JP2001248723A - Control device for automatic transmission for vehicles - Google Patents

Abstract

(57) Abstract: Hydraulic coupling elements C1, B other than hydraulic coupling elements C2, C3 for establishing one predetermined gear position for forward movement.
Oil supply path L connected to hydraulic pressure source 4 in the forward range with 1, 2
2, a fail-safe valve 9 that can be switched between an open position in which the other hydraulic connection elements C1, B1, and B2 can be supplied with oil from an oil supply passage L2, and a closed position in which this oil supply cannot be supplied.
The fail-safe valve 9 is switched to the closed position when a plurality of hydraulic connection elements that must not be engaged at the same time are supplied with oil.
The failure of the fail-safe valve 9 can be detected, thereby improving the redundancy of the fail-safe. SOLUTION: A range other than the forward range, for example,
In the reverse range, the fail-safe valve 9 is switched to the closed position by the hydraulic pressure of the hydraulic coupling elements C3 and B2 that also serve as the reverse stage. When the fail-safe valve 9 is closed, a high signal pressure is output to the oil passage L18, and the hydraulic switch 1 connected to the oil passage L18
6 turns on so that switching to the closed position is detected.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission for a vehicle, comprising a plurality of hydraulic connecting elements, and performing a plurality of shifts in a forward range by supplying and discharging oil to and from these hydraulic connecting elements. .

[0002]

2. Description of the Related Art Heretofore, as this type of control device, there has been known a device in which a plurality of shift control valves for individually controlling the supply and discharge of oil to and from each hydraulic connection element are provided in correspondence with a plurality of hydraulic connection elements. However, in this case, when a malfunction of the shift control valve occurs,
There is a problem in that hydraulic coupling elements other than the hydraulic coupling element that establishes the desired gear stage also engage, so that a plurality of gear stages are established at the same time, so-called co-meshing.

In order to solve such a problem, Japanese Patent Laid-Open Publication No. Hei 8-42681 has disclosed a hydraulic power source which is connected to a hydraulic connecting element other than a hydraulic connecting element for establishing a predetermined forward gear and a hydraulic range. A fail-safe valve that can be switched between an open position that enables the other hydraulic connection elements to be refueled from the oil supply passage and a closed position that disables the oil supply. It is known that an intervening, fail-safe valve is switched to a closed position when a plurality of hydraulic coupling elements which must not be engaged simultaneously are switched to a closed position, thereby preventing the occurrence of co-biting.

The transmission described in the above publication includes two hydraulic connection elements belonging to a first group and two or more hydraulic connection elements belonging to a second group. A plurality of forward gears are selected by simultaneous engagement of the hydraulic connection elements and simultaneous engagement of any one hydraulic connection element of the first group and any one hydraulic connection element of the second group. The hydraulic pressure of each of the hydraulic coupling elements of the first group and the second group is input to the fail-safe valve, and when any three or more of these hydraulic pressures rise, the fail-safe The valve is switched to the closed position. Here, in the fail-safe valve, it is necessary to individually form oil chambers for inputting the hydraulic pressures of the respective hydraulic connection elements, and input the hydraulic pressures of all the hydraulic connection elements of the first group and the second group to the fail-safe valve. In the above-mentioned publication, the number of oil chambers to be formed in the fail-safe valve increases, the valve becomes large, the mass increases, and the responsiveness of switching from the open position to the closed position deteriorates.

Therefore, the applicant of the present application has previously filed Japanese Patent Application No.
According to Japanese Patent No. 55906, a combined signal valve for inputting the hydraulic pressures of the two hydraulic connection elements of the first group is provided, and when the hydraulic pressures of the two hydraulic connection elements of the first group are both increased, the combined signal valve outputs a high pressure. And the hydraulic pressure of each hydraulic connection element of the second group and the signal pressure are input to the fail-safe valve, and any one of the hydraulic pressure and the signal pressure is input to the fail-safe valve. It has been proposed that the failsafe valve be switched to the closed position when one or more of them rise together. According to this, the fail-safe valve has one oil chamber for inputting the signal pressure from the combined signal valve instead of the two oil chambers for inputting the oil pressure of the two hydraulic connection elements of the first group. The size of the fail-safe valve can be reduced.

[0006]

The fail-safe valve does not operate in a normal state. To improve the redundancy of the fail-safe, it is necessary to detect a malfunction of the fail-safe valve when it occurs. Is desired.

An object of the present invention is to provide a control device for an automatic transmission for a vehicle which meets the above demand.

[0008]

Means for Solving the Problems In order to solve the above problems,
The present invention relates to a control device for an automatic transmission for a vehicle, comprising a plurality of hydraulic connection elements, wherein a plurality of gears are shifted in a forward range by supplying and discharging oil to and from the hydraulic connection elements. Between the hydraulic connection element other than the hydraulic connection element that establishes one of the gear positions and the oil supply path connected to the hydraulic power source in the forward range, the oil supply from the oil supply path to the other hydraulic connection element is performed. A fail-safe valve that is switchable between an open position where the oil supply is enabled and a closed position where the oil supply is disabled is interposed. Is configured to be switched to the closed position, wherein the fail-safe valve is configured to be switched to the closed position in a predetermined range other than the forward range, and detection means for detecting switching of the fail-safe valve to the closed position is provided. Setting To have.

According to the present invention, as long as the fail-safe valve is normal, the fail-safe valve is switched to the closed position in the predetermined range. In this range, the detecting means switches the fail-safe valve to the closed position. If it is not detected, it can be determined that the operation of the fail-safe valve is defective, and appropriate measures such as notifying the driver of the failure can be taken, and the fail-safe redundancy can be improved.

The transmission includes two hydraulic connecting elements belonging to a first group and two or more hydraulic connecting elements belonging to a second group. A plurality of forward gears are selectively established by the engagement and the simultaneous engagement of any one hydraulic connection element of the first group and any one hydraulic connection element of the second group. And a combined signal valve for inputting the hydraulic pressures of the two hydraulic connection elements of the first group, as in the above-mentioned prior application, and the hydraulic pressures of the two hydraulic connection elements of the first group are both increased. A high signal pressure is output from the combined signal valve when the above is performed, and the hydraulic pressure of each hydraulic connection element of the second group and the signal pressure are input to the fail-safe valve, and At least two of the signal pressures rise together When the fail-safe valve is configured to be switched to the closed position, a high signal pressure is output from the fail-safe valve at the closed position of the fail-safe valve. If a hydraulic switch that operates when any one of the signal pressures from the fail-safe valve becomes high is provided, and the detecting means is configured by the hydraulic switch, it is determined whether the hydraulic switch has operated in the predetermined range. It is possible to determine whether the fail-safe valve is normal or not, and to determine whether the combined signal valve is normal based on whether or not the hydraulic switch has been operated at the time of establishing the shift stage in which the two hydraulic coupling elements of the first group are in charge in the forward range. Can be determined. That is, the common hydraulic switch is advantageous in that the malfunction of the combined signal valve can be detected in addition to the malfunction of the fail-safe valve.

It is also conceivable to switch the fail-safe valve to the closed position by the line pressure in the neutral range or the parking range. However, in this case, the fail-safe valve is provided with an oil chamber that presses the line pressure toward the closed position. It is necessary to increase the input oil chamber, and the size of the fail-safe valve is increased, and it is necessary to open this oil chamber to the atmosphere in the forward range and connect it to the line pressure oil path in the neutral range and parking range. As a result, the oil passage configuration becomes complicated.
Here, the second group of hydraulic connection elements includes two hydraulic connection elements that are also used for a reverse stage, and the two hydraulic connection elements are supplied to the reverse range without passing through the oil supply path. When the reverse gear is configured to establish the reverse gear, the fail-safe valve is controlled by the signal pressure from the combined signal valve and the hydraulic pressure of each hydraulic connection element of the second group as described above. When the fail-safe valve is configured to be switched to the closed position when both are raised, the fail-safe valve is switched to the closed position in the reverse range. Therefore, the reverse range can be set to the predetermined range. According to this, it is not necessary to add an oil chamber to the fail-safe valve or to switch the oil path connection to the oil chamber, which is advantageous.

In the embodiment described later, the fifth speed corresponds to the above-mentioned predetermined one of the forward speeds, and the hydraulic coupling element for establishing this speed is the second clutch C2.
And the third clutch C3. The two hydraulic connecting elements belonging to the first group are a first clutch C1 and a second clutch C2, and the hydraulic connecting elements belonging to the second group are a third clutch C3, a first brake B1, and a second brake B.
The two hydraulic connection elements which are also used for the reverse gear are a third clutch C3 and a second brake B2.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring to FIG.
The transmission 1 is provided with a fluid to an engine (not shown).
Drive of vehicle with input shaft 1a connected to torque converter
Output shaft 1b connected to the wheels via a differential gear (not shown).
First to third planetary gears 2 between ₁, 2_Two, 2_ThreePlace
Planetary gear type transmission that performs six forward gears and one reverse gear
It is composed of

Each of the planetary gears 2 ₁ , 2 ₂ , 2 ₃ comprises a sun gear 2 a
When a ring gear 2b, both gears 2a, a pinion 2c which meshes with 2b, is constituted by a carrier 2d for supporting the pinion 2c, connecting the first planetary gear 2 ₁ sun gear 2a on the input shaft 1a together, and it connects the third planetary gear 2 ₃ carriers 2d to the output shaft 1b. Further, the first planetary gear 2 ₁ of the ring gear 2b of the transmission 1 casing 1c
And the sun gears 2a, 2a of the second and third planetary gears 2 ₂ , 2 ₃ are connected to each other.
The second planetary gear 2 ₂ carrier 2d of the third planetary gear 2 ₃ ring gear 2b connected, are connected via a one-way clutch 3 as a reaction force receiving the ring gear 2b to the casing 1c.

The transmission 1 has an input as a hydraulic connection element.
The shaft 1a is connected to the second and third planetary gears 2 _Two, 2_ThreeSun gear 2
a, 2a and the first clutch C1 connected to the input shaft 1a.
2nd planetary gear 2_TwoThe second clutch connected to the carrier 2d
C2 and the first planetary gear 2₁Carrier 2d to the second planet
Gear 2_TwoClutch C3 connected to the ring gear 2b
And the second planetary gear 2_TwoRing gear 2b of casing 1
c and the third planetary gear 2_Threeof
Second brake connecting ring gear 2b to casing 1c
Key B2.

With the above configuration, the first gear is established when the first clutch C1 and the second brake B2 are engaged.
The second gear is established when the first clutch C1 and the first brake B1 are engaged, and the third gear is established when the first clutch C1 and the third clutch C3 are engaged, and the first clutch C1 is established. When the second clutch C2 and the second clutch C2 are engaged, the fourth speed is established, and when the second clutch C2 and the third clutch C3 are engaged, the fifth speed is established, and the second clutch C2 and the first brake are established. The sixth gear is established when B1 is engaged.
The reverse speed is established when the third clutch C3 and the second brake B2 are engaged. The first speed is established when only the first clutch C1 is engaged, but in this case, the over rotation of the output shaft 1b is allowed and the engine brake is not applied.

The operation of these clutches C1, C2, C3 and brakes B1, B2 is controlled by a hydraulic circuit shown in FIG. The hydraulic circuit includes a hydraulic source 4 and a manual valve 5.
And each clutch C1, C2, C3 and each brake B1, B2
5 and five shift control valves 6 _{1 through 65} of the first through fifth individually controlling the supply and discharge oil of the first through fifth control each shift control valve 6 _{through 65} individually to number of the electromagnetic valves 7 ₁ to 7 ₅ are provided.

The manual valve 5 interlocks with the operation of a selector lever (not shown) as a range switching operation member, and the "P" position as a parking range position, the "R" position as a reverse range position, and the neutral range position. The position can be switched to a total of four positions: a barrel "N" position (position shown) and a forward range position "D, M". The select lever is configured to select an automatic shift range or a manual shift range as the forward range. That is, when the select lever is operated from the neutral range to the side opposite to the reverse range, the automatic shift range is selected, and when the selector lever is operated in the lateral direction, the manual shift range is selected. On the other hand, the manual valve 5
Both the automatic shift range and the manual shift range are at the same “D, M” position. At the “D, M” position, the oil passage L1 connected to the oil pressure source 4 is connected to the oil passage L2, and the oil pressure adjusted to a predetermined line pressure by the regulator 8 is supplied to the oil passage L2. It is supplied constantly to the second shift control valve 6 ₂ for the second clutch C2 via the road L2, via an oil passage L3 which is connected via the fail-safe valve 9 to be described later in detail to the oil passage L2 a the first shift control valve 6 ₁ for the first clutch C1 and the first fourth shift control valve 6 ₄ for the brake B1, oil is supplied to the fifth shift control valve 6 ₅ for the second brake B2. Incidentally, the third shift control valve 6 ₃ for the third clutch C3 is fueling regardless constantly the manual valve 5 via the oil passage L1.

Hydraulic connection elements comprising the first to third clutches C1, C2, C3 and the first brake B1 are connected to respective oil passages L4, L5, L6, L7 connected to the respective hydraulic connection elements.
Through the first to fourth transmission control valves 6 ₁ , 6 ₂ , 6 ₃ ,
It is connected to the 6 _4. The second brake B2 includes a first and a second pair of actuators B2a and B2b, and a fifth shift control valve via oil passages L8a and L8b respectively connecting the actuators B2a and B2b. 6 ₅
And the oil passage L8b is connected to the oil passage L8a via the shuttle valve 10. Then, the inflow side of the fifth shift control valve 6 _5, in addition to the oil passage L3, connects the oil passage L9 that is connected to the oil passage L1 in the "R" position of the manual valve 5,
At the "D, M" position of the manual valve 5, oil can be supplied from the oil passage L3 to the first actuator section B2a via the oil passage L8a, and at the "R" position of the manual valve 5, the oil passage L9 is connected to the oil passage L8b. A second actuator section B2b via
Further, the first actuator B
2a can be refueled.

[0020] Each shift control valve 6 _{through 65,} an oil chamber 6a for pressing the respective shift control valves 6 _{through 65} to the oil supply position side of the left, oil discharge position on the right side (the illustrated position) An oil chamber 6b pressed to the side;
And a spring 6c for urging the oil discharge position, the solenoid valves 7 ₁ to 7 ₅ corresponding to the oil chamber 6a of the shift control valve 6 _{through 65}
Signal pressure from continuous to respective solenoid valves 7 ₁ to 7 ₅ oil passages L1
0 through L14, and each shift control valve 6 ₁
6 ₅ in the oil chamber 6b enter the downstream side of the oil pressure of the respective shift control valves 6 ₁ to 6 _5, the downstream side of the shift control valve 6 ₁ to 6 ₅ hydraulic,
In other words, so that each hydraulic coupling elements C1, C2, C3, B1, B2 hydraulic pressure of the can by regulating in response to the signal pressure from the solenoid valves 7 ₁ to 7 _5. Incidentally, the fifth shift control valve 6 _5, as oil passages L8a to the oil passage L3 in the oil supply position side of the left side is connected, is connected the oil passage L8b the oil passage L9 in the right side of the oil discharge position side It is configured. Then, in the reverse range ( "R" position of the manual valve 5), the output pressure of the fifth solenoid valve 7 ₅ to zero (atmospheric pressure), switch the fifth shift control valve 6 ₅ in the oil discharge position,
Both actuator portions B2a, B2b of the second brake B2
And refueling, so that the second brake B2 is engaged by a strong force, the reverse speed by engagement of the third clutch C3 by oil from the third shift control valve 6 ₃ is established.

[0021] each of the electromagnetic valve 7 _{1-7 5,} the solenoid 7a
It consists of a proportional solenoid valve which outputs a signal pressure according to the energizing current value to, and controls the energization of the solenoid 7a of the solenoid valves 7 ₁ to 7 ₅ by the electronic control circuit 11 comprising a vehicle computer . Incidentally, the respective solenoid valves 7 ₁ to 7 _5, the oil passage L
Oil passage L1a downstream of modulator valve 12 connected to
, A modulator pressure (a constant pressure lower than the line pressure) is input, and the signal pressure output in the fully open state becomes the modulator pressure.

[0022] "D, M" of the manual valve 5 in the position, it is possible the oil supply to all of the shift control valve 6 _{1-6 5,} the first and fifth
Of Higher signal pressure from the solenoid valve 7 _1, 7 _5, the first and fifth shift control valves 6 _1, 6 ₅ and the first clutch C1 via the oil is supplied to the second brake B2 first speed Is established and the first
When the signal pressure from the _first and fourth solenoid valves 7 ₁ and 7 ₄ is increased, the first clutch C via the first and fourth shift control valves 6 ₁ and 6 ₄ is increased.
1 and refueling has been second speed to the first brake B1 is established, the higher the first and third solenoid valves 7 _1, 7 ₃ signal pressure, the first and third shift control valves 6 _1, 6 ₃ are the first and third clutches C1, oil is supplied to the C3 and the third speed is established through, increasing the first and second electromagnetic valves 7 _1, 7 ₂ of the signal pressure, the first and second The first and second clutches C1 and C2 are supplied with oil through the _second shift control valves 6 ₁ and 6 ₂ to establish the fourth gear, and the signal pressure of the second and third solenoid valves 7 ₂ and 7 ₃ is established. When the higher, second and the third shift control valve 6 _2, 6 ₃ second and third clutches C2, oil is supplied to the C3 and fifth speed is established through the second and fourth solenoid valves When 7 _2, 7 to increase the _fourth signal pressure, the oil supply has been sixth speed is established with the second and fourth shift control valve 6 _2, 6 ₄ via the second clutch C2 and the first brake B1 .

[0023] Then, when selecting the automatic shift range by controlling the respective solenoid valves 7 ₁ to 7 ₅ according to the running state of the vehicle by an electronic control circuit 11 as a forward range, first speed through 6
When the automatic speed change is performed and the manual shift range is selected, the operation of the up-shift switch and the down-shift switch (not shown) causes the operation of each solenoid valve 7 ₁ via the electronic control circuit 11.
To 7 ₅ to control, performs upshift or downshift every time the up-shift switch and a downshift switch is turned on. In addition, at the time of gear shifting, the pressure increase of the hydraulic pressure of the hydraulic coupling element engaged at the time of gear shifting and the reduction of the oil pressure of the hydraulic coupling element disengaged at the time of gear shifting are appropriately performed by a corresponding solenoid valve so as not to cause a shift shock. Control.

Here, the first, fourth and fifth solenoid valves 7 ₁ , 7
_4, 7 ₅ normally closed, the second and third solenoid valves 7 _2, 7 ₃ are configured to normally open, solenoid valve 7 _{1-7 5} during establishment of each gear in the forward range FIG. 3 shows the energized state of the solenoid 7a and the engaged state of the hydraulic connection elements C1 to C3, B1, and B2. In the drawing, the symbol “〇” indicates that the hydraulic coupling element is engaged, and the symbol “x” indicates that the hydraulic coupling element is released. In the automatic transmission range, even when the first speed not energized and the fifth solenoid valve 7 _5, leave free the second brake B2, only manual shift range, energizing the fifth solenoid valve 7 ₅ to the first speed and, the second brake B2 is engaged by the oil supply to the first actuator portion B2a of the second brake B2 via the fifth shift control valve 6 ₅ establishes a first speed in a state that is brought engine braking .

As is apparent from FIG. 3, in the present embodiment, the first clutch C1 and the second clutch C2 are composed of a first group of hydraulic connection elements, and the third clutch C3, the first brake B1, the second brake B2, Are the hydraulic connection elements of the second group, and the first and second hydraulic connection elements of the first group.
, And the third clutch C3, the first brake B1, the hydraulic coupling element of one of the first and second clutches C1 and C2, and the second group.
The first to sixth speeds are selectively established by simultaneous engagement of any one of the second brakes B2.

By the way, even when three or more hydraulic connection elements are engaged simultaneously or two hydraulic connection elements are simultaneously engaged, the third clutch C3 belonging to the second group is not required.
When the first clutch B1 and the first brake B1 are engaged, the transmission 1 is locked due to co-meshing, and when the third clutch C3 belonging to the second group and the second brake B2 are engaged during forward traveling, the vehicle is traveling in reverse. The gear is established, and the transmission 1 and the engine are forced.

Therefore, in this embodiment, the second and third shift control valves corresponding to the second and third clutches C2 and C3 for establishing one predetermined shift speed for forward movement, for example, the fifth speed. The first, fourth, and fifth shift control valves 6 ₁ , 6 ₂ , 6 ₃ except for 6 ₂ , 6 ₃
6 _4, 6 ₅ inflow side of connecting the common oil passage L3, interposed fail-safe valve 9 between the supply passage serving the oil passage L2 which is connected to the hydraulic source 4 in this oil passage L3 forward range and, when the failure of the state to be refueled simultaneously to a plurality of hydraulic engaging elements that should not be engaged simultaneously, the first and fourth shift control valve 6 ₁ of the 5, 6 _4, 6 stops oil supply to ₅ As a result, the above-described problem can be prevented.

By the way, even when three or more hydraulic connecting elements are simultaneously engaged or two hydraulic connecting elements are simultaneously engaged, when the third clutch C3 and the first brake B1 are engaged. When the third clutch C3 and the second brake B2 are engaged during forward running, the reverse gear is established and the transmission 1 is locked.
And the engine takes too much.

[0029] Therefore, in this embodiment, first to fifth one gear shift control valve 6 _{through 65} of a predetermined, for example, 5
A first group of second and third shift control valves 6 ₂ , 6 ₃ corresponding to the second and third clutches C 2, C 3 for establishing the speed stage, and other continuous pressure connection elements C 1, B 1, B 2 Are divided into a second group consisting of _first , _fourth , and fifth shift control valves 6 ₁ , 6 ₄ , 6 ₅ , and the second group of shift control valves 6 ₁ , 6 ₄ , 6 ₅ A continuous oil passage L3 and an oil passage L serving as a fuel supply passage
2, a fail-safe valve 9 is interposed therebetween, and in the event of a failure in which a plurality of hydraulic connection elements which should not be engaged simultaneously are in a state of being simultaneously lubricated, the second group of shift control valves 6 ₁ ,
6 ₄ stops the oil supply to 6 _5, and to be able to prevent the above problem.

The fail-safe valve 9 includes an oil passage L2 and an oil passage L
3 can be switched between a left open position for connecting the valve 3 and a right closed position (the position shown) for disconnecting the connection, and the line pressure from the oil passage L1 is applied to the oil chamber 9a at the right end of the fail-safe valve 9. And presses the fail-safe valve 9 to the open position side. Further, the fail-safe valve 9 is provided with four oil chambers 9b, 9c, 9d, 9e for pressing the same toward the closed position.
b, the oil pressure of the third clutch C3 via the oil passage L6, the oil chamber 9
c, the oil pressure of the first brake B1 via the oil passage L7, the oil chamber 9
d, the oil pressure of the second brake B2 is input via the oil passage L8a, and the combined signal valve 1 described later in detail is applied to the oil chamber 9e.
3, the line pressure from the oil passage L1 is input, and the spring 9f urges the fail-safe valve 9 toward the closed position. And any two of the oil chambers 9b, 9c, 9d, 9e
When the hydraulic pressure input to the individual oil chambers is equal to or higher than a predetermined pressure,
The resultant force of the pressing force by the hydraulic pressure and the urging force of the spring 9f exceeds the pressing force by the line pressure input to the oil chamber 9a, so that the fail-safe valve 9 is switched to the closed position. The combined signal valve 13 is switchable between a right open position (a position shown) connecting the oil passage L15 connected to the oil chamber 9e to the oil passage L1 and a left closed position disconnecting the connection. The line pressure from the oil passage Ll is input to the oil chamber 13a at the right end of the signal valve 13 to press the valve 13 toward the closed position, and further presses the combined signal valve 13 toward the open position. Oil chambers 13b and 13c are provided, and the oil pressure of the second clutch C2 is set in the oil chamber 13b via an oil path L5, and the oil path L4 is set in the oil chamber 13c.
, The hydraulic pressure of the first clutch C1 is input to each of them, and the combined signal valve 13 is urged toward the open position by a spring 13d.
When the first and second clutches C1 and C2 are both engaged (fourth speed state), the pressing force by the hydraulic pressure input to the oil chambers 13b and 13c and the urging force of the spring 13d are applied. When the resultant force exceeds the pressing force due to the line pressure input to the oil chamber 13a, the combined signal valve 13 is switched to the open position.

Thus, when the first and second clutches C1 and C2, which are the hydraulic connection elements of the first group, are both engaged, the line pressure as a high signal pressure is input to the oil chamber 9e of the fail-safe valve 9. In this state, when oil is supplied to any one of the third clutch C3, the first brake B1, and the second brake B2, which are the hydraulic connection elements of the second group, the fail-safe valve 9 switches to the closed position, and Even if only one of the first and second clutches C1 and C2 is engaged, or both clutches C1 and C2 are released and no line pressure is input to the oil chamber 9e, the other hydraulic Connecting element C
When two or more of 3, B1, and B2 are refueled together, the failsafe valve 9 switches to the closed position. When the fail-safe valve 9 is switched to the closed position, the oil passage L2 and the oil passage L3 are switched.
It is cut off the connection with the, eventually, at the time of failure is fueling stop to the first and fourth shift control valve 6 ₁ of the 5, 6 _4, 6 _5, the hydraulic coupling elements C1, B1, B2 corresponding Liberation Is done.

At the closed position of the fail-safe valve 9, there is provided an oil passage L16 connected to the oil passage L2 via the valve 9. The oil passage 9c of the fail-safe valve 9 is connected to an oil passage connected to the first brake B1. and L7 and the oil passage L16 together are connected via a shuttle valve 14 _1, to the oil chamber 9d of the fail-safe valve 9,
The oil passage L8a and the oil passage L16 communicating with the second brake B2 are connected via a shuttle valve 14 _2. Thus, when switched to once closed position fail-safe valve 9 at the time of failure, through the oil passage L16 oil chamber 9c, the line pressure from the oil passage L2 is inputted to 9d, the shift control valve 6 ₁ of the second group ,
6 _4, 6 hydraulic engaging elements C1 addressed in fueling stop to _5, B
Even if the oil pressures of B1 and B2 decrease, the fail-safe valve 9 is kept at the closed position, and chattering of the fail-safe valve 9 is prevented.

[0033] Also the fail-safe valve 9 when failure is switched to the closed position, the second shift control valve 6 ₂ to the third shift control valve 6 _3, respectively, are connected with the oil passage L2 and the oil passage L1 Therefore, the fifth gear can be established by engaging the second clutch C2 and the third clutch C3. But second
When the solenoid valve 7 ₂ and the second shift control valve 6 ₂ and the third shift control valve 6 ₃ a control failure of the third solenoid valve 7 ₃ not be switched to the oil supply position side, i.e., normally open serving second, If a high signal pressure cannot be output from the solenoid valves 7 ₂ and 7 ₃ due to an ON failure of the 3 solenoid valves 7 ₂ and 7 ₃ (a failure to keep the solenoid energized), refuel the second and third clutches C 2 and C 3. It becomes impossible and the fifth gear cannot be established.

Therefore, in the present embodiment, the second and third shift control valves 6 ₂ and 6 ₃ are pressed toward the refueling position by the second shift control valves 6 ₂ and 6 ₃ .
And the oil passage L16 is connected to the oil passage 6d. When the fail-safe valve 9 is in the closed position, the line pressure from the oil passage L2, which is the oil supply passage, is applied to the oil chamber 6d via the oil passage L16. The shift control valves 6 ₂ , 6 ₃ are forcibly switched to the refueling position and input to be input. Thus, when the fail-safe valve 9 is switched to the closed position at the time of a failure, both the second and third clutches C2 and C3 are forcibly refueled, and the fifth gear is reliably established. The second and third shift control valves 6
_2, 6 ₃ input oil passage of the signal pressure of the solenoid valve to the oil chamber 6a of the oil line L
16 is connected via a shuttle valve, and when a failure occurs, the line pressure from the oil passage L2 is input to the oil chamber 6a via the oil passage L16 and the shuttle valve to refuel each of the shift control valves 6 ₂ and 6 ₃ . The position may be switched and held.

Further, when energization to all of the solenoid valves 7 ₁ to 7 ₅ with system-down due to disconnection or the like is stopped, normally open serving second and third two solenoid valves 7 _2, 7 ₃ signal pressure only increases, second and third two shift control valves 6 _2, 6 ₃ and the second through the third two clutches C2, oil is supplied to the C3 and fifth speed is established. However, starting or running at low speed is difficult only with the fifth speed, so when the system is down, the speed range lower than the fifth speed, for example, the third speed, in the forward range, that is, the "D, M" position of the manual valve 5, is set. It is desirable to be able to establish a gear, which requires that the first clutch C1 be engaged instead of the second clutch C2 at the "D, M" position.

Therefore, in the present embodiment, the second solenoid valve 7 ₂
The oil passage L11 which is communicated with the are provided with the second shift control valve 6 ₂ oil chamber 6a and the switching means serving switching valve 15 for selectively connecting to the first oil chamber 6a of the shift control valve 6 _1. Switching valve 15, the oil passage L10 and the second solenoid valve 7 respectively first and oil passage L11 which is communicated with the _second shift control valve 6 ₁ oil chamber 6a and the second shift control valve 6 ₂ leading to the first solenoid valve 7 ₁ 1st right side connected to the oil chamber 6a
The switching position (the position shown) and the oil passage L
11 is freely switched to the second switching position of the left connected to the first shift control valve 6 ₁ oil chamber 6a, the spring switching valve 15 1
In 5a, it is biased toward the first switching position. Switching valve 1
5, a right end oil chamber 15 which presses this toward the second switching position.
b, an oil passage L17 connected to the oil passage L11 at the "R" position and the "P" position of the manual valve 5 and opened to the atmosphere at the "N" position and the "D, M" position in the oil chamber 15b. Connected. The switching valve 15 has an annular groove 15c connected to the oil passage L1a on the downstream side of the modulator valve 12 at the second switching position.
Is larger than the right land diameter, and once the switching valve 15 is switched to the second switching position, the oil passage L1
a to the left of the difference between the left and right land diameters is acted on by the modulator pressure input to the annular groove 15c from the position a. It is kept.

Thus, the switching valve 15 is always in the first switching position, and when the system is down during traveling in the forward range, the fifth speed is set in both the automatic shift range and the manual shift range. The gear is established, and a problem that a shock is caused by downshifting to the third gear when the system goes down during high-speed running is prevented. Then, when the system down, when switching the manual valve 5 to switch operates the select lever to the reverse range or the parking range to "R" position and the "P" position, the high pressure of the signal pressure from the second solenoid valve 7 ₂ oil Input to the oil chamber 15b of the switching valve 15 via the path L17,
The switching valve 15 is switched to the second switching position, and thereafter is maintained at the second switching position. Thus, when the system down, "D, M" manual valve 5 to switch operation to the forward range after switching the operation to the reverse range or the parking range is switched to the position, the high-pressure signal pressure from the second solenoid valve 7 ₂ is input to the first shift control valve 6 ₁ oil chamber 6a via the switching valve 15 existing in a second switching position, the first clutch C1 first shift control valve 6 ₁ is switched to the oil supply position is engaged, The third gear is established.

In this embodiment, a detecting means for detecting a malfunction of the fail-safe valve 9 is provided. To explain this in detail, an oil passage L18 connected to the oil passage L1a is provided at the closed position (the position shown) of the fail-safe valve 9, and a hydraulic switch 16 is connected to the oil passage L18. The fail-safe valve 9 does not switch to the closed position at the "D, M" position of the manual valve 5 unless a failure occurs, but engages the third clutch C3 and the second brake B2 at the "R" position. When the reverse gear is established, the hydraulic pressure of the third clutch C3 input to the oil chamber 9b and the second brake B input to the oil chamber 9d
The oil pressure is switched to the closed position by the oil pressure 2, and the modulator pressure from the oil passage 1a, which is a high-pressure signal pressure, is output to the oil passage L18, and the oil pressure switch 16 is turned on. Therefore, if the hydraulic switch 16 is not turned on when the reverse gear is established, it can be determined that a malfunction in switching the fail-safe valve 9 from the open position to the closed position has occurred. The oil passage L15 on the output side of the combined signal valve 13 is connected to the oil passage L18 via the shuttle valve 17. Here, when the fourth gear is established, the combined signal valve 13 is switched to the open position by the oil pressure of the second clutch C2 input to the oil chamber 13b and the oil pressure of the first clutch C1 input to the oil chamber 13c, The hydraulic pressure in the oil passage L15 becomes the line pressure and the hydraulic switch 16 should be turned on. If the hydraulic switch 16 is not turned on when the fourth speed is established, the composite signal valve 13 is switched from the closed position to the open position. It can be determined that the operation failure has occurred or that the hydraulic switch 16 has failed.

Therefore, as shown in FIG.
6, a grounding resistance r1 for grounding this, and a hydraulic switch 1
6 and a ground resistor r1, a separate bypass resistor r2 is connected, and an electronic control circuit 11 connected between the two voltage divider resistors r3 and r4 of the voltage divider circuit connected to the power supply terminal 11a.
The hydraulic switch 16 is connected to the signal input terminal 11b of the electronic control circuit 11 via a wire harness 16a, and the electronic control circuit 11 determines whether the hydraulic switch 16 is on or off based on the potential Ve of the signal input terminal 11b. It diagnoses whether there is an abnormality such as a malfunction of the valve 13 and a failure of the hydraulic switch 16.

FIG. 5 shows a voltage area set for performing the determination based on the potential Ve of the signal input terminal 11b. In the figure, V1 is the potential of the signal input terminal 11b when current flows only through the voltage dividing resistors r3 and r4 due to the disconnection of the wire harness 16a, and V2 is the hydraulic switch 16
Is turned off and the current flows through the voltage dividing resistors r3 and r4 and the bypass resistor r2, the potential of the signal input terminal 11b and V3 are the voltage dividing resistance r when the hydraulic switch 16 is turned on.
3, r4, the potential of the signal input terminal 11b when a current flows through the bypass resistor r2 and the ground resistor r1. The voltage applied to the power supply terminal 11a and the resistance r1
Considering the variation of the resistance values of the wire harness 16a, an area A having a predetermined width centered on V1 for determining the disconnection of the wire harness 16a and V2 for determining whether the hydraulic switch 16 is turned off.
And an area C having a predetermined width centered on V3 for determining whether the hydraulic switch 16 is turned on, and an area C for determining a short circuit of the wire harness 16 is set. An area D on the lower zero potential side is set.

Details of the abnormality diagnosis processing are as shown in FIG. 6. First, in steps S1 and S2, the signal input terminal 11b
It is determined whether or not the potential Ve is in the area A or the area D. If Ve is in the area A, it is diagnosed in step S3 that the wire harness 16a is disconnected, and the fact is displayed. S4 if Ve is in area D
In the step (1), it is diagnosed that the wire harness 16a is short-circuited, and the fact is displayed.

If Ve is not in either area A or area D, it is determined in step S5 which range is selected, and the parking (P) range or the neutral (N) range is selected. In step S6, it is determined whether or not Ve is in the area C, which is the ON determination area of the hydraulic switch 16, and if it is, step S6 is performed.
In a step 7, it is determined whether or not the engine is in a driving state. Here, if the engine is in a driving state, the hydraulic power source 4
Is driven to generate hydraulic pressure, which causes an operation failure in switching the fail-safe valve 9 from the closed position to the open position.
The hydraulic switch 16 is turned on even in the range. Therefore, if it is determined in step S7 that the engine is in the stopped state, it is diagnosed in step S8 that the hydraulic switch 16 has an ON failure (a failure that remains ON), and a message to that effect is displayed. If it is determined that the engine is in the driving state, it is diagnosed that an operation failure of switching the fail-safe valve 9 from the closed position to the open position has occurred in step S9, or that the hydraulic switch 16 has an ON failure. And display that effect.

If it is determined in step S5 that the forward (D, M) range has been selected, it is determined in step S10 whether the fourth gear has been established based on the input / output speed ratio of the transmission. Is determined. If the fourth speed is established, it is determined in step S11 whether or not Ve is in the area B, which is the off determination area of the hydraulic switch 16, and if so, the combined signal valve is determined in step S12. 13
Malfunction of switching from the closed position to the open position of
Alternatively, it is diagnosed that the hydraulic switch 16 has an off failure (a failure that remains off) and the fact is displayed. When the fourth speed is not established, it is determined whether or not Ve is in area C in step S13. If Ve is in area C, it is determined in step S14 that co-engagement or ON failure of hydraulic switch 16 has occurred. Diagnose and indicate that.

If it is determined in step S5 that the reverse (R) range has been selected, then in step S15 V
It is determined whether or not e is in the area B. If so, it is determined in step S16 that a malfunction has occurred in switching the fail-safe valve 9 from the open position to the closed position, or that the hydraulic switch 16 has been turned off. Diagnose that a failure has occurred and display that fact.

[0045]

As is apparent from the above description, according to the present invention, when a fail-safe valve malfunctions, it can be detected and the fail-safe redundancy is improved.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram of an example of an automatic transmission to which the present invention is applied;

FIG. 2 is a hydraulic circuit diagram of an example of the device of the present invention.

FIG. 3 is a diagram showing an engaged state of a hydraulic connection element and an energized state of a solenoid valve when each shift speed is established.

FIG. 4 is a circuit diagram showing a connection circuit between a hydraulic switch and an electronic control circuit.

FIG. 5 is a diagram showing a voltage area set for performing on / off determination of a hydraulic switch;

FIG. 6 is a flowchart showing an abnormality diagnosis program.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Automatic transmission C1 1st clutch (hydraulic coupling element of 1st group, other hydraulic coupling elements) C2 2nd clutch (hydraulic coupling element of 1st group, hydraulic coupling which establishes one predetermined gear stage for advancement Elements) C3 Third clutch (hydraulic coupling element for second reverse gear, hydraulic coupling element for establishing one predetermined gear for forward movement) B1 First brake (hydraulic coupling element for second group, other hydraulic coupling elements Hydraulic coupling element) B2 Second brake (hydraulic coupling element for dual reverse gear, other hydraulic coupling element) L2 Oil supply path 9 Fail safe valve 13 Synthetic signal valve 16 Hydraulic switch (detection means)

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Kimiaki Yamada 1-4-1 Chuo, Wako-shi, Saitama F-term in Honda R & D Co., Ltd. (Reference) 3J552 MA02 NA01 PB06 PB08 QA06C QB02 RA02 RB01 SA07 SA57 VA07X VA52X VA79W

Claims (3)

[Claims] 1. A control device for an automatic transmission for a vehicle, comprising a plurality of hydraulic connection elements, wherein a plurality of gears are shifted in a forward range by supplying and discharging oil to and from these hydraulic connection elements. Oil supply from the oil supply path to the other hydraulic connection element between a hydraulic connection element other than the hydraulic connection element that establishes a predetermined one shift speed and an oil supply path connected to a hydraulic source in the forward range. A fail-safe valve that can be switched between an open position that enables the oil supply and a closed position that disables the oil supply is provided. In the apparatus in which the valve is switched to the closed position, a configuration is adopted in which the fail-safe valve is switched to the closed position in a predetermined range other than the forward range, and a detecting means for detecting the switching of the fail-safe valve to the closed position. The provided control apparatus for a vehicular automatic transmission, characterized in that. 2. The control device for an automatic transmission for a vehicle according to claim 1, wherein two hydraulic connection elements belonging to a first group and two or more hydraulic connection elements belonging to a second group are provided. And the simultaneous engagement of the two hydraulic connection elements of the first group and the simultaneous engagement of any one hydraulic connection element of the first group and any one hydraulic connection element of the second group. A plurality of forward gears are selectively established, and a combined signal valve for inputting the hydraulic pressures of the two hydraulic connection elements of the first group is provided. A high signal pressure is output from the combined signal valve when the oil pressure increases together, and the failsafe valve is input with the oil pressure of each hydraulic connection element of the second group and the signal pressure. , Any two or more of these oil pressure and signal pressure When the fail-safe valve is switched to the closed position when it rises, the fail-safe valve is configured to output a high signal pressure at the closed position of the fail-safe valve. A hydraulic switch that operates when either the signal pressure or the signal pressure from the fail-safe valve is increased, and the hydraulic switch constitutes the detection means. Control device. 3. The hydraulic coupling element of the second group includes two hydraulic coupling elements that are also used for a reverse stage, and reciprocates by supplying oil to both hydraulic coupling elements without passing through the oil supply path in a reverse range. 3. The control device for a vehicle automatic transmission according to claim 2, wherein a gear is configured to be established, and a reverse range is set to the predetermined range.