JPS61256048A - Control device of transmission for vehicle - Google Patents

Abstract

PURPOSE:To form a fail safe mechanism, by applying pressure of oil, generated in accordance with running operation of a vehicle, to act on one side surface and the opposite side surface of a spool, on which pressure of oil acts from a solenoid valve, while preventing operating members from being actuated in the running operation. CONSTITUTION:A control device has a selector valve 56, which supplies oil pressure Pc through a solenoid valve 57 by a signal from a control part C, and the second selector valve 59 which communicates with either of a friction engaging element 15 or 16 constituting operating members applying control oil pressure to act when a vehicle is stopped. Oil pressure Pu, generated in accordance with running operation of the vehicle, is applied acting on one side surfaces 56a and 56b of a spool 75 on which the oil pressure acts from the solenoid valve 57 in the selector valve 56. The device prevents the operating members 15, 16 from being actuated during the running operation of the vehicle. Consequently, safety can be ensured even if the solenoid valve performs misoperation.

Description

DETAILED DESCRIPTION OF THE INVENTION (A) Industrial Application Field The present invention is applicable to vehicle transmissions, such as torque converters, fluid transmission devices such as fluid couplings, and forward and reverse frictional engagement elements. This invention relates to a control device that prevents creep and roll pack by simultaneously operating forward and reverse frictional engagement elements in a vehicle transmission equipped with a forward/reverse switching gear train. The present invention relates to a fail-save mechanism configured such that a member that operates inside the mechanism does not operate while the vehicle is running.

(b) Conventional technology Generally, when a vehicle equipped with this type of vehicle transmission makes a temporary stop due to a traffic signal, etc., the shift lever is held in the D (drive) range. Due to the high torque transmitted by the engagement of the low speed gear, a creep phenomenon occurs in which the vehicle body moves slowly, and when the vehicle is stopped on a steep slope, a roll pack phenomenon occurs in which the vehicle moves backwards.

Conventionally, a control device has been devised in which the gear is automatically switched to and held at a high speed when the vehicle is stopped, and the above-mentioned creep phenomenon is prevented by a low torque transmission force based on the high speed.

However, the conventional control device described above only reduces the torque transmitted from the engine, so even if the creep phenomenon can be prevented under normal idling conditions, creep phenomenon occurs during high-speed idling such as during warm-up. occurs, and there is no effect in preventing the rollback phenomenon. Furthermore, the transmission must be lowered to a low gear once when starting, which may cause problems in response when starting, especially when using a transmission with a belt-type continuously variable transmission (CV
If applied to a transmission that cannot easily shift to a high speed or a low speed when stopped, as in T), the responsiveness during a first start will be impaired and the durability of the belt will be significantly reduced.

Therefore, the present applicant supplies control hydraulic pressure to other frictional engagement elements in addition to the frictional engagement element originally at the shift position, and operates a plurality of frictional engagement elements at the same time.
We have devised a highly reliable control device (unknown to the public) that can prevent creep and roll-pack phenomena according to the driver's will.

(C) Problems to be Solved by the Invention By the way, in a control device that operates the actuating member only when stopped, such as the above-mentioned creep/roll pack prevention mechanism, the actuating member temporarily If it is activated while driving, whether it is immediately or continuously, it will seriously impede driving, so such a situation must be avoided at all costs. Furthermore, if the actuating member cannot be released at the time of starting, a situation may arise in which the vehicle cannot start.

Therefore, an object of the present invention is to provide a highly reliable fail-safe mechanism to prevent the above-mentioned situation from occurring.

(d) Means for solving the problem The present invention has been made in view of the above circumstances, and
As shown in the figure, a solenoid valve 57 is controlled based on a signal from a control unit C, and a hydraulic pressure P for controlling (creep/roll pack) is controlled by the solenoid valve 57.
a (first) switching valve (creep/roll pack control valve) 56 that supplies or drains c, and a plurality of frictional engagement elements constituting an operating member that operates to control hydraulic pressure based on the shift position when the vehicle is stopped. (for example, reverse brake, forward clutch) 15° 16, and a second switching valve (manual valve) 59 that communicates with either the forward or reverse shift position.
The control hydraulic pressure Pc is supplied to frictional engagement elements other than the frictional engagement elements originally at the shift position, so that a plurality of frictional engagement elements 15 and 16 can be engaged at the same time.

As the vehicle travels, oil pressure from the solenoid valve 57 of the (first) switching valve 56 acts on one side (upper end oil chamber) 56a and the opposite side (lower end oil chamber) 56b of the spool 75. It is characterized in that it is configured to apply hydraulic pressure (for example, hydraulic pressure for lock-up clutch control) Pu, so that the operating member 15 or 16 does not operate while the vehicle is running.

(e) Effect Based on the above-mentioned configuration, when the vehicle is stopped in the D range, for example, and a predetermined (for example, forward movement) frictional engagement element 16 is engaged, the solenoid is activated based on a command from the control unit C. Valve 57 is activated. Then, the (first) switching valve 56 is switched to supply the control hydraulic pressure Pc, and the control hydraulic pressure Pc is then switched to the operating member by the second switching valve (integrated into the manual valve) 59. (Frictional engagement element for reverse movement)
15. This causes the plurality of frictional engagement elements 15,16 to engage simultaneously, preventing creep and roll pack.

When starting, the solenoid valve 57 is drained (off) based on a command from the control unit
) switching valve 56 drains and stops supplying the control hydraulic pressure Pc. As a result, the actuating member (frictional engagement element) 15 is disengaged, and the vehicle starts moving.

At this time, when the vehicle is in a running state, for example, the valve 53 is subjected to duty control and the lock-up control hydraulic pressure Pu is supplied to the oil passage 72, the lock-up clutch 9 is engaged, and the oil chamber 56b of the switching valve 56 is The hydraulic pressure Pu is supplied.

As a result, even if the solenoid valve 57 malfunctions, the spool 75 will not move, and therefore the actuating member 15 will not operate while the vehicle is running.

(F) Embodiment Before explaining the present invention in detail, a vehicle transmission to which the present invention can be applied will be explained based on FIG. 5.

The vehicle transmission (CVT) 1 includes a fluid coupling 2, a forward/reverse switching device i13, a belt type continuously variable transmission 5, a reduction gear device 6, and a differential device 7. Furthermore, the fluid coupling 2 is equipped with a lock-up clutch 9, and by switching the control hydraulic pressure (flow), the clutch 9 can be connected to directly transmit power to the forward/reverse switching device 3 without going through the fluid coupling 2. .

Further, the forward/reverse switching device includes carrier binions 10a, 10b connected to the input (fluid coupling 2) side, output (
Consisting of a planetary gear train 13 having a sun gear 11 and a ring gear 12 connected to the continuously variable transmission 15) side, a reverse brake 15 and a carrier 10 for switching the sun gear 11 to a fixed or idle state are connected to the continuously variable transmission 5. It has a forward clutch 16 that is engaged or released, and these brakes 15 and clutches 16 are switched and controlled by hydraulic cylinders 15a and 16a, respectively. The continuously variable transmission 5 includes a primary pulley 17. It consists of a secondary pulley 19 and a metal belt 20 wrapped around both pulleys, and both pulleys 17 and 19 can change their effective diameters by hydraulic control. In addition, the reduction gear device 6
has a large gear 21a and a small gear 21b fixed to the idler shaft 21, and transmits the rotation of the gear 22 fixed to the secondary pulley 19 to the gear 23 of the differential device 7 at a reduced speed. Further, the differential device 7 differentially transmits the rotation of the gear 23 to the left and right axles 25, 25.

Based on the above configuration, the vehicle transmission (CVT) 1 transmits the rotation of the engine to the carrier 10 of the planetary gear train 13 via the fluid coupling 2 or directly by connecting the lock-up clutch 9. Then, based on the connection of the forward clutch 16, the rotation of the carrier 10 is transmitted as a forward rotation to the primary pulley 17 together with the sun gear 11,
Further, based on the operation of the reverse brake 15, the carrier pinions 10a and 10b function as reverse rotation gears, and transmit reverse rotation to the primary pulley 17 via the sun gear 11. Then, the rotation of the primary pulley 17 is transmitted to the secondary pulley 19 in a stepless manner by changing the ratio of both pulleys based on hydraulic control, and further to the reduction gear W6.
and is transmitted to the left and right axles 25, 25 via the differential device 7.

(F-1) First Embodiment Next, a first embodiment, which is the basic form of the present invention, will be explained based on FIGS. 1 and 2.

The control section of the vehicle transmission according to the first embodiment [50 is a control modulator valve 51, as shown in FIG.
The sequence valve 52, the shift/lockup control valve 53, and the control valve 53 are connected to the control section C.
A solenoid valve 55 that performs duty control based on a signal from a solenoid valve 55, a solenoid valve 57 that performs duty control of the control valve 56, and a manual valve 59.
Consisting of Sequence valve 52 is Snatsupa valve 60
and a spool 61, and oil chambers 52a and 52b are provided at the upper and lower ends thereof, and a spring 62 is compressed between the lower end oil chamber 52b and the spool 61, and an oil passage 64 is provided. A pressure (line pressure) PQ that changes appropriately depending on the input torque, gear ratio, etc. is supplied through the valve 52, and the line pressure PQ is communicated to each of the ports a, b, and c of the valve 52 via an oil path, respectively. ing.

Further, the sequence valve 52 is communicated with a shift/lockup control valve 53 from each outport via oil passages 69 and 70, and is returned to and communicated with the import 52c from the valve 53 via an oil passage 63. ,
Furthermore, outport g.

f is led to the manual valve 59 via an oil passage 65, and branched from the oil passage 65 to an upper end oil chamber 52a.
is communicated with.

On the other hand, the shift/lockup control valve 53 has a spool 66 and oil chambers 53a and 53b at its upper and lower ends. And the upper end oil chamber 53a
is connected to the modulator valve 51 via an oil passage 67, and is supplied with a control pressure Pm obtained by reducing the line pressure Pa to a constant pressure by the modulator valve 51.

Furthermore, an orifice and a solenoid valve 55 are interposed in the oil passage 67. Further, an oil passage 69 from the sequence valve 52 is connected to the import i, an oil passage 70 is connected to another import 2, and an out port d is connected to the oil passage 63 to the sequence valve 52. , the oil passage 63 is branched and guided to the lower end oil chamber 53b,
The spool 66 is urged upward in cooperation with a spring 71 contracted in the oil chamber 53b. Further, another out port j is connected to the lock-up clutch 9 (see FIG. 5) of the fluid coupling 2 via an oil passage 72, and furthermore, the oil passage 72
is branched off and communicates with a creep roll pack control valve 56.

First, based on the above configuration, the manual valve 59
An oil passage 65. Also, the operation related to the supply of hydraulic pressure to the oil passage 72 communicating with the lock-up clutch 9 will be explained.

Line pressure Pa is supplied to the supply oil path 64, but when the shift lever is in the neutral state, the spool 61 of the sequence valve 52 is biased by the spring 62 and is in the upper position (as shown), and the import a is closed. At the same time, the import b communicates with the wave path 70, and the line pressure introduced into the lower end oil chamber 52b via the import C presses the spool 61 upward together with the spring 62. Further, the line pressure communicated with the oil passage 70 acts on the control valve 53, but in the neutral state, the solenoid valve 55 is not energized and is in the drain state, so that the oil passage 67 is disconnected from the modulator valve 51. The control pressure Pm supplied through the control valve 53 does not act on the upper end oil chamber 53a (zero level), the spool 66 of the control valve 53 is in the upper position (as shown), the import Q is in the closed state, and the oil passage 70 is also blocked. In addition, an oil passage 65 for conducting the manual valve 59
is in communication with the boat d of the control valve 53 via the port 52c and the oil passage 63, and further communicates with the drain boat e, so that it is in a draining state.

From this neutral state, by the driver's shift operation,
Manual valve 59 is in D (drive) range or R (
When the range is switched to reverse) range (N→D, N→R), the forward clutch 16 is connected to the conducting oil passage 65 as described later.
Or the reverse brake 15 is communicated. At the same time, a shift lever position sensor (not shown) detects the movement of the shift lever and sends the signal to the control unit C. The control unit C, which receives the signal, adjusts the position according to the state of the vehicle at that time. The optimal engagement timing is calculated and transmitted to the solenoid valve 55. As a result, the solenoid valve 55 becomes PW
The drain is gradually throttled under M control, and the pressure in the upper end oil chamber 53a is gradually raised to zero level according to the calculation result. As a result, the spool 66 of the control valve 53 moves downward against the spring 71, nearly closing the drain port e, and at the same time, the import ρ from the oil passage 70 begins to open, and the line pressure PQ is supplied to the out port d. start. At the same time, the pressure of the boat d is supplied to the lower end oil chamber 53b via the oil passage 63 (feedback pressure), and the spool 66 is pushed upward again by the feedback pressure and returned to its original state. While repeating this operation at an extremely high frequency, the line pressure PΩ from the oil passage 70 is applied to the port Q.

d, and the oil pressure (engaging pressure) in the oil path 63 gradually increases in accordance with the control state of the solenoid valve 55, that is, the control pressure in the upper end oil chamber 53a, and the upper end oil When the chamber 53a reaches the line pressure PQ, the spool 66
comes into contact with the bottom surface of the lower end oil chamber 53b, and the engagement pressure of the oil passage 63 also reaches the full level (line pressure PQ level). and,
The gradually increasing engagement pressure is supplied to the manual valve 59 via the sequence valve port 52c and the oil passage 65, and is further applied to the forward or reverse frictional engagement element (clutch, brake) 16.15. Then, the engaging element is smoothly connected or released, and a shift operation (N-+D or N-)R) without a shift shock is performed.

On the other hand, the pressure increase in the oil passage 65 also acts on the upper end oil chamber 52a of the sequence valve 52 via a branch passage, but when the supply pressure reaches the line pressure, the spool 61 suddenly moves downward due to the snap action of the snapper valve 60. , and its lower end comes into contact with the bottom surface of the lower end oil chamber 52b. In this state,
Port b is switched to communicate with port f and port g is closed, so that line pressure PQ is directly supplied to oil passage 65 through ports b and f, and acts stably on manual valve 59. do. Also, in this state,
Oil passage 70, ports Q, d, and oil passage 63 communicate with drain port m to form a drain circuit, and port a further communicates with oil passage 69.
The line pressure PI2 is communicated with the port i of the control valve 53, but the port i is in a closed state.

In addition, from the above-mentioned state, the solenoid valve 55 is subjected to PWM control based on a signal from the control unit C to gradually lower its duty control pressure. That is, when the solenoid valve 55 is gradually drained and the control pressure acting on the upper end oil chamber 53a is gradually released, contrary to the shift operation, the spool 66 of the valve 53 is gradually moved upward by the spring 71 of the lower end oil chamber 53b. Move to. Then, at the same time as drain port h gradually closes, ports i and j begin to communicate with each other and line pressure PΩ from oil passage 69 is supplied to hydraulic pressure 72 and port k, but the pressure supplied to port k is The pressure acts on the land stepped portion of the spool 66 and acts to lift the spool 66 upward. As a result, the lock-up clutch oil pressure Pu supplied to the oil passage 72 is transferred to the two of the solenoid valves 55, similar to the shift operation described above.
wM control, the lock-up clutch 9 is smoothly engaged while being controlled to slip so as not to cause shock, and supply is supplied to the creep/roll pack control valve 56, and the solenoid valve 55 controls the solenoid. In the off and closed state (the state shown in the figure), the line pressure PQ is completely supplied to the oil passage 72,
The lock-up clutch 6 is fully engaged.

Next, the creep roll pack control valve 56
and the manual valve 59 will be explained.

The creep roll pack control valve 56 has a spool 75 as shown in FIG. 1, and oil chambers 56a at its upper and lower ends.

56b. The upper end oil chamber 56a is supplied with the control pressure Pm from the control modulator valve 51 via an oil passage 67, and furthermore, the oil passage 67 is controlled by an orifice 77 and a signal from the control section C. A solenoid valve 57 is interposed, and further extends from the upper end oil chamber 56a and communicates with the import 56c.

Further, the oil passage 72 from the shift/lockup control valve 53 is communicated with the lower end oil chamber 56b, and works together with the spring 80 to urge the spool 75 upward.

Further, the out port 56d of the control valve 56 can branch and communicate with the drain port 56e, and also communicates with the manual valve 59 via an oil passage 79.

In addition, predetermined input data such as engine speed, throttle opening, oil temperature, shift lever position, vehicle speed, manual select button for creep/roll pack control, etc. are input to the control unit C, and signals are programmed in advance. It is calculated according to the processing procedure and output to the solenoid valve 53 or 57.

Further, the manual valve 59 has a spool 85 that is operated by a shift lever (not shown) as shown in detail in FIG. 2, and is used to shift the vehicle transmission 1 (FIG. 5). P (park) range, R (reverse) range, D (drive) range (range for operating the continuously variable transmission 5 over the entire speed range) and L (low) range (continuously variable transmission 5) of the shift lever It has a large number of ports that can be switched depending on the position of the spool 85 based on the operation of the range (which maintains the motor at a predetermined deceleration state). The oil passage 65 from the sequence valve 52 is branched into three, each of which is an import 65a.

65b and 65c, and the oil passage 79 from the creep/roll pack control valve 56 is also branched into three imports 79a, 79b, and 79, respectively.
It is connected to c. Furthermore, out ports 86, 87a
, 87b communicate with the reverse brake 15 (more precisely, the operating hydraulic cylinder 15a) via an oil passage 89, and the forward clutch 16 (operating hydraulic cylinder 15a) via an oil passage 91 from the outports 90a, 90b. It communicates with the cylinder 16a). Further, the out port 90a communicates with a port 90c via an oil passage 92. In addition, 93.95,9
6 and 97 are drain ports.

Next, the effect of the oil pressure in each range value of the manual valve 59 will be explained.

First, in the P range, the shift control hydraulic pressure Ps from the oil passage 65 is communicated with the drain port 95 via the port 65a, and the creep/roll pack control hydraulic pressure Pc from the oil passage 79 is completely blocked. It also communicates with a drain port 56e through a creep/roll pack control valve 56.

Further, the reverse brake 15 is drained to the drain port 95 via the port 86, and the forward clutch 16 is also drained to the drain port 96 via the port 90b. Therefore, both the reverse brake 15 and the forward clutch 16 are drained.

It is in a disengaged state.

In addition, when the R range is switched, port 65a
and 86 are in communication, and the shift control hydraulic pressure Ps is supplied to the reverse brake 15 via the oil passage 89, and the ports 79a and 90b are in communication. In this state, if the creep/roll pack control button is activated and the vehicle is stopped, the control unit C inputs various inputs such as the creep/roll pack control button being turned on, the throttle opening being zero, and the vehicle speed being zero. While receiving a signal (the setting signal can be freely designed by a program), an ON signal is issued from the control section C to the solenoid valve 57, and the drain of the valve 57 is closed. As a result, the modulator control pressure Pm acts on the upper end oil chamber 56a of the creep/roll pack control valve 56 from the oil passage 67, and moves the spool 75 downward against the spring 80. The oil pressure Pm is supplied to the oil passage 79. Then, the creep/roll pack control hydraulic pressure Pc consisting of the modulator control pressure is applied to the port 79a.
and 90b to the oil passage 91, and engages the forward clutch 16. Therefore, both the reverse brake 15 and the forward clutch 16 are engaged, and the two elements of the forward/reverse switching device 3 made up of the planetary gear train 13 are fixed and connected, and the transmission 1 is placed in a braking state. Creep and roll pack are prevented.

When the accelerator is pressed in this state, an off signal is issued from the control section C, the solenoid valve 57 is drained, the oil pressure in the upper end oil chamber 56a becomes zero level, and the spool is activated by the spring 8° in the lower end oil chamber 56b. 56 moves upward and ports 56c and 56d are closed. As a result, the control oil pressure Pc in the oil passage 79 becomes zero level, the forward clutch 16 is disengaged, and the vehicle moves backward.

In addition, in the N range, the shift control hydraulic pressure Ps from the oil passage 65 is communicated with the oil passage 92 via ports 65a, 65b, and 90a, and is further drained to the drain boat 93 via port 90c. 90a
The forward clutch 16 is also drained through the oil passage 91, and the clutch 16 is in a disengaged state. Similarly to the P range, the oil passage 79 is drained to the drain port 56e by the creep/roll pack control valve 56, and the reverse brake 15 is also drained to the drain boat 97 via the port 87b. brake 15
is in a disengaged state.

Furthermore, when switched to D range, import 65b,
65c is communicated with the out port 90a, the port 90b is closed, and the shift control hydraulic pressure Ps from the oil passage 65 is supplied to the forward clutch 16, so that the clutch is engaged.

In this state, when the vehicle is stopped, the solenoid valve 57 is turned on based on the signal from the control unit C, the drain is closed, and the control hydraulic pressure Pc is supplied to the oil passage 79 as in the R range described above. Ru.

As a result, based on the fact that the ports 79b and 87a are in communication and the port 87b is closed, the creep/roll pack control hydraulic pressure Pc is changed to the reverse brake 1.
5 and the brake is engaged. Therefore, similarly to the R range, the forward/reverse switching system ffi! The two elements No. 3 are fixed and connected, and the transmission 1 is maintained in a braking state.

When the accelerator is pressed in this state, the solenoid valve 57 is drained by the off signal from the control section C, the oil pressure Pc in the oil passage 79 becomes zero level, the engagement of the reverse brake 15 is released, and the vehicle is turned off. moves forward.

Also, in the L range, the shift control system import 65c communicates with the outport 90a, and the creep/roll pack control system import 79
range c communicates with the out port 87a and functions in exactly the same way as the D range described above.

Next, the failsafe mechanism of the creep/roll pack prevention mechanism described above will be explained.

The lock-up clutch 9 moves the solenoid valve 55 to P
By gradually draining under WM control, the lock-up control hydraulic pressure Pu from the out port j of the shift/lock-up control valve 53 gradually increases, and the engagement is performed smoothly under slip control. As soon as the solenoid valve 55 starts running,
is controlled and slip control is started. Therefore, when the vehicle moves forward or backward, the lock-up clutch control hydraulic pressure Pu is generated, and this hydraulic pressure
Lower end oil chamber 56b of rollback control valve 56
However, since the lock-up clutch control hydraulic pressure Pu is supplied from the line pressure PQ, even if the hydraulic pressure is relatively low due to being throttled by the valve 53, for example.

A modulator valve 5 is provided in the upper oil chamber 56a of the valve 56.
Since the hydraulic pressure Pm reduced in step 1 acts, even if the solenoid valve 57 malfunctions and the hydraulic pressure Pm acts on the upper end oil chamber 56a while the vehicle is running, the lock-up will occur relatively soon after the vehicle starts running. The hydraulic pressure Pu overcomes and locks the spool 75 in its upwardly moved position, preventing both the forward clutch 16 and the reverse brake 15 from engaging simultaneously.

Furthermore, if a situation occurs in which the creep lockup mechanism described above cannot be released during the first start.

It is also possible to create a fail-safe mechanism in which the control unit C determines the occurrence of such a situation based on the accelerator opening, brake signal, and vehicle speed, and intentionally controls the lock-up clutch 9 to slip even when the vehicle speed is zero, allowing the vehicle to start. . That is, the area of the lower end 75b of the spool of the creep/rollback control valve 56 is set to be larger than the area of the upper end 75a, and the spool 7 is set with a smaller hydraulic pressure Pu for the lock-up clutch.
Port 5 of valve 56 is moved upward, and when the lock-up clutch 9 is engaged at the initial stage of slip control to the extent that it is dragging, port 5 of valve 56 is closed.
You can start by draining the 6d.

Further, by performing a process for confirming the occurrence of a malfunction as shown in FIG. 3 in the control unit C, it is possible to notify the driver of the occurrence of a malfunction.

That is, when the throttle is at a predetermined opening degree X5 or more, the brake is off, and the vehicle speed is below a predetermined speed zkm/h, the duty control of the solenoid valve 55 is operated at y%, and the vehicle starts, but its driving performance is The system is significantly down to ensure safety and to notify the driver that a problem has occurred.

(F-2) Second embodiment Next, another embodiment will be described based on FIG. 4.

The second embodiment differs only in the part that supplies the fail-safe oil pressure to the lower end oil chamber 56b of the creep/roll pack control valve 56, so only this supply part will be explained and other parts will be explained. are given the same reference numerals and the explanation will be omitted.

In the first embodiment described above, the lock-up control hydraulic pressure Pu was used as the fail-safe hydraulic pressure, but in this embodiment, a pitot tube 95 is installed on the primary pulley 17 of the continuously variable transmission 5, and the pitot tube 100 is installed in the primary pulley 17 of the continuously variable transmission 5. It communicates with the lower end oil chamber 56b of the valve 56 via the oil passage 101.

As a result, as the vehicle runs, the primary pulley 17
When rotates, the pitot tube 100 gradually increases its output oil pressure Pp from zero in proportion to the rotational speed of the pulley 17, and the output oil pressure pp acts on the lower end oil chamber 56b to increase the output oil pressure Pp of the spool 75.
lock in the upper position.

(F-3) Other Embodiments In the above embodiments, a so-called CVT transmission equipped with a belt-type continuously variable transmission 5 as a vehicular transmission has been described. It goes without saying that it may be used in a control device for a vehicle transmission consisting of Of course, any oil pressure that is generated (increased) as the vehicle travels may be used, such as oil pressure from .

In addition, although the above-mentioned embodiment describes a mechanism that simultaneously operates the forward frictional engagement element and the reverse frictional engagement element to prevent creep and rollback, the present invention is not limited to this. Other mechanisms such as simultaneously operating the coupling elements to reduce shift shock may also be used, and the operating member that operates when the vehicle is stopped is not limited to the friction engagement element.
Of course, the present invention can also be applied to other operating members such as an actuator that automatically operates a handbrake.

(G) As described in detail, according to the present invention, the fail-safe mechanism of the switching valve is configured using the hydraulic pressure generated as the vehicle is running, so it has an extremely simple structure, Even if a situation such as a solenoid valve malfunctions occurs, it can reliably prevent any serious hindrance to driving.

Even if the actuating member cannot be released at the time of starting, the switching valve can be switched by the hydraulic pressure accompanying the running of the vehicle to enable starting, and a highly reliable fail-safe mechanism can be obtained.

[Brief explanation of the drawing]

Fig. 1 is an overall schematic diagram showing the first embodiment of the present invention, Fig. 2 is a diagram showing its manual valve, (a) is a sectional view thereof, and (b) is a chart showing the communication state of each boat. Also, FIG. 3 is a diagram showing a flow for performing a process for confirming the occurrence of a malfunction. Further, FIG. 4 is an overall schematic diagram showing a second embodiment of the present invention. FIG. 5 is an overall sectional view showing a vehicle transmission to which the present invention can be applied. DESCRIPTION OF SYMBOLS 1... Vehicle transmission, 3... Forward/forward switching valve, 5... Belt type continuously variable transmission, 9... Lock-up clutch, 15... Operating member (reverse friction engagement element) ), 16... Operating member (forward friction engagement element), 17... Input side rotating body (primary pulley), 50... Control device. 51... (control) modulator valve, 5
2...Sequence valve, 53...Shift/lockup control valve, 55...Solenoid valve, 56...(first) switching valve (
Clinib Rollpack Control Valve),
56b... Opposite side (lower end oil chamber). 56a...Side surface (upper end oil chamber), 57...Solenoid valve, 59...Second switching valve (manual valve), 75...Spool, 100...
...Pitot tube, C...control section, Pffi...
Line pressure, Pc... (creep/rollback) control hydraulic pressure, Ps... shift control hydraulic pressure, Pu, Pp... hydraulic pressure generated as the vehicle travels (lock-up clutch control hydraulic pressure) , Pitot tube output oil pressure), Pm...Oil pressure reduced by the modulator valve.

Claims (4)

[Claims] (1) It has a solenoid valve that is controlled based on a signal from a control unit and a switching valve that allows hydraulic pressure from the solenoid valve to act on one side of the spool, and the switching valve is switched by the solenoid valve to stop the vehicle. A control device for a vehicle transmission that supplies control hydraulic pressure to an operating member that operates when the vehicle is running, the control device having a spool on one side and the opposite side of the spool on which the hydraulic pressure from the solenoid valve in the switching valve acts as the vehicle moves. 1. A control device for a vehicle transmission, characterized in that the control device is configured so that the generated hydraulic pressure acts on the operating member, and the operating member is not operated while the vehicle is running. (2) Claims in which the actuating member is a frictional engagement element other than the frictional engagement element at the original shift position among a plurality of frictional engagement elements that are switched between engagement and disengagement based on a shift operation. A control device for a vehicle transmission according to item 1. (3) The control device for a vehicle transmission according to claim 1 or 2, wherein the hydraulic pressure generated as the vehicle runs is a lock-up clutch control hydraulic pressure. (4) The vehicle transmission according to claim 1 or 2, wherein the hydraulic pressure generated as the vehicle runs is an output hydraulic pressure from a pitot tube provided on an input-side rotating body in a transmission path. Machine control device.