JPH11280882A - Failure detection device of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accurately carry out the judgement when the trouble or normality of gears is judged by comparing the gear ratio of a target gear step based on a speed change command with a real gear ratio, in an automatic transmission. SOLUTION: This device is constituted, for example, at the fourth speed order time, so that a gear normality is judged when the deviation for the gear ratio C4 of the fourth speed of the real gear ratio GR calculated from the input number of rotation and output number of rotation of a speed change gear mechanism is within the range of prescribed deviations α4L, α4H, while the gear trouble is judged when the deviation of the real gear ratio GR becomes larger than the prescribed deviations β4L, β4H set to a larger value than these prescribed deviations and the real gear ratio GR is within the range of prescribed deviations α3L, α3H for the normality, judgement set for the gear ratio G3 of a third speed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for detecting a failure of an automatic transmission, and more particularly to a device for detecting a gear failure in which a gear position does not meet a command, and belongs to the technical field of a vehicle automatic transmission.

[0002]

2. Description of the Related Art As is well known, an automatic transmission mounted on a vehicle such as an automobile combines a torque converter and a transmission gear mechanism, and transmits a power transmission path of the transmission gear mechanism to a plurality of frictions such as clutches and brakes. The automatic transmission is configured to automatically shift to a predetermined gear by switching the elements by selectively engaging the elements. The automatic transmission includes the friction elements and a lock provided in the torque converter. By controlling the supply of operating pressure to the up clutch and
A hydraulic control circuit for fastening or releasing these is provided.

[0003] The hydraulic control circuit is provided with various solenoid valves for generating, supplying, discharging, and regulating the operating pressure, and controls the operation of these solenoid valves by electric control signals. Thus, the working pressure supplied to the friction element and the lock-up clutch is controlled.

[0004]

However, in the case of the above construction, when a malfunction of the solenoid valve occurs, a required friction element is not engaged in response to a shift command output in accordance with an operation state. In other words, since the gear is not released, the gear position as instructed cannot be obtained, or the engagement and release of the lock-up clutch are not performed as instructed.

Therefore, conventionally, a failure detection signal is output to each solenoid valve at the time of starting operation of the vehicle to detect in advance whether there is an electrical failure such as disconnection or short circuit in each solenoid valve. However, even when the above-described electrical failure does not occur, the solenoid valve may not operate properly due to a so-called functional failure such as a bad seal due to the stick of a plunger or a foreign object. In this case, the gear shift control or lock-up control cannot be performed correctly, such as when the gear is changed to a gear different from the command or the lock-up clutch is in a different state from the command, even though no failure is detected electrically. become.

[0006] In order to solve this problem, in response to a shift command and a lock-up command output in accordance with the operation state, the actual gear position and the state of the lock-up clutch are detected. It is conceivable to determine a functional failure of the solenoid valve based on the result and execute predetermined fail-safe control.

In this case, a gear failure in which the gear is different from the command may be detected by comparing the actual gear ratio with the gear ratio of the commanded gear. As a related technology, Japanese Patent Application Laid-Open No.
Japanese Patent Application Publication No. 1353 discloses a technology in which an actual gear ratio is calculated from an input rotation speed and a vehicle speed, and the calculated gear ratio is compared with a previously held gear ratio.

However, when the actual gear ratio calculated from the input rotation speed and the vehicle speed does not match the gear ratio of the target gear designated by the shift command, this is caused by a malfunction of the solenoid valve. The actual gear ratio may not coincide with the gear ratio of the target gear stage due to other factors such as slippage of a friction element, for example. Therefore, in this case, if it is determined that a gear failure has occurred, and if a malfunction of the solenoid valve is determined based on the failure and fail-safe control is performed on the failure, erroneous determination or erroneous control may occur.

Therefore, in the present invention, when determining a malfunction of a solenoid valve or the like as described above, when a gear failure is determined from an actual gear ratio and a gear ratio of a target gear, the failure is determined with high accuracy. As an issue.

[0010]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a failure detection device for an automatic transmission according to the present invention is characterized in that it is configured as follows.

First, an invention according to claim 1 of the present application (hereinafter referred to as a "first invention") includes a torque converter, a transmission gear mechanism to which power from a power source is input via the torque converter, An automatic transmission, comprising: a plurality of friction elements for switching a power transmission path of the transmission gear mechanism; and a hydraulic control circuit for controlling supply and discharge of operating pressure to and from these friction elements to switch a gear of the transmission gear mechanism. An actual gear ratio calculating means for calculating an actual gear ratio based on a ratio between an input rotation speed and an output rotation speed of the transmission gear mechanism; and a gear of a target gear designated by a shift command output according to an operation state. Comparing means for comparing the gear ratio with the actual gear ratio; gear normality judging means for judging a normal state when a deviation of the actual gear ratio with respect to the gear ratio of the target gear is smaller than a first predetermined deviation; Gear failure determining means for determining a failure state when the deviation of the actual gear ratio with respect to the gear ratio of the gear is larger than a second predetermined deviation set to a value larger than the first predetermined deviation. And

Further, the invention according to claim 2 (hereinafter referred to as “second
Similarly to the first invention, the invention includes a torque converter, a transmission gear mechanism to which power from a power source is input via the torque converter, and a plurality of power transmission paths for switching the power transmission path of the transmission gear mechanism. And a hydraulic control circuit that controls the supply and discharge of operating pressure to and from these friction elements to switch the gear stage of the transmission gear mechanism. Actual gear ratio calculating means for calculating the actual gear ratio based on the ratio with the number, and comparing the actual gear ratio with the gear ratio of the target gear designated by the shift command output according to the operating state. Means, a gear normality judging means for judging a normal state when a deviation of the actual gear ratio with respect to the gear ratio of the target gear is smaller than a first predetermined deviation; The difference is larger than the second predetermined deviation set to a value larger than the first predetermined deviation, and the deviation of the actual gear ratio with respect to the gear ratio of another gear other than the target gear based on the speed change command is different. Gear failure determining means for determining a failure state when the deviation is smaller than the third predetermined deviation.

According to a third aspect of the invention (hereinafter referred to as a "third invention"), in the second invention, a failure determination for a gear ratio of another gear different from the target gear is set. The value of the third predetermined deviation is set equal to the value of the first predetermined deviation for normality determination when the other gear is the target gear.

With the above configuration, the following effects can be obtained according to the present invention.

First, according to the first invention, when the deviation of the actual gear ratio from the target gear ratio (gear ratio of the target gear) is smaller than the first predetermined deviation, it is determined that the gear ratio is normal. Even if the deviation of the actual gear ratio is larger than the first predetermined deviation, it is not immediately determined that a failure has occurred, and a gear failure occurs only when the deviation exceeds the second predetermined deviation set to a value larger than the first predetermined deviation. Will be determined to have been made.

That is, a dead zone is provided between the range of the gear ratio for normality determination and the range of the gear ratio for failure determination provided in the gear ratio range. Thus, when the gear ratio is different from that of the target gear due to, for example, slippage of the friction element, it is possible to avoid erroneously determining whether the gear is faulty or normal.

Further, according to the second aspect of the present invention, when the deviation of the actual gear ratio with respect to the target gear ratio becomes larger than the second predetermined deviation, the gear failure determination is not immediately performed, and further, the difference from the target gear is different. The gear failure is determined only when the deviation of the actual gear ratio with respect to the gear ratio of the first gear is smaller than the third predetermined deviation. Therefore, the determination of the gear failure is performed more accurately than in the case of the first invention, and the erroneous determination is more reliably avoided.

According to the third aspect of the present invention, the value of the third predetermined deviation for another gear speed different from the target gear speed for failure determination in the second invention is different from the value of the other gear speed for the target gear speed. Since the value is equal to the value of the first predetermined deviation for normality determination in the case of a gear, the deviation for failure determination for one gear and the deviation for normality determination for another gear are different. It will be standardized.

[0019]

Embodiments of the present invention will be described below.

First, the mechanical structure of the automatic transmission 10 according to this embodiment will be described with reference to FIG.

The automatic transmission 10 includes a torque converter 20 and a torque converter 2 as main components.
0, a plurality of friction elements 41 to 45 such as clutches and brakes for switching the power transmission path of the mechanism 30 and a one-way clutch 46. A first to fourth speed in a forward range such as a range, and a reverse speed in an R range can be obtained.

The torque converter 20 includes a pump 2 fixed in a case 21 connected to the engine output shaft 1.
2 and the pump 22
And a stator 25 interposed between the pump 22 and the turbine 23 and supported by the transmission case 11 via a one-way clutch 24 to perform a torque increasing action. , Case 2 above
A lock-up clutch 26 is provided between the engine 1 and the turbine 23 and directly connects the engine output shaft 1 and the turbine 23 via the case 21. The rotation of the turbine 23 is output to the transmission gear mechanism 30 via the turbine shaft 27.

Here, an oil pump 12 driven by the engine output shaft 1 through a case 21 of the torque converter 20 is provided on the side opposite to the engine of the torque converter 20.
Is arranged.

On the other hand, the gear transmission mechanism 30 includes sun gears 31a and 32a and these sun gears 31a and 32a, respectively.
a, 32a meshed with a plurality of pinions 31b, 32b
And pinion carriers 31c, 32c for supporting these pinions 31b, 32b, and pinions 31b, 32b
And first and second planetary gear mechanisms 31 and 32 having internal gears 31d and 32d meshed with the gears.

The turbine shaft 27 and the first
A forward clutch 41 is provided between the planetary gear mechanism 31 and the sun gear 31a, a reverse clutch 42 is provided between the turbine shaft 27 and the sun gear 32a of the second planetary gear mechanism 32, and a turbine shaft 27 is provided with the second planetary gear mechanism. A 3-4 clutch 43 is interposed between the pinion carrier 32c and the pinion carrier 32, and a 2-4 brake 44 for fixing the sun gear 32a of the second planetary gear mechanism 32 is provided.

Further, the internal gear 31d of the first planetary gear mechanism 31 and the pinion carrier 32c of the second planetary gear mechanism 32 are connected, and these are connected to the transmission case 11
And a low reverse brake 45 and a one-way clutch 46 are arranged in parallel, and the pinion carrier 31c of the first planetary gear mechanism 31 and the internal gear 32d of the second planetary gear mechanism 32 are connected, The output gear 13 is connected to these. The rotation of the output gear 13 is transmitted to the transmission gears 2, 3, and 4 and the differential mechanism 5
And transmitted to the left and right axles 6 and 7.

Here, the relationship between the operating state of the friction elements 41 to 45 such as the clutches and brakes and the one-way clutch 46 and the gears is summarized in Table 1 below. In Table 1, () indicates a case where the friction element is fastened. Further, (（) in the column of the low reverse brake 45 indicates that the engagement is performed only in the L range.

[0028]

[Table 1] Next, the hydraulic control circuit 100 for supplying and discharging the operating pressure to and from the hydraulic chambers provided in the friction elements 41 to 45 will be described.

Here, among the above-mentioned friction elements, the 2-4 brake 44 for the second speed and the fourth speed, which is a band brake,
It has an apply chamber 44a and a release chamber 44b as a hydraulic chamber to which the operating pressure is supplied. When the operating pressure is supplied only to the apply chamber 44a, the 2-4 brake 44 is engaged, and only the release chamber 44b is provided. The 2-4 brake 44 is released when the operating pressure is supplied, when the operating pressure is not supplied to both the chambers 44a and 44b, and when the operating pressure is supplied to both the chambers 44a and 44b. It has become. Further, other friction elements 41 to 43, 4
Numeral 5 has a single hydraulic chamber, and when the operating pressure is supplied to the hydraulic chamber, the friction element is fastened.

As shown in FIG. 2, this hydraulic control circuit 10
0, the main components are a regulator valve 101 for generating line pressure, a manual valve 102 for switching the range by manual operation, and an oil passage that operates during gear shifting and leads to each of the friction elements 41 to 45. Switching low reverse valve 103, bypass valve 10
4, 3-4 shift valve 105 and lock-up shift valve 106, and first and second on-off solenoid valves (hereinafter referred to as "on-off SV") 111, 112 for operating these valves 103-106, A solenoid reducing valve (hereinafter, referred to as a “reducing valve”) 107 for generating a source pressure supplied to the on / off SVs 111 and 112 of the first on / off SV;
Solenoid relay valve (hereinafter referred to as "relay valve") 108 for switching the supply destination of the operating pressure from V111
And first to third duty solenoid valves (hereinafter referred to as "duty SV") for controlling generation, adjustment, discharge, and the like of the operating pressure supplied to the hydraulic chambers of the friction elements 41 to 45.
121, 122, 123, etc. are provided.

Here, the on / off SVs 111, 112
Each of the duty SVs 121 to 123 is a three-way valve, and can obtain a state in which the upper and downstream oil paths are communicated with each other and a state in which the downstream oil path is drained. In the latter case, the oil passage on the upstream side is shut off, so that the operating oil from the upstream side is not drained out in a drain state, and the drive loss of the oil pump 12 is reduced.

The ON / OFF SVs 111 and 112 are ON.
At the time, the upper and downstream oil passages are communicated. When the duty SV 121 to 123 is OFF, that is, when the duty ratio (the ratio of ON time in one ON-OFF cycle) is 0%, the duty SV 121 to 123 is fully opened, and the upper and downstream oil passages are completely communicated. In other words, when the duty ratio is 100%, the oil passage on the upstream side is shut off to make the oil passage on the downstream side in a drain state, and at an intermediate duty ratio, the hydraulic pressure on the upstream side is used as the original pressure. On the downstream side, an oil pressure adjusted to a value corresponding to the duty ratio is generated.

The regulator valve 101 adjusts the pressure of the hydraulic oil discharged from the oil pump 12 to a predetermined line pressure. This line pressure is supplied to the manual valve 102 via the main line 200 and the reducing valves 107 and 3-4
It is supplied to the shift valve 105.

The line pressure supplied to the reducing valve 107 is reduced to a constant pressure by the valve 107, and then supplied to the first and second on / off SVs 111 and 112 via lines 201 and 202. Is done.

This constant pressure is applied to the first on-off SV
When the switch 111 is ON, it is supplied to the relay valve 108 via the line 203. When the spool of the relay valve 108 is located on the right side in the drawing (the same applies hereinafter), the bypass valve 104 is further connected via the line 204. Is supplied as a pilot pressure to the control port 104a at one end of the valve, and urges the spool of the bypass valve 104 to the left. This constant pressure is applied to the relay valve 108.
Is located on the left side, the control port 10 at one end of the 3-4 shift valve 105 is connected via the line 205.
5a is supplied as pilot pressure to urge the spool of the 3-4 shift valve 105 to the right.

When the second on / off SV 112 is ON, the constant pressure from the reducing valve 107 is supplied to the bypass valve 104 via the line 206, and the spool of the bypass valve 104 is positioned on the right side. To do so, it is further supplied as pilot pressure to the control port 106a at one end of the lock-up control valve 106 via the line 207 to urge the spool of the control valve 106 to the left. Also,
When the spool of the bypass valve 104 is located on the left side, it is supplied as a pilot pressure to the control port 103a at one end of the low reverse valve 103 via the line 208 to urge the spool of the low reverse valve 103 to the left.

Further, the constant pressure from the reducing valve 107 is also supplied to the pressure regulating port 101a of the regulator valve 101 via the line 209. In this case, the constant pressure is controlled by a linear solenoid valve (hereinafter referred to as “linear SV”) provided in the line 209.
131, for example, according to the engine load, etc.
Therefore, the line pressure is adjusted by the regulator valve 101 according to the engine load and the like.

The main line 200 led to the 3-4 shift valve 105 is connected to the first line via the line 210 when the spool of the valve 105 is located on the right side.
The accumulator 141 communicates with the accumulator 141.
To introduce line pressure.

On the other hand, the line pressure supplied from the main line 200 to the manual valve 102 is D, S, L
, The first output line 211 and the second output line 212 in the forward range, and the first output line 211 in the R range.
And the third output line 213, and in the N range, the third output line 213.

The first output line 211 is connected to the first output line 211.
The first duty SV is led to the duty SV121.
A line pressure is supplied to 121 as a control source pressure. This first
The downstream side of the duty SV121 is guided to the low reverse valve 103 via a line 214,
When the spool of the valve 103 is located on the right side,
Further, it is led to the apply chamber 44a of the 2-4 brake 44 via the line 215, and when the spool of the low reverse valve 103 is located on the left side, it is further led to the hydraulic chamber of the low reverse brake 45 via the line 216. I will Here, from the line 214, the line 2
17 is branched and led to the second accumulator 142.

The second output line 212 is connected to the second output line 212.
Duty SV122 and third duty SV123
The line pressure is supplied to these duties SV122 and 123 as the control source pressure, respectively.
It is also led to the −4 shift valve 105. This 3-4
The line 212 led to the shift valve 105 is a line 2 when the spool of the valve 105 is located on the left side.
18, when the spool of the valve 106 is located on the left side, and further via the line 219 the forward clutch 4
1 to the hydraulic chamber.

Here, the forward clutch line 2
The line 220 branched from 19 is led to the 3-4 shift valve 105, and when the spool of the valve 105 is located on the left side, the line 220 communicates with the first accumulator 141 via the aforementioned line 210, and the valve 105 When the spool is located on the right side, it communicates with the release chamber 44b of the 2-4 brake 44 via the line 221.

Further, the downstream side of the second duty SV 122 to which the control source pressure is supplied from the second output line 212 is guided to the control port 108 a at one end of the relay valve 108 via the line 222 to reduce the pilot pressure. And urges the spool of the relay valve 108 to the left, and the line 22 branched from the line 222.
3 is led to a low reverse valve 103, and the valve 10
When spool 3 is on the right, line 2
Leads to 24.

From this line 224, the orifice 15
1, the line 225 is branched, and the branched line 225 is connected to the 3-4 shift valve 105.
When the spool of the 3-4 shift valve 105 is located on the left side, it is guided to the release chamber 44b of the 2-4 brake 44 via the line 221.

Also, the orifice 1
A line 226 is further branched from a line 225 branched via the line 51, and the line 226 is further branched.
6 is guided to the bypass valve 104, and to the hydraulic chamber of the 3-4 clutch 43 via the line 227 when the spool of the valve 104 is located on the right side.

Further, the line 224 is directly led to the bypass valve 104, and communicates with the line 225 via the line 226 when the spool of the valve 104 is located on the left side. That is, the line 224 and the line 225
Are connected to bypass the orifice 151.

Further, the downstream side of the third duty SV123 to which the control source pressure is supplied from the second output line 212 is led to the lock-up shift valve 106 via a line 228, and the spool of the valve 106 is located on the right side. To communicate with the forward clutch line 219. When the spool of the lock-up shift valve 106 is located on the left side, the lock-up shift valve 106 communicates with the front chamber 26 a of the lock-up clutch 26 via the line 229.

Further, a third output line 213 from the manual valve 102 is led to the low reverse valve 103 to supply a line pressure to the valve 103. When the spool of the valve 103 is located on the left side, the valve 103 is guided to the hydraulic chamber of the reverse clutch 42 via the line 230.

A line 231 branched from the third output line 213 is guided to the bypass valve 104, and when the spool of the valve 104 is located on the right side, the low reverse valve 1 is connected via the line 208 described above.
A line pressure is supplied as a pilot pressure to the control port 103a of No. 03 to urge the spool of the low reverse valve 103 to the left.

In addition to the above configuration, the hydraulic control circuit 10
At 0, a converter relief valve 109 is provided. This valve 109 is a regulator valve 101
After the operating pressure supplied through the line 232 is regulated to a constant pressure, the pressure is supplied to the lock-up shift valve 106 via the line 233. This constant pressure is supplied to the front chamber 26a of the lock-up clutch 26 via the line 229 when the spool of the lock-up shift valve 106 is located on the right side.
Further, when the spool of the lock-up shift valve 106 is located on the left side, it is supplied to the rear chamber 26b of the lock-up clutch 26 via the line 234.

Here, the lock-up clutch 26 is released by supplying the above-mentioned constant pressure to the front chamber 26a, and is engaged when the constant pressure is supplied to the rear chamber 26b. However, at the time of this engagement, when the spool of the lock-up shift valve 106 is located on the left side, the operating pressure generated by the third duty SV123 is supplied to the front chamber 26a, and accordingly, the operating pressure according to this operating pressure is adjusted. Fastening force can be obtained.

In the hydraulic control circuit 100, as described above, the line pressure adjusted by the regulator valve 101 is controlled by the control pressure from the linear SV 131 to, for example, a hydraulic pressure corresponding to the engine load. The control of the line pressure according to the range is also performed. That is, the main line 20 is guided from the manual valve 102 in the D, S, L, and N ranges.
0 to the regulator valve 101
, And D, S,
In the L and N ranges, the line pressure regulation value is set lower than in the R range.

On the other hand, as shown in FIG. 3, the first and second on / off SVs 111,
112, a controller 300 for controlling the first to third duties SV121 to 123 and the linear SV131 is provided.

The controller 300 includes a vehicle speed sensor 301 for detecting a vehicle speed of the vehicle, and a throttle opening sensor 30 for detecting a throttle opening as an engine load.
2. Engine speed sensor 3 for detecting engine speed
03, an inhibitor switch 304 for detecting the range selected by the driver, a turbine speed sensor 305 for detecting the speed of the turbine shaft 27 as the input speed to the speed change gear mechanism 30, and an output speed of the speed change gear mechanism 30. From the output speed sensor 306 for detecting the oil temperature, the oil temperature sensor 307 for detecting the oil temperature of the hydraulic oil, and the like, and the operating state of the vehicle or the engine indicated by the signals from these sensors and the switches 301 to 307. In response to,
On / off SV111, 112, duty SV12
1 to 123 and the operation of the linear SV 131 are controlled.

Next, the first and second on / off SV11
, 112 and the first to third duties SV121 to SV121
The relationship between the operation state of the friction element 23 and the supply / discharge state of the operation pressure of the friction elements 41 to 45 to and from the hydraulic chamber will be described for each gear.

Here, the first and second on-off SVs 111,
112 and first to third duties SV121 to 123
The combinations of the operating states (solenoid patterns) for the respective gears are set as shown in Table 2 below.

In Table 2, (○) indicates ON / OFF SV11.
ON for 1,112, Duty SV121-1
Reference numeral 23 is OFF, indicating a state in which the upstream oil passage is communicated with the downstream oil passage and the original pressure is supplied to the downstream as it is. (X) indicates on / off SV1
11 and 112, OFF, duty SV121
-123 are ON, all show a state in which the upstream oil passage is shut off and the downstream oil passage is drained. Further, (×) for the third duty SV123
(Duty)) indicates that the operating pressure is generated by draining the downstream side or by performing duty control on the downstream side.

[0058]

[Table 2] First, in the first gear (excluding the first gear in the L range),
As shown in FIG. 4 and FIG. 4, only the third duty SV123 operates to generate an operating pressure using the line pressure from the second output line 212 as a source pressure, and this operating pressure locks up via a line 228. It is supplied to the shift valve 106. In the first speed, since the spool of the lock-up shift valve 106 is located on the right side, the operating pressure is further supplied as a forward clutch pressure to a hydraulic chamber of the forward clutch 41 via a line 219, whereby the forward The clutch 41 is engaged.

Since the line 220 branched from the line 219 communicates with the first accumulator 141 via the 3-4 shift valve 105 and the line 210, the forward clutch pressure is supplied gently. .

Next, in the second speed state, as shown in Table 2 and FIG. 5, in addition to the above-described first speed state, the first duty SV121 is also operated, and the line pressure from the first output line 211 is restored. The working pressure is generated as the pressure. This operating pressure is supplied to the low reverse valve 103 via the line 214. At this point, the spool of the low reverse valve 103 is located on the right side, and the line 21
5, the application chamber 44a of the 2-4 brake 44
Is supplied as a servo apply pressure. Thus, in addition to the forward clutch 41, the 2-4 brake 44
Is concluded.

Since the line 214 communicates with the second accumulator 142 via the line 217, the supply of the servo apply pressure and the application of the 2-4 brake 44 are performed gently. The hydraulic oil stored in the accumulator 142 is pre-charged from the line 216 to the hydraulic chamber of the low reverse brake 45 when the spool of the low reverse valve 103 moves to the left when shifting to the first speed in the L range, which will be described later. Charged.

In the third speed state, as shown in Table 2 and FIG. 6, in addition to the above-mentioned second speed state, the second duty SV122 also operates, and the line pressure from the second output line 212 is reduced to the original pressure. As an operating pressure. This operating pressure is supplied to the low reverse valve 103 via the line 222 and the line 223.
The position of the third spool on the right side further introduces it into the line 224.

The operating pressure generated at the second duty SV 122 is introduced from the line 224 to the line 225 via the orifice 151 and guided to the 3-4 shift valve 105. Since the spool of the four-shift valve 105 is located on the left side, the spool is further supplied as a servo release pressure to the release chamber 44b of the 2-4 brake 44 via the line 221. As a result, the 2-4 brake 44 is released.

Also, the orifice 1
Since the line 226 is further branched from the line 225 branched through the line 51, the operating pressure is guided to the bypass valve 104 by the line 226, and at this time, the spool of the bypass valve 104 is located on the right side. Then, the pressure is further supplied to the hydraulic chamber of the 3-4 clutch 43 via the line 227 as the 3-4 clutch pressure. Therefore, in the third speed, the forward clutch 41 and the 3-4 clutch 43 are engaged, while the
-4 brake 44 will be released.

In the third speed state, the operating pressure is generated by the second duty SV122 as described above, and this is applied to the control port 1 of the relay valve 108 via the line 222.
08a, the relay valve 108
The spool moves to the left.

When the lock-up clutch 26 is engaged in the third speed state, first, as shown in Table 2 and FIG.
When the 112 operates, the reducing valve 1
07 (see FIG. 2) is the second ON / OFF SV1.
12, supplied to the control port 106a of the lock-up shift valve 106 via the line 206, the bypass valve 104 and the line 207, and moves the spool of the lock-up shift valve 106 to the left. At this time,
In the hydraulic chamber of the forward clutch 41, the operating pressure from the line 212 is applied to the 3-4 shift valve 105 and the line 2
18 and the like, and the forward clutch 41 is held in the engaged state.

At this time, the lock-up clutch 2
In the state 6, when the constant pressure is supplied from the converter relief valve 109 (see FIG. 2) to the rear chamber 26b through the lines 233 and 234, the third duty SV1
By 23, the operating pressure in the front chamber 26a is adjusted by discharge or duty control. Thereby, the lock-up clutch 26 is controlled to the engaged state or the slip state.

Further, in the case of the fourth speed, Table 2 and FIG.
As shown in the figure, the third duty S
While V123 stops generating the operating pressure, the first on / off SV111 operates.

By the operation of the first on / off SV 111, a constant pressure from the line 201 is supplied to the relay valve 108 via the line 203. As described above, the spool of the relay valve 108 Sometimes, the constant pressure is moved to the left, so that the constant pressure is applied to the control port 105a of the 3-4 shift valve 105 via the line 205.
And the spool of the valve 105 moves to the right.

Therefore, the line 221 leading to the release chamber 44b of the 2-4 brake 44 and the line 220 branched from the line 219 leading to the forward clutch 41
Are connected via the 3-4 shift valve 105, and 2
The release chamber 44b of the -4 brake 44 communicates with the hydraulic chamber of the forward clutch 41.

Then, as described above, the third duty SV
The operation pressure in the release chamber 44b of the 2-4 brake 44 and the hydraulic chamber of the forward clutch 41 is reduced by the stop pressure of the lock-up shift valve 106 and the line 22.
8 to be drained at the third duty SV123. As a result, the 2-4 brake 44 is engaged again, and the forward clutch 41 is released.

When the lock-up clutch 26 is engaged in the fourth speed state, as shown in Table 2 and FIG. 9, the second on / off SV 112 operates to lock the lock as in the case of the third speed. The spool of the upshift valve 106 moves to the left. Accordingly, in the lock-up clutch 26, in the state where a constant pressure is supplied to the rear chamber 26b through the lines 233 and 234, the operating pressure in the front chamber 26a is discharged or discharged by the third duty SV123. Duty controlled
The lock-up clutch 26 is controlled to the engaged state or the slip state.

In the fourth speed state, the spool of the 3-4 shift valve 105 is located on the right side, so that the line 219 leading to the forward clutch 41
And a line 221 communicating with the release chamber 44b of the 2-4 brake 44 through a line 220,
The lines 219 and 221 are guided to the lock-up shift valve 106, and the lines 219 and 221 are further shifted via the line 218 to the 3-4 shift line because the spool of the lock-up shift valve 106 is located on the left side as described above. It is led to the valve 105 and communicates with the drain port 105b of the valve 105.

Therefore, when the lock-up clutch 26 is engaged in the fourth speed, the forward clutch pressure and the servo release pressure become the third duty SV123
Is switched from the state where the pressure is released to the state where the pressure is drained from the drain port 105b of the 3-4 shift valve 105, whereby the released state of the forward clutch 41 and the engaged state of the 2-4 brake 44 are changed. Will be retained.

On the other hand, at the first speed in the L range, as shown in Table 2 and FIG. 10, the first and second on / off SVs 111, 1
12 and the first and third duties SV121 and 123 actuate, and the operating pressure generated by the third duty SV123 is applied to the line 22 as in the case of the first speed such as the D range.
8. Lock-up shift valve 106 and line 21
9 to the hydraulic chamber of the forward clutch 41 as forward clutch pressure.
1 is concluded. At this time, the lines 220, 3-
The first through the 4-shift valve 105 and the line 210
The fact that the engagement of the forward clutch 41 is gently performed by the introduction of the operating pressure to the accumulator 141 is the same as in the case of the first speed such as the D range.

The operation of the first on / off SV 111 causes the line 203, the relay valve 108, and the line 204 to operate.
, Pilot pressure is supplied to the control port 104a of the bypass valve 104, and the spool of the valve 104 moves to the left. Accordingly, the operating pressure from the second on / off SV 112 is supplied to the control port 103a of the low reverse valve 103 via the line 206, the bypass valve 104, and the line 208, and the spool of the valve 103 moves to the left. I do.

Therefore, the operating pressure generated at the first duty SV121 is supplied as a low reverse brake pressure to the hydraulic chamber of the low reverse brake 45 via the line 214, the low reverse valve 103, and the line 216. Low reverse brake 45 is engaged in addition to 41, and the first speed at which the engine brake operates is obtained.

Further, in the R range, Table 2 and FIG.
, The first and second on / off SVs 111 and 112
And the first to third duties SV121 to 123 operate. However, the second and third duty SVs 122 and 12
For No. 3, since the supply of the original pressure from the second output line 212 is stopped by the manual valve 102, no operating pressure is generated.

In this R range, the first,
Since the second on / off SVs 111 and 112 operate, the bypass valve 10 is operated in the same manner as in the case of the first speed in the L range.
4 moves to the left, and accordingly, the spool of the low reverse valve 103 also moves to the left. And
In this state, an operating pressure is generated at the first duty SV121, and is supplied to the hydraulic chamber of the low reverse brake 45 as a low reverse brake pressure.

On the other hand, in the R range, the manual valve 1
02, a line pressure is introduced into the third output line 213,
This line pressure is supplied as the reverse clutch pressure to the hydraulic chamber of the reverse clutch 42 via the line 230 and the low reverse valve 103 whose spool has moved to the left as described above. Therefore, the reverse clutch 42 and the low reverse brake 45 are engaged.

Next, the fail-safe control by the controller 300 shown in FIG.
V111, 112 and first to third duty SV12
Fail-safe control for functional failures 1 to 123 will be described.

First, the structure of each of the above-mentioned solenoid valves will be described. As shown in FIG. 12, an on-off SV 111 (also an on-off SV 112) has an upstream (hydraulic power source side) port 111b on the end face of a main body 111a, and a peripheral face. Downstream (friction element side) port 111c and drain port 111d
And a state in which the upstream port 111b and the downstream port 111c are cut off to communicate the downstream port 111c with the drain port 111d.
A plunger 111f is provided for switching via a ball member 111e between a state where the drain port 111d is communicated with the port 1c. Further, a spring 111g for urging the plunger 111f in a direction (a direction) for blocking the upstream port 111b and the downstream port 111c, and a direction (b) opposite to the urging force of the spring 111g on the plunger 111f when energized. And a coil 111h for applying an electromagnetic force in the direction (direction), and an on / off signal is supplied as a control signal from the controller 300 to the coil 111h.

Therefore, the on / off SV 111 (1
According to 12), when the ON / OFF signal is OFF (when the power is not supplied), the plunger 111f moves between the upstream port 111b and the downstream port 111c by the urging force of the spring 111g as shown in the figure. It is held at the shutoff position, the supply of hydraulic oil from the hydraulic pressure source side to the friction element side is stopped, and the friction element side is drained,
When the coil 111h is energized by turning on the on / off signal, the plunger 111f moves in the direction b against the urging force of the spring 111g due to the electromagnetic force generated by the coil 111h.
By communication between b and the downstream port 111c, hydraulic oil from the hydraulic pressure source side is supplied to the friction element side.

As shown in FIG. 13, the duty SV121 (the same applies to the duties SV122 and 123)
An upstream (hydraulic power source) port 12 is provided on the peripheral surface of the main body 121a.
1b, a downstream (frictional element side) port 121c, and a drain port 121d, and the drain port 121d is formed by communicating the upstream port 121b with the downstream port 121c when moving in the direction c. When the plunger 12 moves in the opposite direction d, the drain port 121d communicates with the downstream port 121c to shut off the upstream port 121b.
1e is provided. Further, the plunger 121
and a coil 1 for applying an electromagnetic force to the plunger 121e in a direction d opposite to the urging force of the spring 121f when energized.
21g is provided, and a duty signal that repeats ON and OFF at a constant cycle is supplied as a control signal from the controller 300 to the coil 121g.

The OF signal of the duty signal
When the F signal is supplied, the plunger 121e moves in the direction c and the upstream port 121b communicates with the downstream port 121c, so that the pressure of the hydraulic oil supplied to the friction element side is increased. When the ON signal is supplied, the plunger 121e moves in the direction d and the drain port 121d communicates with the downstream port 121c so that the pressure of the hydraulic oil supplied to the friction element side is reduced. It has become.

Therefore, the duty SV121
According to (122, 123), as described above, the smaller the duty ratio (the ratio of the ON time during one ON-OFF cycle), the higher the operating pressure supplied to the friction element side,
When the duty ratio is 0%, that is, when the duty ratio is completely OFF, the original pressure is supplied to the friction element as it is.

By the way, this type of solenoid valve 11
Despite the normal supply of the ON / OFF signal and the duty signal as described above from the controller 300, 1,112, 121 to 123 function or malfunction, that is, stick or leak of the plunger due to foreign matter biting or the like. Due to mechanical failure such as malfunction of the plunger due to breakage of the spring, the operation of supplying and discharging the hydraulic pressure to the friction element and the operation of adjusting the pressure may not be performed according to the control signal. The gear position according to the output command cannot be obtained, or the lock-up clutch is turned on (engaged),
The OFF (released) state may not be as instructed, or the engagement operation of the friction element may not be performed as instructed when switching from a non-running range such as N range to a running range such as D range. .

Therefore, the controller 300 determines whether the gear position matches the command, whether the state of the lock-up clutch 26 matches the command, or whether the engagement operation is performed according to the command. It is determined whether or not there is a malfunction, and if the instruction is not in accordance with the command, it is determined which of the solenoid valves 111, 112, 121 to 123 has a functional failure from which of the solenoid valves 111, 112, 121 to 123. At the same time, appropriate fail-safe control is performed according to the determination result.

Here, the malfunction of the solenoid valve and
The following table 3 summarizes the relationship between the gear positions and the abnormalities of the lock-up clutch 26 caused by this.

Incidentally, in Table 3, "OFF failure" for each solenoid valve means that the signal is ON even though the signal is ON.
A functional failure that causes the state of the FF, and the on / off SV11
1, 112 means that the operating pressure is not supplied from the hydraulic pressure source side to the friction element side.
Regarding V121 to V123, the operation pressure is to be supplied from the hydraulic pressure source side to the friction element side. Also,
The “ON failure” is a functional failure that is in an ON state while a signal is OFF, and is an ON / OFF SV 111, 112.
Means that the operating pressure is supplied from the hydraulic pressure source side to the friction element side.
Regarding 23, the operation pressure is not supplied from the hydraulic pressure source side to the friction element side.

In the following description, for example, when the gear is 4
Speed, the command to turn off the lock-up clutch 26 is “fourth command”, the gear is the fourth speed,
The command to turn ON the sixth gear is called a "fourth-speed lock-up command" or the like. An abnormality in which the actual gear is different from the command or becomes neutral is "gear failure", and the lock-up clutch 26 An abnormality that turns off in response to an ON command is called a “lock-up OFF failure”, an abnormality that turns ON in response to an OFF command is called a “lock-up ON failure”, and furthermore, an abnormality in which the engagement operation is not performed as instructed Is called “engagement failure”.

Then, there is no "gear failure", "lock-up OFF failure", "lock-up ON failure" or "engagement failure" for "OFF failure" and "ON failure" of each solenoid valve. (O), if any of the failures is (X), and the contents of Table 3 are rewritten, the results are as shown in Table 4.

[0093]

[Table 3]

[0094]

[Table 4] Here, the contents of Tables 3 and 4 will be specifically described. First, when the first ON / OFF SV 111 is OFF, a gear failure occurs when the gear position becomes neutral at the time of the fourth speed command, and a gear failure occurs when the fourth speed lockup command is issued. A gear failure that causes the gear to become the third speed occurs.

That is, in the state of the fourth speed shown in FIG.
When the first on / off SV 111 is turned off, the line 20
The supply of pilot pressure from 3,205 to the control port 105a of the 3-4 shift valve 105 is stopped,
The spool of the four-shift valve 105 is located on the left side. Therefore, the 3-4 clutch pressure generated at the second duty SV122 is supplied from the line 225 to the 3-4 clutch pressure.
2-4 via shift valve 105 and line 221
It is supplied to a release chamber 44b of the brake 44. As a result, the 2-4 brake 44 is released, and the gear position becomes neutral.

In the fourth speed lock-up state shown in FIG. 9, the first on / off SV 111 is turned off, and the supply of the pilot pressure to the control port 105a of the 3-4 shift valve 105 is stopped as in the above case. Then, when the spool of the 3-4 shift valve 105 is located on the left side, the 3-4 shift valve 105 generates the 3-4 shift valve 105 at the second duty SV122.
The clutch pressure is supplied to the release chamber 44b of the 2-4 brake 44 to release the 2-4 brake 44, and the line pressure from the second output line 212 is applied to the 3-4 shift valve 105, the line 218, and the lock. The hydraulic pressure is supplied to the hydraulic chamber of the forward clutch 41 via the upshift valve 106 and the line 219, and the forward clutch 41 is engaged. As a result, the gear is set to the third speed different from the command.

Further, when the first ON / OFF SV 111 has an ON failure, a gear failure occurs in which the gear stage becomes the fourth speed when the third speed lock-up command is issued.

That is, in the third speed lock-up state shown in FIG. 7, when the first on / off SV 111 is turned on,
Line 203, relay valve 108 and line 205
Through the control port 105 of the 3-4 shift valve 105
The pilot pressure is supplied to a, and the spool of the 3-4 shift valve 105 is located on the right side. Therefore, 2-4
The release chamber 44b of the brake 44 and the hydraulic chamber of the forward clutch 41 communicate with each other via a line 221, a 3-4 shift valve 105, a line 220, and a line 219. And 3-4 via line 218
The drain is drained from the drain port 105b of the shift valve 105, and as a result, the forward clutch 41 is released at the same time as the 2-4 brake 44 is engaged, so that the gear position becomes the fourth speed different from the command.

Further, when the second ON / OFF SV 112 fails in the OFF state, a gear failure in which the gear position becomes neutral when the third speed lock-up command is issued, and a lock-up OF in which the lock-up clutch 26 is not engaged when the fourth speed lock-up command is issued.
F failure occurs.

That is, in the third speed lock-up state shown in FIG. 7, when the second on / off SV 112 is turned off, the pilot pressure from the line 206, the bypass valve 104 and the line 207 to the control port 106a of the lock-up shift valve 106 is reduced. The supply is stopped, and the spool of the lock-up shift valve 106 is located on the right side. Therefore, the operating pressure in the hydraulic chamber of the forward clutch 41 is increased via the line 219, the lock-up shift valve 106, and the line 228. It is drained at the third duty SV123. as a result,
The forward clutch 41 is disengaged, and the gear position becomes neutral.

In the fourth-speed lock-up state shown in FIG. 9, the second on-off SV 112 is turned off, and the supply of pilot pressure to the control port 106a of the lock-up shift valve 106 is stopped as in the above case. When the spool of the lock-up shift valve 106 is located on the right side, a constant pressure from the line 233 is supplied to the front chamber 26a of the lock-up clutch 26 via the lock-up shift valve 106 and the line 229. . As a result, the lock-up clutch 26
Is released even though is an ON command.

When the second ON / OFF SV 112 has an ON failure, a lock-up ON failure in which the lock-up clutch 26 is engaged at the time of the fourth speed command occurs.

That is, in the state of the fourth speed shown in FIG.
When the second on / off SV 112 is turned on, the line 20
6. Control port 106a of lock-up shift valve 106 via bypass valve 104 and line 207
, And the spool of the lock-up shift valve 106 is located on the left side. Therefore, a constant pressure from the line 233 is supplied to the rear chamber 26b of the lock-up clutch 26 via the lock-up shift valve 106 and the line 234,
The operating pressure of the front chamber 26a is drained from the third duty SV123 via the line 229, the lock-up shift valve 106, and the line 228.
As a result, the lock-up clutch 26 is brought into the engaged state different from the command.

On the other hand, the first duty SV121 is turned off.
At the time of a failure, a gear failure occurs in which the second gear is set when the first speed command is issued.

That is, in the first speed state shown in FIG.
First duty SV121 is OFF (duty rate 0
%), The line pressure is output from the first duty SV 121 to the line 214 as it is, and is supplied to the apply chamber 44 a of the 2-4 brake 44 via the low reverse valve 103 and the line 215. As a result, the 2-4 brake 44 is engaged, and the second gear is set.

Further, when the first duty SV121
In the case of N failures, there are a gear failure in which the gear speed becomes the first speed at the time of the second speed command and a gear failure in which the gear speed becomes neutral at the time of the fourth speed command and the fourth speed lockup command.

That is, in the second speed state shown in FIG.
First duty SV121 is ON (duty rate 100
%), The operation supplied from the first duty SV121 to the apply chamber 44a of the 2-4 brake 44 via the line 214, the low reverse valve 103, and the line 215, contrary to the case of the OFF failure described above. The pressure is drained from the first duty SV121, so that the 2-4 brake 44 is released and the first gear is set.

In the fourth speed state shown in FIG. 8 and the fourth speed lock-up state shown in FIG. 9, when the first duty SV121 is turned on, in the same manner as described above,
Since the operating pressure supplied to the apply chamber 44a of the 2-4 brake 44 is drained, the 2-4 brake 44 is released. In this case, since the forward clutch 41 is not engaged, The gear is neutral.

Also, the second duty SV122 is turned off.
In the event of a failure, the gear is set to 3 at the time of first speed command and second speed command
A gear failure that increases speed occurs.

That is, in the first speed state shown in FIG.
When the second duty SV122 is turned off, a line pressure is output from the second duty SV122 to the line 222, and this is output to the low reverse valve 103 and the line 22.
4, the line 226, the bypass valve 104, and the line 227 are supplied to the hydraulic chamber of the 3-4 clutch 43. As a result, the 3-4 clutch 43 is engaged, and the third gear is established. It is.

In the second speed state shown in FIG.
When the duty SV122 is turned off, similarly,
The line pressure output from the second duty SV 122 is supplied to the 3-4 clutch 43, and the 3-4 clutch 4
3 is concluded, and at the same time,
Via the 4-shift valve 105 and line 221
The line pressure is supplied to the release chamber 44b of the 4 brake 44, and the 2-4 brake 44 is released. As a result, the third gear is set in this case as well.

Further, when the second duty SV122 fails in the ON state, a gear failure in which the gear stage becomes the second gear at the time of the third speed command and the third speed lockup command, and a gear speed failure at the time of the fourth speed command and the fourth speed lockup command. A neutral gear failure occurs.

That is, the state of the third speed shown in FIG.
When the second duty SV122 is turned on in the third speed lock-up state shown in FIG.
22, the low reverse valve 103 is supplied to the hydraulic chamber of the 3-4 clutch 43 via the line 224, the line 226, the bypass valve 104, and the line 227.
4 clutch pressure and the above-mentioned line 224 to line 225,
The servo release pressure supplied to the release chamber 44b of the 2-4 brake 44 via the 3-4 shift valve 105 and the line 221 is drained from the second duty SV122. As a result, at the same time as the 3-4 clutch 43 is released, the 2-4 brake 44 is engaged, and the second gear is established.

In the fourth speed state shown in FIG. 8 and the fourth speed lockup state shown in FIG. 9, when the second duty SV122 is turned on, the same as in the above case,
The 3-4 clutch pressure is drained. In this case, since the forward clutch 41 is not engaged, the gear is neutral.

Further, OF of the third duty SV121
At the time of the F failure, a gear failure in which the gear stage becomes the third speed at the time of the fourth speed command and a lockup OFF failure at which the lockup clutch 26 is not engaged at the time of the fourth speed lockup command occur.

That is, in the state of the fourth speed shown in FIG.
When the third duty SV123 is turned off, the line pressure is output from the third duty SV123 to the line 228 as it is, and this is output to the lock-up shift valve 106.
And line 219 to the hydraulic chamber of the forward clutch 41, and at the same time, from line 219 to line 220, 3-4 shift valve 105 and line 2
The power is also supplied to the release chamber 44b of the 2-4 brake 44 via 21. As a result, at the same time when the forward clutch 41 is engaged, the 2-4 brake 44 is released, and the third gear is established.

When the third duty SV123 is turned off in the fourth speed lockup state shown in FIG. 9, the lockup clutch is switched from the third duty SV123 via the line 228, the lockup shift valve 106 and the line 229. The line pressure is supplied to the front chamber 26a of the motor 26, and as a result, the lock-up clutch 26 is in a disengaged state different from the command.

Further, when the third duty SV123 fails in an ON state, a neutral failure occurs in which the gear position becomes neutral at the time of the first speed command, the second speed command, and the third speed command, and during the engagement operation in a stopped state. In this case, an engagement failure occurs in which the friction element is not fastened.

That is, in the first speed state shown in FIG. 4, the second speed state shown in FIG. 5, and the third speed state shown in FIG. 6, when the third duty SV123 is turned on, the line 228 is output from the third duty SV123. The operating pressure supplied to the hydraulic chamber of the forward clutch 41 via the lock-up shift valve 106 and the line 219 is drained from the third duty SV123, or the operating pressure is not supplied to the hydraulic chamber of the forward clutch 41 Will be. As a result, the forward clutch 41 is disengaged or disengaged, the gear position becomes neutral, or the vehicle cannot start at the first to third speed due to an engagement failure.

As described above, when a malfunction occurs in each solenoid valve, a gear failure, a lockup OFF failure, a lockup ON failure, and an engagement failure occur at the time of each command, depending on the type and mode of the failed solenoid valve. But from this, gear failure,
By detecting the presence or absence of a lock-up OFF failure, a lock-up ON failure, and an engagement failure in association with the type of the command at that time, it is possible to determine which solenoid valve has a functional failure in what mode. .

The controller 300 detects the occurrence of a gear failure, a lock-up OFF failure, a lock-up ON failure, and an engagement failure at the time of outputting each command. The failure mode is specified, and fail-safe control is performed according to the specified result.

In this case, in order to identify a solenoid valve having a functional failure, it is not necessary to detect the presence or absence of the above-mentioned gear failure or the like at every command shown in Table 4.

For example, when a gear failure occurs in which the gear position is set to a state other than the first speed when the first speed command is issued, the causes include an OFF failure of the first duty SV121, an OFF failure of the second duty SV122, and a third failure. Since the ON failure of the duty SV123 can be cited, it is not possible to identify a solenoid valve having a functional failure by detecting only a gear failure at the time of the first speed command.
If a gear failure does not occur at the time of the speed command, the cause of the above-described first-speed gear failure can be specified to be an OFF failure of the first duty SV121. A gear failure also occurs at the time of the second-speed command, but occurs at the time of the third-speed command. Otherwise, the cause of the first gear failure can be identified as the OFF failure of the second duty SV122.

In this way, it is possible to determine which solenoid valve has a functional failure by detecting only a gear failure, a lock-up OFF / ON failure, or an engagement failure at the time of a partial command. Can be identified, where the controller 300 described above
Detects the presence or absence of a gear failure or the like as a condition for identifying a solenoid valve having a functional failure by narrowing down the number of types of commands as much as possible, and when the failed solenoid valve has already been identified, It is designed to avoid wasteful detection of a gear failure or the like as necessary.

In particular, since output is performed only at high vehicle speeds,
The presence or absence of a gear failure or the like at the time of output of the fourth-speed lock-up command with a low output frequency is detected only when it is indispensable as a condition for identifying a solenoid valve having a functional failure. ,
It is intended to perform an accurate and quick failure determination of the solenoid valve.

In view of the above, in this embodiment, among the presence or absence of a gear failure at each command shown in Table 4, only the one shown in Table 5 is used for determining the failure of the solenoid valve. It is set to be used as a condition.

As for the gear failure at the time of the fourth speed command, it is determined whether the gear failure is neutral or the gear failure is third speed. This is because the first ON / OFF SV 111 has an OFF failure and the third duty SV 123
This is because it is necessary to distinguish whether the fourth-speed gear failure is a neutral gear failure or a third-speed gear failure in order to identify the OFF failure.

The gear failure at the time of the 1st to 3rd speed command due to the ON failure of the third duty SV123 becomes neutral, as described above. This includes the gear failure and the engagement failure. There are cases.

For other gear failures shown in Table 5, it is determined only whether the actual gear corresponds to or differs from the command. At the time of the third speed command and the third speed lockup command, even if any of the solenoid valves fails, the lockup ON failure and the lockup OFF failure do not occur. The lock-up OFF failure is not determined.

[0130]

[Table 5] Hereinafter, the control for determining the malfunction of the solenoid valve as described above and the fail-safe control according to the result will be specifically described with reference to a flowchart showing the operation of the controller 300.

First, the main program of the failure determination control will be described with reference to the flowchart shown in FIG. 14. First, the controller 300 executes step S of this program.
In step S1, it is determined whether or not the battery power has just been turned on. If so, all KAM (keep-alive memory) flags used in the following control are reset in step S2.

Here, the KAM flag is a flag that retains the stored contents even when the ignition switch is turned off, and is reset only immediately after the battery power is turned on as described above. I have.

As the KAM flag, in the following control, the first DCKAM flag XOS1OF1k and the XOS1OF1k for the OFF failure of the first and second on / off SVs 111 and 112 and the first to third duties SV121 to 123 are used.
2OF1k, XDS1OF1k to XDS3OF1k, also the first DCKAM flag XOS1ON1 for ON failure
k, XOS2ON1k, XDS1ON1k to XDS3O
N1k, also the second DCKAM flag X for OFF failure
OS1OF2k, XOS2OF2k, XDS1OF2k
~ XDS3OF2k, also the second DCKA for ON failure
M flag XOS1ON2k, XOS2ON2k, XDS
1ON2k to XDS3ON2k are used, and all of these flags are reset.

Note that “DC” is an abbreviation of “driving cycle” and means a period from turning on an ignition switch to turning off the switch. “1k” at the end of each flag name indicates the first driving cycle. The KAM flag set in the cycle and “2k” indicate the KAM flag set in the second driving cycle.

Next, in step S3, it is determined whether or not the ignition switch has just been turned on. If it is immediately after, that is, immediately after the above-described driving cycle is newly started, step S4 is executed. Reset all failure and normal flags used in the following control.

Here, the flag reset in step S4 includes a gear failure flag XGR for each gear stage.
1f to XGR3f, XGR4Nf, XGR43f, lock-up OFF failure flag XLOFf, lock-up O
N failure flag XLONf, engagement failure flag XEN
f, gear normal flags XGR1s to XGR4 for each gear stage
s, lock-up OFF normal flag XLOFs, lock-up ON normal flag XLONs, engage normal flag XENs, and first and second ON / OFF SVs 111, 1
OFF fault flags XOS1OFf, XOS2OFf, X for the twelfth and first to third duties SV121 to SV123
DS1OFf to XDS3OFf, similarly, ON failure flags XOS1ONf, XOS2ONf, XDS1ONf to X
There is DS3ONf.

Note that "f" at the end of each flag name indicates a failure flag, and "s" indicates a normal flag.

In step S5, based on the signals from the sensors and switches 301 to 307 shown in FIG. 3, the vehicle speed VEL, the throttle opening TVO, the engine speed ESPD, the range selected by the shift lever, and the transmission gear mechanism. Turbine speed T, which is the input speed to 30
In addition to performing input processing for reading various values related to the operating state such as REV, the output rotational speed OREV of the transmission gear mechanism 30, and the oil temperature TMP of the working oil, in steps S6 and S7, for example, the vehicle speed VEL and Throttle opening T
Based on the VO or the like, a shift control for switching gears in accordance with a program preset for each range and an ON / OFF control of the lock-up clutch 26 are performed.

Next, the controller 300 proceeds to step S
8, the normal flags XGR1s to XGR4s, X
It is determined whether all of LOFs, XLONs, and XENs are set.

When all of these normal flags are set, that is, when it is determined that all of them are normal in the following fault / normality control, the subsequent steps are executed without executing the subsequent control. Returning to step S1, these normal flags are reset immediately after the ignition switch is turned on in step S4. Therefore, until all the normal flags are set by the following determination control in each driving cycle, the following steps are performed. Step S9 is executed.

In step S9, the above-mentioned solenoid failure flags XOS1OFf, XOS2OFf, XDS
1OFf to XDS3OFf, XOS1ONf, XOS2
It is determined whether any of ONf and XDS1ONf to XDS3ONf is set.

When at least one of these failure flags is set, the fail-safe control described later is executed. These failure flags are also reset in step S4 by turning the ignition switch on or off.
Since the reset is performed immediately after N, all of the solenoid valves are in a reset state until any one of the solenoid valves is determined to be defective in the solenoid function failure determination control described later. Become.

That is, in step S10, the oil temperature TMP
Is lower than the predetermined oil temperature KTP1 or not, in step S11, whether the transmission is in a gearshift operation, or is, for example, in an engagement operation in which a transition from a neutral state to a traveling state is performed with an operation from the N range to the D range. If the oil temperature TMP is equal to or higher than the predetermined oil temperature KTP1 and the transmission is not in the shifting operation or the engagement operation, in other words, if the transmission is in a stable state, step S
At 12, it is determined whether the vehicle speed VEL is equal to or higher than a predetermined vehicle speed KVL1.

When VEL ≧ KVL1, that is, when the vehicle is running at or above the minimum vehicle speed necessary for accurately performing the following control for gear failure, normality determination, etc., at steps S13, S14 and S15, A gear failure that determines whether the gear is the commanded gear, a normality determination control, and a determination whether a lockup OFF failure has occurred in which the lockup clutch 26 is turned off in response to the ON command. Lock-up OFF failure, normality determination control, and lock-up ON failure, normality determination control for determining whether a lock-up ON failure in which the lock-up clutch 26 is turned ON in response to the OFF command. .

On the other hand, when the vehicle speed VEL is equal to the predetermined vehicle speed KVL1
At a lower stop or at a lower vehicle speed, in step S16,
It is determined whether the engagement normal flag XENs is set. Since this flag is reset in step S4 immediately after the ignition switch is turned on, steps S16 to S17 are initially executed to determine whether an engagement operation abnormality has occurred. Perform control.

Then, based on the results of the above-described failure and normality determination control, solenoid function failure determination control is performed in step S18 to determine the presence or absence of a functional failure in the solenoid valve. In step S19, a failure corresponding to the result is performed. Perform safe control.

If it is determined in step S16 that the engagement normal flag XENs is set, then step S20 is executed to determine whether or not the vehicle speed sensor 301 shown in FIG. 3 has failed. Performs judgment control.

In other words, this vehicle speed sensor failure determination control
Since the failure is determined when the output of the vehicle speed sensor 301 is 0 while the vehicle is traveling, a correct result cannot be obtained even when the vehicle is stopped. In the normality determination control, when it is determined that the engagement operation is not performed correctly and the vehicle cannot travel, the vehicle speed sensor failure determination control is not performed, and erroneous determination due to determination in such a state is prevented. It is becoming. This allows
Each control described below using the output of the vehicle speed sensor 301, the shift control of the automatic transmission, the lockup control, and the like are performed well.

It should be noted that all the faults and normality determination control in steps S13 to S15 and step S17 are all determined to be normal, and all the normal flags XGR1s to XGR4
When s, XLOFs, XLONs, and XENs are set, as described above, the operation ends in step S8 in the driving cycle, and thereafter, the control of the failure / normality determination is not performed. This is to prevent an erroneous determination when the failure / normality determination control is performed.

That is, all the normal flags XGR1s to XGR
After 4s, XLOFs, XLONs, and XENs are set, for example, a gear failure occurs at the first speed, and the first-speed gear failure flag XGR1f is set by the gear failure / normality determination control. The gear failure is
The case of the OFF failure of the first duty SV121;
A case due to an OFF failure of the second duty SV122;
Although the normal flags XGR2s to XGR4s remain set despite the fact that the third duty SV123 may be caused by an ON failure, the first duty SV is immediately set.
Thus, it is determined that an OFF failure has occurred in the switch 121, which may cause an erroneous determination. Therefore, all normal flags XGR1s to XGR4s, XLOFs, XLON
Once s and XENs are set, thereafter, in the driving cycle, the failure and normality determination control is prohibited, and the erroneous determination as described above is prevented.

As described above, the normal flag XGR1
s to XGR4s, XLOFs, XLONs, and XENs, even before all of them are set, steps S13 to S13.
15 and the results of the failure / normality determination control in step S17, the solenoid failure flags XOS1OFf, XOS2OFf, XDS1OFf,.
XDS3OFf, XOS1ONf, XOS2ONf, X
If any one of DS1ONf to XDS3ONf is set, then in the driving cycle, a failure occurs.
The normality determination control is prohibited, and the fail-safe control of step S19 is immediately performed from step S9 as described above.

This is because, if a functional failure occurs in any one of the solenoid valves, a correct determination cannot be expected even if the failure of another solenoid valve is determined in that state. If the failure determination flag for one of the solenoid valves is set, then in the driving cycle, the failure / normality determination control is not performed thereafter to prevent erroneous determination.

Next, the specific operation of each determination control in the main program will be described sequentially.

First, step S13 of the main program
15 and 16 are performed according to the program shown in the flowcharts of FIGS. 15 and 16. In this program, the controller 300 determines in step S31 the current gear ratio based on the turbine speed TREV and the output speed OREV. GR (= TREV / OREV) is calculated, and then a gear failure determination is performed.

That is, in steps S32 to S34, it is determined whether the currently output shift command is any of the first to fourth speeds. At the time of the first speed command, steps S35 to S39 are executed from step S32, and it is first confirmed at step S35 that the throttle opening TVO is larger than the relatively small predetermined opening KTV0, and that the turbine speed TREV and the like are stable. In step S36, it is determined whether the gear ratio GR is smaller than a first predetermined gear ratio KG1 that is set to an intermediate value between the first gear ratio G1 and the second gear ratio G2.

Here, as shown in FIG. 17, the gear ratio GR
However, the reason why the gear ratio becomes smaller than the first predetermined gear ratio KG1 (higher gear stage side) is that the actual gear ratio GR becomes a gear ratio corresponding to the second to fourth gears despite the fact that the gearshift command is the first gear. This means that a gear failure has occurred.

In this case, the value of the gear failure timer TGf is counted up by one in step S37, and when it is determined in step S38 that the value has become equal to or greater than the predetermined value TG1, that is, as described above. When the gear ratio abnormality continues for a predetermined time, the first-speed failure flag XGR1f is set in step S39, and at the same time, the first-speed normal flag XGR1s is reset.

It should be noted that the throttle opening TVO is equal to the predetermined opening K.
If it is equal to or less than TV0 and if the gear ratio GR is not smaller than the first predetermined gear ratio KG1, step S35
Alternatively, step S40 is executed from step S36 to reset the gear failure timer TGf, and then, gear normality determination control described later is performed. When the gear ratio GR is smaller than the first predetermined gear ratio KG1, the gear failure timer TGf
Until the value reaches the predetermined value TG1, without resetting the timer TGf in step S40,
The above control is repeated.

At the time of the 2nd speed command, steps S33 to S41 to S44 are executed.
1, whether the gear ratio GR is greater than the first predetermined gear ratio KG1, or from the second predetermined gear ratio KG2 set to an intermediate value between the second gear ratio G2 and the third gear ratio G3. It is determined whether it is small.

Here, as shown in FIG. 18, the gear ratio GR
Becomes larger than the first predetermined gear ratio KG1 (low gear stage side)
This is a case where the actual gear ratio GR is a gear ratio corresponding to the first speed, despite the fact that the speed change command is the second speed,
Further, the gear ratio becomes smaller than the second predetermined gear ratio KG2 (high gear stage side) when the actual gear ratio GR is a gear ratio corresponding to the third to fourth speeds. Has occurred.

In this case, the value of the gear failure timer TGf is counted up by one in step S42, and when it is determined in step S43 that the value has become equal to or larger than the predetermined value TG2, ie, as described above. When the gear ratio abnormality continues for a predetermined time, the second speed failure flag XGR2f is set in step S44, and at the same time, the second speed normal flag XGR2s is reset.

The gear ratio GR is equal to the first predetermined gear ratio K.
If it is not larger than G1 and not smaller than the second predetermined gear ratio KG2, steps S41 to S
Step 40 is executed to reset the gear failure timer TGf, and then, the gear normality determination control described later is performed. Further, the gear ratio GR is larger than the first predetermined gear ratio KG1 or the second predetermined gear ratio KG1.
In the case where the value is smaller than the predetermined gear ratio KG2, the above control is repeated without resetting the timer TGf in step S40 until the value of the gear failure timer TGf reaches the predetermined value TG2.

At the time of the third speed command, steps S34 to S48 are executed from step S34.
5, whether the gear ratio GR is larger than the second predetermined gear ratio KG2 or the third predetermined gear ratio KG3 set to an intermediate value between the third gear ratio G3 and the fourth gear ratio G4. It is determined whether it is small.

Here, as shown in FIG. 19, the gear ratio GR
Becomes larger than the second predetermined gear ratio KG2 (low gear stage side)
This is the case where the actual gear ratio GR is a gear ratio corresponding to the first and second speeds, even though the speed change command is the third speed, and is smaller than the third predetermined gear ratio KG3 ( High gear stage) is when the actual gear ratio GR is a gear ratio corresponding to the fourth speed, and in any case, a gear failure has occurred.

Also in this case, similarly to the case of the second speed command, the value of the gear failure timer TGf is counted up by one in step S46, and the value becomes equal to or more than the predetermined value TG3 in step S47. Is determined, that is, when the above-described abnormality of the gear ratio has continued for a predetermined time, the third speed failure flag XGR3f is set in step S48, and at the same time, the third speed normal flag XGR3s is reset.

In this case as well, the gear ratio GR is equal to the second gear ratio.
When the gear ratio is not larger than the predetermined gear ratio KG2 and not smaller than the third predetermined gear ratio KG3, the above-described steps S45 to S40 are executed to reset the gear failure timer TGf. Do.
When the gear ratio GR is larger than the second predetermined gear ratio KG2 or smaller than the third predetermined gear ratio KG3, until the value of the gear failure timer TGf reaches the predetermined value TG3, the timer TGf in step S40 is used. The above control is repeated without performing the reset of the above.

Further, at the time of the fourth speed command, step S34
From step S49 to determine whether the gear ratio GR is larger than the second predetermined gear ratio KG2 or smaller than the fourth predetermined gear ratio KG4 set to a value smaller than the fourth gear ratio. judge.

Here, the gear failure at the time of the fourth speed command includes the case where the gear stage is in the neutral state and the case where the gear ratio is the third speed as described above. As shown in FIG. , The gear ratio GR becomes larger than the second predetermined gear ratio KG2 (low gear stage side), or the fourth predetermined gear ratio KG
If the gear ratio is smaller than 4 (high gear stage side), it means that a fourth-speed neutral failure has occurred in which the gear stage is in a neutral state.

In this case, the value of the gear failure timer TGf is counted up one by one in step S50, and when it is determined in step S51 that the value has become equal to or greater than the predetermined value TG4, that is, when the gear ratio When the abnormality continues for a predetermined time, the 4-speed neutral failure flag XGR4Nf is set in step S52, and the 4-speed normal flag XGR4s is simultaneously reset.

On the other hand, in step S49, the gear ratio GR
Is not larger than the second predetermined gear ratio KG2 and is not smaller than the fourth predetermined gear ratio KG4, then step S53 is executed and the gear ratio GR becomes 3
The third speed gear ratio upper limit KG3L (G3 + α3L) and the third speed gear lower limit KG3H set by the predetermined deviations α3L and α3H on the low speed side and the high speed side of the high speed gear ratio G3, respectively.
(G3−α3H) is determined. Here, these predetermined deviations α3L and α3H are used for normality determination at the time of a third speed command in control of gear normality determination described later.

When the gear ratio GR is equal to the upper limit value KG3
L and the lower limit value KG3H, that is, when the shift command is 4
If a fourth-speed / third-speed failure has occurred in which the gear ratio GR has a value corresponding to the third speed, despite the fact that the speed is the same, the process proceeds to step S54.
The value of the gear failure timer TGf is incremented by one at a time, and when it is determined in step S55 that the value has become equal to or greater than a predetermined value TG5, that is, when the abnormality of the gear ratio has continued for a predetermined time, In step S56, the fourth-speed / third-speed failure flag XGR43f is set, and at the same time, the fourth-speed normal flag XGR4s is reset.

In these cases, too, the gear ratio GR is not larger than the second predetermined gear ratio KG2 and not smaller than the fourth predetermined gear ratio KG4, and the upper limit value KG3L and the lower limit value KG3H of the third gear ratio. If not, the steps S53 to S40 are executed to reset the gear failure timer TGf, and then, the gear normality determination control described later is performed. Further, when the gear ratio GR is larger than the second predetermined gear ratio KG2 or smaller than the fourth predetermined gear ratio KG4, or between the third gear ratio upper limit KG3L and the third gear lower limit KG3H, Until the value of the gear failure timer TGf reaches the predetermined value TG4 or TG5, the above control is repeated without resetting the timer TGf in step S40.

Here, the gear failure timer TGf is reset when the gear change command is switched, even during the counting up.

As described above, the presence or absence of a gear failure is determined based on whether or not the gear ratio matches the gear ratio of the commanded gear, and if a gear failure occurs, the gear for that gear is determined. Set the failure flag and
Reset the gear failure flag. Then, in step S57, the controller 300 determines whether or not the gear failure is the first one after the ignition switch is turned on. If the gear failure is the first one, then in step S58 all the gear failures are determined. Normal flags XGR1s to XGR4s,
After once resetting the XLOFs, XLONs, and XENs, a normal gear determination in step S59 and subsequent steps is performed.

The reason for performing the processing in steps S57 and S58 will be described later in detail.

In the normal gear determination, first, in steps S59, S60, and S61, it is determined which of the first to fourth speeds the currently output shift command is. At the time of the first speed command, steps S59 to S62 to S6 are performed.
6 and first, in step S62, the throttle opening T
VO is larger than the predetermined opening KTV0 and the turbine speed T
After confirming that the REV and the like are stable, in step S63, the gear ratio GR is shifted by a predetermined deviation toward the lower gear and the higher gear of the first gear ratio G1, as shown in FIG. 1st gear ratio upper limit value KG set by α1L, α1H
1L (G1 + α1L) and the first speed gear ratio lower limit value KG1H (G
1−α1H).

The upper limit value KG1L and the lower limit value KG
If it is between 1H, it is determined that the gear ratio GR is normal, and in step S64, the value of the gear normal timer TGs is set to 1
When the value is determined to be equal to or more than the predetermined value TG6 in step S65,
That is, when the normal state of the gear ratio continues for a predetermined time, the first speed normal flag XGR1s is set in step S66.

Here, the above-mentioned deviation α1H on the high gear stage side is described.
Is smaller than the difference (deviation β1H) between the first-gear gear ratio G1 and the first predetermined gear ratio KG1 for gear failure determination. This means that a dead zone in which none of the normality determination is performed is set.

When the throttle opening TVO is equal to or smaller than the predetermined opening KTV0 and when the gear ratio GR is not between the upper limit KG1L and the lower limit KG1H, the steps S62 or S63 to S67 are executed. To reset the gear normal timer TGs. When the gear ratio GR is between the upper limit value KG1L and the lower limit value KG1H, the value of the normal gear timer TGs is set to the predetermined value TG6.
The above control is repeated without resetting the timer TGs in the above step S67 until the time reaches.

At the time of the second speed command, steps S60 to S68 to S71 are executed.
As shown in FIG. 18, the second gear ratio upper limit value KG2L set by the predetermined deviations α2L and α2H on the lower gear side and the higher gear side of the second gear ratio G2, respectively, as shown in FIG.
(G2 + α2L) and the second gear ratio lower limit value KG2H (G2-
α2H).

Then, the upper limit value KG2L and the lower limit value KG
If it is between 2H, it is determined that the gear ratio GR is normal, the value of the normal gear timer TGs is counted up by one in step S69, and it is determined in step S70 that the value has become equal to or greater than a predetermined value TG7. When this is done, that is, when the normal state of the gear ratio has continued for a predetermined time, the second speed normal flag XGR2s is set in step S71.

Here, the deviations α2L and α2H between the low gear and the high gear are determined by the second gear ratio G2 and the first predetermined gear ratio KG1 and the second predetermined gear ratio KG2 for determining a gear failure. (Deviations β2L, β2H), a dead zone in which neither a failure determination nor a normal determination is performed is set on the low shift speed side and the high shift speed side of the second gear ratio G2. Will be.

The gear ratio GR is equal to the above upper limit value KG2L.
If it is not between the lower limit value KG2H and the lower limit value KG2H, the above-described step S
From step 68, step S67 is executed to execute the gear normal timer TG.
Reset s. Also, the gear ratio GR is equal to the upper limit value KG2L.
When the value is between the lower limit value KG2H and the normal gear timer TGs reaches the predetermined value TG7, the above control is repeated without resetting the timer TGs in step S67.

At the time of the 3rd speed command, steps S61 to S72 to S75 are executed.
As shown in FIG. 19, the third gear ratio upper limit value KG3L set by the predetermined deviations α3L and α3H on the lower gear side and the higher gear side of the third gear ratio G3, respectively, as shown in FIG.
(G3 + α3L) and the third speed gear ratio lower limit value KG3H (G3-
α3H).

Then, the upper limit value KG3L and the lower limit value KG
When it is between 3H, it is determined that the gear ratio GR is normal, the value of the gear normal timer TGs is counted up by one in step S73, and it is determined in step S74 that the value has become equal to or more than the predetermined value TG8. When this is done, that is, when the normal state of the gear ratio has continued for a predetermined time, the second speed normal flag XGR2s is set in step S71.

Here, also in the case of the third speed, the deviations α3L and α3H on the low speed side and the high speed side are determined by the gear ratio G3 of the third speed and the second predetermined gear ratio KG for determining the gear failure.
Difference between the second and third predetermined gear ratios KG3 (deviation β3L, β
3H), and therefore, a dead zone where neither failure determination nor normal determination is performed is set on the low shift speed side and the high shift speed side of the third gear ratio G3.

Note that when the gear ratio GR is equal to the above upper limit value KG3L
If not between the lower limit value KG3H and the lower limit value KG3H, the above-described step S
72 to step S67 to execute the gear normal timer TG
Reset s. The gear ratio GR is equal to the upper limit value KG3L.
When the value is between the lower limit value KG3H and the value of the normal gear timer TGs reaches the predetermined value TG8, the above control is repeated without resetting the timer TGs in step S67.

Further, at the time of the fourth speed command, step S61
To steps S76 to S79, and
At 76, the gear ratio GR is set to the fourth gear ratio upper limit value KG4 set by the predetermined deviations α4L and α4H on the low gear stage side and the high gear stage side of the fourth gear ratio G4, respectively, as shown in FIG.
L (G4 + α4L) and the fourth speed gear ratio lower limit value KG4H (G4
−α4H).

The upper limit value KG4L and the lower limit value KG
When it is between 4H, it is determined that the gear ratio GR is normal, the value of the gear normal timer TGs is incremented by one in step S77, and it is determined in step S78 that the value has become equal to or more than the predetermined value TG9. When this is done, that is, when the normal state of the gear ratio has continued for a predetermined time, a fourth speed normal flag XGR4s is set in step S79.

Here, in the case of the fourth speed, the above-mentioned deviation α4H on the high gear stage is determined by the difference (deviation) between the gear ratio G4 of the fourth speed and the fourth predetermined gear ratio KG4 for determining the failure of the fourth speed neutral. β4H), and therefore the gear ratio G at the fourth speed
In other words, a dead zone in which neither the failure determination nor the normal determination is performed is set on the high shift speed side of No. 4. In addition, the deviation α4L on the low gear stage side is determined by the gear ratios G4 and G4 of the fourth speed.
The third gear ratio lower limit value KG3H (G
3-α3H) (a deviation β4L), and therefore, a dead zone in which neither failure determination nor normal determination is performed is set on the lower gear side of the fourth gear ratio G4. Become. As a result, for the fourth speed, a dead zone is set between each of the determination regions of the fourth speed neutral fault, the fourth speed third speed fault, and the normal.

Also in this case, if the gear ratio GR is not between the upper limit value KG4L and the lower limit value KG4H, steps S76 to S67 are executed to reset the normal gear timer TGs. Further, when the gear ratio GR is between the upper limit value KG4L and the lower limit value KG4H, the timer TGs is not reset in step S67 until the value of the normal gear timer TGs reaches the predetermined value TG9. The above control is repeated.

Here, the gear normal timer TGs is reset when the gear change command is switched, even during the counting up.

As described above, for each of the first to fourth gears, the gear failure and normality are determined, and the gear failure flags XGR1f to XGR3f, XGR4Nf,
XGR43f and each gear normal flag XGR1s to XGR
All of GR4s will be set or reset.

In this case, regarding the gear failure and normality judgment at the time of the 1st to 3rd speed command, a dead zone is provided between the area of the gear ratio for failure judgment and the area of the gear ratio for normality judgment. Gear failure at the time of 4-speed command,
Regarding the normality determination, dead zones are respectively formed between a gear ratio region for the fourth speed neutral failure determination, a gear ratio region for the fourth speed third speed failure determination, and a gear ratio region for normality determination. Therefore, depending on the value of the gear ratio GR, both the failure determination and the normality determination may not be performed.

That is, the failure determination is made only when the deviation of the actual gear ratio (GR) from the target gear ratio is considerably large or close to the gear ratio of a gear other than the gear change command at that time. Normal judgment is performed only when the deviation of the actual gear ratio from the target gear ratio is considerably small.
This makes it impossible to determine which gear ratio the gear ratio is due to, for example, slipping of a friction element, and a gear failure in which the gear stage is different from the command due to a malfunction of the solenoid valve. And the erroneous determination of the gear failure is reliably prevented. Accordingly, erroneous determination of a functional failure of the solenoid valve by a program described later is avoided, and fail-safe control is correctly performed.

In this embodiment, as described above, the predetermined deviations α3L and α3H with respect to the third-gear gear ratio G3 for the fourth-speed third-speed failure determination at the time of the fourth-speed instruction are determined to be normal at the third-speed instruction. Therefore, the deviation for different determinations is shared, thereby reducing the memory capacity and simplifying the control operation.

Here, the reason for executing the processing in steps S57 and S58 will be described. As described above, all the normal flags XGR1s to XGR3s, XLOFs, XL
When ONs and XENs are set, the control ends in step S8 of the main program, but before that, a gear failure has occurred at the first speed, for example, with some normal flags set. In this case, as described above, the cause of the gear failure may be an OFF failure of the first duty SV121, an OFF failure of the second duty SV122, and an ON failure of the third duty SV123. 2-4 before
If the normal flags XGR2s to XGR4s for the speed are set, it is determined that the first duty SV121 is OFF only if a gear failure occurs in the first speed, and there is a risk of erroneous determination.

Therefore, in such a case, the normal flag which has been set is reset once, and after performing control such as gear failure and normality determination again, it is determined which solenoid valve has a functional failure. For this purpose, all the normal flags are reset once when the first gear failure is determined in steps S57 and S58.

Next, the lock-up OFF failure / normality determination control in step S14 of the main program shown in FIG. 14 will be described. This control is performed according to the program shown in the flowchart of FIG. 21. First, the controller 300 determines whether or not the range currently selected by the driver is the D range in step S81.
If it is in the range, in step S82, the slip rotation speed SLP of the lock-up clutch 26 (= ESPD-) is calculated from the engine rotation speed ESPD and the turbine rotation speed TREV.
TREV).

Next, at step S83, a lock-up signal O indicating that the lock-up clutch 26 should be engaged is provided.
It is determined whether or not the N command has been output. If the ON command has been output, it is determined in step S84 whether or not the slip speed SLP is greater than the first predetermined speed KSP1.

Then, as shown in FIG. 22, SLP> K
In the case of SP1, that is, when the slip rotation speed SLP of the lock-up clutch 26 is relatively large, it is determined that a lock-up OFF failure has occurred in which the lock-up clutch 26 is released against the ON command. , The lock-up OFF failure timer TLOFf in step S85
Is incremented by one, and at step S86
When it is determined that the value has become equal to or greater than the predetermined value TLF1, that is, when the lock-up OFF failure state has continued for a predetermined time, the lock-up OFF failure flag XLOFf is set in step S87.

On the other hand, if it is determined in step S84 that the slip rotation speed SLP is equal to or less than the first predetermined rotation speed KSP1, the lockup OFF is determined in step S88.
After resetting the failure timer TLOFf, step S
89, the slip rotation speed SLP is
It is determined whether the value is smaller than a second predetermined rotation speed KSP2 having a value smaller than the first predetermined rotation speed KSP1 for F failure determination.

Then, as shown in FIG. 22, SLP <K
At SP2, that is, when the slip rotation speed SPL is sufficiently small, it is determined that the lockup clutch 26 is in the engaged state according to the lockup ON command.
At 90, the lock-up OFF normal timer TLOFs is counted up by one, and when it is determined at step S91 that the value is equal to or more than a predetermined value TLF2,
That is, when the normal state of the lock-up clutch 26 continues for a predetermined time, the lock-up is turned off in step S92.
The failure flag XLOFf is reset, and at the same time, the lock-up OFF normal flag XLOFs is set.

[0204] Here, "normal lock-up OFF" means that the lock-up ON command is correctly ON without any OFF failure.

If it is determined in step S89 that the slip speed SLP is equal to or higher than the second predetermined speed KSP2, the lock-up OFF normal timer TLOFs is reset in step S93. In this case, the lock-up OFF failure timer TLOFf and the normal timer T
LOFs will be reset together.

That is, as shown in FIG. 22, in the region of the slip rotation speed SLP, the first predetermined rotation speed KSP1 for determining the lock-up OFF failure and the lock-up OF are determined.
Between the second predetermined rotation speed KSP2 for determining the F normality, there is provided a dead zone in which both the lock-up OFF failure timer TLOFf and the normal timer TLOFs do not count up, and the slip rotation speed SLP exceeds this dead zone. A failure determination is made only when it becomes larger, and a normality determination is made only when the slip speed SLP becomes smaller than this dead zone.

As a result, both the lock-up OFF failure determination and the normality determination are performed with high accuracy, and the failure and normality are determined near the predetermined value, such as when the failure is determined before or after one predetermined value of the slip rotation speed SLP. Hunting of the control such that the normal determination and the failure determination are repeatedly performed is prevented, and as a result, the determination of the functional failure of the solenoid valve based on the determination result or the fail-safe control for coping with the failure is properly performed. Become.

Next, the lock-up ON failure / normality control in step S15 of the main program shown in FIG. 14 will be described.

This control is performed according to the program shown in the flowchart of FIG.
0 is determined in steps S101 and S102 as to whether or not the fourth speed shift command has been output, and whether the fourth speed gear normal flag X
It is determined whether or not GR4s is set. When the fourth speed command is output and no fourth speed gear failure has occurred, that is, when no gear speed abnormality has occurred in the fourth speed state, Next, in step S103, it is determined whether or not a lock-up OFF command has been output. If this command has been output, the following lock-up ON failure / normality determination control is executed.

The reason why the control for judging the lock-up ON failure and normality is performed only at the time of the fourth speed command is that the lock-up ON failure does not occur at other gears depending on the functional failure of the solenoid valve.

Only when the fourth-speed gear normal flag XGR4s is set, if a fourth-speed gear failure, particularly a fourth-speed neutral failure has occurred, even when the lock-up clutch 26 is released. This is because the slip amount does not increase so much that there is a possibility that the ON failure is erroneously determined.

When the fourth speed command is output and the fourth speed gear normal flag XGR4s is set, and the lockup OFF command is output, the controller 300 next proceeds to step S104.
The slip speed SLP of the lock-up clutch 26 is determined from the engine speed ESPD and the turbine speed TREV.
(= ESPD-TREV) is calculated, and step S105 is performed.
The absolute value of the slip speed SLP is equal to the predetermined speed KS
It is determined whether it is smaller than P3.

The predetermined rotational speed KSP3 is a rotational speed at which the clutch 26 is considered to be engaged when the slip rotational speed SLP of the lock-up clutch 26 is smaller than this. Therefore, as shown in FIG.
At the time of lock-up OFF command, | SLP | <KS
In the case of P3, it is determined that a lock-up ON failure has occurred in principle. Then, in step S10
At 6, the lock-up ON normal timer TLONs is reset, and control at the time of lock-up ON failure is executed.

That is, steps S107, S108, S
At 109, the throttle opening TVO is changed to the first predetermined opening KTV.
It is determined whether it is greater than 1 and the first predetermined opening KTV
If it is less than or equal to 1, the second predetermined opening KTV2 which is smaller than this
It is determined whether or not it is greater than the second predetermined opening degree KTV2, and further, it is determined whether or not it is fully closed (TVO = 0).

As shown in FIG. 25, the second predetermined opening KTV2 indicates the characteristics of the no-load line, that is, the throttle opening TVO required to maintain the engine speed ESPD at the value at that time. It is set on the high load side of the line, and therefore, the above steps S107 to S1
In step 09, the region of the throttle opening TVO is excluded from the region Z0 including the no-load line, and the region on the higher load side of the line is divided into a high-load region Z1 and a medium-load region Z2. The fully closed area Z3 on the lower load side is set.

Then, it is determined which of the areas Z1 to Z3 the throttle opening TVO belongs to. If the throttle opening TVO belongs to the high load area Z1 (TVO> KTV1), the first lockup is performed in step S110. When the ON failure timer TLON1f is counted up by one, and belongs to the medium load area Z2 (KTV1 ≧ TVO> KTV2),
In step S111, the second lock-up ON failure timer T
LON2f is counted up by one, and when LON2f belongs to the fully closed area Z3 (TVO = 0), step S112 is performed.
Increments the third lock-up ON failure timer TLON3f by one.

When the timer belongs to the area Z0 including the no-load line, none of the ON failure timers counts up and the following failure determination is not performed.

On the other hand, when it is determined in step S105 that the absolute value of the slip speed SLP is equal to or greater than the predetermined speed KSP3, the lock-up clutch 26 is turned off.
In step S113, the first to third lock-up ON failure timers TLON1f to TLON3f are reset, and
In step S114, the lock-up ON normal timer TLO
Ns is incremented by one.

Thereafter, the controller 300 determines in steps S115, S116 and S117 that the first, second and third lock-up ON failure timers TLON1f and TLON
2f and TLON3f are first, second and third predetermined values TL
N1, TLN2, and TLN3 are each determined to be larger than a first lock-up ON failure timer TLO.
The value of N1f becomes larger than the first predetermined value TLN1, and the second
The value of the lock-up ON failure timer TLON2f becomes larger than the second predetermined value TLN2, and the value of the third lock-up ON failure timer TLON3f becomes the third predetermined value TLN3.
When it becomes larger, the lock-up ON failure flag XLONf is set in step S118, and at the same time, the lock-up ON normal flag XLONs is reset.

Here, “lock-up ON normal” means
This means that the lock-up OFF command is correctly turned off without causing an ON failure.

Further, the above steps S115 to S117
Then, the first to third lock-up ON failure timers TLON1
At least one of the values of f to TLON3f is the first to third values.
If it is determined that it is not larger than the corresponding one of the predetermined values TLN1 to TLN3, step S11
In step S9, it is determined whether the value of the lock-up ON normal timer TLONs is larger than a predetermined value TLN4. If it is determined that the value is larger, the lock-up ON normal flag XLONs is set in step S120.

As described above, when it is determined that the absolute value of the slip speed SLP of the lock-up clutch 26 is smaller than the predetermined speed KSP3 when the lock-up OFF command is output, a lock-up ON failure occurs immediately. The lockup ON failure timer TLON is determined as the time during which the state where the absolute value of the slip rotation speed SLP is smaller than the predetermined rotation speed KSP3 continues in each of the regions Z1 to Z3 of the throttle opening TVO.
The integration is performed by each of 1f to TLON3f, and in any region, the lock-up ON failure is determined only when the state where the slip rotation speed SLP is small continues for a predetermined time or more. This allows
Even when the throttle opening TVO changes frequently, the lock-up ON failure can be accurately determined.

The timers TLON1f to TLO1
If the slip rotation speed SLP becomes equal to or higher than the predetermined rotation speed KSP3 even during the integration of N3f, the timers TLON1f to TLON3f are immediately reset in step S113, and the lock-up ON failure determination operation is terminated. When an up ON failure is determined,
The accuracy of the determination is extremely high.

Further, since the region Z0 including the no-load line is excluded as the region of the throttle opening TVO for the lock-up ON failure, this failure determination can be performed more accurately.

That is, the area Z0 including the no-load line is a transition area between a state where the transmission is driven by the engine and a state where the engine is driven from the transmission side. Is a region where there is not much difference in rotation between its input and output sides even when is released. Therefore, even if the absolute value of the slip rotation speed SLP becomes smaller than the predetermined rotation speed KSP3 in this region, this is not necessarily due to the lock-up ON failure.

Therefore, even when the absolute value of the slip rotation speed SLP is smaller than the predetermined rotation speed KSP3, the region Z0
In this case, the count-up of the lock-up ON failure timer is not performed, thereby preventing the erroneous determination that the lock-up ON failure has occurred while the lock-up clutch 26 has been released. Thus, the determination of the lock-up ON failure is performed more accurately.

Here, each of the timers TLON1f to TL
The predetermined values TLN1 to TLN1 respectively set for ON3f
TLN3 is a predetermined value TLN1 for the high load region Z1.
Is the shortest value, and the predetermined value TLN for the fully closed area Z3 is
3 is set to the longest value. This is because the time for determination is shortened in the high-load area Z1 where the operation frequency is low, and is lengthened in the fully closed area Z3 where the operation frequency is low. This is for suppressing. In other words, if the determination time in a region where the driving frequency is low is long, it takes a long time before the determination result is obtained.

In the example of FIG. 25, the throttle opening T
First and second regions that define a VO region as a high load region Z1, a middle load region Z2 for determining a lockup ON failure, and a region Z0 including a no-load line for not performing a failure determination.
Although the predetermined opening degrees KTV1 and KTV2 are set to constant values, FIG.
As shown in FIG. 6, a second predetermined opening KTV2 'having a characteristic that is set along a predetermined amount high load side of the no-load line along the line and increases as the vehicle speed increases, and is further set to the high load side. And the second predetermined opening KTV2 '
With the first predetermined opening KTV1 'having the same characteristics as the above, the region of the throttle opening TVO is divided into a high load region Z1' and a medium load region Z2 'for determining a failure in addition to the fully closed region Z3'. An area Z0 ′ including a no-load line for which no failure determination is performed may be defined.

According to this, since there is a possibility that it is erroneously determined that the lock-up ON failure has occurred, the area where this determination is not made is limited to the minimum necessary. The determination of the lockup ON failure is performed in a wider area than the example, and the determination accuracy is improved.

In any of the examples, unnecessary determination operations are avoided in the areas Z0 and Z0 'including the no-load line, so that the determination result can be promptly obtained.

Next, step S17 of the main program
Will be described.

This control is performed according to a program shown in a flowchart in FIG. 27.
First, in step S131, it is determined whether the oil temperature TMP of the hydraulic oil is lower than a very low predetermined temperature KTP2 at which the engagement of the friction element is not properly performed.
If it is lower, the engagement failure / normality determination control is stopped.

On the other hand, when the oil temperature TMP is equal to the predetermined temperature KTP2
In the above case, it is determined whether or not the range currently selected by the driver in step S132 is the D range in which the automatic shifting of the first to fourth speeds is performed. If the range is the D range, in step S133, It is determined whether or not a predetermined time TIM has elapsed after switching to the range.

In this case, the predetermined time TIM is set as a time until the transitional state accompanying the switching of the range ends, and as shown in FIG. 28, the oil temperature TMP
The lower the is, the longer the time is set. This is because the lower the oil temperature TMP, the higher the viscosity of the hydraulic oil, and the longer the time until the hydraulic oil is introduced into the hydraulic chamber of the friction element after the engagement operation.

When the predetermined time TIM has elapsed, it is determined in step S134 whether or not the brake pedal is depressed, that is, whether or not the vehicle is stopped. In step S135, it is determined whether the turbine speed TREV is greater than a predetermined speed KTR1.

The predetermined rotation speed KTR1 is a rotation speed close to zero, and the turbine rotation speed TTR when the vehicle is stopped in the D range.
If REV is greater than the predetermined rotation speed KTR1, it is determined that the engagement of the forward clutch 41 is abnormal while the transmission gear mechanism 30 remains in the neutral state, and then, in steps S136 and S137, the engagement normal timer TENs is reset. At the same time, the engagement failure timer TENf is incremented by one.

When the value of the failure timer TENf becomes larger than the predetermined value TE1, that is, when a predetermined time has elapsed since the engagement abnormality of the forward clutch 41 was detected, steps S139, S140, S140
At 141, it is determined whether the shift command at that time is the first speed, the second speed, or the third speed.
In step S42, the first-speed engagement failure provisional flag XEN1t is set. In the case of the second speed, the second-speed engagement failure provisional flag XEN2t is set in step S143. In the case of the third speed, the third-speed engagement failure provisional flag is set in step S144. X
Set EN3t.

Here, since the engagement failure is detected when the vehicle is stopped, the engagement failure is first detected when the speed change command is the first speed. At this time, the first speed engagement failure provisional flag XEN1t is set as described above. You. Then, by a gear stage selection control as a fail-safe control at the time of an engagement failure described later, a fourth speed achieved without the forward clutch 41 being engaged is selected. A second speed command is output this time by the gear selection control. Then, even under the second speed command, the turbine speed TREV is equal to the predetermined speed KTR.
If an engagement failure such as greater than 1 is detected, the second-speed engagement failure provisional flag XEN2t is set, and the fourth speed is selected and started. And
The third speed command is output at the next stop, but if an engagement failure is detected even when starting under this third speed command,
Further, the third-speed engagement failure provisional flag XEN3t is set, and the fourth speed is selected and started.

When all the first to third speed engagement failure provisional flags XEN1t to XEN3t are set in this way, steps S145 to S146 are executed, and the engagement failure flag XENf for determining the engagement failure is set. I do. In this case, in the gear selection control, the output of the first to third speed commands is prohibited, and the fourth speed start is determined.

On the other hand, in the engagement failure determination operation in the stationary state as described above, if it is determined in step S135 that the turbine rotation speed TREV is equal to or less than the predetermined rotation speed KTR1, the controller 300 determines in step S147 that the engagement failure has occurred. The timer TENf is reset, and in step S148, it is determined whether the shift command is the fourth speed.

In the case other than the fourth speed, that is, in any one of the first to third speeds in which the forward clutch 41 is engaged and the turbine speed TREV is equal to or lower than the predetermined speed KTR1, The forward clutch 41
Is determined to have been performed normally, and then, in step S149, the engagement normal timer TENs is counted up by one, and when the value becomes larger than a predetermined value TE2, that is, a normal engagement operation is detected. When a predetermined time has elapsed since the completion of the
From step 0, step S151 is executed to set the engagement normal flag XENs, and at the same time, reset the above-mentioned 1st to 3rd speed engagement failure provisional flags XEN1t to XEN3t.

Here, as described above, when the engagement failure is determined under the first speed command, the engagement failure is not immediately determined under the second and third speed commands, but the fourth speed is immediately determined. The reason for starting at 2nd speed and 3rd speed is that if it is also judged, it will take a considerably long time to start at 4th speed when it finally starts. This is because it gives the driver an uncomfortable feeling.

In the case where it does not take much time to determine the engagement failure under each shift command, or when the time does not cause much problem, the failure is determined under the first speed command. Without starting 4th gear immediately
The failure determination under the third speed and third speed commands may be continuously performed.

As described above, the controller 300
While executing each control of gear failure, normality determination, lock-up OFF failure, normality determination, lock-up ON failure, normality determination and engagement failure, and normality determination, the determination results are used to execute step S18 of the main program. Performs functional malfunction determination control of the solenoid valve.

This control is performed as follows in accordance with a program whose flowchart is shown in FIGS.

First, in step S161, the first speed normal flag XGR1s, the second speed normal flag XGR2s, the third speed normal flag XGR3s, and the fourth speed neutral failure flag XG
It is determined whether or not R4Nf is set. As is clear from Table 5, the combination of the failure and the normal for each gear is determined by the first on / off SV111.
In this case, when the combination is established, the controller 300 determines that the OFF failure of the first ON / OFF SV 111 has occurred. Then, in step S162, the first on-off SV-OFF failure flag XOS1OFf is set, and at this time, the first on-off SV-OFF failure first DCKAM flag XOS1OF1k is not set, so that steps S163 to S164 are executed. Is set.

The first DCKAM flag XOS1OF1
Since the value of k is maintained even after the ignition switch is turned off, in the next driving cycle, if it is determined in step S161 that the combination of the failure and the normality is established again, the process proceeds to step S161.
From step 163, step S165 is executed, and the first on / off SV-OFF failure second DCKAM flag XO
Set S1OF2k. In this way, the OFF failure of the first on / off SV 111 is determined continuously in the first and second driving cycles, and the first and second DCKs are determined.
When the AM flags XOS1OF1k and XOS1OF2k are both set, the first ON / OFF SV111
The FF failure is determined.

Next, in step S166, it is determined whether or not any of the first speed normal flag XGR1s, the second speed normal flag XGR2s, the third speed fault flag XGR3f, the fourth speed normal flag XGR4s, and the lockup OFF normal flag XLOFs are set. judge. As is clear from Table 5, the combination of failure and normal for each gear position and lock-up clutch 26 is determined by first on / off SV11.
1 is the combination in the case of the ON failure of No. 1, and if this combination is established, the first on / off SV11
It is determined that 1 ON failure has occurred. Then, in step S167, the first on / off SV-ON failure flag XO
While setting S1ONf, steps S168 to S169 are executed in the same manner as in the above case,
First ON / OFF SV-ON failure First DCKAM flag XO
Set S1ON1k.

In the next driving cycle, when it is determined in step S166 that the combination of the failure and the normality is established again, steps S168 to S170 are executed, and the first driving is executed.
On-off SV-ON failure second DCKAM flag XOS1
Set ON2k. Thereby, the first on / off S
Determine the ON failure of V111.

Next, in step S171, it is determined whether or not any of the first speed normal flag XGR1s, the second speed normal flag XGR2s, the third speed normal flag XGR3s, the fourth speed normal flag XGR4s, and the lockup OFF failure flag XLOFf are set. judge. As is apparent from Table 5, the combination of the failure and the normal state of each gear position and the lock-up clutch 26 is determined by the second on / off SV11.
2 is the combination in the case of the OFF failure of the second ON / OFF SV1
It is determined that the OFF fault of No. 11 has occurred. And
In step S172, the second on / off SV-OFF failure flag XOS2OFf is set, and similarly to the above case, steps S173 to S174 are executed to set the second on / off SV-OFF failure first DCKAM flag XOS2OF1k.

In the next driving cycle, when it is determined in step S171 that the combination of the failure and the normality is established again, steps S173 to S175 are executed, and the second
On-off SV-OFF failure second DCKAM flag XOS
2OF2k is set. Thereby, the OFF failure of the second on / off SV 112 is determined.

Next, in step S176, it is determined whether or not any of the first speed normal flag XGR1s, the second speed normal flag XGR2s, the third speed normal flag XGR3s, the fourth speed normal flag XGR4s, and the lock-up ON failure flag XLONf are set. judge. As is clear from Table 5, the combination of the failure and the normal state of each gear position and the lock-up clutch 26 is the second ON / OFF SV 112.
Is the combination in the case of the ON failure of the second ON / OFF SV 112 when this combination is established.
It is determined that the ON failure has occurred. Then, in step S177, the second on / off SV-ON failure flag XOS
While setting 2ONf, as in the above case,
Steps S178 to S179 are executed, and the second
On-off SV-ON failure first DCKAM flag XOS2
Set ON1k.

In the next driving cycle, when it is determined in step S176 that the combination of the failure and the normality is established again, steps S178 to S180 are executed, and the second
On-off SV-ON failure second DCKAM flag XOS2
Set ON2k. Thereby, the second ON / OFF S
The ON failure of V112 is determined.

Next, in step S181, it is determined whether or not any of the first-speed failure flag XGR1f, the second-speed normal flag XGR2s, the third-speed normal flag XGR3s, and the fourth-speed normal flag XGR4s are set. As can be seen from Table 5, the combination of the failure and the normal for each gear is a combination in the case of the OFF failure of the first duty SV121. Therefore, when this combination is established, the first duty SV121 is used. It is determined that the OFF failure has occurred. Then, step S182
And the first duty SV-OFF failure flag XDS1OF
f as well as steps S183 to S184 as in the above case, and the first duty SV-OFF failure first DCKAM flag XDS10O
Set F1k.

In the next driving cycle, when it is determined in step S181 that the combination of failure and normality is established again, steps S183 to S185 are executed, and the first
Duty SV-OFF failure second DCKAM flag XD
Set S1OF2k. Thereby, the OFF failure of the first duty SV121 is determined.

Next, at step S186, the first speed normal flag XGR1s, the second speed fault flag XGR2f, the third speed normal flag XGR3s, and the fourth speed neutral fault flag XG
It is determined whether or not R4Nf is set. As is clear from Table 5, the combination of the failure and the normal for each gear is determined by the first duty SV12.
1 is the combination in the case of the ON failure of No. 1, and when this combination is established, the first duty SV1
It is determined that the ON failure 21 has occurred. Then, in step S187, the first duty SV-ON failure flag XDS1ONf is set, and similarly to the above case, steps S188 to S189 are executed to set the first duty SV-ON failure first DCKAM flag XDS1ON1k.

In the next driving cycle, when it is determined in step S186 that the combination of the failure and the normal condition is established again, steps S188 to S190 are executed, and the first driving is executed.
Duty SV-ON failure second DCKAM flag XDS
1ON2k is set. Thereby, the ON failure of the first duty SV121 is determined.

Next, in step S191, it is determined whether or not all of the first-speed failure flag XGR1f, the second-speed failure flag XGR2f, the third-speed normal flag XGR3s, and the fourth-speed normal flag XGR4s are set. As can be seen from Table 5, the combination of the failure and the normal for each gear is a combination in the case of the OFF failure of the second duty SV122. Therefore, when this combination is established, the second duty SV122 It is determined that the OFF failure has occurred. Then, Step S192
And the second duty SV-OFF failure flag XDS2OF
f, and the steps S193 to S194 are executed in the same manner as in the above case, and the second duty SV-OFF failure first DCKAM flag XDS2O
Set F1k.

In the next driving cycle, when it is determined in step S191 that the combination of the failure and the normality is established again, steps S193 to S195 are executed, and the second
Duty SV-OFF failure second DCKAM flag XD
Set S2OF2k. Thereby, the OFF failure of the second duty SV122 is determined.

Next, in step S196, the first speed normal flag XGR1s, the second speed normal flag XGR2s, the third speed fault flag XGR3f, and the fourth speed neutral fault flag XG
It is determined whether or not R4Nf is set. As is clear from Table 5, the combination of the failure and the normal for each gear is determined by the second duty SV12.
2 is the combination in the case of the ON failure of the second duty, and when this combination is established, the second duty SV1
It is determined that the ON failure 22 has occurred. Then, in step S197, the second duty SV-ON failure flag XDS2ONf is set, and in the same manner as described above, steps S198 to S199 are executed, and the second duty SV-ON failure first DCKAM flag XDS2ON1k is set.

In the next driving cycle, if it is determined in step S196 that the combination of failure and normality has been established again, steps S198 to S200 are executed, and the second
Duty SV-ON failure second DCKAM flag XDS
2ON2k is set. Thus, the ON failure of the second duty SV122 is determined.

Next, in step S201, the first speed normal flag XGR1s, the second speed normal flag XGR2s, the third speed normal flag XGR3s, and the fourth speed third speed failure flag XGR43f
Is set or not. As can be seen from Table 5, the combination of the failure and the normal state in each gear is a combination in the case of the OFF failure of the third duty SV123. Therefore, when this combination is established, the third duty SV123 OF
It is determined that an F failure has occurred. And step S
At 202, the third duty SV-OFF failure flag XDS
While setting 3OFf, as in the above case,
Steps S203 to S204 are executed, and the third
Duty SV-OFF failure first DCKAM flag XD
Set S3OF1k.

In the next driving cycle, when it is determined in step S201 that the combination of the failure and the normality is established again, steps S203 to S205 are executed, and the third step is executed.
Duty SV-OFF failure second DCKAM flag XD
Set S3OF2k. Thereby, the OFF failure of the third duty SV123 is determined.

Next, in step S206, it is determined whether or not both the engagement failure flag XENf and the fourth speed normal flag XGR4s are set. The engagement failure flag XENf is set when an engagement failure occurs under any of the first to third speed commands as described above. Table 5
As is clear from FIG.
It is a combination in the case of a failure. When this combination is established, it is determined that the ON failure of the third duty SV123 has occurred. Then, step S20
7, the third duty SV-ON failure flag XDS3ON
f is set, and steps S208 to S209 are executed as in the above case, and the third duty SV-ON failure first DCKAM flag XDS3ON
Set 1k.

In the next driving cycle, when it is determined in step S206 that the above-mentioned combination of failure and normal is established again, steps S208 to S210 are executed next, and the third step is executed.
Duty SV-ON failure second DCKAM flag XDS
3ON2k is set. Thereby, the ON failure of the third duty SV123 is determined.

Then, in step S211, the controller 300 sets the normal flags XGR1s to XGR1s to the gear, lock-up OFF, lock-up ON, and engagement.
It is determined whether all of XGR4s, XLOFs, XLONs, and XENs are set. If all of these normal flags are set, in step S212, each of the first DCKAM flags XOS10
F1k, XOS2OF1k, XDS1OF1k to XDS
3OF1k, XOS1ON1k, XOS2ON1k, X
Reset DS1ON1k to XDS3ON1k.

Thus, even if a failure is determined for any of the solenoid valves in the first driving cycle and the corresponding first DCKAM flag is set,
If the failure is not determined in the next driving cycle, the first DCKAM flag is reset.

Therefore, even if the same solenoid valve is again determined to be defective in the next driving cycle, only the first DCKAM flag is set again, and the second DCKAM flag is not set. Will not be determined. That is, unless the failure determination for the same solenoid valve is determined continuously in two driving cycles, the failure determination is not determined, and as a result,
High reliability of this failure determination is ensured.

Next, the vehicle speed sensor failure determination control in step S20 of the main program will be described as the failure determination control.

This control is performed according to the program shown in the flowchart of FIG. 32. First, in step S221, the controller 300 determines whether or not the vehicle speed VEL indicated by the output signal of the vehicle speed sensor 301 is zero. , At step S222, the vehicle speed sensor normal timer TVSs
Reset. Next, at step S223, it is determined whether or not the range selected by the driver is a driving range such as the D range. If the driving range is attained, the turbine speed TREV is further increased at step S224 to a predetermined speed KTR2. It is determined whether it is greater than.

When the output signal of the vehicle speed sensor 301 indicates the vehicle speed of zero as described above, the travel range is selected, and the turbine speed TREV is larger than the predetermined speed KTR2, and the vehicle travels. If it is determined that the vehicle speed sensor 301 is abnormal, the controller 300 determines that the vehicle speed sensor 301 is abnormal. Then, in step S225, the vehicle speed sensor failure timer TV
Sf is counted up by one, and when the value becomes larger than a predetermined value TS1, that is, when the vehicle speed sensor 30
When the abnormal state of No. 1 has continued for the first time, step S2
From step 26, step S227 is executed to set the vehicle speed sensor failure flag XVSf.

On the other hand, in a state where the output signal of vehicle speed sensor 301 indicates zero vehicle speed, if the traveling range is not selected, or if turbine speed TREV is not greater than predetermined speed KTR2, the vehicle stops. Therefore, the output signal of the vehicle speed sensor 301 at zero vehicle speed is determined to be a normal signal. Then, steps S223 or S224 to S228 are executed, and the vehicle speed sensor failure timer TVS
Reset f.

When the vehicle speed VEL indicated by the output signal of the vehicle speed sensor 301 is not zero, it is determined that the vehicle speed sensor 301 is normal, and the controller 300 executes steps S221 to S229 to execute the vehicle speed sensor failure timer. While resetting the TVSf, step S
At 230, the vehicle speed sensor normal timer TVSs is incremented by one. Then, when the value becomes larger than the predetermined value TS2, that is, when the normal state of the vehicle speed sensor 301 has continued for a predetermined time, the process proceeds from step S231 to step S231.
232 is executed to reset the vehicle speed sensor failure flag XVSf.

The failure determination of the vehicle speed sensor 301 is performed as described above, and the speed change control and the lock-up control are performed according to the determination result. The vehicle speed sensor failure determination control is performed according to the main program shown in FIG. As described in the description, the process is performed only when the engagement is determined to be normal by the engagement failure / normality determination control (XENs = 1), that is, when the vehicle can travel. Therefore, erroneous determination due to performing the vehicle speed sensor failure determination control in a state where an engagement failure has occurred is avoided.

In other words, when an engagement failure has occurred, the vehicle is stopped even if the selected range is the running range and the turbine speed TREV is higher than the predetermined speed KTR2. Therefore, depending on whether or not the vehicle speed VEL indicated by the output signal of the vehicle speed sensor 301 in this state is zero, the vehicle speed sensor 301
If the failure or normality is determined, an erroneous determination is caused. Therefore, when an engagement failure occurs, the failure determination of the vehicle speed sensor 301 is prohibited, and such an erroneous determination is prevented.

The controller 300 performs predetermined fail-safe control as step S19 of the main program on the basis of the results obtained by the above-described various types of failure determination control. explain.

This fail-safe control is performed according to the program shown in the flowchart of FIG.
In step S21, the gear selection control at the time of gear failure is performed in step S2.
In step S243, the gear speed selection control at the time of engagement failure is performed.
In step S244, line pressure control when a gear failure occurs, in step S245, shift control in the event of a solenoid function failure, and in step S246, warning lamp control is performed.

The gear selection control at the time of gear failure in step S241 is performed according to the program shown in the flowchart of FIG. 34. First, steps S251, S252,
In S253, it is determined whether or not the first-speed failure flag XGR1f, the second-speed failure flag XGR2f, and the third-speed failure flag XGR3f are set.

If the first-speed failure flag XGR1f has been set, the output of the first-speed command is prohibited in step S254, and the second speed is adopted as a gear position replacing the first speed. Between the gears.
When the second-speed failure flag XGR2f is set, the output of the second-speed command is prohibited in step S255, and the third speed is adopted as a gear position instead of the second speed.
The shift control between the first, third and fourth speeds is performed. Further, when the third speed failure flag XGR3f is set, the output of the third speed command is prohibited in step S256,
Fourth speed is adopted as a gear position instead of third speed, and shift control is performed between first, second, and fourth speeds.

In step S257, it is determined whether the fourth-speed neutral failure flag XGR4Nf or the fourth-speed third-speed failure flag XGR43f has been set. If any one of the flags has been set, the process proceeds to step S258. It is determined whether the vehicle speed VEL is equal to or lower than a predetermined vehicle speed KVL2. When the vehicle speed is equal to or lower than the predetermined vehicle speed KVL2,
In step S259, the 4th speed is prohibited, and the 3rd speed is adopted as a gear position instead of the 4th speed, and the shift control between the 1st to 3rd speeds is performed.

Here, the above-mentioned predetermined vehicle speed KVL2 is shown in FIG.
The vehicle speed is set to increase as the throttle opening TVO increases, as shown in FIG.
The characteristic of L2 is represented by 3 in the shift map used in the shift control.
Corresponds to the shift line between the 4th speed.

If the vehicle speed is equal to or lower than the predetermined vehicle speed KVL2,
When the speed is prohibited, the gear is set to the third speed as described above. In this case, the vehicle speed VEL becomes equal to the predetermined vehicle speed K.
Since it is lower than VL2 and originally belongs to the third speed region of the shift map, an abnormal increase in the engine speed ESPD and a sharp increase in driving force due to the prohibition of the fourth speed and the setting of the third speed are problems. Will not be 3
It is possible to run at high speed.

Further, as described above, the predetermined vehicle speed KVL2
Is set such that the higher the throttle opening is, the higher the vehicle speed is, so that the vehicle speed VEL is higher than the predetermined vehicle speed KVL2. Even when the fourth speed is not prohibited (not set to the third speed), when the throttle opening TVO increases with the depression of the accelerator pedal, the vehicle speed VEL becomes equal to or lower than the predetermined vehicle speed KVL2 as shown by an arrow a in FIG. The third speed is set, so that it is possible to respond to the driver's acceleration request.

On the other hand, when the fourth-speed gear failure occurs and the fourth-speed neutral failure flag XGR4Nf or the fourth-speed third-speed failure flag XGR43f is set, and the vehicle speed VEL is higher than the predetermined vehicle speed KVL2, If the output of the fourth speed command is not immediately prohibited and the vehicle speed VEL is reduced to the predetermined vehicle speed KVL2 or less, or if it is determined in step S260 that the brake pedal is depressed, step S259 is executed to execute the fourth speed command. Output is prohibited.

That is, if the fourth gear is immediately prohibited at high vehicle speed and the gear is forcibly set to the third gear, an overrun of the engine occurs, or the wheel slips due to a sudden increase in the driving force during acceleration. The fourth speed is prohibited after the vehicle speed VEL has sufficiently decreased,
The third speed is set.

In particular, when it is predicted that a decrease in vehicle speed or a decrease in driving force is predicted by the operation of the brake, the fourth speed is prohibited even if the vehicle speed VEL has not actually decreased to the predetermined vehicle speed KVL2 or lower. To 3rd speed. In this way, when there is no danger of engine overrun or the like, the vehicle can be set to the third speed promptly and normal driving can be performed without waiting for the vehicle speed VEL to decrease unnecessarily.
In response to a driver's deceleration request indicated by depressing the brake pedal, the gear is set to the third speed to operate the engine brake.

Note that, until the vehicle speed VEL falls below the predetermined vehicle speed KVL2 or the brake pedal is depressed, while the fourth speed command is being output, the gear position becomes third speed or neutral. However, even when the vehicle becomes neutral, the vehicle speed VEL is reduced to a predetermined vehicle speed KVL2 or less and if the fourth speed is prohibited, the third speed is set. Become.

In this case, when the vehicle speed VEL rises and becomes higher than the predetermined vehicle speed KVL2 and then the fourth speed command is output again after the third speed, the gear position becomes neutral again. The third speed will be repeated. However, once the vehicle speed VEL reaches the predetermined vehicle speed KVL2
When the output of the fourth speed command is reduced and the output of the fourth speed command is prohibited, the prohibition is not released even if the speed becomes higher than the predetermined vehicle speed KVL2 again, and the fourth speed command is not output again. Therefore, such a situation that the neutral and the third speed are repeated as described above does not occur.

Here, in the above example, the predetermined vehicle speed KVL2
Even at a higher vehicle speed, if the brake pedal is depressed, the output of the fourth speed command is prohibited and the gear is set to the third speed. However, instead of this, as shown by a chain line in FIG. The second predetermined vehicle speed KV is set on the higher vehicle speed side of the vehicle speed KVL2.
L2 'is set, the predetermined vehicle speed KVL2 on the low vehicle speed side when the brake pedal is not depressed, and the second predetermined vehicle speed KVL on the high vehicle speed side when the brake pedal is depressed.
2 'may be adopted.

According to this, when the brake pedal is not depressed, the vehicle speed VEL is lower than the predetermined vehicle speed K on the low vehicle speed side.
Although the output prohibition of the fourth speed command (setting of the third speed) is not executed until the vehicle speed drops to VL2 or less, when the brake pedal is depressed where the vehicle speed is predicted to decrease, the vehicle speed decreases to the second predetermined vehicle speed KVL2 'on the high vehicle speed side. At this point, the output of the fourth speed command is prohibited (setting of the third speed), and the vehicle speed VEL is not unnecessarily reduced to the low vehicle speed while avoiding engine overrun or the like as described above. Thus, the vehicle can be quickly driven at the third speed, and the engine brake is quickly activated in response to the driver's request for deceleration.

Note that the output prohibition measure of each shift command in the gear selection control at the time of gear failure is reset at the start of the next driving cycle together with each gear failure flag. Thus, the normality determination control and the gear selection control based on the result are performed. This makes it possible to determine whether a gear failure or the like occurs continuously in two driving cycles when determining a functional failure of the solenoid valve.

When each gear is prohibited, a gear adjacent to the prohibited gear is used as a substitute gear, in order to minimize the discomfort given to the driver. In particular, when the second and third gears are prohibited, the third and fourth gears, which are the upshift gears, are respectively adopted. This is because a rise in driving force and an increase in driving force can occur.

Next, the gear selection control at the time of an engagement failure in step S242 of the flowchart in FIG. 33 will be described.

This control is performed according to the program shown in the flowchart of FIG.
In S272 and S273, whether all of the first to third speed engagement failure temporary flags XEN1t to XEN3t are set, whether or not the first speed engagement failure temporary flag XEN1t and the second speed engagement failure temporary flag XEN2t are set, And first-speed engagement failure provisional flag XEN1t
It is determined whether or not only is set.

These provisional flags XEN1t to XEN3t
Is set when an engagement failure of the forward clutch 41 is determined under each shift command of the first to third speeds in the engagement failure / normality determination control shown in the flowchart of FIG. Only the first speed engagement failure flag XEN1t is set.

Therefore, in the program shown in FIG. 36, the steps S271 to S273 are performed first, and then the step S274 is executed.
Is executed, and it is determined whether the first-speed engagement failure provisional flag XEN1t has been set in the previous control loop as well. When the engagement failure is first determined, the flag XEN1t has not been set in the previous control loop, so that steps S275 and S27 are executed.
6, the fourth speed start flag X4ST is set, and the output of the first to third speed commands is prohibited. As a result, the vehicle starts at the fourth speed.

Then, in the control loop from the next time on, the above-mentioned steps S274 to S277 are executed, and the vehicle starts at the fourth speed, travels at a predetermined vehicle speed (for example, 20 km / h) or more, and then stops, that is, at the fourth speed. If it is determined that the vehicle has started reliably, steps S278 and S279 are performed.
Resets the fourth speed start flag X4ST and prohibits the output of the first speed command.

As a result, the second gear shift command is output immediately after the vehicle stops, and at the next start, the vehicle starts at the second speed. In this case, however, if an engagement failure is determined, FIG. Since the second-speed engagement failure provisional flag XEN2t is set by the program of step (2), the above-described steps S272 to S280 are executed.

Then, in the same manner as described above, in the previous control loop, the second-speed engagement failure provisional flag XEN
It is determined whether or not 2t has been set. Since the flag XEN2t was not set in the previous control loop at the time of the first determination, steps S281 and S28 are performed next.
Step 2 is executed to set the fourth speed start flag X4ST and inhibit the output of the first to third speed commands. Therefore, also in this case, the vehicle starts at the fourth speed. And
In the control loop for the next and subsequent times, the above-described steps S280 to S283 are executed, and the vehicle starts at the fourth speed, travels at or above a predetermined vehicle speed, and stops when the vehicle stops.
In step S285, the fourth speed start flag X4ST is reset, and the output of the first speed command and the second speed command is prohibited. Therefore, at this time, the third speed command is output, and the vehicle starts at the third speed at the next start.

If the engagement failure is also determined at the time of the start at the third speed, the third speed engagement failure provisional flag XEN3t is set by the program of FIG. 27, so that the steps S271 to S286 and S2 are performed.
87, the fourth speed start flag X4ST is set, and the output of the first to third speed commands is prohibited. Therefore,
In this case, only the fourth speed command can be output.

As described above, when the engagement failure occurs under the normal first speed command, the vehicle starts once at the fourth speed achieved without engaging the forward clutch 41, and then starts at the second speed. It is performed under a speed command. In this case, if an engagement failure occurs, the vehicle is started at the fourth speed, and then the next start is performed under the third speed command. Also in this case, if an engagement failure occurs, only the fourth speed command can be output, and thereafter, the vehicle starts and runs at the fourth speed. Then, when an engagement failure occurs under any of the first to third speed commands, the engagement failure is determined,
The result is used in another fail-safe control.

Next, a description will be given of the gear position selection control at the time of a malfunction of the solenoid valve in step S243 of the flowchart of FIG.

This control is performed according to the program shown in the flowchart of FIG. 37. First, in step S291,
A functional failure of the solenoid valve that causes a gear failure in which the gear position does not become the first speed in response to the first speed command, specifically, as is clear from Tables 3 and 4, the first duty SV12
1 OFF failure, second duty SV122 OFF failure, and third duty SV123 ON failure, ie, first duty SV.
-OFF failure second DCKAM flag XDS1OF2k,
Second duty SV-OFF failure Second DCKAM flag XDS2OF2k, third duty SV-ON failure second
It is determined whether or not any one of the DCKAM flags XDS3ON2k is set.

Since these KAM flags are retained even after the ignition switch is turned off, each of the second DCK
When any one of the AM flags is set, step S292 is executed immediately after the start of the next driving cycle and thereafter, and when the first speed cannot be achieved, the output of the first speed command is output from the start of operation. Will be banned. In this case, as in the case of the gear selection control at the time of the gear failure described above, the second speed is employed instead of the first speed.

Next, in step S293, a functional failure of the solenoid valve which causes a gear failure in which the second gear is not set to the second gear in response to the second speed command, specifically, an ON failure of the first duty SV121 and a second failure O of duty SV122
Whether any one of the FF failure and the ON failure of the third duty SV123 is determined, that is, the first duty SV-ON failure, the second DCKAM flag XDS1ON2
k, the second duty SV-OFF failure second DCKAM flag XDS2OF2k, and the third duty SV-ON failure second DCKAM flag XDS3ON2k are determined to be set.

When any one of the second DCKAM flags is set, step S294 is executed immediately after the start of the next driving cycle, and the output of the second speed command is prohibited from the beginning of the operation. The third speed is adopted instead of the second speed.

In step S295, the malfunction of the solenoid valve which causes a gear failure in which the gear position does not become the third speed in response to the third speed command, specifically, the ON failure of the second duty SV122, and the third failure Duty SV12
3 is determined, ie, the second duty SV-ON failure second DCKAM flag X
DS2ON2k, third duty SV-ON failure 2D
It is determined whether any one of the CKAM flags XDS3ON2k is set.

When any one of the above-mentioned second DCKAM flags is set, step S296 is executed immediately after the start of the next driving cycle, and the output of the third speed command is prohibited from the beginning of the operation. Fourth speed is adopted instead of third speed.

In step S297, a malfunction of the solenoid valve which causes a gear failure in which the fourth gear is not set to the fourth speed in response to the fourth speed command, specifically, the first ON / OFF S
OFF failure of V111, O of first duty SV121
N failure, ON failure of the second duty SV122, and OFF failure of the third duty SV123 are determined, that is, first on-off SV-OFF failure, second DCKAM flag XOS1OF2k, first duty SV-ON failure. Second DCKAM flag XDS1ON
Any one of 2k, second duty SV-ON failure second DCKAM flag XDS2ON2k, and third duty SV-OFF failure second DCKAM flag XDS3OF2k
It is determined whether or not one is set.

When any one of the second DCKAM flags is set, step S298 is executed immediately after the start of the next driving cycle, and the output of the fourth speed command is prohibited from the beginning of the operation. The third speed is adopted instead of the fourth speed.

Thus, any of the second DCKA
When the M flag is set and the functional failure of the corresponding solenoid valve is determined, in the subsequent driving cycle, the output of the command of the gear that cannot be achieved is prohibited without performing the failure determination operation again. Perform shift control.

[0312] Thus, wasteful determination of a functional failure of the solenoid valve at the start of each driving cycle is eliminated, and fail-safe control is executed immediately after the start of operation to ensure good traveling performance.
This state is resolved when the battery power is turned on after the solenoid valve is repaired or replaced, for example.

Next, the line pressure control at the time of gear failure in step S244 of the flowchart in FIG. 33 will be described.

This control is performed in accordance with the program shown in the flow chart of FIG. 38. In step S301, it is determined whether the fourth speed neutral failure flag XGR4Nf or the fourth speed third speed failure flag XGR43f is set, and in step S302, the third speed failure flag XGR3f Is set in step S303, the second speed failure flag XGR
Whether or not 2f is set is 1 in step S304.
It is determined whether or not the quick failure flag XGR1f is set.

Then, the 4-speed neutral failure flag XG
When R4Nf or the fourth-speed / third-speed failure flag XGR43f is set, when the third-speed failure flag XGR3f is set, and when the second-speed failure flag XGR2f is set, the line pressure is maximized in step S305. Hydraulic control is performed as follows. Specifically, the linear valve 131 shown in FIG.
The line pressure is maximized by adjusting the control pressure supplied to one pressure adjustment port 101a.

The control for maximizing the line pressure is for ensuring a sufficient torque transmission capacity of the friction element involved in torque transmission when the vehicle starts in a gear failure state.

That is, when the vehicle starts in the fourth speed due to the above-described engagement failure (steps S276 and S282 in FIG. 36).
In S287) and the like, when starting at the third speed due to a failure of the fourth speed gear, etc., the forward clutches 41 and 3-4
The clutch 43 transmits the torque. In this case, the 3-4 clutch 43 is not usually used at the time of starting, so the setting of the torque transmission capacity is not so large.
Therefore, the torque transmission capacity becomes insufficient at the time of starting the third speed. Therefore, when starting the third speed in the event of the failure of the fourth speed gear, the line pressure is maximized in order to secure the torque transmission capacity of the 3-4 clutch 43.

If a third gear failure occurs in the third speed start, the fourth speed is used instead of the third speed, so the vehicle starts at the fourth speed.
Although the brake 44 and the 3-4 clutch 43 transmit torque, the line pressure is maximized in this case also because the torque transmission capacity of the 3-4 clutch 43 is insufficient.

[0319] Further, when the second speed gear failure occurs when starting in the second speed, the third speed is employed instead of the second speed, so that the vehicle starts in the third speed in the same manner as in the case of the fourth speed gear failure described above. In this case, too, the torque transmission capacity of the 3-4 clutch 43 becomes insufficient, so that the line pressure is maximized.

On the other hand, when the first-speed failure flag XGR1f is set, the control for maximizing the line pressure as described above is not performed, and the line pressure is maintained at the normal state.

That is, when the first-speed gear fails, the vehicle starts at the second speed. This second-speed start is performed even under normal conditions, and the forward clutches 41 and 2 that transmit torque at the time of the second-speed start. The -4 brake 44 is set in advance so as to obtain a torque transmission capacity necessary for the second speed start. Therefore, in this case, the control for increasing the line pressure is not performed, and the line pressure in the normal state is maintained. As a result, an increase in pump drive loss due to an unnecessary increase in line pressure is avoided, and as a result, fuel efficiency is improved as compared with a case where the line pressure is constantly increased in the event of a gear failure.

Next, a description will be given of the shift control at the time of a solenoid function failure in step S245 of the flowchart of FIG.

This control is performed by the O of the first duty SV121.
This is related to shift control at the time of FF failure, and is performed as follows according to a program shown in a flowchart of FIG.

First, in step S311, the first duty SV-OFF failure flag XDS1OFf or the first duty SV-OFF failure second DCKAM flag XDS1
It is determined whether or not any one of the OF2k is set, and if it is set, in step S312, the 3-2 downshift line of the shift map used in the shift control is indicated by a solid line in FIG. The speed change point is changed from a normal line having a higher vehicle speed side as the throttle opening TVO becomes larger to a linear speed change line as shown by a chain line where the shift point always has a predetermined vehicle speed KVL3 regardless of the throttle opening TVO. I do.

This corresponds to the OF of the first duty SV121.
The purpose of the present invention is to address the problem of a shift shock during a downshift of the 3-2 torque demand in the event of an F failure.

That is, in the 3-2 shift, the second duty S
By switching V122 from OFF to ON and discharging the 3-4 clutch pressure and the servo release pressure,
This is performed by releasing the four clutch 43 and engaging the 2-4 brake 44 (see FIGS. 5 and 6), but the torque demand 3-2 due to the depression of the accelerator pedal is reduced.
In the case of a downshift, as shown by the solid line in FIG.
Control for temporarily reducing the servo apply pressure is performed by the duty control of the first duty SV121.

This is for reducing the fastening force of the 2-4 brake 44 to smoothly increase the turbine speed due to the release operation of the 3-4 clutch 43. Is almost completely released, the servo apply pressure is increased again, whereby the 2-4 brake 44 is completely engaged.

However, OF of the first duty SV121
When the F failure occurs, the control for temporarily reducing the servo apply pressure as described above cannot be performed, and as shown by a chain line A in FIG. The servo release pressure will be discharged. Therefore, by starting the discharge of the servo release pressure, 2-4
The brake 44 will be engaged, and as a result,
An interlock state occurs in which the four clutch 43 and the 2-4 brake 44 are both engaged, and a large shift shock occurs at this time.

Therefore, as described above, the first duty SV
When an OFF failure occurs in the shift map 121, the shift map 3-2
When the downshift line is set, the shift point is the throttle opening T
By changing to a shift line that always has the predetermined vehicle speed KVL3 regardless of VO, a downshift of 3-2 torque demand due to depression of the accelerator pedal (increase of the throttle opening TVO) is prevented from occurring. As a result, the above-described problem is avoided.

When changing the 3-2 downshift line to a linear shift line as described above, FIG.
In the example shown in FIG. 0, the shift point shifts to the high vehicle speed side on the low throttle opening side, and the shift point shifts to the low vehicle speed side on the high throttle opening side.

Thus, on the low throttle opening side, when the vehicle speed VEL decreases and the 3-2 downshift is performed as shown by an arrow C in FIG. The shift will be performed early,
Due to the increase in driving force accompanying this, a decrease in vehicle speed due to entry into an uphill road is suppressed.

On the high throttle opening side, as shown by the arrow D, when the 3-2 downshift is similarly performed due to the decrease in the vehicle speed VEL, this shift is delayed and the state of the third speed is maintained long. Will be done. Therefore,
The increase in the engine speed is suppressed in the high throttle opening range where the engine noise is likely to cause a problem, and the problem of the engine noise is reduced.

In addition, the first duty SV121 is turned off.
If a failure has occurred, it is determined in step S313 in FIG. 39 whether the current gear is in 2-3 gear shift. If the gear is in gear shift, the second duty SV122 is determined in step S314.
Is turned off, and the hydraulic control during the 2-3 shift of the duty SV122 is prohibited.

That is, in the 2-3 shift, the second duty S
By switching V122 from ON to OFF, 3-
Supplying 4 clutch pressure and servo release pressure,
This is performed by engaging the four clutch 43 and releasing the 2-4 brake 44 (see FIGS. 5 and 6).
At this time, as shown by the solid line in FIG. 42, the servo control pressure is temporarily reduced by the duty control of the first duty SV121 to reduce the fastening force of the 2-4 brake 44, and the second duty SV122 is controlled by the duty control. Then, the 3-4 clutch pressure (and the servo release pressure) is controlled to a shelf pressure state (see reference numeral o).

[0335] This avoids the occurrence of a shift shock due to the simultaneous engagement of the 2-4 brake 44 and the 3-4 clutch 43 during the 2-3 shift, while preventing the 3-4 shift.
In order to smoothly engage the clutch 43, in this case, if the servo apply pressure does not decrease due to the OFF failure of the first duty SV121, the 2-4 brake 44
Is completely engaged, the 3-4 clutch pressure is controlled to the shelf pressure state.
3 slips violently in a so-called half-clutch state, and wear is promoted. Further, since the turbine speed does not decrease forever, the shift operation does not end until the backup timer forcibly ends the shift operation, and the shift time is significantly increased. It will be longer.

Therefore, the OF of the first duty SV121 is
When the F failure occurs, as shown by reference numeral in FIG. 42, the shelf pressure control of the 3-4 clutch pressure by the second duty SV122 during the 2-3 shift is prohibited, and the second duty SV122 is directly changed from ON to ON. OFF, 3-4
The clutch 43 is quickly engaged, thereby preventing the above-described problem.

Next, the warning lamp control in step S246 of the flowchart in FIG. 33 will be described.

This control is performed according to the program shown in the flowchart of FIG.
And the first-speed failure flag XGR1f and the second-speed failure flag XGR
2f, 3rd speed failure flag XGR3f, 4th speed neutral speed flag XGR4Nf or 4th speed 3rd speed flag XG
It is determined whether any of R43f is set. If a gear failure has occurred and any of the above failure flags has been set, step S322 is executed.
Flashes the OD-OFF lamp provided on the instrument panel or the like in front of the driver's seat.

In step S323, the lock-up OFF failure flag XLOFf or the lock-up ON
It is determined whether or not any of the failure flags XLONf is set. If any of the flags is set, the process proceeds to step S3 as in the case of the gear failure described above.
At 22, the OD-OFF lamp blinks.

In step S324, it is determined whether or not the engagement failure flag XENf is set.
At 22, the OD-OFF lamp blinks.

This OD-OFF lamp is lit when the driver operates the OD-OFF switch to inhibit the overdrive gear (4th speed) in the D range. OFF failure,
By flashing as described above when a lock-up ON failure or an engagement failure occurs, the occurrence of a gear failure or the like is notified to the driver.

In some cases, instead of the OD-OFF switch and the OD-OFF lamp, a hold switch and a hold lamp having the same function may be provided. In this case, when a gear failure or the like occurs, this switch may be provided. The hold lamp will blink.

In this warning lamp control, at step S325, each solenoid OFF failure second DCK
AM flags XOS1OF2k, XOS2OF2k, XD
S1OF2k to XDS3OF2k and each solenoid ON failure second DCKAM flag XOS1ON2k, XO
It is determined whether any of S2ON2k and XDS1ON2k to XDS3ON2k is set. If any one of the flags is set, the MIL lamp is turned on in step S326.

This MIL lamp is lit when an exhaust gas purification system of the engine is abnormal, and is provided on an instrument panel or the like in front of the driver's seat. When one of the second DCKAM flags is set, this MI is regarded as causing an abnormality in the exhaust gas purification system.
The L lamp is turned on, whereby the driver is notified that an abnormality has occurred in the exhaust gas purification system.

In the line pressure control at the time of gear failure shown in the flow chart of FIG. 38, when the control for increasing the line pressure to the maximum is performed, the operating pressure for engaging the friction element at the time of shifting is increased, and a shift shock occurs. Easier to do,
The driver may feel uncomfortable. Therefore, FIG.
When the control for maximizing the line pressure in step S305 is performed, this may be notified to the driver by turning on or blinking a lamp.

[0346]

As described above, according to the present invention, the deviation of the actual gear ratio from the target gear ratio for each gear position is the first.
When it is smaller than the predetermined deviation, it is determined to be normal, and when the deviation becomes larger than a second predetermined deviation set to a value larger than the first predetermined deviation, it is determined to be faulty. A dead zone is provided between the range of the gear ratio and the range of the gear ratio for failure determination.

As a result, when the gear ratio does not match the target gear ratio due to, for example, slipping of the friction element, etc., it is possible to avoid erroneously determining whether the gear is faulty or normal, thereby improving the accuracy of the determination. Will be. Therefore,
When a functional failure determination of the solenoid valve is performed based on the determination result, this determination is performed with high accuracy, and fail-safe control for this functional failure is correctly performed.

In particular, according to the second aspect of the present invention, even when the deviation of the actual gear ratio with respect to the target gear ratio becomes larger than the second predetermined deviation, it is not immediately determined that a gear failure has occurred. When the deviation of the actual gear ratio is smaller than the third predetermined deviation with respect to the gear ratio of another gear other than the gear, the gear failure is determined only for the first time. As a result, the determination of the function failure of the solenoid valve or the fail-safe control is performed more accurately.

According to the third invention, in the above-mentioned second invention, the value of the third predetermined deviation for another gear speed different from the target gear speed for gear failure determination is different from that of the other gear speed. Since the value is equal to the value of the first predetermined deviation for the normal gear determination in the case of the target gear, the deviation for the failure determination for one gear and the normal determination for the other gear are determined. The deviation is shared, and therefore the memory usage is reduced or the control operation is simplified.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a mechanical configuration of an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a hydraulic control circuit diagram of the automatic transmission.

FIG. 3 is a control system diagram for each solenoid valve provided in the hydraulic control circuit.

FIG. 4 is an enlarged view of a main part of a hydraulic control circuit showing a state of a first speed.

FIG. 5 is an enlarged view of a main part of a hydraulic control circuit showing a second speed state.

FIG. 6 is an enlarged view of a main part of a hydraulic control circuit showing a state of a third speed.

FIG. 7 is an enlarged view of a main part of a hydraulic control circuit showing a state of a third-speed lockup.

FIG. 8 is an enlarged view of a main part of a hydraulic control circuit showing a state of a fourth speed.

FIG. 9 is an enlarged view of a main part of a hydraulic control circuit showing a state of a fourth-speed lockup.

FIG. 10 is an enlarged view of a main part of a hydraulic control circuit showing a state of an L range first speed.

FIG. 11 is an enlarged view of a main part of the hydraulic control circuit showing a state of reverse speed.

FIG. 12 is a sectional view showing a structure of an on / off solenoid valve.

FIG. 13 is a sectional view showing a structure of a duty solenoid valve.

FIG. 14 is a flowchart showing a main program of the failure determination control.

FIG. 15 is a flowchart showing a first half of a gear failure / normality determination control program.

FIG. 16 is a flowchart showing the latter half of the program.

FIG. 17: First gear failure used in the program,
FIG. 4 is a region diagram of a gear ratio for normality determination.

FIG. 18 is a region diagram of a gear ratio for a second speed gear failure / normal determination.

FIG. 19 is a region diagram of a gear ratio for determining a third-speed gear failure and normality.

FIG. 20 is a region diagram of a gear ratio for a fourth speed gear failure / normality determination.

FIG. 21 is a flowchart showing a program for lock-up OFF failure / normality control.

FIG. 22 shows lockup O used in the same program.
FIG. 7 is a region diagram of a slip rotation speed for FF failure and normality determination.

FIG. 23 is a flowchart showing a program for lock-up ON failure / normality control.

FIG. 24: Lockup O used in the same program
FIG. 9 is a region diagram of a slip rotation speed for determination of N failures and normality.

FIG. 25 is a region diagram of a throttle opening used in the program.

FIG. 26 is a region diagram showing another example.

FIG. 27 is a flowchart showing a program for engagement failure / normality determination control.

FIG. 28 is a characteristic diagram of oil temperature used in the same program for a predetermined time.

FIG. 29 is a flowchart showing a front part of a program for solenoid function failure determination control.

FIG. 30 is a flowchart showing an intermediate part of the program.

FIG. 31 is a flowchart showing the latter part of the program.

FIG. 32 is a flowchart showing a program for vehicle speed sensor failure determination control.

FIG. 33 is a flowchart showing a main program of the fail-safe control.

FIG. 34 is a flowchart showing a program for gear selection control at the time of gear failure.

FIG. 35 is a characteristic diagram of a predetermined vehicle speed used in the same program.

FIG. 36 is a flowchart showing a program of gear selection control at the time of an engagement failure.

FIG. 37 is a flowchart showing a program for gear selection control when a solenoid function fails.

FIG. 38 is a flowchart showing a program of line pressure control at the time of gear failure.

FIG. 39 is a flowchart showing a shift control program when a solenoid function fails.

FIG. 40 is a characteristic diagram of a 3-2 shift line used in the same program.

FIG. 41 is a hydraulic pressure characteristic diagram at the time of 3-2 shift by the same control.

FIG. 42 is a hydraulic pressure characteristic diagram at the time of 2-3 shifts by the same control.

FIG. 43 is a flowchart showing a warning lamp control program.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Automatic transmission 20 Torque converter 26 Lock-up clutch 30 Transmission gear mechanism 41-45 Friction element 100 Hydraulic control circuit 111,112 On / off solenoid valve 121-123 Duty solenoid valve 300 Controller

Claims (3)

[Claims] 1. A torque converter, a transmission gear mechanism to which power from a power source is input via the torque converter, a plurality of friction elements for switching a power transmission path of the transmission gear mechanism, and A hydraulic control circuit for controlling the supply and discharge of the operating pressure and switching the gear stage of the transmission gear mechanism, a failure detection device for an automatic transmission,
An actual gear ratio calculating means for calculating an actual gear ratio based on a ratio between an input rotation speed and an output rotation speed of the transmission gear mechanism; Comparison means for comparing the gear ratio with the actual gear ratio; gear normality determination means for determining a normal state when a deviation of the actual gear ratio with respect to the gear ratio of the target gear is smaller than a first predetermined deviation; Gear failure determining means for determining a failure state when the deviation of the actual gear ratio with respect to the gear ratio of the gear is larger than a second predetermined deviation set to a value larger than the first predetermined deviation. Failure detection device for automatic transmission. 2. A torque converter, a transmission gear mechanism to which power from a power source is input via the torque converter, a plurality of friction elements for switching a power transmission path of the transmission gear mechanism, and A hydraulic control circuit for controlling the supply and discharge of the operating pressure and switching the gear stage of the transmission gear mechanism, a failure detection device for an automatic transmission,
An actual gear ratio calculating means for calculating an actual gear ratio based on a ratio between an input rotational speed and an output rotational speed of the transmission gear mechanism; and a gear at a target gear designated by a shift command output according to an operation state Comparing means for comparing the gear ratio with the actual gear ratio; gear normality judging means for judging a normal state when a deviation of the actual gear ratio with respect to the gear ratio of the target gear is smaller than a first predetermined deviation; The deviation of the actual gear ratio with respect to the gear ratio of the gear is larger than the second predetermined deviation set to a value larger than the first predetermined deviation, and is different from the target gear based on the speed change command. A failure detection unit for determining a failure state when a deviation of the actual gear ratio from the gear ratio is smaller than a third predetermined deviation. 3. The value of the third predetermined deviation for failure determination set for a gear ratio of another gear different from the target gear is determined to be normal when the other gear is the target gear. The failure detection device for an automatic transmission according to claim 2, wherein the value is set to be equal to a value of a first predetermined deviation for the automatic transmission.