JP6158688B2 - Control device - Google Patents

Description

  The present invention relates to a control device for an automatic transmission.

  An automatic transmission generally includes a planetary gear mechanism and an engagement mechanism such as a clutch and a brake, and each gear stage is realized by switching the power transmission path by the engagement mechanism. In order to surely change the gear position, the operation of the engagement mechanism may be checked. If the operation check can be performed, the process proceeds to the next control, and if the operation check cannot be performed, it is determined that an abnormality such as a failure has occurred and the countermeasure is taken. The operation check is generally performed using a sensor unique to the engagement mechanism. For example, in the case of a hydraulic engagement mechanism, it has been proposed to check the operation of the engagement mechanism by monitoring the hydraulic pressure supplied to the engagement mechanism (for example, Patent Document 1).

Japanese Patent No. 3639118

  However, the sensor itself that confirms the operation of the engagement mechanism may fail. In addition, providing a unique sensor for each engagement mechanism increases the cost.

  An object of the present invention is to realize a function equivalent to the case where the sensor is used without requiring a sensor unique to the engagement mechanism.

According to the present invention, there is provided a control device for an automatic transmission comprising an input shaft that is rotated by power from a drive source and an output member that transmits the rotation of the input shaft after being shifted, wherein the automatic transmission includes a sun gear. A first planetary gear mechanism including first to third rotating elements including a carrier and a ring gear; a second planetary gear mechanism including fourth to sixth rotating elements including a sun gear, a carrier and a ring gear; and a sun gear. A third planetary gear mechanism comprising seventh to ninth rotating elements consisting of a carrier and a ring gear, and a fourth planetary gear mechanism comprising tenth to twelfth rotating elements consisting of a sun gear, a carrier and a ring gear, A plurality of engagement mechanisms capable of connecting any one of the rotation elements, the input shaft and the rotation element, or the rotation element and the casing, and the first rotation element The input shaft is connected, the fourth rotating element and the output member are connected, the fifth rotating element and the eleventh rotating element are connected, and the plurality of engaging mechanisms are A first clutch capable of connecting the first rotating element and the seventh rotating element; a second clutch capable of connecting the first rotating element and the eleventh rotating element; A first brake capable of connecting the rotating element and the casing, and a second brake capable of connecting the fifth rotating element and the casing, wherein the second brake includes the fifth brake. A one-way rotation permission state that restricts only one-way rotation of the rotation element, a rotation prevention state that restricts the two-way rotation of the fifth rotation element, and a two-way rotation of the fifth rotation element. Mechanical clutch that can be switched between The control device can execute a preparation process when switching the state of the second brake to the rotation prevention state when the reverse gear is selected. In the preparation process, the first clutch, the first clutch When the second clutch and the first brake are controlled to be engaged, and then it is determined whether or not the input shaft is rotating with respect to the casing, and it is determined that the input shaft is rotating Provides a control device for determining that at least one of the first clutch or the first brake has failed.

  According to this configuration, by referring to the rotation state of the input shaft, it is possible to check the operation of the first clutch and the first brake even without sensors unique to the first clutch and the first brake.

Further, in the present invention, the plurality of engagement mechanisms include a third brake capable of connecting the ninth rotating element and the casing, and the control device includes the input shaft in the preparation process. When it is determined that it is not rotating, the third brake is controlled to be in an engaged state, and then it is determined whether or not the output member is rotating with respect to the casing, and the output member is rotated. The state of the second brake may be switched to the rotation prevention state at least on the condition that it is determined that it is not.

  According to this configuration, by referring to the rotation states of the input shaft and the output member, the state of the second brake is switched to the rotation prevention state even if there is no sensor unique to the second clutch. Can be determined and switched.

  In the present invention, the second clutch is a clutch that is hydraulically operated, the automatic transmission includes a sensor that detects a hydraulic pressure supplied to the second clutch, and the control device includes the sensor If it is determined that the sensor is not malfunctioning, and if it is determined in the preparation process that the input shaft is not rotating, the sensor is based on the detection result of the sensor. Determining whether the second clutch is in an engaged state, and at least on the condition that it is determined that the second clutch is in an engaged state, the state of the second brake is changed to the rotation. You may switch to the blocking state.

  According to this configuration, when the sensor is out of order, it can be determined whether or not the state of the second brake may be switched to the rotation prevention state, and the switching can be performed.

According to the present invention, there is provided a control device for an automatic transmission comprising an input shaft that is rotated by power from a drive source and an output member that transmits the rotation of the input shaft after being shifted. The automatic transmission includes: A plurality of planetary gear mechanisms including a plurality of rotating elements including a sun gear, a carrier, and a ring gear, and between the rotating elements, between the input shaft and the rotating element, or between the rotating element and the casing. A plurality of engagement mechanisms connectable to each other, and the control device controls the engagement state of the plurality of engagement mechanisms to a combination in which the input shaft does not rotate with respect to the casing. In addition, when the input shaft is rotating with respect to the casing, it is determined that at least one of the plurality of engagement mechanisms is out of order. Is provided .

  According to this configuration, it is possible to check the operation of the engagement mechanism by referring to the rotation state of the input shaft.

According to the present invention, there is provided a control device for an automatic transmission comprising an input shaft that is rotated by power from a drive source and an output member that transmits the rotation of the input shaft after being shifted. The automatic transmission includes: A plurality of planetary gear mechanisms including a plurality of rotating elements including a sun gear, a carrier, and a ring gear, and between the rotating elements, between the input shaft and the rotating element, or between the rotating element and the casing. A plurality of engagement mechanisms connectable to each other, wherein the plurality of engagement mechanisms restricts only one-direction rotation of a predetermined rotation element of the rotation elements, and the predetermined of including a rotation-inhibiting state for restricting the rotation of the bidirectional rotating element, and a bidirectional rotation permitting state for permitting a bidirectional rotation of said predetermined rotating element, the mechanical clutch can be switched on, the control device Is the reverse gear selection Sometimes, an engagement state of the plurality of engagement mechanisms, the input shaft is controlled to a combination that does not rotate relative to the casing, in this case, at least said output member relative to the casing is not rotating As a condition, there is provided a control device characterized in that the state of the mechanical clutch is switched to the rotation prevention state.

  According to this configuration, by referring to the rotation state of the output member, it can be determined whether or not the state of the mechanical clutch may be switched to the rotation prevention state, and the switching can be performed.

  According to the present invention, it is possible to realize a function equivalent to the case where the sensor is used without requiring the sensor unique to the engagement mechanism.

The skeleton figure of the automatic transmission which can apply the control apparatus of this invention. (A) is a figure which shows the example of the engagement table | surface of an engagement mechanism, (B) is a figure which shows the gear ratio of a planetary gear mechanism. The speed diagram of the automatic transmission of FIG. The block diagram which shows the example of the control apparatus of the automatic transmission of FIG. FIG. 6 is a schematic explanatory diagram of processing when reverse gear is selected. The flowchart which shows the process example of the control apparatus of FIG. The flowchart which shows the process example of the control apparatus of FIG. The flowchart which shows another example of a process of the control apparatus of FIG.

<Automatic transmission>
FIG. 1 is a skeleton diagram of an automatic transmission 1 to which the control device of the present invention can be applied. Referring to FIG. 1, an automatic transmission 1 includes an input shaft 10 that is supported by an input shaft 10 that is rotatably supported in a casing 12 that constitutes the transmission case, and a support member 12 a that is supported by the casing 12. And an output member 11 that is rotatably supported around the same axis.

  The input shaft 10 receives power from a drive source (not shown) such as an internal combustion engine or an electric motor, and the input shaft 10 is rotated by the power. A starting device can be provided between the input shaft 10 and the driving source. By providing the starting device, it is possible to alleviate the shift shock. Examples of the starting device include a clutch-type starting device (such as a single-plate clutch and a multi-plate clutch) and a fluid coupling-type starting device (such as a torque converter).

  The output member 11 includes an output gear concentric with the input shaft 10, and the rotation of the input shaft 10 is changed by a transmission mechanism described below and transmitted to the output member 11. The rotation of the output member 11 is transmitted to the drive wheels via, for example, a counter shaft (not shown) and a differential gear device.

  The automatic transmission 1 includes first to fourth planetary gear mechanisms P1 to P4 and engagement mechanisms C1 to C3 and B1 to B4 as transmission mechanisms. In the present embodiment, each of the first to fourth planetary gear mechanisms P1 to P4 is a single pinion type planetary gear mechanism.

  A total of 12 rotating elements are provided. The first to fourth planetary gear mechanisms P1 to P4 include sun gears S1 to S4, ring gears R1 to R4, and carriers Cr1 to Cr4 that support pinion gears as rotational elements, and are arranged coaxially with the input shaft 10. It is installed. When ordering is performed in the arrangement order at intervals corresponding to the gear ratio in the speed diagram of FIG. 3 to be described later, the sun gear S1, the carrier Cr1, and the ring gear R1 of the planetary gear mechanism P1 are arranged in this order in the first rotation element, the second And the third rotation element. Similarly, the ring gear R2, the carrier Cr2, and the sun gear S2 of the planetary gear mechanism P2 can be called a fourth rotating element, a fifth rotating element, and a sixth rotating element in this order. Similarly, the ring gear R3, the carrier Cr3, and the sun gear S3 of the planetary gear mechanism P3 can be referred to as a seventh rotating element, an eighth rotating element, and a ninth rotating element in this order. Similarly, the sun gear S4, the carrier Cr4, and the ring gear R4 of the planetary gear mechanism P4 can be referred to as a tenth rotating element, an eleventh rotating element, and a twelfth rotating element in this order.

  The engagement mechanisms C1 to C3 and B1 to B4 are between the predetermined rotation elements of the planetary gear mechanisms P1 to P4, between the input shaft 10 and the predetermined rotation element, or between the predetermined rotation element and the casing 12, Any of the above is releasably connected. In the present embodiment, the engagement mechanisms C to C3 are clutches, and the engagement mechanisms B1 to B4 are brakes. By switching the engagement mechanisms C1 to C3 and B1 to B4 between the engaged state (fastened state) and the released state, the power transmission path from the input shaft 10 to the output member 11 is switched, and a plurality of shift stages are realized. The

  In this embodiment, the engagement mechanisms C1 to C3 and B1 and B3 to B4 are all assumed to be frictional hydraulic engagement mechanisms. Examples of the frictional hydraulic engagement mechanism include a dry or wet single-plate clutch, a dry or wet multi-plate clutch, and the like.

  The engagement mechanism B2 includes a one-way rotation permission state that restricts only one-direction rotation of a predetermined rotation element (here, the carriers Cr2 and Cr4), a rotation prevention state that restricts the two-way rotation, and a two-way rotation state. This is a mechanical clutch that can be switched between a bi-directional rotation permitting state that allows rotation. As the engagement mechanism B2, for example, a known two-way clutch can be employed. The known two-way clutch can be switched to a one-way rotation permission state, a rotation prevention state, and a two-way rotation permission state by controlling the electromagnetic actuator. Although it is possible to switch between the rotation permission state and the rotation permission state in the reverse direction, in this embodiment, the unidirectional rotation permission state uses only the rotation permission state on one side.

  Next, the connection relationship between the components will be described with reference to FIG.

  The sun gear S1 of the planetary gear mechanism P1 is connected to the input shaft 10. The ring gear R1 is connected to the sun gear S2 of the planetary gear mechanism P2. The carrier Cr1 is connected to the ring gear R4 of the planetary gear mechanism P4 and the carrier Cr3 of the planetary gear mechanism P3. The carrier Cr2 of the planetary gear mechanism P2 is connected to the carrier Cr4 of the planetary gear mechanism P4. The ring gear R2 is connected to the output member 11.

  The clutch C1 connects and disconnects the input shaft 10 and the ring gear R3 of the planetary gear mechanism P3. The clutch C2 connects and disconnects the input shaft 10 and the carrier Cr4 (and the carrier Cr2 connected thereto) of the planetary gear mechanism P4. The clutch C3 connects and disconnects the ring gear R1 of the planetary gear mechanism P1 and the sun gear S3 of the planetary gear mechanism P3.

  The brake B1 connects and disconnects the casing 12 and the ring gear R3 of the planetary gear mechanism P3. The brake B2 connects and disconnects the casing 12 and the carrier Cr2 (and the carrier Cr4 connected thereto) of the planetary gear mechanism P2. In the case of disconnection, the brake B2 is in a bidirectional rotation allowable state. In the case of connection, the brake B2 is in a one-way rotation permission state or a rotation prevention state.

  The brake B3 connects and disconnects the casing 12 and the sun gear S3 of the planetary gear mechanism P3. The brake B4 connects and disconnects the casing 12 and the sun gear S4 of the planetary gear mechanism P4.

  2A is an engagement table (fastening table) of the engagement mechanism provided in the automatic transmission 1, FIG. 2B is a gear ratio of the planetary gear mechanism provided in the automatic transmission 1, and FIG. 3 is an automatic transmission. FIG. 3 is a velocity diagram of the machine 1.

  FIG. 2A shows an engagement table of engagement mechanisms C1 to C3 and B1 to B4, where “◯” indicates an engaged state (a state where the components are connected), and no mark indicates a released state. Indicates that there is. For the brake B2, “◯” indicates that the rotation is blocked, “Δ” indicates that the unidirectional rotation is permitted, and no mark indicates that the bi-directional rotation is permitted. The rotation prevention state and the one-way rotation permission state are referred to as an engagement state. “Gear ratio” indicates the gear ratio between the input shaft 10 and the output member 11.

  In the automatic transmission 1, by shifting three of the engagement mechanisms C1 to C3 and B1 to B4 in the respective gear speeds, 10 forward speeds and 1 reverse speed (RVS) are realized. ing.

  The speed diagram of FIG. 3 shows the rotational speed ratio of each element at each gear position with respect to the input to the input shaft 10. The vertical axis indicates the speed ratio, “1” indicates the same rotational speed as the input shaft 10, and “0” indicates the stop state. The horizontal axis is based on the gear ratio between the rotating elements of the planetary gear mechanisms P1 to P4. λ represents a gear ratio between the carrier Cr and the sun gear S.

<Control device>
FIG. 4 is a block diagram of the control device 100 according to an embodiment of the present invention. The control device 100 can control not only the automatic transmission 1 but also its drive source and the starting device between them. The control device 100 includes a processing unit 101 such as a CPU, a storage unit 102 such as a RAM and a ROM, and an interface unit 103 that interfaces an external device and the processing unit 101.

  The processing unit 101 executes a program stored in the storage unit 102 and controls various actuators 120 based on detection results of the various sensors 110.

  The various sensors 110 include various sensors provided in the automatic transmission 1 and its drive source. For example, an input rotation sensor 111, an output rotation sensor 112, and a shift position sensor in relation to a control example described later. 113 and a foot brake sensor 114 are included. The input rotation sensor 111 is a sensor that detects the rotation of the input shaft 10. The output rotation sensor 112 is a sensor that detects the rotation of the output member 11, and the detection target may be the output member 11 itself, but may be another part such as a counter shaft to which the rotation of the output member 11 is transmitted. . The shift position sensor 113 detects the shift stage selected by the driver. The foot brake sensor 114 detects the presence or absence of a driver's operation on the brake pedal.

  The various actuators 120 include various actuators provided in the automatic transmission 1 and its drive source, but the operating states of the engagement mechanisms C1 to C3 and B1 to B4 are switched in relation to a control example described later. An electromagnetic actuator such as an electromagnetic solenoid is included.

<Control example 1>
In general, a hydraulic engagement mechanism is provided with a sensor such as a hydraulic sensor for detecting a supply hydraulic pressure in order to confirm the operation. However, providing a sensor unique to the engagement mechanism increases the cost. In addition, the sensor itself may fail. Therefore, even when a sensor unique to the engagement mechanism is provided, the sensor is made fail-safe by preparing another method capable of confirming the operation of the engagement mechanism.

  Therefore, in the present embodiment, a method for realizing a function equivalent to the case of using the sensor without using the sensor unique to the engagement mechanism will be described.

  The target engagement mechanisms are C1, C2, and B1, and according to the following control method, a unique sensor is not essential for these engagement mechanisms.

  In the present embodiment, the operation confirmation of the engagement mechanisms C1 and B1 is performed when the shift speed is switched from the first forward speed to the reverse speed. FIG. 5 is an explanatory diagram showing an outline thereof.

  In general, when switching from the first forward speed to the reverse speed, the engagement mechanism B2 is switched from the one-way rotation permission state to the rotation prevention state as shown in FIG. At this time, a combination of engagement mechanisms in which the input shaft 10 does not rotate is used to generate abnormal noise and reduce vibration. Using this, when the input shaft 10 is rotating, the malfunction of the engagement mechanisms C1 and B2 is determined. Thereby, it is not necessary to check the state of the engagement mechanisms C1 and B2, and the unique sensor is not essential. Further, by confirming that the output shaft 11 is not rotating, the differential rotational speed between the input shaft 10 and the output member 11 becomes 0, and the engagement mechanism B2 is switched to the rotation blocking state. Although it is possible to refer to the state of the engagement mechanism C2 that the differential rotational speed between the input shaft 10 and the output member 11 is 0, a unique sensor is essential. In the present embodiment, it is possible to determine that the differential rotational speed is 0 without requiring a sensor unique to the engagement mechanism C2.

  When the gear position is in the first forward speed, the engagement mechanisms B3 and B4 are in the engaged state as shown in FIG. 2A, and the engagement mechanism B2 is in the one-way rotation permission state. First, as shown in stage 1 of FIG. 5, the engagement mechanisms B3 and B4 are controlled to be in a disengaged state. At this time, the driving wheels are in a state where the driving force is lost. When the disengagement of the engagement mechanisms B3 and B4 is completed, the process proceeds to the next stage 2.

  In stage 2, the engagement mechanisms C1, C2 and B1 are engaged. The drive wheel is neutral (the foot shaft can freely rotate). As apparent from the velocity diagram of FIG. 3, the input shaft 10 is fixed to the casing 12 by engaging the engagement mechanisms C <b> 1 and B <b> 1. At this time, if the input shaft 10 is not rotating with reference to the detection result of the input rotation sensor 111, it can be confirmed that the engagement mechanisms C1 and B1 have normally shifted to the engaged state. Conversely, if the input shaft 10 is rotating, it can be determined that at least one of the engagement mechanisms C1 or B1 has failed. In this way, it is possible to determine the operation state without providing a sensor unique to the engagement mechanisms C1 and B1. When it is confirmed that the rotation speed of the input shaft 10 = 0, the process proceeds to the next stage 3.

  In stage 3, the engagement mechanism B3 is engaged. At this time, the interlocking state is established and the drive wheels are decelerated and stopped. As apparent from the velocity diagram of FIG. 3, when the engagement mechanism B3 is engaged with the input shaft 10 not rotating, the ring gear R4 is stopped, and the carrier Cr4 and the carrier Cr2 are stopped. Become.

  At this time, if the output member 11 is not rotating with reference to the detection result of the output rotation sensor 112, both the input shaft 10 and the output member 11 have the number of rotations = 0 and are connected to the engagement mechanism B2. The number of rotations of Cr2 and Cr4 is 0. Here, when the sensor unique to the engagement mechanism C2 is provided, it can be confirmed that the number of rotations of the carriers Cr2 and Cr4 is 0 by detecting the engagement state of the engagement mechanism C2 with a sensor unique to the engagement mechanism C2. is there. However, in the present embodiment, by confirming the rotation speed of the output member 11, it is possible to confirm that the differential rotation speed is 0 even if the engagement state of the engagement mechanism C2 is not detected.

  Although it is not impossible for the engagement mechanism B3 to be engaged in the stage 2, in this embodiment, the engagement mechanism B3 is engaged in the stage 3 in order to determine the failure of the engagement mechanisms C1 and B1 and to avoid abnormal running. I am going to do it.

  The abnormal traveling will be further described. If the engagement mechanism B3 is engaged in the state of stage 2, if the engagement mechanism B1 is not engaged due to a failure, a combination of the seventh forward speed is established. (FIG. 2A), there is a possibility of abnormal running. Further, if the engagement mechanism C1 is not engaged due to a failure, a combination of the ninth forward speed is established (FIG. 2A), and there is a possibility of abnormal running. Even if the engagement mechanism C2 is out of order, none of the forward gears is established, and it is not necessary to be in abnormal running.

  Note that, when the engagement mechanism B3 is engaged in the stage 3, if the engagement mechanism B3 is not engaged due to a failure, abnormal running does not occur. This is because it is confirmed in Step 2 that the engagement mechanisms C1 and B1 are normal.

  In stage 4, the engagement mechanism B2 is switched from the one-way rotation permission state to the rotation prevention state. Since the differential rotational speed between the input shaft 10 and the output member 11 is 0, it is possible to avoid occurrence of abnormal noise or vibration. At this stage, the drive wheels are stopped. The engagement of the engagement mechanism C2 is not essential, but the engagement mechanism C2 is engaged in order to maintain the interlock state and prevent the vehicle from moving on an inclined land or the like. When the switching of the state of the engagement mechanism B2 is completed, the process proceeds to Step 5.

  In step 5, the engagement mechanisms B1 and C2 are released. Thus, the reverse gear combination is established (FIG. 2A).

  As described above, in this embodiment, by using the input rotation sensor 111 and the output rotation sensor 112, it is possible to check the operation of the engagement mechanisms C1, C2, and B1 without a unique sensor, and when a unique sensor is provided. Can function as a face-safe.

  An example of processing executed by the processing unit 101 will be described with reference to FIGS.

  With reference to FIG. 6, in S <b> 1, it is determined whether a condition for switching the engagement mechanism B <b> 2 from the one-way rotation permission state to the rotation prevention state is satisfied. For example, when the shift position sensor 113 detects that the driver has selected the reverse gear, it is determined that this condition is satisfied. If yes, go to S2, otherwise go to S4.

  In S2, the engagement mechanisms B3 and B4 are released as described in Step 1 of FIG. In S3, the preparation mode is set as the control mode. Such mode setting is managed by providing a storage area for mode information in the storage unit 102, for example. Then, it progresses to S5.

  In S4, it is determined whether or not the preparation mode is being set. If applicable, the process proceeds to S5, and if not, the process proceeds to S6. In S5, a preparation process is performed. Details will be described later. In S6, other processing is performed and one unit of processing is terminated.

  FIG. 7 is a flowchart showing the preparation process of S5. In S11, torque limitation of the drive source of the automatic control device 1 is executed. For example, when the drive source is an internal combustion engine and the hydraulic pressure of the hydraulic engagement mechanism is generated by the internal combustion engine, the output is reduced within a range where the required hydraulic pressure is ensured.

  In S12, it is determined whether or not the state of the engagement mechanism B2 has been shifted to the rotation prevention state. If applicable, the process proceeds to S22, and if not, the process proceeds to S13.

  In S13, as described in Step 1 of FIG. 5, control for engaging the engagement mechanisms C1, C2, and B1 is started. In addition, at the first time, the elapsed time from the start of control is started. It is assumed that the engagement mechanisms C1, C2, and B1 are engaged by gradually increasing the control amount for an actuator such as an electromagnetic solenoid provided in these hydraulic circuits. Therefore, engagement is completed by repeating the process of S13 several times.

  In S14, whether or not the total control amount for the engagement mechanisms C1 and B1 reaches a specified value necessary for completion of the engagement, and whether or not the rotation speed of the input shaft 10 is 0 as described in Step 2 of FIG. Determine. If all of these conditions are satisfied, the process proceeds to S17. If not, the process proceeds to S15. The total control amount of the engagement mechanism C2 is not particularly determined, but when the total control amount for the engagement mechanisms C1 and B1 has reached a specified value, the total control amount of the engagement mechanism C2 is also determined. It is considered that the specified value has been reached.

  In S15, it is determined whether or not the elapsed time that started timing in S13 for the first time has reached a specified time. If it has not reached, one unit of processing is terminated. If it has reached, it is a case where the rotational speed of the input shaft 10 has not reached 0 within the specified time, and it is determined that both or one of the engagement mechanisms C1 and B1 has failed, and the failure mode is set in S16. Set. Depending on the setting of the failure mode, processing corresponding to the failure of the engagement mechanisms C1 and B1 is executed in a separate routine.

  In S17, as described in Step 3 of FIG. 5, control for engaging the engagement mechanism B3 is started. In addition, at the first time, the elapsed time from the start of control is started. It is assumed that the engagement of the engagement mechanism B3 is performed by gradually increasing the control amount for an actuator such as an electromagnetic solenoid provided in the hydraulic circuit. Therefore, the engagement is completed by repeating the process of S17 a plurality of times.

  In S18, it is determined whether or not the total control amount for the engagement mechanism B3 reaches a specified value necessary for completion of the engagement, and the rotational speed of the output member 11 is 0 as described in Step 3 of FIG. To do. Further, it is determined whether or not the foot brake is operating (braking). If all of these conditions are satisfied, the process proceeds to S21, and if not, the process proceeds to S19. When it is determined that the foot brake is in operation, it can include a case where the detection result of the foot brake sensor 114 indicates that there is an operation and a case where the foot brake is operated by automatic control. The requirement that the foot brake is in operation is that the vehicle moves forward when the engagement mechanism C2 is not actually engaged, the wheels rotate, and the output member 11 rotates. This is to avoid the case just in case.

  In S19, it is determined whether or not the elapsed time that started timing in the first time in S17 has reached a specified time. If it has not reached, one unit of processing is terminated. The specified time in S16 is set longer than the specified time in S15. If it has been reached, it is determined that some failure has occurred, and a failure mode is set in S20. Depending on the setting of the failure mode, processing corresponding to the failure is executed in a separate routine.

  In S21, as described in stage 4 of FIG. 5, the state of the engagement mechanism B2 is switched to the rotation prevention state.

  In S22, the setting of the preparation mode is canceled. In S23, the RVS in-gear mode is set. With this setting, as described in the step 5 of FIG. 5, in another routine, the engagement mechanisms C2 and B1 are released and the engagement mechanisms C1 and C3 are engaged. Thus, the preparation process ends.

<Control example 2>
An example will be described in which a unique sensor for detecting the operation state is provided in the engagement mechanism C2, and the processing described with reference to FIGS. 5 and 7 is executed when it is determined that the unique sensor has failed. That is, this is an example in which the above-described control is performed as face safe. Assume that the sensor unique to the engagement mechanism C2 is a hydraulic pressure sensor that detects the hydraulic pressure supplied to the engagement mechanism C2.

  The failure determination of the hydraulic sensor can be performed, for example, when selecting the fifth forward speed to the tenth speed stage. At these shift speeds, the engagement mechanism C2 is in the engaged state. When the engagement of the engagement mechanism C2 is confirmed from the vehicle speed, the engine speed, etc., and the detected hydraulic pressure of the hydraulic sensor does not indicate the engagement of the engagement mechanism C2, the hydraulic sensor is broken. Judgment is possible.

  FIG. 8 is a flowchart showing the preparation process of S5 in this control example. S11 to S23 are the same processes as S11 to S23 in the example of FIG. Hereinafter, different processes will be described.

  In this control example, after starting control for engaging the engagement mechanisms C1, C2, and B1 in S13, the process proceeds to S31. In S31, it is determined whether or not the hydraulic sensor for the engagement mechanism C2 has failed. If it has failed, the process proceeds to S14. In this case, the processing using the input rotation sensor 111 and the output rotation sensor 112 described in FIG. 7 is executed. If there is no failure, the process proceeds to S32.

  In S32, it is determined whether or not a predetermined condition is satisfied. The conditions here are, for example, that the engagement mechanism C2 is confirmed to be engaged based on the detection result of the hydraulic sensor, that the rotation speed of the input shaft 10 indicated by the input rotation sensor 111 is less than a threshold value, For example, the line hydraulic pressure is higher than the hydraulic pressure necessary for switching the state of the engagement mechanism B2. As the threshold value of the rotational speed of the input shaft 10, it is possible to set the rotational speed in a range in which abnormal noise and vibration do not substantially occur when the state of the engagement mechanism B2 is switched. When the condition is not satisfied, the process of one unit is finished. When the condition is satisfied, the process proceeds to S21, and the engagement mechanism B2 is switched to the rotation prevention state.

  In the case of this control example, when the hydraulic pressure sensor is normal, there is no processing in stage 3 in FIG. 5 and there is no need to wait until the rotation speed of the output member 11 becomes zero. Therefore, when the hydraulic pressure sensor is normal, the speed required for switching can be improved. If the oil pressure sensor is abnormal, the process of FIG. 5 is executed as fail-safe, and traveling is possible even if the oil pressure sensor is abnormal.

P1-P4 Planetary gear mechanisms C1-C3, B1-B4 Engagement mechanism 1 Automatic transmission 10 Input shaft 11 Output member 12 Casing 100 Control device

Claims (5)

A control device for an automatic transmission comprising an input shaft that is rotated by power from a drive source and an output member that transmits the rotation of the input shaft after being shifted.
The automatic transmission is
A first planetary gear mechanism comprising first to third rotating elements comprising a sun gear, a carrier, and a ring gear;
A second planetary gear mechanism comprising fourth to sixth rotating elements comprising a sun gear, a carrier, and a ring gear;
A third planetary gear mechanism comprising seventh to ninth rotating elements comprising a sun gear, a carrier, and a ring gear;
A fourth planetary gear mechanism comprising tenth to twelfth rotating elements consisting of a sun gear, a carrier, and a ring gear;
A plurality of engagement mechanisms capable of connecting any of the rotating elements, the input shaft and the rotating element, or the rotating element and the casing;
The first rotating element and the input shaft are coupled;
The fourth rotating element and the output member are coupled;
The fifth rotating element and the eleventh rotating element are coupled;
The plurality of engagement mechanisms are:
A first clutch capable of connecting the first rotating element and the seventh rotating element;
A second clutch capable of connecting the first rotating element and the eleventh rotating element;
A first brake capable of connecting the seventh rotating element and the casing;
A second brake capable of connecting the fifth rotating element and the casing;
With
The second brake is
A one-way rotation permission state that restricts only one-way rotation of the fifth rotation element; a rotation-blocking state that restricts two-way rotation of the fifth rotation element; and a two-way rotation of the fifth rotation element. It is a mechanical clutch that can be switched between a bi-directional rotation allowable state that allows rotation,
The controller is
When the reverse gear is selected, a preparation process can be executed when switching the state of the second brake to the rotation prevention state,
In the preparation process,
Controlling the first clutch, the second clutch, and the first brake to an engaged state;
Thereafter, it is determined whether or not the input shaft is rotating with respect to the casing ,
If it is determined that the input shaft is rotating, it is determined that at least one of the first clutch or the first brake has failed.
A control device characterized by that. The control device according to claim 1,
The plurality of engagement mechanisms are:
A third brake capable of connecting the ninth rotating element and the casing;
In the preparation process, the control device,
If it is determined that the input shaft is not rotating,
Controlling the third brake to an engaged state;
Thereafter, it is determined whether or not the output member is rotating with respect to the casing ,
Switching the state of the second brake to the rotation prevention state, at least on the condition that it is determined that the output member is not rotating,
A control device characterized by that. The control device according to claim 2,
The second clutch is a hydraulically operated clutch;
The automatic transmission includes a sensor for detecting a hydraulic pressure supplied to the second clutch;
The controller is
Determine whether the sensor is faulty,
If it is determined that the sensor has not failed, in the preparation process,
If it is determined that the input shaft is not rotating, it is determined whether the second clutch is in an engaged state based on the detection result of the sensor;
Switching the state of the second brake to the rotation prevention state, at least on the condition that it is determined that the second clutch is in an engaged state;
A control device characterized by that. A control device for an automatic transmission comprising an input shaft that is rotated by power from a drive source and an output member that transmits the rotation of the input shaft after being shifted.
The automatic transmission is
A plurality of planetary gear mechanisms including a plurality of rotating elements including a sun gear, a carrier, and a ring gear;
A plurality of engagement mechanisms capable of connecting any of the rotating elements, the input shaft and the rotating element, or the rotating element and the casing;
The controller is
The engagement of the plurality of engagement mechanisms, the input shaft is controlled to a combination that does not rotate relative to the casing, the time, when the input shaft relative to the casing is rotating, the Determining that at least one of the plurality of engagement mechanisms is defective;
A control device characterized by that. A control device for an automatic transmission comprising an input shaft that is rotated by power from a drive source and an output member that transmits the rotation of the input shaft after being shifted.
The automatic transmission is
A plurality of planetary gear mechanisms including a plurality of rotating elements including a sun gear, a carrier, and a ring gear;
A plurality of engagement mechanisms capable of connecting any of the rotating elements, the input shaft and the rotating element, or the rotating element and the casing;
The plurality of engagement mechanisms are
A one-way rotation allowing state to regulate only the rotation in one direction of the predetermined rotational element of said rotary element, and the rotation inhibiting state to regulate bi-directional rotation of the predetermined rotational element, of the predetermined rotational element Including a bi-directional rotation permissible state that allows bi-directional rotation, and a mechanical clutch that can be switched to,
The controller is
When reverse gear is selected, the engagement state of the plurality of engagement mechanisms is controlled to a combination in which the input shaft does not rotate with respect to the casing, and at that time, the output member does not rotate with respect to the casing. At least on the condition that the state of the mechanical clutch is switched to the rotation prevention state,
A control device characterized by that.

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