JP2008281111A - Transmission control device - Google Patents

Abstract

An interlock is prevented without using a fail-safe valve.
An electric circuit 4214 is attached to a SL1 linear solenoid valve 4210 via a bracket 4212. In the electric circuit 4214, the total value of the current values ISL (1), ISL (2) and ISL (3) supplied to the SL1 linear solenoid valve 4210, the SL2 linear solenoid valve 4220 and the SL3 linear solenoid valve 4230 is a threshold value. When it is ISL (0) or more, the supply of power to the SL1 linear solenoid valve 4210 is cut off.
[Selection] Figure 5

Description

  The present invention relates to a transmission control device, and more particularly to a method for controlling a transmission that operates using a plurality of solenoid valves.

  2. Description of the Related Art Conventionally, there is known an automatic transmission in which a plurality of gear stages are formed by selectively engaging a plurality of friction engagement elements. In such a transmission, a gear stage is formed according to the combination of friction engagement elements to be engaged. Therefore, a downshift or an upshift is performed by bringing the friction engagement element in the engaged state into the released state and bringing the other friction engagement element in the released state into the engaged state. The engagement force of the friction engagement element is determined by the supplied hydraulic pressure. The hydraulic pressure supplied to the friction engagement element is controlled using a solenoid valve. For example, a solenoid valve corresponding to each of the friction engagement elements is provided. Therefore, the transmission is provided with a plurality of solenoid valves.

  By the way, in the transmission, for example, a gear stage is formed when any two of the plurality of friction engagement elements are engaged. Therefore, when three or more solenoid valves are driven simultaneously due to a failure of the solenoid valve, when three or more friction engagement elements are engaged, an interlock is generated that makes it impossible to rotate the rotation shaft of the transmission. An interlock is not desirable for a transmission. Therefore, it is desirable to prevent interlock.

  Japanese Patent Laying-Open No. 2005-163916 (Patent Document 1) discloses a hydraulic control device for an automatic transmission in which a fail-safe valve for preventing interlock at the time of failure of a solenoid valve is arranged. The hydraulic control device described in Patent Literature 1 includes at least three engagement elements, and fail-safe valves respectively disposed between a hydraulic servo and a hydraulic power source of each engagement element. The first fail-safe valve and the second fail-safe valve among the fail-safe valves are provided by a first solenoid valve and a second solenoid valve which are arranged to supply and shut off the hydraulic pressure to the hydraulic servo. Each can be switched. The third fail-safe valve can be switched by a third fail-safe valve switching hydraulic pressure applied via both the first fail-safe valve and the second fail-safe valve.

According to the hydraulic control apparatus described in this publication, the hydraulic pressure supplied to the engaging element that ties up when the fail-safe valves are simultaneously engaged is switched on and off by the switching solenoid valve. Therefore, switching of the failsafe valve is ensured. As a result, for example, it is possible to prevent a malfunction of the fail-safe valve in a state where the applicability of hydraulic pressure at an extremely low oil temperature is poor. Further, since the operation state of the other fail-safe valve can be switched by the combination of the solenoid valve operations, the number of installed solenoid valves can be reduced.
JP 2005-163916 A

  However, in the hydraulic control device described in Japanese Patent Laid-Open No. 2005-163916, an interlock is prevented using a fail-safe valve. Therefore, it is disadvantageous in terms of weight reduction and responsiveness. Therefore, it is desirable to prevent interlock without using a failsafe valve.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a transmission control device that can prevent interlock without using a fail-safe valve.

  A transmission control device according to a first invention is provided with a plurality of solenoid valves, and the transmission control device forms a gear stage in a state where a first number of solenoid valves among the plurality of solenoid valves are driven. It is. The control device includes: a determination unit configured to determine whether a second number of solenoid valves greater than the first number are simultaneously driven based on a current value supplied to the solenoid valve; Control means for controlling to cut off the supply of electric power to the number of solenoid valves in excess of the first number when it is determined that two or more solenoid valves are simultaneously driven. Prepare.

  According to the first invention, the gear stage is formed in a state where the first number of solenoid valves among the plurality of solenoid valves are driven. Based on the current value supplied to the solenoid valve, it is determined whether a second number or more of solenoid valves greater than the first number are simultaneously driven. When it is determined that more than the second number of solenoid valves are simultaneously driven, the supply of electric power to the extra number of solenoid valves with respect to the first number is cut off. As a result, an unnecessarily large number of solenoid valves can be prevented from being driven simultaneously. Therefore, it is possible to provide a transmission control device that can prevent interlock without using a fail-safe valve.

  In addition to the configuration of the first invention, the transmission control device according to the second invention supplies electric power to an extra number of solenoid valves relative to the first number in accordance with the operating state of the transmission. A means for prohibiting blocking is further provided.

  According to the second invention, according to the operating state of the transmission, it is prohibited to cut off the supply of electric power to the solenoid valves of an extra number relative to the first number. This prevents the number of solenoid valves to be driven from being limited to the first number when it is necessary to simultaneously drive a greater number of solenoid valves than the first number, for example, during gear shifting of the transmission. be able to. Therefore, the transmission can be operated reliably.

  In addition to the structure of the first invention, the transmission control device according to the third invention comprises means for controlling the second number of solenoid valves to be driven simultaneously, and the second number of solenoid valves. In the case of controlling to drive at the same time, it is further provided with means for prohibiting the supply of power to an extra number of solenoid valves relative to the first number.

  According to the third invention, when the second number of solenoid valves are controlled to be driven at the same time, it is prohibited to cut off the supply of power to the extra number of solenoid valves relative to the first number. . Thereby, it is possible to prevent the number of driven solenoid valves from being limited to the first number in a state where the second number of solenoid valves should be driven simultaneously. Therefore, the transmission can be operated reliably.

  In the control apparatus for the transmission according to the fourth invention, in addition to the configuration of any one of the first to third inventions, the plurality of solenoid valves include a first solenoid valve, a second solenoid valve, and a third solenoid. It is a valve. The first number is two. The second number is three. When the total value of the current values supplied to the first solenoid valve, the second solenoid valve, and the third solenoid valve is greater than the threshold value, the determination means includes the first solenoid valve, the second solenoid valve, and Means for determining that the third solenoid valve is simultaneously driven; When it is determined that the first solenoid valve, the second solenoid valve, and the third solenoid valve are simultaneously driven, the control unit performs control so as to cut off the supply of power to the first solenoid valve. Means for.

  According to the fourth invention, the transmission is formed with a gear in a state where two solenoid valves of the first solenoid valve, the second solenoid valve, and the third solenoid valve are driven. When the total value of the current values supplied to the first solenoid valve, the second solenoid valve, and the third solenoid valve is larger than the threshold value, the first solenoid valve, the second solenoid valve, and the third solenoid It is determined that the valves are operating simultaneously. When it is determined that the first solenoid valve, the second solenoid valve, and the third solenoid valve are simultaneously driven, the supply of power to the first solenoid valve is shut off. Thereby, an interlock can be prevented, without using a fail safe valve.

  In the transmission control apparatus according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the determination means and the control means are formed by an electric circuit separate from the solenoid valve.

  According to the fifth invention, the determination means and the control means are formed by an electric circuit separate from the solenoid valve. Thereby, an electric circuit can be attached to or detached from an existing solenoid valve. Therefore, a solenoid valve can be shared by a transmission having an interlock prevention function by an electric circuit and a transmission not having the function.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A vehicle equipped with a control device according to an embodiment of the present invention will be described with reference to FIG. This vehicle is an FR (Front engine Rear drive) vehicle. A vehicle other than FR may be used.

  The vehicle includes an engine 1000, an automatic transmission 2000, a torque converter 2100, a planetary gear unit 3000 that forms part of the automatic transmission 2000, a hydraulic circuit 4000 that forms part of the automatic transmission 2000, a propeller shaft 5000, A differential gear 6000, a rear wheel 7000, and an ECU (Electronic Control Unit) 8000 are included.

  In the present embodiment, the power train includes an engine 1000 and an automatic transmission 2000.

  Engine 1000 is an internal combustion engine that burns a mixture of fuel and air injected from injector 1002 in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated. The auxiliary power 1004 such as an alternator and an air conditioner is driven by the driving force of the engine 1000. A motor may be used as a power source instead of or in addition to engine 1000.

  Automatic transmission 2000 is connected to engine 1000 via torque converter 2100. Automatic transmission 2000 changes the rotational speed of the crankshaft to a desired rotational speed by forming a desired gear stage.

  The driving force output from automatic transmission 2000 is transmitted to left and right rear wheels 7000 via propeller shaft 5000 and differential gear 6000.

  The ECU 8000 includes a position switch 8006 for the shift lever 8004, an accelerator opening sensor 8010 for the accelerator pedal 8008, a pedaling force sensor 8014 for the brake pedal 8012, a throttle opening sensor 8018 for the electronic throttle valve 8016, and an engine speed sensor 8020. The input shaft rotation speed sensor 8022, the output shaft rotation speed sensor 8024, the oil temperature sensor 8026, and the water temperature sensor 8028 are connected via a harness or the like.

  The position (position) of shift lever 8004 is detected by position switch 8006, and a signal representing the detection result is transmitted to ECU 8000. Corresponding to the position of the shift lever 8004, the gear stage of the automatic transmission 2000 is automatically formed. Further, a manual shift mode in which the driver can select an arbitrary gear stage may be selected according to the driver's operation.

  Accelerator opening sensor 8010 detects the opening of accelerator pedal 8008 and transmits a signal representing the detection result to ECU 8000. The pedaling force sensor 8014 detects the pedaling force of the brake pedal 8012 (the force with which the driver steps on the brake pedal 8012), and transmits a signal representing the detection result to the ECU 8000.

  Throttle opening sensor 8018 detects the opening of electronic throttle valve 8016 whose opening is adjusted by the actuator, and transmits a signal representing the detection result to ECU 8000. Electronic throttle valve 8016 adjusts the amount of air taken into engine 1000 (output of engine 1000).

  Instead of or in addition to the electronic throttle valve 8016, the amount of air drawn into the engine 1000 can be reduced by changing the lift amount of the intake valve (not shown) or the exhaust valve (not shown) and the opening / closing phase. You may make it adjust.

  Engine rotation speed sensor 8020 detects the rotation speed of the output shaft (crankshaft) of engine 1000 and transmits a signal representing the detection result to ECU 8000. Input shaft rotational speed sensor 8022 detects input shaft rotational speed NI of automatic transmission 2000 (turbine rotational speed NT of torque converter 2100), and transmits a signal representing the detection result to ECU 8000. Output shaft rotation speed sensor 8024 detects output shaft rotation speed NO of automatic transmission 2000 and transmits a signal representing the detection result to ECU 8000.

  Oil temperature sensor 8026 detects the temperature (oil temperature) of oil (ATF: Automatic Transmission Fluid) used for the operation and lubrication of automatic transmission 2000, and transmits a signal representing the detection result to ECU 8000.

  Water temperature sensor 8028 detects the temperature (water temperature) of cooling water for engine 1000 and transmits a signal representing the detection result to ECU 8000.

  The ECU 8000 includes a position switch 8006, an accelerator opening sensor 8010, a pedal effort sensor 8014, a throttle opening sensor 8018, an engine rotation speed sensor 8020, an input shaft rotation speed sensor 8022, an output shaft rotation speed sensor 8024, an oil temperature sensor 8026, and a water temperature sensor. Based on a signal sent from 8028 or the like, a map and a program stored in a ROM (Read Only Memory) 8002, the devices are controlled so that the vehicle is in a desired running state.

  In the present embodiment, ECU 8000 has the forward 1st to 8th gears when the shift lever 8004 is in the D (drive) position and the D (drive) range is selected as the shift range of automatic transmission 2000. Automatic transmission 2000 is controlled so that one of these gears is formed. The automatic transmission 2000 can transmit a driving force to the rear wheel 7000 by forming any one of the first to eighth forward gears. In the D range, it may be possible to form a higher gear than the eighth gear. The gear stage to be formed is determined based on a shift diagram created in advance by experiments or the like using the vehicle speed and the accelerator opening as parameters.

  As shown in FIG. 1, ECU 8000 includes an engine ECU 8100 that controls engine 1000 and an ECT (Electronic Controlled Transmission) _ECU 8200 that controls automatic transmission 2000.

  Engine ECU 8100 and ECT_ECU 8200 are configured to be able to transmit and receive signals to and from each other. In the present embodiment, engine ECU 8100 transmits a signal representing the accelerator opening to ECT_ECU 8200. ECT_ECU 8200 transmits to engine ECU 8100 a signal representing a torque request amount determined as torque to be output by engine 1000.

  The planetary gear unit 3000 will be described with reference to FIG. Planetary gear unit 3000 is connected to a torque converter 2100 having an input shaft 2102 coupled to the crankshaft.

  The planetary gear unit 3000 includes a front planetary 3100, a rear planetary 3200, a C1 clutch 3301, a C2 clutch 3302, a C3 clutch 3303, a C4 clutch 3304, a B1 brake 3311, a B2 brake 3312, and a one-way clutch (F). 3320.

  The front planetary 3100 is a double pinion type planetary gear mechanism. Front planetary 3100 includes a first sun gear (S1) 3102, a pair of first pinion gears (P1) 3104, a carrier (CA) 3106, and a ring gear (R) 3108.

  The first pinion gear (P1) 3104 meshes with the first sun gear (S1) 3102 and the first ring gear (R) 3108. The first carrier (CA) 3106 supports the first pinion gear (P1) 3104 so that it can revolve and rotate.

  First sun gear (S1) 3102 is fixed to gear case 3400 so as not to rotate. First carrier (CA) 3106 is coupled to input shaft 3002 of planetary gear unit 3000.

  The rear planetary 3200 is a Ravigneaux type planetary gear mechanism. The rear planetary 3200 includes a second sun gear (S2) 3202, a second pinion gear (P2) 3204, a rear carrier (RCA) 3206, a rear ring gear (RR) 3208, a third sun gear (S3) 3210, a third Pinion gear (P3) 3212.

  Second pinion gear (P2) 3204 meshes with second sun gear (S2) 3202, rear ring gear (RR) 3208, and third pinion gear (P3) 3212. Third pinion gear (P3) 3212 meshes with third sun gear (S3) 3210 in addition to second pinion gear (P2) 3204.

  The rear carrier (RCA) 3206 supports the second pinion gear (P2) 3204 and the third pinion gear (P3) 3212 so that they can revolve and rotate. Rear carrier (RCA) 3206 is coupled to one-way clutch (F) 3320. The rear carrier (RCA) 3206 becomes non-rotatable when driving the first gear (when traveling using the driving force output from the engine 1000). Rear ring gear (RR) 3208 is coupled to output shaft 3004 of planetary gear unit 3000.

  The one-way clutch (F) 3320 is provided in parallel with the B2 brake 3312. That is, the outer race of the one-way clutch (F) 3320 is fixed to the gear case 3400, and the inner race is connected to the rear carrier (RCA) 3206.

  FIG. 3 shows an operation table showing the relationship between each gear position and the operation state of each clutch and each brake. By operating the brakes and the clutches in the combinations shown in the operation table, a forward 1st to 8th gear and a reverse 1st and 2nd gear are formed.

  The main part of the hydraulic circuit 4000 will be described with reference to FIG. The hydraulic circuit 4000 is not limited to the one described below.

  The hydraulic circuit 4000 includes an oil pump 4004, a primary regulator valve 4006, a manual valve 4100, a solenoid modulator valve 4200, an SL1 linear solenoid valve (hereinafter referred to as SL (1)) 4210, an SL2 linear solenoid valve ( (Hereinafter referred to as SL (2)) 4220, SL3 linear solenoid valve (hereinafter referred to as SL (3)) 4230, SL4 linear solenoid valve (hereinafter referred to as SL (4)) 4240, and SL5 It includes a linear solenoid valve (hereinafter referred to as SL (5)) 4250, an SLT linear solenoid valve (hereinafter referred to as SLT) 4300, and a B2 control valve 4500.

  Oil pump 4004 is connected to the crankshaft of engine 1000. As the crankshaft rotates, the oil pump 4004 is driven to generate hydraulic pressure. The hydraulic pressure generated by the oil pump 4004 is regulated by the primary regulator valve 4006 to generate a line pressure.

  Primary regulator valve 4006 operates using the throttle pressure regulated by SLT 4300 as a pilot pressure. The line pressure is supplied to the manual valve 4100 via the line pressure oil passage 4010.

  Manual valve 4100 includes a drain port 4105. From the drain port 4105, the oil pressure in the D range pressure oil passage 4102 and the R range pressure oil passage 4104 is discharged. When the spool of the manual valve 4100 is in the D position, the line pressure oil passage 4010 and the D range pressure oil passage 4102 are communicated, and hydraulic pressure is supplied to the D range pressure oil passage 4102. At this time, the R range pressure oil passage 4104 and the drain port 4105 are communicated, and the R range pressure of the R range pressure oil passage 4104 is discharged from the drain port 4105.

  When the spool of the manual valve 4100 is in the R position, the line pressure oil passage 4010 and the R range pressure oil passage 4104 are communicated, and the oil pressure is supplied to the R range pressure oil passage 4104. At this time, the D range pressure oil passage 4102 and the drain port 4105 are communicated, and the D range pressure in the D range pressure oil passage 4102 is discharged from the drain port 4105.

  When the spool of the manual valve 4100 is in the N position, both the D range pressure oil passage 4102 and the R range pressure oil passage 4104 are connected to the drain port 4105, and the D range pressure and R of the D range pressure oil passage 4102 are communicated. The R range pressure of the range pressure oil passage 4104 is discharged from the drain port 4105.

  The hydraulic pressure supplied to the D range pressure oil path 4102 is finally supplied to the C1 clutch 3301, the C2 clutch 3302, and the C3 clutch 3303. The hydraulic pressure supplied to the R range pressure oil passage 4104 is finally supplied to the B2 brake 3312.

  The solenoid modulator valve 4200 adjusts the hydraulic pressure (solenoid modulator pressure) supplied to the SLT 4300 to a constant pressure using the line pressure as the original pressure.

  SL (1) 4210 regulates the hydraulic pressure supplied to the C1 clutch 3301. SL (2) 4220 regulates the hydraulic pressure supplied to C2 clutch 3302. SL (3) 4230 regulates the hydraulic pressure supplied to the C3 clutch 3303. SL (4) 4240 regulates the hydraulic pressure supplied to C4 clutch 3304. SL (5) 4250 regulates the hydraulic pressure supplied to the B1 brake 3311.

  The SLT 4300 adjusts the solenoid modulator pressure in accordance with a control signal from the ECU 8000 based on the accelerator opening detected by the accelerator opening sensor 8010, and generates a throttle pressure. The throttle pressure is supplied to the primary regulator valve 4006 via the SLT oil passage 4302. The throttle pressure is used as a pilot pressure for the primary regulator valve 4006.

  SL (1) 4210, SL (2) 4220, SL (3) 4230, SL (4) 4240, SL (5) 4250, and SLT 4300 are driven by supplying electric power (output hydraulic pressure). The current value supplied to SL (1) 4210, SL (2) 4220, SL (3) 4230, SL (4) 4240, SL (5) 4250 and SLT 4300 is determined according to a control signal transmitted from ECU 8000. It is done.

  The B2 control valve 4500 selectively supplies hydraulic pressure from one of the D range pressure oil passage 4102 and the R range pressure oil passage 4104 to the B2 brake 3312. A D range pressure oil passage 4102 and an R range pressure oil passage 4104 are connected to the B2 control valve 4500. The B2 control valve 4500 is controlled by the hydraulic pressure supplied from the SLU solenoid valve (not shown) and the biasing force of the spring.

  When the SLU solenoid valve is on, the B2 control valve 4500 is in the state on the left side in FIG. In this case, the B2 brake 3312 is supplied with the hydraulic pressure adjusted from the D range pressure using the hydraulic pressure supplied from the SLU solenoid valve as a pilot pressure.

  When the SLU solenoid valve is off, the B2 control valve 4500 is in the state on the right side in FIG. In this case, the R range pressure is supplied to the B2 brake 3312.

  As shown in FIG. 5, an electric circuit 4214 is attached to the SL (1) 4210 via a bracket 4212. The electric circuit 4214 can be detached from the SL (1) 4210 by replacing the bracket 4212.

  The electric circuit 4214 switches the switch 4216 on and off. When the switch 4216 is on, power can be supplied to the SL (1) 4210. When switch 4216 is off, supply of power to SL (1) 4210 is interrupted.

  In the electric circuit 4214, the total value of the current values ISL (1), ISL (2) and ISL (3) supplied to the SL (1) 4210, SL (2) 4220 and SL (3) 4230 is a threshold value. If it is smaller than ISL (0), or if the cutoff inhibition signal SCUT output from the ECT_ECU 8200 is on, the switch 4216 is turned on.

  On the other hand, in the electric circuit 4214, when the total value of the respective current values ISL (1), ISL (2) and ISL (3) is equal to or greater than the threshold value ISL (0), and the cut-off prohibition signal SCUT is OFF The switch 4216 is turned off.

  In the present embodiment, when the total value of each current value ISL (1), ISL (2) and ISL (3) becomes equal to or greater than threshold value ISL (0), SL (1) 4210, SL (2) 4220 And it is determined that three linear solenoid valves SL (3) 4230 are simultaneously driven.

  The function of ECT_ECU 8200 will be described with reference to FIG. Note that the functions of the ECT_ECU 8200 described below may be realized by software or hardware.

  ECT_ECU 8200 includes a shift control unit 8202 and a signal output unit 8204. Shift control unit 8202 controls SL (1) 4210, SL (2) 4220, SL (3) 4230, SL (4) 4240, SL (5) 4250, and the like so as to execute a shift in automatic transmission 2000. .

  For example, SL (1) 4210, SL (2) 4220, SL (3) 4230, SL (4) 4240, SL (so that the friction engagement elements are engaged in the combinations shown in the operation table of FIG. 5) Control 4250. In the present embodiment, the gear stage is formed in a state where two linear solenoid valves among a plurality of linear solenoid valves are driven. The gear stage may be formed in a state where more than two linear solenoid valves are driven.

  Immediately after the start of the shift, the linear solenoid valve is controlled so as to execute a first fill that quickly fills the hydraulic pressure in the hydraulic servo of the friction engagement element that is brought into the engaged state from the released state by the shift. During the first fill, in addition to the two linear solenoid valves that were driven before the start of the shift, a linear solenoid valve provided corresponding to the friction engagement element that is brought into the engaged state from the released state by the shift. Is driven and hydraulic pressure is supplied. Therefore, during the first fill, the three linear solenoid valves are driven. The first fill is executed, for example, in a period after time T (1) has elapsed from the start of shifting and until time T (2) has elapsed. The period for executing the first fill is not limited to this.

  The signal output unit 8204 turns on (outputs) the above-described blocking inhibition signal SCUT during execution of the first fill. The operating state for driving the three linear solenoid valves is not limited to the first fill. That is, in an operating state different from the first fill, a greater number of linear solenoid valves may be driven than necessary to form the gear stage.

  With reference to FIG. 7, a control structure of a program executed by ECT_ECU 8200 will be described. Note that the program described below is repeatedly executed at a predetermined cycle.

  In step (hereinafter, step is abbreviated as S) 100, ECT_ECU 8200 determines whether or not shifting is in progress. If shifting is in progress (YES in S100), the process proceeds to S102. If not (NO in S100), the process proceeds to S108.

  In S102, ECT_ECU 8200 determines whether or not to execute the first fill. If first fill is to be executed (YES in S102), the process proceeds to S104. If not (NO in S102), the process proceeds to S108. In S104, ECT_ECU 8200 performs the first fill.

  In S106, ECT_ECU 8200 turns on cutoff inhibition signal SCUT. In S108, ECT_ECU 8200 turns off cutoff inhibition signal SCUT.

The operation of the control device according to the present embodiment based on the above structure will be described.
When shifting is not in progress (NO in S100), or when fast fill is not executed (NO in S102), cutoff prohibition signal SCUT is turned off (S108). In this state, when the linear solenoid valve is normal, two of the five linear solenoid valves are driven.

  However, when the linear solenoid valves are electrically disconnected or short-circuited, three or more linear solenoid valves can be driven simultaneously. Here, it is assumed that three linear solenoid valves SL (1) 4210, SL (2) 4220, and SL (3) 4230 are driven simultaneously.

  In this case, the total value of the current values ISL (1), ISL (2) and ISL (3) supplied to SL (1) 4210, SL (2) 4220 and SL (3) 4230 is the threshold value ISL ( 0) or more. Therefore, it is determined that the three linear solenoid valves SL (1) 4210, SL (2) 4220, and SL (3) 4230 are simultaneously driven, and the switch 4216 is turned off. When switch 4216 is turned off, supply of power to SL (1) 4210 is interrupted.

  Thereby, it can be in the state which can drive only two linear solenoid valves of SL (2) 4220 and SL (3) 4230. Therefore, the interlock with which the three friction engagement elements engage can be prevented.

  On the other hand, when the first fill is executed during the shift (YES in S100) (YES in S102), it is necessary to drive the three linear solenoid valves, so that the cutoff prohibiting signal SCUT is turned on (S106). .

  In this state, the switch is turned on by the electric circuit 4214. Therefore, the sum of the current values ISL (1), ISL (2) and ISL (3) supplied to SL (1) 4210, SL (2) 4220 and SL (3) 4230 is the threshold value ISL (0 The switch 4216 is not turned off even when the above is reached. Thereby, the first fill can be surely executed.

  As described above, according to the control device of the present embodiment, the current values ISL (1), ISL supplied to the three linear solenoid valves SL (1), SL (2), and SL (3). When the total value of (2) and ISL (3) is equal to or greater than the threshold value ISL (0), the three linear solenoid valves SL (1), SL (2) and SL (3) are simultaneously driven. Determined. When it is determined that the three linear solenoid valves are simultaneously driven, the supply of power to SL (1) is interrupted. Thereby, it can be in the state which can drive only two linear solenoid valves of SL (2) and SL (3). Therefore, the interlock with which the three friction engagement elements engage can be prevented.

  Note that power supply to linear solenoid valves other than SL (1) 4210 may be cut off. Moreover, you may make it interrupt | block supply of the electric power to two or more linear solenoid valves.

  Further, it may be determined based on the current value whether or not linear solenoid valves of a combination different from SL (1) 4210, SL (2) 4220, and SL (3) 4230 are simultaneously driven. Furthermore, it may be determined based on the current value whether or not four or more linear solenoid valves are simultaneously driven.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic block diagram which shows the power train of a vehicle. It is a skeleton figure which shows the planetary gear unit of an automatic transmission. It is a figure which shows the operation | movement table | surface of an automatic transmission. It is a figure which shows the hydraulic circuit of an automatic transmission. It is a figure which shows the electric circuit provided in SL (1). It is a functional block diagram of ECT_ECU. It is a flowchart which shows the control structure of the program which ECT_ECU performs.

Explanation of symbols

  1000 Engine, 2000 Automatic transmission, 2100 Torque converter, 3000 Planetary gear unit, 3301 C1 clutch, 3302 C2 clutch, 3303 C3 clutch, 3304 C4 clutch, 3311 B1 brake, 3312 B2 brake, 4000 Hydraulic circuit, 4210 SL1 linear solenoid valve, 4212 Bracket, 4214 electrical circuit, 4216 switch, 4220 SL2 linear solenoid valve, 4230 SL3 linear solenoid valve, 4240 SL4 linear solenoid valve, 4250 SL5 linear solenoid valve, 8000 ECU, 8002 ROM, 8004 shift lever, 8006 position switch, 8008 accelerator pedal 8010 8012 brake pedal, 8014 pedal force sensor, 8016 electronic throttle valve, 8018 throttle opening sensor, 8020 engine rotational speed sensor, 8022 input shaft rotational speed sensor, 8024 output shaft rotational speed sensor, 8026 oil temperature sensor, 8028 Water temperature sensor, 8100 engine ECU, 8200 ECT_ECU, 8202 shift control unit, 8204 signal output unit.

Claims (5)

A transmission control device that includes a plurality of solenoid valves, and that forms a gear stage in a state in which a first number of the plurality of solenoid valves is driven,
Determination means for determining whether a second number or more of solenoid valves greater than the first number are simultaneously driven based on a current value supplied to the solenoid valve;
When it is determined that more than the second number of solenoid valves are simultaneously driven, the control for controlling to cut off the supply of power to the solenoid valves of an excess number relative to the first number And a transmission control device.   The shift according to claim 1, further comprising means for inhibiting the supply of power to an extra number of solenoid valves relative to the first number in accordance with an operating state of the transmission. Machine control device. Means for controlling to simultaneously drive the second number of solenoid valves;
And means for inhibiting the supply of electric power to an extra number of solenoid valves relative to the first number when controlling to drive the second number of solenoid valves simultaneously. The transmission control device according to claim 1, comprising: The plurality of solenoid valves are a first solenoid valve, a second solenoid valve, and a third solenoid valve,
The first number is two;
The second number is 3,
When the total value of the current values supplied to the first solenoid valve, the second solenoid valve, and the third solenoid valve is larger than a threshold value, the determination unit is configured to output the first solenoid valve, Means for determining that the second solenoid valve and the third solenoid valve are operating simultaneously;
The control means shuts off the supply of power to the first solenoid valve when it is determined that the first solenoid valve, the second solenoid valve, and the third solenoid valve are simultaneously driven. 4. The transmission control device according to claim 1, further comprising means for controlling the transmission.   The transmission control apparatus according to claim 1, wherein the determination unit and the control unit are formed by an electric circuit separate from the solenoid valve.

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