.

  “S” and “Saku” in the column of the first and second cut valves indicate a set state and an operating state. Further, 1, 2, 3, 4 and 5 in the clutch hydraulic pressure supply column indicate the LOW clutch 11, the 2nd clutch 12, the 3RD clutch 13, the 4TH (reverse) clutch 14 and the 5TH clutch 15, respectively, which are apparent from the above description. The reverse clutch and the 4TH clutch are shared by the same clutch 14.

  In the clutch hydraulic pressure supply column of FIG. 5, PL means that the line pressure PL is supplied, and A to C mean the first to third linear solenoid valves 86 to 88. Further, the servo position column indicates whether the forward / reverse selection hydraulic servo mechanism 70 is operated to either R (reverse) or D (forward).

  In FIG. 5, the positions indicate the operating position of the shift lever 7a and the operating position of the manual valve 58. The positions include a parking (P) position, a reverse (R) position, a neutral (N) position, and a forward (D) position. Are provided, and in this embodiment, another three positions (positions indicated by * in FIG. 10) are further provided as forward positions. 4 and 6 to 11 show a state where the manual valve 58 is located at the N position.

  FIG. 5 shows various modes set when the shift lever 7a is in the parking (P) position, the reverse (R) position, the neutral (N) position, and the forward (D) position. Then, since the shift control at the forward (D) position is targeted, the shift control at the forward (D) position will be described below, and the description of the shift control at other positions will be omitted.

  When the shift lever 7a is operated to the forward (D) position, ten types of modes as shown in FIG. 5 are set. Further, at this time, the groove 58b of the spool 58a of the manual valve 58 moves to the D position in FIG. 10, and the line pressure PL of the oil passage 100b is also supplied to the oil passage 101.

  First, the LOW in-gear mode set in the initial stage when the shift lever 7a is operated from the neutral (N) position to the forward (D) position will be described. In this mode, all of the first to fourth on / off solenoid valves 81 to 84 are turned off.

  For this reason, the pressure of the oil passage 111 to which the output pressure of the first on / off solenoid valve 81 is supplied is 0 or extremely low. The oil passage 111 is connected from the oil passage 111a to the right end port 60a of the first shift valve 60. Since the oil pressure acting on the oil passage 111 is 0, the spool 61a is pushed rightward by the spring 61b and is in a set state (state shown in the figure). )

  The oil passage 111 is further connected from the oil passage 111b to the left end port 90a of the first cut valve 90. Since the oil pressure acting on the oil passage 111 is 0, the spool 91a is pressed to the left by the spring 91b (set state (shown state)). )

  The pressure in the oil passage 112 to which the output pressure of the second on / off solenoid valve 82 is supplied is also zero or extremely low. The oil passage 112 is connected from the oil passage 112a to the left end port 68a of the D inhibitor valve 68. However, since the oil pressure acting on the oil passage 112 is 0, there is no force that pushes the spool 69a in the right direction from the left end port 68a.

  The oil passage 112 is further connected from the oil passage 112b to the right end port 62a of the second shift valve 62. However, since the hydraulic pressure acting on the oil passage 112 is 0, the spool 63a is pushed rightward by the spring 63b and is set (not shown). State).

  The pressure in the oil passage 113 to which the output pressure of the third on / off solenoid valve 83 is supplied is also zero or extremely low. The oil passage 113 is connected to the right end port of the second cut valve 92 from the oil passage 113a, and the spool 93a is pressed leftward by the spring 93b to be in a set state (shown state).

  The oil passage 113 is further connected to the right end port 64a of the third shift valve 64 from the oil passage 113b. However, since the hydraulic pressure acting on the oil passage 113 is 0, the spool 65a is pressed rightward by the spring 65b and is set (not shown). State).

  The pressure of the oil passage 114 to which the output pressure of the fourth on / off solenoid valve 84 is supplied is also zero or extremely low. The oil passage 114 is connected to the left end port 66a of the fourth shift valve 66 from the oil passage 114a. However, since the hydraulic pressure acting on the oil passage 114a is 0, the spool 67a is pressed to the left by the spring 67b (set state (shown state)). )

  The oil passage 114 is further connected from the oil passage 114b to the right end port 51a of the lock-up shift valve 51. However, since the hydraulic pressure acting on the oil passage 114 is 0, the spool 51b is pressed rightward by the spring 51c (set in the figure). State).

  As described above, in the initial state of the LOW in-gear mode, the first to fourth shift valves 60, 62, 64, 66 and the first and second cut valves 90, 92 are set, and in this state, the first linear Engagement control of the LOW clutch 11 is performed using the engagement control hydraulic pressure output from the solenoid valve 86 to the oil passage 115.

  The oil passage 115 from the first linear solenoid valve 86 is connected to the oil passage 115a, the oil passage 115a is connected to the oil passage 116 through the spool groove of the lock-up shift valve 51 in the set state, and the oil passage 116 is in the set state. The oil passage 117 is connected via a two-shift valve 62.

  The oil passage 117 is connected to the oil passage 118 via the spool groove of the manual valve 58 located at the D position, and the oil passage 118a branched from the oil passage 118 is connected to the oil passage via the spool groove of the first shift valve 60 in the set state. The oil passage 119 is connected to the oil passage 120 through the spool groove of the third shift valve 64 in the set state.

  The oil passage 120 is connected to the LOW clutch 11, and the engagement control hydraulic pressure output from the first linear solenoid valve 86 to the oil passage 115 is supplied to the LOW clutch 11 and the engagement control is performed.

  At this time, the oil passage 120 a branched from the oil passage 120 acts on the left end port 92 a of the second cut valve 92. For this reason, when the engagement control oil pressure acting on the LOW clutch 11 exceeds a predetermined pressure, the spool 93a is moved to the right against the urging force of the spring 93b, and the second cut valve 92 is activated.

  Thus, although the port 92b of the second cut valve 92 is connected to the port 92c, the oil passage 101a branched from the oil passage 101 to which the line pressure PL is supplied via the manual valve 58 as described above is the branched oil passage 101b. The line pressure PL supplied from the port 92b acts on the step portion of the spool 93a to self-lock the spool 93a in the right-handed state.

  That is, when the engagement control hydraulic pressure acting on the LOW clutch 11 exceeds a predetermined pressure and the spool 93a is moved to the right, the spool 93a is pushed rightward by the line pressure PL supplied from the port 92b, and the second cut Valve 92 is self-locking in the activated state.

  The oil passage 120b branched from the oil passage 120 acts on the port 68c of the D inhibitor valve 68, acts on the step portion of the spool 69a, and presses the spool 69a in the right direction. Therefore, when the engagement control oil pressure acting on the LOW clutch 11 exceeds a predetermined pressure, the spool 69a is moved to the right against the urging force of the spring 69b, and the D inhibitor valve 68 is activated.

  As a result, the port 68d and the port 68e of the D inhibitor valve 68 are connected. As described above, the oil passage 101a branched from the oil passage 101 to which the line pressure PL is supplied via the manual valve 58 is connected to the branch oil passage 101c. The line pressure PL supplied from the port 68d acts on the step portion of the spool 69a, and the spool 69a is self-locked in the right-handed state.

  That is, when the engagement control hydraulic pressure acting on the LOW clutch 11 exceeds a predetermined pressure and the spool 69a is moved to the right, the spool 69a is pushed rightward by the line pressure PL supplied from the port 68d, and the D inhibitor valve 68 is held in operation (self-locking).

  When the D inhibitor valve 68 is in the operating state, the port 68d and the port 68e are connected, so the line pressure PL is supplied to the oil passage 102 connected to the port 68e, and the line pressure is supplied to the right oil chamber 73 of the forward / reverse selection hydraulic servo mechanism 70. PL is supplied.

  At this time, the left oil chamber 72 is connected to the drain via the fourth shift valve 66 in the set state, and the rod 71 is in the operating state. The rod 71 is connected to a shift fork that operates the dog-tooth clutch 16. When the rod 71 is in an operating state, the 4-speed driven gear 24 b and the counter shaft 3 are coupled by the dog-tooth clutch 16.

  The line pressure PL supplied to the right oil chamber 73 of the forward / reverse selection hydraulic servo mechanism 70 is supplied from the oil passage 103 to the second and third linear solenoid valves 87 and 88 through the oil passages 103a and 103b.

  In the LOW in-gear mode, the 2ND clutch 12 is connected to the output port of the second linear solenoid valve 87 and drained, the 3RD clutch 13 is connected to the output port of the third linear solenoid valve 88 and drained, and the 4TH clutch 14 is connected to the fourth output port. The 5TH clutch 15 is connected to the first cut valve 90 and is drained, and both are opened.

  Next, the LOW mode will be described. In the LOW mode, the second on / off solenoid valve 82 is turned on from the state of the LOW in-gear mode. As a result, the line pressure PL is supplied to the oil passage 112, and the D inhibitor valve 68 is activated (if it is already activated, it is maintained as it is), and the spool 63a of the second shift valve 62 is activated to operate the second shift valve. 62 is set to the operating state.

  As a result, the line pressure PL supplied from the oil passage 101 through the oil passage 101a and the oil passage 101b is supplied to the oil passage 102 through the D inhibitor valve 68 in the activated state, and the forward / reverse selection hydraulic servo mechanism 70 It is maintained in a state where the line pressure PL is supplied to the right oil chamber 73.

  Further, the oil passage 100d that is always connected to the oil passage 100b via the port of the manual valve 58 and is supplied with the line pressure PL branches off to the oil passage 100e, and the oil passage 100e passes through the activated second cut valve 92. Is connected to the oil passage 104, and the oil passage 104 is connected to the oil passage 105 via the first cut valve 90 in the set state.

  Further, the oil passage 105 is connected to the oil passage 117 via the second shift valve 62 in the activated state. The oil passage 117 is connected to the oil passage 118 via the spool groove of the manual valve 58 positioned at the D position, and the oil passage 118 is connected to the oil passage 119 via the spool groove of the first shift valve 60 in the set state. 119 is connected to the oil passage 120 through the spool groove of the third shift valve 64 in the set state. The oil passage 120 is connected to the LOW clutch 11, and as a result, the line pressure PL is supplied to the LOW clutch 11, and this is completely engaged to set the LOW gear position.

  FIG. 5 shows that the fourth on / off solenoid valve 84 is turned on or off in the LOW mode. As described above, the oil passage 114 to which the output hydraulic pressure from the fourth on / off solenoid valve 84 is supplied is connected to the right end port 51a of the lock-up shift valve 51 from the oil passage 114b. The output hydraulic pressure from the solenoid valve 84 is used for the operation of the lockup shift valve 51, that is, the operation control of the lockup clutch of the torque converter TC.

  Such lock-up clutch operation control by the fourth on / off solenoid valve 84 is similarly performed in all modes described below. That is, in all modes except the LOW in-gear mode at the D position shown in FIG. 5, the fourth on / off solenoid valve 84 is used for the operation control of the lock-up clutch, and the shift control mode is set in the first to first modes. 3 on / off solenoid valves 81 to 83 are used.

  However, in the (1) -2-3 speed change mode and the (2) -3-4 speed change mode, the first on / off solenoid valve 84 is in the off state (the state in which lockup clutch operation control is not performed), and the first The control oil pressure output from the linear solenoid valve 86 is supplied to the LOW clutch 11 and the 2ND clutch 12, respectively, and the engagement is controlled.

  Next, control for shifting from the LOW mode in which the LOW gear stage is set to the second speed stage will be described. At this time, first, the 1-2 shift mode is set, then the 2ND mode is set, and the shift to the second speed is performed.

  In the 1-2 shift mode, the first on / off solenoid valve 81 is turned on and set from the LOW mode. As a result, the line pressure PL is output to the oil passage 111, the spool 61a of the first shift valve 60 is moved to the left, and the first shift valve 60 is activated.

  Further, in the first cut valve 90, the line pressure PL acts on the left end port 90a, but the oil pressure 120c branched from the oil passage 120 is connected to the right end port 90b and the control oil pressure of the LOW clutch 11 acts. When the control hydraulic pressure of the LOW clutch 11 decreases (below a predetermined pressure) in the −2 shift mode, the spool 91a of the first cut valve 90 is moved to the right, and the first cut valve 90 is activated.

  Here, when the first cut valve 90 is activated, the oil passage 101b branched from the oil passage 101 is connected to the port 90b, so that the step portion of the spool 91a in which the line pressure PL moves to the right via the port 90b. Acts on and self-locks in the right-handed state. That is, the first cut valve 90 is self-locked in the operating state.

  In the 1-2 speed change mode, as shown in FIG. 5, the control hydraulic pressure output from the second and third linear solenoid valves 87 and 88 is used. First, the control hydraulic pressure output from the third linear solenoid valve 88 to the oil passage 131 is connected to the oil passage 132 via the second shift valve 62 in the activated state, and the oil passage 132 passes through the second cut valve 92 in the activated state. The oil passage 133 is connected to the oil passage 119 via the first shift valve 60 in the activated state, and the oil passage 119 is connected to the oil passage 120 via the third shift valve 64 in the set state.

  As described above, the oil passage 120 is connected to the LOW clutch 11, and the control oil pressure output from the third linear solenoid valve 88 is supplied to the LOW clutch 11 and its engagement control is performed.

  On the other hand, the control hydraulic pressure output from the second linear solenoid valve 87 to the oil passage 141 is connected to the oil passage 142 via the third shift valve 64 in the set state, and the oil passage 142 passes through the second shift valve 62 in the operating state. The oil passage 143 is connected to the oil passage 144 via the first shift valve 60 in the activated state. The oil passage 144 is connected to the 2ND clutch 12, and the control hydraulic pressure output from the second linear solenoid valve 87 is supplied to the 2ND clutch 12 and its engagement control is performed.

  As described above, in the 1-2 shift mode, the 2ND clutch 12 is engaged by the control hydraulic pressure from the second linear solenoid valve 87 while the engagement of the LOW clutch 11 is released by the control hydraulic pressure from the third linear solenoid valve 88. Shift control from the LOW gear to the second gear is performed by performing control to be combined.

  Thus, when the LOW clutch 11 is released and the 2ND clutch 12 is engaged in the 1-2 shift mode, the mode shifts to the 2ND mode. In the 2ND mode, the second on / off solenoid valve 82 is turned off from the state of the 1-2 shift mode, and the second shift valve 62 is set.

  As a result, the oil passage 101c branched from the oil passage 101a to which the line pressure PL is supplied via the manual valve 58 is connected to the oil passage 106 via the third shift valve 64 in the set state, and the oil passage 106 is in the set state. The oil passage 143 is connected to the oil passage 143 through the second shift valve 62, the oil passage 107 is connected to the oil passage 144 through the activated first shift valve 60, and the oil passage 144 is connected to the 2ND clutch 12. As a result, the line pressure PL is supplied to the 2ND clutch 12, the 2ND clutch 12 is completely engaged, and the second speed is set.

  Next, control for shifting from the 2ND mode in which the second speed is set in this way to the third speed will be described. At this time, first, the 2-3 shift mode is set, then the 3RD mode is set, and the shift to the third speed is performed.

  The 2-3 shift mode is set by turning off the first on / off solenoid valve 81 from the state of the 2ND mode. As a result, the first to third on / off solenoid valves 81 to 83 are all turned off. This state is the same as in the LOW in-gear mode. However, in the 2-3 shift mode, the first cut valve 90 is in a self-locked state in the operating state, which is different from the state in the LOW in-gear mode.

  In the 2-3 shift mode, the control hydraulic pressure output from the second and third linear solenoid valves 87 and 88 is used as shown in FIG. First, the control hydraulic pressure output from the second linear solenoid valve 87 to the oil passage 141 is connected to the oil passage 142 via the third shift valve 64 in the set state, and the oil passage 142 passes through the second shift valve 62 in the set state. The oil passage 145 is connected to the oil passage 144 via the first shift valve 60 in the set state.

  Since the oil passage 144 is connected to the 2ND clutch 12, the control hydraulic pressure output from the second linear solenoid valve 87 is supplied to the 2ND clutch 12, and its engagement control is performed.

  On the other hand, the control hydraulic pressure output from the third linear solenoid valve 88 to the oil passage 131 is connected to the oil passage 134 via the second shift valve 62 in the set state, and the oil passage 134 connects the first shift valve 60 in the set state. To the oil passage 135. The oil passage 135 is connected to the 3RD clutch 13, and the control hydraulic pressure output from the third linear solenoid valve 88 is supplied to the 3RD clutch 13 and its engagement control is performed.

  As described above, in the 2-3 shift mode, the 3RD clutch 13 is engaged by the control hydraulic pressure from the third linear solenoid valve 88 while the engagement of the 2ND clutch 12 is released by the control hydraulic pressure from the second linear solenoid valve 87. Shift control from the second gear to the third gear is performed by performing control to be combined.

  On the other hand, in the 2-3 shift mode, when the lockup clutch is off, that is, when the lockup control valve 52 is in the set state and no hydraulic pressure is supplied to the lockup clutch, the control from the first linear solenoid valve 86 is performed. A 2-1 shift or a 3-1 shift can be performed using hydraulic pressure. At this time, the second cut valve 92 is set.

  In this manner, when the 2ND clutch 12 is released and the 3RD clutch 13 is engaged in the 2-3 shift mode, the mode shifts to the 3RD mode. In the 3RD mode, the third on / off solenoid valve 83 is turned on from the state of the 2-3 shift mode, the third shift valve 64 is activated, and the second cut valve 92 is set.

  In the 3RD mode, the line pressure PL is output from the third linear solenoid valve 88 to the oil passage 131. The oil passage 131 is connected to the oil passage 134 through the second shift valve 62 in the set state, the oil passage 134 is connected to the oil passage 135 through the first shift valve 60 in the set state, and the oil passage 135 is connected to the 3RD clutch 13. Since they are connected, the line pressure PL output from the third linear solenoid valve 88 is supplied to the 3RD clutch 13, the 3RD clutch 13 is completely engaged, and the third gear is set.

  It should be noted here that when the lockup clutch is on in the 2-3 shift mode, the second cut valve 92 is changed from the operating state to the set state in the 3RD mode. In this state, a configuration is established in which neither the first cut valve 90 nor the second cut valve 92 can supply hydraulic pressure to the LOW clutch 11.

  The control for shifting from the 3RD mode in which the third speed stage is set to the fourth speed stage will now be described. At this time, first, after the 3-4 shift mode is set, the 4TH mode is set, and the shift to the fourth speed is performed.

  The 3-4 shift mode is set by turning on the first on / off solenoid valve 82 from the state of the 3RD mode. As a result, the spool 60a of the first shift valve 60 is moved in the left direction, and the first shift valve 60 is activated.

  In the 3-4 shift mode, as shown in FIG. 5, the control hydraulic pressure output from the second and third linear solenoid valves 87 and 88 is used. First, the oil passage 131 from which the control hydraulic pressure is output from the third linear solenoid valve 88 is connected to the oil passage 134 via the second shift valve 62 in the set state.

  The oil passage 134 bypasses the activated first shift valve 60 and is directly connected to the oil passage 136. In this hydraulic circuit diagram, the oil passage 134 seems to be blocked by the activated first shift valve 60, but in actuality, the oil passage 134 bypasses the first shift valve 60 and the oil passage 134. 136 is directly connected.

  The oil passage 136 is connected to the oil passage 137 through the third shift valve 64 in the operating state, and the oil passage 137 is connected to the oil passage 135 through the first shift valve 60 in the operating state. The oil passage 135 is connected to the 3RD clutch 13, and the control hydraulic pressure output from the third linear solenoid valve 88 is supplied to the 3RD clutch 13 and its engagement control is performed.

  On the other hand, the control hydraulic pressure is output from the second linear solenoid valve 87 to the oil passage 141. The oil passage 141 is connected to the oil passage 151 via the third shift valve 64 in the operating state, and the oil passage 151 is in the operating state. It is connected to the oil passage 152 through the 1 shift valve 60. The oil passage 152 is connected to the 4TH clutch 14, and the control hydraulic pressure output from the second linear solenoid valve 87 is supplied to the 4TH clutch 14 and its engagement control is performed.

  Thus, in the 3-4 shift mode, the 4TH clutch 14 is released by the control hydraulic pressure from the second linear solenoid valve 87 while the engagement of the 3RD clutch 13 is released by the control hydraulic pressure from the third linear solenoid valve 88. Shift control from the third gear to the fourth gear is performed by controlling the engagement.

  On the other hand, when the lockup clutch is off in the 3-4 shift mode, that is, when the lockup control valve 52 is in the set state, the control hydraulic pressure from the first linear solenoid valve 86 is supplied to the 2ND clutch 12. Two shifts or 4-2 shifts are possible.

  In the 3-4 shift mode, when the 3RD clutch 13 is released and the 4TH clutch 14 is engaged, the mode shifts to the 4TH mode. In the 4TH mode, the second on / off solenoid valve 82 is turned on from the state of the 3-4 shift mode, and the second shift valve 62 is activated.

  As a result, in the 4TH mode, the line pressure PL is output from the second linear solenoid valve 87 to the oil passage 141. The oil passage 141 is connected to the oil passage 151 through the third shift valve 64 in the operating state, and the oil passage 151 is connected to the oil passage 152 through the first shift valve 60 in the operating state.

  Since the oil passage 152 is connected to the 4TH clutch 14, the line pressure PL output from the second linear solenoid valve 87 is supplied to the 4TH clutch 14, the 4TH clutch 14 is completely engaged, and the fourth speed is set. The

  The control for shifting from the 4TH mode in which the fourth speed is set in this way to the fifth speed will be described below. At this time, first, the 4-5 shift mode is set, then the 5TH mode is set, and the shift to the fifth gear is performed.

  The 4-5 shift mode is set by turning off the first on / off solenoid valve 81 from the state of the 4TH mode. As a result, the spool 61a of the first shift valve 60 is moved rightward, and the first shift valve 60 is set.

  In the 4-5 shift mode, as shown in FIG. 5, the control hydraulic pressure output from the second and third linear solenoid valves 87, 88 is used. First, the control hydraulic pressure from the second linear solenoid valve 87 is output to the oil passage 141. This oil passage 141 is connected to the oil passage 151 via the third shift valve 64 in the operating state, and the oil passage 151 is in the operating state. The first shift valve 60 is connected to the oil passage 152. The oil passage 152 is connected to the 4TH clutch 14, and the control hydraulic pressure output from the second linear solenoid valve 87 is supplied to the 4TH clutch 14 and its engagement control is performed.

  On the other hand, the control oil pressure is output from the third linear solenoid valve 88 to the oil passage 131. The oil passage 131 is connected to the oil passage 132 via the second shift valve 62 in the activated state, and the oil passage 132 is in the set state. The oil passage 161 is connected to the oil passage 161 through the first shift valve 60 in the operating state, and the oil passage 162 is connected to the oil passage 162 through the first cut valve 90 in the operating state. To the oil passage 163. The oil passage 163 is connected to the 5TH clutch 15, and the control hydraulic pressure output from the third linear solenoid valve 88 is supplied to the 5TH clutch 15 and its engagement control is performed.

  As described above, in the 4-5 shift mode, the 5TH clutch 15 is released by the control hydraulic pressure from the third linear solenoid valve 88 while the engagement of the 4TH clutch 14 is released by the control hydraulic pressure from the second linear solenoid valve 87. Shift control from the fourth speed to the fifth speed is performed by controlling the engagement.

  Thus, when the 4TH clutch 14 is released and the 5TH clutch 15 is engaged in the 4-5 shift mode, the mode shifts to the 5TH mode. In the 5TH mode, the third on / off solenoid valve 83 is turned off from the state of the 4-5 shift mode, and the third shift valve 64 is set.

  Accordingly, the first and third on / off solenoid valves 81 and 83 are turned off and the second on / off solenoid valve 82 is turned on. This state is the same as in the LOW mode.

  However, in the LOW mode, the first cut valve 90 is in the set state, the second cut valve 92 is in the actuated state and is self-locked, and in the 5TH mode, the first cut valve 90 is in the actuated state and is self-locked. There is a difference in that the second cut valve 92 is in the set state.

  In the 5TH mode, the line pressure PL is output from the third linear solenoid valve 88 to the oil passage 131. The oil passage 131 is connected to the oil passage 132 through the second shift valve 62 in the operating state, the oil passage 132 is connected to the oil passage 161 through the second cut valve 92 in the set state, and the oil passage 161 is the first in the set state. The oil passage 162 is connected to the oil passage 162 via the 1 shift valve 60, and the oil passage 162 is connected to the oil passage 163 via the first cut valve 90 in the activated state.

  Since the oil passage 163 is connected to the 5TH clutch 15, the control hydraulic pressure output from the third linear solenoid valve 88 is supplied to the 5TH clutch 15, and the 5TH clutch 15 is completely engaged.

  In the downshift from 5TH, the use of the on / off solenoid valves 81 to 84, the cut valves 90 and 92, and the linear solenoid valves 86 to 88 in the upshift described so far is reversed according to the pattern shown in FIG. It is established by

  However, the downshift from 2ND to LOW is not the 1-2 shift mode in FIG. 5 but the downshift in (1) -2-3 mode. In other words, the hydraulic pressure is supplied to the LOW clutch 11 by the first linear solenoid valve 86. As a result, the second cut valve 92 is switched from the set state to the activated state.

  As described above, in the state where the manual valve 58 is located at the D position, the on / off operation control of the first to third on / off solenoid valves 81, 82, 83 is performed as shown in FIG. Shift mode is set. Here, only eight types of patterns can be set by the combination of the on / off operation of the three on / off solenoid valves.

  However, as described above, when the first cut valve 90 is changed from the set state to the activated state and the second cut valve 92 is changed from the activated state to the set state in the middle of the gear shifting stage, and once the line condition is reached, the line pressure The first and second cut valves 90 and 92 are self-locked by PL so that the operating state is maintained, and 10 types of shift modes can be set using the same combination pattern of on / off operation. is there.

  According to the embodiment of the present invention described above, the LOW clutch pressure is not generated even if the 5TH signal is output in the failure state of the first or second cut valve 90, 92. Therefore, the control described in Japanese Patent Application Laid-Open No. 2004-332862. It is not necessary to generate a hydraulic pressure at a gear stage different from the normal state during the shift before the 5TH signal required by the device is output. Therefore, prior detection of the hydraulic pressure is unnecessary, and the automatic transmission becomes neutral. .

  For example, when the first cut valve 90 fails and is set when a 5TH signal is output, both the cut valves 90 and 92 are set. As a result, no hydraulic pressure is supplied to any of the LOW clutches 11 to 5TH clutch 15, and the automatic transmission becomes neutral.

  On the other hand, when the second cut valve 92 fails and is activated when the 5TH signal is output, both the cut valves 90 and 92 are activated. As a result, no hydraulic pressure is supplied to any of the LOW clutches 11 to 5TH clutch 15, and the automatic transmission becomes neutral.

  Also, when an unexpected lowering of the hydraulic pressure below the self-lock pressure of the cut valves 90 and 92 occurs during 5TH traveling, the self-lock of the first cut valve 90 is released and the first cut valve 90 is released. Since the second cut valve 92 remains in the set state, the LOW clutch pressure is not generated and the automatic transmission becomes neutral.

  Further, the control of the 1-2 shift mode LOW clutch 11 is performed by the third linear solenoid valve 88, the 2ND clutch 12 is controlled by the second linear solenoid valve 87, and the first linear solenoid valve 86 is controlled by the capacity of the lockup clutch. By using it for the control, it is possible to control the capacity of the lockup clutch at each shift stage from LOW to 5TH.

  Further, by sharing the LOW signal and the 5TH signal using the first and second cut valves 90 and 92, the shift control of the forward shift speed (LOW to 5TH) is performed by the three on / off solenoid valves 81 and 82. , 83, and as a result, cost reduction and fuel consumption improvement can be realized.

  By the way, in the shift control device of the above-described embodiment, the shift mode is the LOW steady travel mode due to a failure in the hydraulic circuit system, but there is actually a mode in which the 5TH travel is performed. The fail-safe action of this embodiment will be described with reference to FIGS.

  The mode in which the LOW steady mode is 5TH traveling is the on-fail of the second on / off solenoid valve 82 (it remains on and does not return to off), the on-fail of the third on / off solenoid valve 83, and the fourth on / off. There is an on-failure of the solenoid valve 84 and a low-pressure failure (always outputs a low pressure) of the first linear solenoid valve 86.

  FIG. 12 (A) is a diagram showing the relationship between the vehicle speed calculated from the calculation and the main shaft rotation speed Nm. A shows the relationship between the vehicle speed V and the main shaft rotation speed Nm when A is LOW and B is 5TH. ing.

  Here, Nc represents the countershaft rotation speed, RATIO (Low) represents the LOW gear ratio, and RATIO (5th) represents the 5TH gear ratio. FIG. 12B is an enlarged view of a portion P in FIG. 12A, and shows a range of the main shaft rotation speed Nm according to the vehicle speed determined to be 5TH traveling.

  Hereinafter, the fail safe action of the present embodiment will be described with reference to the flowchart of FIG. First, in step S10, the main shaft rotation speed Nm corresponding to the vehicle speed during 5TH traveling is calculated. Next, the routine proceeds to step S11 where it is determined whether or not the set gear position is LOW.

If it is determined that the gear position is LOW, the routine proceeds to step S12, where the current main shaft speed according to the vehicle speed, that is, the actual main shaft speed NM is calculated. In step S13, when the vehicle speed V is a predetermined value or more V _0, the actual main shaft speed NM is determined whether the elapsed and the predetermined time t ₀ or more within a predetermined engine speed range.

That is, it is determined whether Nm−ΔNm ≦ NM ≦ Nm + ΔNm and T ≧ t ₀ . Here, the predetermined rotational speed range is calculated by subtracting and adding the predetermined rotational speed ΔNm around the main shaft rotational speed Nm corresponding to the vehicle speed during 5TH traveling.

  If the determination in step S13 is affirmative, it is determined that the vehicle is traveling in the fifth speed, and the process proceeds to step S14 to prohibit the LOW travel. On the other hand, if a negative determination is made in steps S11 and S13, the present process is terminated.

  By taking the fail-safe action as described above when the hydraulic circuit system fails, the accuracy of the hydraulic circuit system failure detection is ensured, and a smooth start can be ensured even when the hydraulic circuit system fails.

1 is a schematic block diagram showing an overall configuration of a control device according to the present invention and an automatic transmission controlled by the control device. FIG. 3 is a skeleton diagram showing a power transmission system of a 5-speed automatic transmission whose speed is controlled by a control device according to the present invention. It is the schematic which shows the shaft positional relationship of a 5-speed automatic transmission. It is a hydraulic circuit diagram which shows the structure of the transmission control apparatus of a 5-speed automatic transmission. It is a figure which shows the relationship between each transmission mode and the operating state of a 1st thru | or 4th on-off solenoid valve, a 1st and 2nd cut valve, and a 1st thru | or 3rd linear solenoid valve. It is a hydraulic circuit diagram which expands and shows a part of hydraulic circuit of FIG. It is a hydraulic circuit diagram which expands and shows a part of hydraulic circuit of FIG. It is a hydraulic circuit diagram which expands and shows a part of hydraulic circuit of FIG. It is a hydraulic circuit diagram which expands and shows a part of hydraulic circuit of FIG. It is a hydraulic circuit diagram which expands and shows a part of hydraulic circuit of FIG. It is a hydraulic circuit diagram which expands and shows a part of hydraulic circuit of FIG. It is a figure which shows the relationship between the vehicle speed V at the time of LOW driving | running | working, and 5TH driving | running | working, and the main shaft rotation speed Nm. It is a flowchart of this embodiment control method.

Explanation of symbols

TM Parallel shaft transmission (automatic transmission)
CV shift control valve (hydraulic control valve)
11 Low clutch (friction engagement element)
12 2ND clutch (friction engagement element)
13 3RD clutch (friction engagement element)
14 4TH clutch (friction engagement element)
15 5TH clutch (friction engagement element)
50 Main regulator valve 58 Manual valve 60, 62, 64, 66 First to fourth shift valves 81 to 84 First to fourth on / off solenoid valves 86 to 88 First to third linear solenoid valves 90 First cut valve 92 Second cut valve

Claims (1)

A power transmission mechanism having a plurality of power transmission paths for performing driving force transmission;
A plurality of clutches for selecting the power transmission path;
A hydraulic control valve group configured to control supply of engagement control hydraulic pressure to the clutch,
The hydraulic control valve group selectively selects a plurality of linear solenoid valves capable of arbitrarily adjusting the line pressure supplied from the source pressure supply source, and the shift control hydraulic pressure adjusted by the line pressure or the linear solenoid valve. A plurality of shift valves and a plurality of cut valves for selecting an oil path so as to be supplied to the clutch; and a plurality of on / off solenoid valves for supplying an operation control hydraulic pressure to the shift valve to control its operation, Multiple cut valves have the function of self-locking when activated,
A shift control hydraulic pressure is supplied to the clutch via an oil passage formed by a combination of an operating state and a set state of the plurality of cut valves,
The oil passages are selected by controlling the operation of the plurality of shift valves according to the combination of the on / off operations of the plurality of on / off solenoid valves, and a plurality of forward movements are performed by selectively operating one of the plurality of clutches. It is configured to set the gear position,
In each of the operation state and the set state of the plurality of cut valves, the same ON / OFF operation combination pattern of the plurality of ON / OFF solenoid valves is set to set different shift stages,
Different shift speeds in which the same on / off operation combination pattern of the plurality of on / off solenoid valves is set are set as the minimum speed shift speed and the maximum speed shift speed,
The combination of the operating state and the set state of the plurality of cut valves at the plurality of forward shift stages other than the lowest speed gear stage is the same as the highest speed gear stage, and the on / off operation combination of the plurality of on / off solenoid valves. In a shift control device for an automatic transmission with different settings ,
It means for calculating a main shaft rotational speed corresponding to lowest speed gear position and the vehicle speed at the time of the highest speed gear stage travel,
And gear position means for determining whether the lowest speed gear position,
When the gear position is determined to the lowest speed gear position, means for calculating the actual main shaft speed according to the vehicle speed during running,
Whether the actual main shaft rotational speed is more than a predetermined time to the highest speed gear stage subtracts a predetermined rotational speed about the main shaft speed according to the running time of the vehicle speed and the addition to a predetermined engine speed range which is calculated Determining means for determining whether or not within a predetermined rotational speed range;
If the determination result of the determination means within the predetermined rotational speed range is affirmative determination, it is determined that the shift control device of the automatic transmission is out of order, and a fail safe action is provided ,
When the minimum speed shift stage is set and the determination result of the determination means within the predetermined rotation speed range is affirmative determination, traveling at the minimum speed shift stage is prohibited as a fail-safe action. Shift control device for automatic transmission.

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