CN100498014C - Control means of automatic transmission device - Google Patents

Abstract

The present invention provides a control means for automatic transmission capable of obviating speed changing level and ensuring driving force even when the connecting elements go wrong. The control means for automatic transmission comprises a fault detection mechanism detecting the fault of the connecting elements; a obviating speed changing mechanism using obviating speed changing level when the fault detection mechanism detects a fault, wherein the obviating speed changing level is not used in the connection, separation control rule executed by the speed changing control mechanism in normal. Furthermore, the control means for automatic transmission of the present invention is also provided with an interlocking state detection mechanism, an obviating judgment mechanism and a speed changing control mechanism in fault.

Description

The control gear of automatic transimission

Technical field

The present invention relates to automatic transimission, control processing and control that the Interlock Status that is caused by the connection fault of coupling is avoided during unusual when particularly relating to coupling and breaking down.

Background technique

In the past, the control processing as automatic transmission when unusual disclosed the technology of patent documentation 1 record.In this communique, disclose following technology contents, that is, than definite trouble location (coupling), carry out speed change to avoidance speed change level (reverse gear speed change level) according to the state of determined trouble location by supporting speed change level and number of actual teeth.

Patent documentation 1: the spy opens the 2000-240785 communique

But the multipolarity of speed changer in recent years is developed, and the quantity of the friction member that clutch, break are so also increases according to number of steps of speeds.Therefore, produce that have can not be only by supporting speed change level and number of actual teeth than the friction member that breaks down is defined as one situation as above-mentioned prior art.Usually, if the fault that the mistake of friction member connects takes place, then used the speed change level that out of order coupling takes place,, then need it avoided and not use the speed change level that out of order coupling takes place by valve-operating lever etc. if the fault that the mistake of friction member is separated takes place by selections such as valve-operating levers.At this moment, if when having a plurality of coupling that may break down, then to not the using all or make all on the contrary and be used for regulation when avoiding the speed change level of the coupling that may break down, selectable speed change level is very limited.Consequently, in avoiding the speed change level, there is the driving force deficiency, maybe can not carries out the problem of safe error protection control.

As the control of the Interlock Status of avoiding automatic transmission, disclose the technology of record in the patent documentation 2.In this communique, for the blocking of valve of the hydraulic pressure that detects the control friction member, even and be provided with signal pressure operating valve that takes place also can move unusually in the supply hydraulic pressure of each friction member.Downstream side at this signal pressure operating valve is provided with hydraulic switch, when detecting hydraulic pressure change in downstream side by the action of signal pressure operating valve by hydraulic switch, whole hydraulic pressure is reduced, and becomes neutral state, avoids Interlock Status.

Patent documentation 2: the spy opens the 2003-49937 communique

But the multipolarity of speed changer in recent years is developed, and the quantity of the friction member that planetary quantity, clutch, break are so also increases corresponding to number of steps of speeds.Therefore, as above-mentioned prior art, be provided with in the oil hydraulic circuit between the friction member that does not need to connect simultaneously under the situation of hydraulic switch of a plurality of signal pressure operating valves or signal pressure, cause that number of spare parts increases, control valve body maximizes, the fluid road is complicated etc., become the problem in the manufacturing.

In addition, owing to do not consider it is the fault of which friction member especially,, have the problem that to guarantee the travelling after fault takes place so have to form neutral state.That is, in above-mentioned prior art, also there are the following problems, that is, although avoided Interlock Status self, the possible deficiency of driving force of restarting after stopping when waiting can not guarantee that maybe the rideability during fault significantly worsens.

Summary of the invention

The present invention is conceived to above-mentioned problem and constitutes, and its purpose is to provide a kind of control gear of automatic transmission, even coupling breaks down, also can guarantee driving force in avoiding the speed change level.

For achieving the above object, in the control gear of automatic transmission of the present invention, this automatic transmission comprises: planetary gear set, and it has the input revolving part that is connected with power source, the output revolving part that is connected with driving wheel and a plurality of revolving part; A plurality of couplings, it carries out connection, separation between the described revolving part, or optionally stops described revolving part; Speed Control mechanism, it carries out connection, the separating controlling rule of described coupling based on travelling state decision instruction speed change level, and the control gear of described automatic transmission is provided with: faut detection mechanism, it detects the fault of described coupling; Avoid gear, it uses and avoids the speed change level when detecting fault by described faut detection mechanism, and this avoidances speed change level is not just often being used in by the connection of described gear change control device execution, separating controlling rule.

Thus, in the control gear of automatic transmission of the present invention, when detecting fault, by the just often obsolete avoidance speed change level of use, the degrees of freedom of the speed change level in the time of can guaranteeing fault, and can guarantee travelling.

Another purpose of the present invention is to provide a kind of control gear of automatic transmission, even Interlock Status has taken place, also can avoid Interlock Status and can guarantee travelling.

For achieving the above object, in the control gear of automatic transmission of the present invention, this automatic transmission comprises epicyclic train, a plurality of couplings and speed Control mechanism, described epicyclic train has the input revolving part that is connected with power source, the output revolving part that is connected with driving wheel and a plurality of middle revolving part, described a plurality of coupling carries out the connection between described each revolving part, separate, or optionally stop described each revolving part, described speed Control mechanism is based on travelling state decision instruction speed change level, carry out the connection of described coupling, the separating controlling rule, it is characterized in that, the control gear of described automatic transmission is provided with: the Interlock Status that rotation that one of described coupling take place to connect the rotation of fault and described input revolving part and described output revolving part is fixed detects in Interlock Status feeler mechanism, this Interlock Status feeler mechanism; Avoid decision mechanism, when detecting Interlock Status by described Interlock Status feeler mechanism, one of coupling that can described avoidance decision mechanism judge instruction speed change level that by will realizing this moment by the instruction speed change level in the moment that detects Interlock Status separates the speed change level of the high-speed side that realizes being higher than regulation speed change level as avoidance speed change level; Speed Control mechanism during fault is being judged as by described avoidance decision mechanism can realize the time, and speed Control mechanism speed change is described avoidance speed change level during described fault, otherwise becomes neutral state.

Therefore, in the control gear of the automatic transmission of the present application, when detecting Interlock Status, can the indication speed change level during based on faut detection be judged and, only a coupling separated under attainable situation by a normal coupling being separated the avoidance speed change level of the high-speed side that realizes being higher than regulation speed change level, therefore, avoid Interlock Status reliably, can not follow simultaneously significantly to lower category and obtain driving force, can guarantee travelling.In addition, can become neutral state by normal coupling separates under the situation about realizing more than or equal to the avoidance speed change level of stipulating the speed change level with one, therefore, can avoid Interlock Status reliably, avoid the generation that significantly lowers category simultaneously, can guarantee Security.

Description of drawings

Fig. 1 is the advance 7 grades outline figure of structure of the automatic transmission that retreats 1 grade of expression embodiment's 1 the realization of FR type;

Fig. 2 is the circuit diagram of oil hydraulic circuit of expression embodiment's 1 control valve unit;

Fig. 3 is the skeleton diagram of structure of expression embodiment's 1 pressure regulator valve;

Fig. 4 is the skeleton diagram of structure of expression embodiment's 1 first switching valve;

Fig. 5 is the skeleton diagram of structure of expression embodiment's 1 second switching valve;

Fig. 6 is the skeleton diagram of structure of expression embodiment's 1 the 3rd switching valve;

Fig. 7 is the skeleton diagram of structure of expression embodiment's 1 the 4th switching valve;

Fig. 8 is the figure of the connection worksheet that retreats 1 grade of advancing 7 grades of expression embodiment's 1 automatic transmission;

Fig. 9 is the alignment chart of rotation halted state of member of each the speed change level that retreats 1 grade of advancing 7 grades of expression embodiment's 1 automatic transmission;

Figure 10 is the figure of action schedule of solenoid valve SOL1～SOL7 of each speed change level of expression embodiment 1;

Figure 11 is the flow chart that expression embodiment's 1 faut detection is handled;

Figure 12 is the flow chart of expression embodiment's 1 abnormality detection control processing;

Figure 13 be expression embodiment 1 be judged as the Interlock Status fault time the flow chart of avoidance speed change level control processing;

Figure 14 represents that embodiment's 1 has produced the figure that connects the speed change level that is realized in the relation of the key element of fault and the coupling that separates in relative instruction speed change level;

Figure 15 is the figure of expression 1 grade of embodiment 1 variation of the alignment chart when 2346 breaks have taken place to connect fault when travelling;

Figure 16 is the figure of expression 2 grades of embodiment 1 variation of the alignment chart when front brake has taken place to connect fault when travelling;

Figure 17 be expression embodiment's 1 instruction speed change level and when fault has taken place in this instruction speed change level the figure of the relation of attainable speed change level;

Figure 18 is expression embodiment's 1 the flow chart that the speed Control of gear when unusual handled that is judged as;

Figure 19 is expression embodiment's 1 1.5 grades a alignment chart;

Figure 20 is expression embodiment's 1 2.5 grades a alignment chart;

Figure 21 avoids the flow chart of speed change level control processing when being expression embodiment's 1 neutral state fault;

The figure of the variation of the alignment chart when Figure 22 is the neutral state fault of expression 5 grades of embodiment 1;

The figure of the variation of the alignment chart when Figure 23 is the neutral state fault of expression 5 grades of embodiment 1;

The figure of the variation of the alignment chart when Figure 24 is the neutral state fault of expression 6 grades of embodiment 1;

The figure of the variation of the alignment chart when Figure 25 is the neutral state fault of expression 6 grades of embodiment 1;

The figure of the variation of the alignment chart when Figure 26 is the neutral state fault of expression 6 grades of embodiment 1;

The figure of the variation of the alignment chart when Figure 27 is the neutral state fault of expression 7 grades of embodiment 1;

The figure of the variation of the alignment chart when Figure 28 is the neutral state fault of expression 7 grades of embodiment 1;

The figure of the variation of the alignment chart when Figure 29 is the neutral state fault of expression 7 grades of embodiment 1;

Figure 30 is expression embodiment's 1 test control processing and the flow chart that speed Control is handled when unusual.

Reference character

GS1 first planetary gear set

GS2 second planetary gear set

G1 first planetary pinion

G2 second planetary pinion

G3 the third line star gear

G4 fourth line star gear

M1 first linking member

M2 second linking member

M3 the 3rd linking member

The C1 input clutch

The C2 direct clutch

C3 H﹠amp; The LR clutch

The B1 front brake

The low-grade break of B2

B3 2346 breaks

The B4 reverse gear brake

F1 first overrunning clutch

F2 second overrunning clutch

The Input input shaft

The Output output shaft

1 accelerator-pedal operation amount sensor

2 engine rotation speed sensors

3 first turbine speed sensors

4 second turbine speed sensors

5 OSS

6 Circuit breakers

CVU control valve unit

The Eg motor

The OP oil pump

The PV pilot valve

CV1～CV6 pressure regulator valve

SOL1～SOL7 solenoid valve

SV1～SV4 switching valve

The TC torque converter

Embodiment

Below, the best mode of the control gear of realizing automatic transmission of the present invention is described based on embodiment shown in the drawings.

(embodiment 1)

Fig. 1 is the advance 7 grades overall system view of control structure of the skeleton diagram of structure of the automatic transmission that retreats 1 grade and expression automatic transmission of expression embodiment's 1 the realization of FR type.Embodiment 1 automatic transmission is connected with motor Eg (being equivalent to the power source in the technological scheme) via the torque converter TC that lock-up clutch LUC is installed.From the rotation of motor Eg output pump impeller and the oil pump OP of torque converter TC is rotated driving.(ス テ-) be delivered on the turbine drives input shaft Input (being equivalent to the input revolving part in the technological scheme) to the oil that is stirred by the rotation of this pump impeller via guide wheel.

In addition, the control valve unit CVU that be provided with the automatic transmission controller (ATCU) 20 of the engine controller (ECU) 10 of the drive condition of control motor Eg, the speed change state of control automatic transmission etc., carries out the hydraulic control of each coupling based on the output signal of ATCU20.ATCU20 and control valve unit CVU are equivalent to speed Control mechanism.In addition, ECU10 and ATCU20 are connected share sensor information and the control information mutually by communication via CAN order wire etc.

On ECU10, be connected with the APO sensor 1 of the accelerator-pedal operation amount that detects the driver and the engine rotation speed sensor 2 of detection of engine rotating speed.ECU10 controls fuel injection amount and throttle opening based on engine speed and accelerator-pedal operation amount, control motor output speed and engine torque.

On ATCU20, be connected with the Circuit breaker 6 of first turbine speed sensor 3 of the rotating speed that detects the first support PC1 described later, second turbine speed sensor 4 that detects the rotating speed of the first ring gear R1, the OSS 5 that detects the rotating speed of output shaft Output (being equivalent to the output revolving part in the technological scheme), detection driver's speed change lever serviceability, speed change lever also has engine brake range position that is used for engine braking and the driving range position of advancing usually that is not used in engine braking except that P, R, N, D.

In ATCU20, revolution speed calculating portion with computing input shaft Input rotating speed, just often based on vehicle velocity V sp and accelerator pedal aperture APO, from the speed change reflection of the 7 grades of levels of advancing described later, select best instruction speed change level, on control valve unit CVU, be provided with the speed Control portion that output realizes the control command of instruction speed change level.In addition, the structure of relevant revolution speed calculating portion is narrated below.

(about the structure of automatic transmission)

Secondly, the structure to automatic transmission describes.Upwards dispose the first planetary gear set GS1, the second planetary gear set GS2 successively from input shaft Input side shaft towards output shaft Output side.In addition, as the friction coupling, dispose a plurality of clutch C1, C2, C3 and break B1, B2, B3, B4.In addition, dispose a plurality of overrunning clutch F1, F2.

The first planetary pinion G1 be have the first sun gear S1, the first ring gear R1, to the single pinion type planetary pinion of the first support PC1 that supports of the first small gear P1 of two gear S1, R1 engagement.

The second planetary pinion G2 be have secondary sun wheel S2, the second ring gear R2, to the single pinion type planetary pinion of the second support PC2 that supports of the second small gear P2 of two gear S2, R2 engagement.

The third line star gear G3 be have the 3rd sun gear S3, the 3rd ring gear R3, to the single pinion type planetary pinion of the 3rd support PC3 that supports of third pinion P3 of two gear S3, R3 engagement.

Fourth line star gear G4 be have the 4th sun gear S4, the 4th ring gear R4, to the single pinion type planetary pinion of the 4th support PC4 that supports of fourth pinion P4 of two gear S4, R4 engagement.

Input shaft Input is connected with the second ring gear R2, via the rotary driving force of inputs such as torque controller TC from motor Eg.

Output shaft Output is connected with the 3rd support PC3, will export rotary driving force via the outer main reducing gear of figure etc. and be delivered on the driving wheel.

The first linking member M1 is the member with the first ring gear R1, the second support PC2 and the connection of the 4th ring gear R4 one.

The second linking member M2 is the member that the 3rd ring gear R3 is connected with the 4th support PC4 one.

The 3rd linking member M3 is the member that the first sun gear S1 is connected with secondary sun wheel S2 one.

The first planetary gear set GS1 constitutes by the first planetary pinion G1 is connected with the 3rd linking member M3 by the first linking member M1 with the second planetary pinion G2, is made of four revolving parts.In addition, the second planetary gear set GS2 connects the third line star gear G3 and fourth line star gear G4 by the second linking member M2, is made of five revolving parts.

The first planetary gear set GS1 has the torque input path of importing the second ring gear R2 from input shaft Input.Importing the torque of the first planetary gear set GS1 exports to the second planetary gear set GS2 from the first linking member M1.

The second planetary gear set GS2 has from input shaft Input and imports the torque input path of the second linking member M2 and import the torque input path of the 4th ring gear R4 from the first linking member M1.Importing the torque of the second planetary gear set GS2 exports to output shaft Output from the 3rd support PC3.

In addition, at H﹠amp; LR clutch C3 separates, and when the rotating speed of rotating ratio the 3rd sun gear S3 of the 4th sun gear S4 was big, the 3rd sun gear S3 and the 4th sun gear S4 produced independently rotating speed.Therefore, the third line star gear G3 is connected via the second linking member M2 with fourth line star gear G4, and realization planetary pinion separately is gear ratio independently.

Input clutch C1 is the clutch that the input shaft Input and the second linking member M2 are optionally disconnected, are connected.

Direct clutch C2 is the clutch that the 4th sun gear S4 and the 4th support PC4 are optionally disconnected, are connected.

H﹠amp; LR clutch C3 is the clutch that the 3rd sun gear S3 and the 4th sun gear S4 are optionally disconnected, are connected.In addition, between the 3rd sun gear S3 and the 4th sun gear, dispose the second overrunning clutch F2.

Front brake B1 is the break that optionally stops the rotation of the first support PC1.In addition, the first overrunning clutch F1 and front brake B1 dispose side by side.

Low-grade break B2 is the break that optionally stops the rotation of the 3rd sun gear S3.

2346 break B3 are the breaks that optionally stop the rotation of the 3rd linking member M3 (the first sun gear S1 and secondary sun wheel S2).

Reverse gear brake B4 is the break that optionally stops the rotation of the 4th support PC4.

(about the secondary speed computing)

Being conceived to input shaft Input is connected with the second ring gear R2, and first planetary pinion G1 and the second planetary pinion G2 constitute the first planetary gear set GS1 that is connected with two revolving parts, in the revolution speed calculating portion in being located at ATCU20, use two turbine speed sensors 3,4 to detect the rotating speed of input shaft Input by calculating.

Specifically, if the rotating speed of the first support PC1 is the rotating speed of N (PC1), the second support PC2 is that the rotating speed of N (PC2), the second ring gear R2 is N (R2), shown in the alignment chart of Fig. 9, if the gear ratio of the second ring gear R2 and the second support PC2 (the first ring gear R1) is 1, if first ring gear R1 (the second support PC2) and the gear ratio of the first support PC1 are β, then calculate by following formula

N(R2)＝(1+1/β)N(PC2)-(1/β)·N(PC1)

First turbine speed sensor 3 detects the rotating speed of the second support PC2, and second turbine speed sensor 4 detects the rotating speed that the sensor as turbine sensor usefulness member that is connected with the first support PC1 is used parts 63.Thus, detect the rotating speed (below be designated as secondary speed) of the second ring gear R2 (input shaft Input) by calculating based on following formula.

(about the structure of control valve unit)

Fig. 2 is the circuit diagram of the oil hydraulic circuit of expression control valve unit CVU.Below, loop structure is described.In embodiment 1 oil hydraulic circuit, be provided with: switch the manually operated valve MV on the fluid road of supplying with principal pressure PL by engine-driven oil pump OP, with driver's speed change lever operations linkage and the reduce pressure pilot valve PV of stable pressure of regulation of principal pressure as hydraulic power.

In addition, also be provided with: to the connection of low-grade break B2 compress into capable pressure regulation the first pressure regulator valve CV1, to the connection of input clutch C1 compress into capable pressure regulation the second pressure regulator valve CV2, to the connection of front brake B1 compress into the 3rd pressure regulator valve CV3 of capable pressure regulation, to H﹠amp; The connection of RL clutch C3 compress into capable pressure regulation the 4th pressure regulator valve CV4, the connection of 2346 break B3 is compressed into the 5th pressure regulator valve CV5 of capable pressure regulation, the connection of direct clutch C2 is compressed into the 6th pressure regulator valve CV6 of capable pressure regulation.

In addition, also be provided with: the first switching valve SV1, it switches to the supply fluid road of low-grade break B2 and input clutch C1 the state of only some connections; The second switching valve SV2, it presses the supply fluid road of pressing with the R scope to switch to the only state of some connections of relative direct clutch C2 the D scope; The 3rd switching valve SV3, its hydraulic pressure that will supply with reverse gear brake B4 switches between from the supply hydraulic pressure of the 6th pressure regulator valve CV6 and the supply hydraulic pressure from the R scope; The 4th switching valve SV4, it will switch between fluid road 123 and fluid road 122 from the hydraulic pressure of the 6th pressure regulator valve CV6 output.

In addition, also be provided with based on control signal, to the first solenoid valve SOL1 of first pressure regulator valve CV1 output pressure regulation signal from control unit for automatic shift 20, the second solenoid valve SOL2 to second pressure regulator valve CV2 output pressure regulation signal, the 3rd solenoid valve SOL3 to the 3rd pressure regulator valve CV3 output pressure regulation signal, the 4th solenoid valve SOL4 to the 4th pressure regulator valve CV4 output pressure regulation signal, the 5th solenoid valve SOL5 to the 5th pressure regulator valve CV5 output pressure regulation signal, the 6th solenoid valve SOL6 to the 6th pressure regulator valve CV6 output pressure regulation signal, the 7th solenoid valve SOL7 to the first switching valve SV1 and the 3rd switching valve SV3 output switching signal.

Above-mentioned each solenoid valve SOL2, SOL5, SOL6 are the threeway proportional electromagnetic valves with three ports, and first port imports first pilot described later, and second port is connected with discharging fluid road, and the 3rd port is connected with the compression zone of pressure regulator valve or switching valve.In addition, above-mentioned each solenoid valve SOL1, SOL3, SOL4 are two logical proportional electromagnetic valves with two ports, and solenoid valve SOL7 is the tripartite power on/off magnet valve with three ports.

In addition, the first solenoid valve SOL1, the 3rd solenoid valve SOL3 and the 7th solenoid valve SOL7 constitute normal close type (state of non-closed in electrified state).And the second solenoid valve SOL2, the 4th solenoid valve SOL4, the 5th solenoid valve SOL5 and the 6th solenoid valve SOL6 constitute normally open valve (state of opening during non-energising).

(about the fluid line structure)

, after being become principal pressure, supply with by the head pressure of engine-driven oil pump OP to fluid road 101 and fluid road 102 by pressure regulation.On fluid road 101, be connected with fluid road 101a, fluid road 101b and fluid road 101c, the manually operated valve MV of described fluid road 101a connection and driver's speed change lever operations linkage, described fluid road 101b supplies with front brake B1 and connects the former pressure of pressing, and described fluid road 101c supplies with H﹠amp; LR clutch C3 connects the former pressure of pressing.

Connect fluid road 105 and supply with the fluid road 106 that retreats the R scope pressure of selecting when travelling on manually operated valve MV, fluid road 105 and fluid road 106 are switched in operation according to speed change lever.

On fluid road 105, be connected with the fluid road 105a that supplies with low-grade break B2 and connect the former pressure of pressing, supply with fluid road 105b that input clutch C1 connects the former pressure of pressing, supply with fluid road 105c that 2346 break B3 connect the former pressure of pressing, supply with direct clutch C2 and connect the fluid road 105d of the former pressure of pressing and supply with the second switching valve SV2 described later and switch the fluid road 105e that presses.

On fluid road 106, be connected with the fluid road 106a, the fluid road 106b that supply direct clutch C2 connects the former pressure of pressing, the fluid road 106c that supplies with reverse gear brake B4 connection pressure that supply with the second switching valve SV2 and switch pressure.

On fluid road 102, be connected with the fluid road 103 of supplying with first pilot via pilot valve PV.On fluid road 103, be provided with to the first solenoid valve SOL1 supply with first pilot fluid road 103a, to the second solenoid valve SOL2 supply with first pilot fluid road 103b, to the 3rd solenoid valve SOL3 supply with first pilot fluid road 103c, to the 4th solenoid valve SOL4 supply with first pilot fluid road 103d, to the 5th solenoid valve SOL5 supply with first pilot fluid road 103e, supply with the fluid road 103f of first pilot, supply with the fluid road 103g of first pilot to the 7th solenoid valve SOL7 to the 6th solenoid valve SOL6.

Fig. 3 is the skeleton diagram of structure of expression embodiment's 1 pressure regulator valve.On the first pressure regulator valve CV1, be provided with the 4th port a4 of the first port a1 that connects fluid road 105a, the 3rd port a3 that connects with the loop-coupled second port a2 of discharging, with the fluid road 115a that is connected the first switching valve SV1, the supply first solenoid valve SOL1 signal pressure, and as the subtend pressure (subtend of this signal pressure ) the five-port a5 that connects from the fluid road of fluid road 115a feedback and with the spring a6 that supplies with to the hydraulic pressure subtend effect of the 4th port.

Among Fig. 3, when the first switching valve SV1 was moved upward, fluid road 105a and fluid road 115a were communicated with, and when mobile downwards, fluid road 115a and floss hole are communicated with.Equally, owing on the second pressure regulator valve CV2～the 6th pressure regulator valve CV6, be provided with and first port a1～five-port a5 and the identical structure of spring a6, Therefore, omited explanation.

Fig. 4 is the skeleton diagram of structure of expression embodiment's 1 the first switching valve SV1.On the first switching valve SV1, be provided with the first port b1 that is connected with fluid road 115a, with the loop-coupled second port b2 of discharging, the 3rd port b3 that is connected with fluid road 115b, with loop-coupled the 4th port b4 of discharging, the five-port b5 that is connected with the fluid road 150a that supplies with hydraulic pressure to low-grade break B2, the 6th port b6 that is connected with the fluid road 150b that supplies with hydraulic pressure to input clutch C1, the 7th port b7 that is connected with the fluid road 140b that supplies with the 7th solenoid valve SOL7 signal pressure, with the spring b8 that supplies with to the hydraulic pressure subtend effect of the 7th port b7.

Among Fig. 4, when the first switching valve SV1 was mobile to the left, fluid road 115a and fluid road 150a were communicated with, and simultaneously, fluid road 150b and floss hole are communicated with.And when it was mobile to the right, fluid road 150a and floss hole were communicated with, and simultaneously, fluid road 115b and fluid road 150b are communicated with.

Fig. 5 is the skeleton diagram of structure of expression embodiment's 1 the second switching valve SV2.On the second switching valve SV2, be provided with the first port c1 that is connected with the fluid road 105d that supplies with D scope pressure, the second port c2 that is connected with the fluid road 106d that supplies with R scope pressure, the 3rd port c3 that is connected with fluid road 120 from hydraulic pressure to the 6th pressure regulator valve CV6 that supply with, the 4th port c4 that is connected with the fluid road 105e that supplies with D scope pressure, the five-port c5 that the fluid road 106a that supply R scope is pressed with pressing as the subtend of the 4th port 4 is connected, spring c6 with the hydraulic pressure subtend effect of supplying with the 4th port c4.

Among Fig. 5, when the second switching valve SV2 was mobile to the right, fluid road 106b and fluid road 120 were communicated with, and when it was mobile to the left, fluid road 105d and fluid road 120 were communicated with.

Fig. 6 is the skeleton diagram of structure of expression embodiment's 1 the 3rd switching valve SV3.On the 3rd switching valve SV3, be provided with the first port d1 that is connected with the fluid road of supplying with from the hydraulic pressure of the 4th switching valve SV4 122, with supply with the second port d2, the 3rd port d3 that is connected with fluid road 130 from hydraulic pressure to reverse gear brake B4 that supply with that fluid road 106c that the R scope presses is connected, the 4th port d4 that is connected with the fluid road 140a of supply the 7th solenoid valve SOL7 signal pressure, and supply to the spring d5 of the hydraulic pressure subtend effect of the 4th port d4.

Among Fig. 6, when the 3rd switching valve SV3 was mobile to the right, fluid road 106b and fluid road 130 were communicated with, and when it was mobile to the left, fluid road 122 and fluid road 130 were communicated with.

Fig. 7 is the skeleton diagram of structure of expression embodiment's 1 the 4th switching valve SV4.On the 4th switching valve SV4, be provided with the first port e1 that is connected with the fluid road of supplying with from the hydraulic pressure of the 6th pressure regulator valve CV6 121, with loop-coupled second port e2 of discharging and the 3rd port e3, supply with the 4th port e4 that the R scope presses, supply with five-port e5 that the D scope presses, the spring e6 with the 4th port e4 subtend effect, the 7th port e7 that is connected with fluid road 122, the 8th port e8 that is connected with fluid road 123.

Among Fig. 7, when the 4th switching valve SV4 was mobile to the right, fluid road 121 and fluid road 123 were communicated with, simultaneously, fluid road 122 and discharging circuit communication, and when it is mobile to the left, fluid road 121 and fluid road 122 are communicated with, simultaneously, and fluid road 123 and discharging circuit communication.

On above-mentioned each clutch C1, C2, C3 and each break B1, B2, B3, B4,, retreat 1 grade of each speed change level and supply with to connect and press (zero mark) or disjoining pressure (unmarked) advancing 7 grades just often shown in the connection action schedule of Fig. 7.

Secondly effect is described.

(chronotropic action)

Fig. 8 is the figure of expression embodiment's 1 the automatic transmission connection action schedule that retreats 1 grade with advancing 7 grades of speed change gear, the alignment chart of the rotation halted state of the member of each speed change level that the automatic transmission that Fig. 9 represents embodiment 1 retreats 1 grade with advancing 7 grades of speed change gear, Figure 10 is the figure of action schedule of the solenoid valve SOL1～SOL7 of each speed change level of expression.

(1 grade)

Do the time spent (in the selection of engine braking range position) at engine brake for 1 grade and do not make the different coupling of time spent (in the driving range choice of location of advancing usually) effect with engine brake.The effect of engine brake shown in Fig. 8 (zero), is by front brake B1, low-grade break B2 and H﹠amp; The connection of LR clutch C3 obtains.In addition, the first overrunning clutch F1 that is set up in parallel with front brake B1 and and H﹠amp; The second overrunning clutch F2 that LR clutch C3 is set up in parallel also participates in transmission of torque.Do not do the time spent at engine brake, front brake B1 and H﹠amp; LR clutch C3 separates, and only low-grade break B2 connects, and utilizes the first overrunning clutch F1 and the second overrunning clutch F2 to carry out transmission of torque.

In this 1 grade, because front brake B1 connects (being connected by the first overrunning clutch F1 when engine brake is failure to actuate), therefore, the rotation that is input to the second ring gear R2 from input shaft Input is slowed down by the first planetary gear set GS1.This rotation of having slowed down outputs to the 4th ring gear R4 from the first linking member M1.In addition, because low-grade break B2 and H﹠amp; LR clutch C3 connects (being connected by the low-grade break B2 and the second overrunning clutch F2 when engine brake is failure to actuate), and therefore, the rotation of importing the 4th ring gear R4 is slowed down by second planetary gear set, exports from the 3rd support PC3.

Promptly, shown in the alignment chart of Fig. 9,1 grade by the interface of the front brake B1 of the output rotational delay of motor is stipulated with the line that will be connected from the interface of the low-grade break B2 of the deceleration rotational delay of the first planetary gear set GS1, to export from output shaft Output from the rotational delay of input shaft Input input.

This torque flow of 1 grade is to front brake B1 (or first overrunning clutch F1), low-grade break B2, H﹠amp; LR clutch C3 (or second overrunning clutch F2), the first linking member M1, the second linking member M2, the 3rd linking member M3 effect torque.That is, the first planetary gear set GS1 and the second planetary gear set GS2 participate in transmission of torque.

At this moment, shown in the solenoid valve worksheet of Figure 10, make first～the 3rd solenoid valve SOL1～SOL3, the 6th and the 7th solenoid valve SOL6, SOL7 conducting, make closing beyond it, thus, supply with to connect to desirable coupling and press.

At this, owing to make the 7th solenoid valve SOL7 conducting,, the first pressure regulator valve CV1 and low-grade break B2 are communicated with so move in first switching valve SV1 left side in Fig. 2, input clutch C1 is connected (preventing Interlock Status) with floss hole.In addition, in the second switching valve SV2,,, the first port c1 and the 3rd port c3 are communicated with, thus the 6th pressure regulator valve CV6 effect D scope are pressed so move in its left side in Fig. 2 because the 4th port c4 effect D scope is pressed.Owing to side shifting under the 6th pressure regulator valve CV6 is in Fig. 2, so can not supply with D scope pressure to direct clutch C2 or the 4th switching valve SV4.

In addition, move on effect right side in Fig. 2 that the 4th switching valve SV4 utilizes the D scope to press, though become state with fluid road 121 and 123 connections of fluid road, irrelevant with anastomosis.In addition, in the 3rd switching valve SV3, owing to supply with signal pressure to port d4 from the 7th solenoid valve SOL7, so move in its left side in Fig. 2, although the first port d1 and the 3rd port d3 are communicated with,, can not supply with hydraulic pressure to reverse gear brake B4 owing to do not supply with hydraulic pressure to fluid road 122.

(2 grades)

Do the time spent (in the selection of engine braking range position) at engine brake for 2 grades and do not do the time spent (in the driving range choice of location of advancing usually) with different coupling connections with engine brake.The effect of engine brake shown in Fig. 8 (zero), is by low-grade break B2,2346 break B3, H﹠amp; The connection of LR clutch C3 obtains.In addition, with H﹠amp; The second overrunning clutch F2 that LR clutch C3 is set up in parallel also participates in transmission of torque.When engine brake is failure to actuate, H﹠amp; LR clutch C3 separates, and low-grade break B2 and 2346 break B3 connect, and carry out transmission of torque by the second overrunning clutch F2.

In these 2 grades, because 2346 break B3 connect, so the rotation of importing the second ring gear R2 from input shaft Input is only slowed down by the second planetary pinion G2.This rotation of having slowed down outputs to the 4th ring gear R4 from the first linking member M1.In addition, because low-grade break B2 and H﹠amp; LR clutch C3 connects (being connected by the second overrunning clutch F2 when engine brake is failure to actuate), and therefore, the rotation of importing the 4th ring gear R4 is slowed down by second planetary gear set, exports from the 3rd support PC3.

Promptly, shown in the alignment chart of Fig. 9,2 grades by connecting the interface of 2346 break B3 of the output rotational delay of motor and will stipulating from the line of the interface of the low-grade break B2 of the deceleration rotational delay of the second planetary pinion G2, to export from output shaft Output from the rotational delay of input shaft Input input.

This torque flow of 2 grades is to 2346 break B3, low-grade break B2, H﹠amp; LR clutch C3 (or second overrunning clutch F2), the first linking member M1, the second linking member M2, the 3rd linking member M3 effect torque.That is, the second planetary pinion G2 and the second planetary gear set GS2 participate in transmission of torque.

In addition,, early separate and begin the connection of 2346 break B3, thus,, the first overrunning clutch F1 is separated in the moment of the connection load capacity of guaranteeing 2346 break B3 by making front brake B1 from 1 grade during to 2 grades upgrade.Therefore, the precision that can seek the speed change time improves.

At this moment, shown in the solenoid valve action schedule of Figure 10, make first, second, the 5th, the 6th, the 7th solenoid valve SOL1, SOL2, SOL5, SOL6, SOL7 conducting, make closing beyond it, supply with to connect to desirable coupling thus and press.

At this owing to make the 7th solenoid valve SOL7 conducting, so the time first switching valve SV1 left side in Fig. 2 move, the first pressure regulator valve CV1 and low-grade break B2 are communicated with, make input clutch C1 be connected (preventing Interlock Status) with floss hole.In addition, in the second switching valve SV2, because the 4th port c4 effect D scope is pressed, so move in its left side in Fig. 2, though the first port c1 and the 3rd port c3 are communicated with, but, therefore, can not supply with hydraulic pressure to direct clutch C2 or the 3rd switching valve SV3 owing to side shifting under the 6th pressure regulator valve CV6 is in Fig. 2.

In addition, in the 3rd switching valve SV3, owing to supply with signal pressure to port d4 from the 7th solenoid valve SOL7, so move in its left side in Fig. 2, though the d1 and the 3rd port d3 of first port is communicated with, owing to do not supply with hydraulic pressure to fluid road 122, therefore, can not supply with hydraulic pressure to reverse gear brake B4.

(3 grades)

As shown in Figure 8,3 grades is that connection by 2346 break B3, low-grade break B2, direct clutch C2 obtains.

In these 3 grades, because 2346 break B3 connection, so slow down by the second planetary pinion G2 to the rotation of second ring gear R2 input from input shaft Input.This rotation of having slowed down is exported to the 4th ring gear R4 from the first linking member M1.In addition, because direct clutch C2 connection, so fourth line star gear G4 constitutes one and is rotated.In addition, because low-grade break B2 connection, so the rotation of importing the 3rd ring gear R3 from the 4th support PC4 with the rotation of the 4th ring gear R4 one via the second linking member M2 is exported from the 3rd support PC3 by the third line star gear G3 deceleration.Like this, though fourth line star gear G4 participates in transmission of torque, do not participate in decelerating effect.

Promptly, shown in the alignment chart of Fig. 9,3 grades by connecting the interface of 2346 break B3 of the output rotational delay of motor and will stipulating from the line of the interface of the low-grade break B2 of the deceleration rotational delay of the second planetary pinion G2, to export from output shaft Output from the rotational delay of input shaft Input input.

This torque flow of 3 grades is to 2346 break B3, low-grade break B2, direct clutch C2, the first linking member M1, the second linking member M2, the 3rd linking member M3 effect torque.That is, the second planetary pinion G2 and the second planetary gear set GS2 participate in transmission of torque.

In addition, from 2 grades during, by with H﹠amp to 3 grades upgrade; LR clutch C3 early separates and begins the connection of direct clutch C2, thus, in the moment of the connection load capacity of guaranteeing direct clutch C2, the second overrunning clutch F2 is separated.Therefore, the precision that can seek the speed change time improves.

At this moment, shown in the solenoid valve action schedule of Figure 10, by make first, second, the 4th, the 5th and the 7th solenoid valve SOL1, SOL2, SOL4, SOL5, SOL7 conducting and make closing beyond it, supply with to connect to desirable coupling and press.

At this owing to make the 7th solenoid valve SOL7 conducting, so the time first switching valve SV1 left side in Fig. 2 move, the first pressure regulator valve CV1 and low-grade break B2 are communicated with, input clutch C1 is connected (preventing Interlock Status) with floss hole.In addition, in the second switching valve SV2,,, the first port c1 and the 3rd port c3 are communicated with so move in its left side in Fig. 2 because the 4th port c4 effect D scope is pressed.Because the 6th pressure regulator valve CV6 goes up side shifting in Fig. 2, thus to the 4th switching valve SV4 supply pressure regulation hydraulic pressure.

In the 4th switching valve SV4, because effect has the D scope to press, so fluid road 121 and fluid road 123 are communicated with.Since fluid road 122 and discharging circuit communication, supply with hydraulic pressure to direct clutch C2, and can not supply with hydraulic pressure to the 3rd switching valve SV3.In addition, in the 3rd switching valve SV3, owing to supply with signal pressure to port d4 from the 7th solenoid valve SOL7, so move in its left side in Fig. 2, though the first port d1 and the 3rd port d3 are communicated with, owing to hydraulic pressure is not supplied with to fluid road 122, so can not supply with hydraulic pressure to reverse gear brake B4.

(4 grades)

As shown in Figure 8,4 grades is by 2346 break B3, direct clutch C2 and H﹠amp; The connection of LR clutch C3 obtains.

In these 4 grades, because 2346 break B3 connect, so the rotation of importing the second ring gear R2 from input shaft Input is only slowed down by the second planetary pinion G2.This rotation of having slowed down outputs to the 4th ring gear R4 from the first linking member M1.In addition, because direct clutch C2 and H﹠amp; LR clutch C3 connects, so the rotation of the second planetary gear set GS2 one.Thus, the rotation former state ground that is input to the 4th ring gear R4 is exported from the 3rd support PC3.

Promptly, shown in the alignment chart of Fig. 9, stipulate by following connecting line for 4 grades, and will be from the rotational delay of input shaft Input input, from output shaft Output output, this connecting line connects the interface of 2346 break B3 of the output rotational delay of motor, will rotate the direct clutch C2 and the H﹠amp of former state output from the deceleration of the second planetary pinion G2; The interface of LR clutch C3.

This torque flow of 4 grades is to 2346 break B3, direct clutch C2, H﹠amp; LR clutch C3, the first linking member M1, the second linking member M2, the 3rd linking member M3 effect torque.That is, the second planetary pinion G2 and the second planetary gear set GS2 participate in transmission of torque.

At this moment, shown in the solenoid valve action schedule of Figure 10,, supply with to connect to the coupling of hope and press by closing with the second and the 5th solenoid valve SOL2, SOL5 conducting and with beyond it.

At this because the 7th solenoid valve SOL7 is closed, so the time first switching valve SV1 right side in Fig. 2 move, with low-grade break B2 and discharging circuit communication, the second pressure regulator valve CV2 is communicated with (preventing Interlock Status) with input clutch C1.In addition, in the second switching valve SV2,,, the first port c1 and the 3rd port c3 are communicated with so move in its left side in Fig. 2 because the 4th port c4 effect D scope is pressed.Because the 6th pressure regulator valve CV6 goes up side shifting in Fig. 2, therefore, to the 4th switching valve SV4 supply with pressure regulation hydraulic pressure.

In the 4th switching valve SV4, because effect has the D scope to press, so fluid road 121 and fluid road 123 are communicated with.Since fluid road 122 and discharging circuit communication, supply with hydraulic pressure to direct clutch C2, and can not supply with hydraulic pressure to the 3rd switching valve SV3.In addition, in the 3rd switching valve SV3, owing to do not supply with signal pressure to port d4 from the 7th solenoid valve SOL7, so move on its right side in Fig. 2, although the second port d2 and the 3rd port d3 are communicated with, but press (by manually operated valve MV blocking-up) owing to do not supply with the R scope, so can not supply with hydraulic pressure to reverse gear brake B4 to fluid road 106c.

(5 grades)

As shown in Figure 8,5 grades is by input clutch C1, direct clutch C2, H﹠amp; The connection of LR clutch C3 obtains.

In these 5 grades, because input clutch C1 connection, so the second linking member M2 is imported in the rotation of input shaft Input.In addition, because direct clutch C2 and H﹠amp; LR clutch C3 connects, so the rotation of the third line star gear G3 one.Therefore, export to the rotation former state of input shaft Input from the 3rd support PC.

Promptly, shown in the alignment chart of Fig. 9, stipulate and will be that this connecting line connects input clutch C1, direct clutch C2 and the H﹠amp with the output rotation former state output of motor for 5 grades from the rotation former state of input shaft Input input from output shaft Output output by following connecting line; The interface of LR clutch C3.

This torque flow of 5 grades is to input clutch C1, direct clutch C2, H﹠amp; LR clutch C3, the second linking member M2 effect torque.That is, only the third line star gear G3 participates in transmission of torque.

At this moment, shown in the solenoid valve action schedule of Figure 10,, supply with connection to the coupling of hope and press by whole solenoid valve SOL1～SOL7 is closed.

At this because the 7th solenoid valve SOL7 is closed, so the time first switching valve SV1 right side in Fig. 2 move, with low-grade break B2 and discharging circuit communication, the second pressure regulator valve CV2 is communicated with (preventing Interlock Status) with input clutch C1.In addition, in the second switching valve SV2,,, the first port c1 and the 3rd port c3 are communicated with so move in its left side in Fig. 2 because the 4th port c4 effect D scope is pressed.Because the 6th pressure regulator valve CV6 goes up side shifting in Fig. 2, thus to the 4th switching valve SV4 supply pressure regulation hydraulic pressure.

In the 4th switching valve SV4, because effect has the D scope to press, thus fluid road 121 and 123 connections of fluid road, because fluid road 122 and discharging circuit communication, so supply with hydraulic pressure to direct clutch C2, and can be to the 3rd switching valve SV3 supply hydraulic pressure.In addition, in the 3rd switching valve SV3, owing to do not supply with signal pressure to port d4 from the 7th solenoid valve SOL7, so move on its right side in Fig. 2, though fluid road 106c (the second port d2) and fluid road 130 (the 3rd port d3) are communicated with, but press (by manually operated valve MV blocking-up) owing to do not supply with the R scope, so can not supply with hydraulic pressure to reverse gear brake B4 to fluid road 106c.

(6 grades)

As shown in Figure 8,6 grades is by input clutch C1, H﹠amp; The connection of LR clutch C3,2346 break B3 obtains.

In these 6 grades, because input clutch C1 connects, so when second ring gear is imported in the rotation of input shaft Input, import the second linking member M2.In addition, because 2346 break B3 connection, so export to the 4th ring gear R4 from the first linking member M1 by the rotation of second planetary pinion G2 deceleration.In addition, because H﹠amp; LR clutch C3 connects, so the second planetary gear set GS2 exports from the 3rd support PC3 with the rotation of the 4th ring gear R4 with by the rotation that the rotation of the second linking member M4 is stipulated.

Promptly, shown in the alignment chart of Fig. 9, stipulate by following connecting line and will be for 6 grades from the rotation speedup of input shaft Input input, from output shaft Output output, this connecting line connects 2346 break B3 that the output rotation of motor is slowed down by the second planetary pinion G2, the output rotation former state ground of motor is transmitted input clutch C1 to the second linking member M2, constitutes the H﹠amp of the second planetary gear set GS2; The interface of LR clutch C3.

This torque flow of 6 grades is to input clutch C1, H﹠amp; LR clutch C3,2346 break B3, the first linking member M1, the second linking member M2, the 3rd linking member M3 effect torque.That is, the second planetary pinion G2 and the second planetary gear set GS2 participate in transmission of torque.

At this moment, shown in the solenoid valve action schedule of Figure 10,, other solenoid valve SOL1, SOL2, SOL3, SOL4, SOL7 are closed, press and supply with connection to desirable coupling by making the 5th and the 6th solenoid valve SOL5, SOL6 conducting.

At this because the 7th solenoid valve SOL7 is closed, so the time first switching valve SV1 right side in Fig. 2 move, make low-grade break B2 and discharging circuit communication, the second pressure regulator valve CV2 and input clutch C1 are communicated with (preventing Interlock Status).In addition, in the second switching valve SV2,,, the first port c1 and the 3rd port c3 are communicated with so move in its left side in Fig. 2 because the 4th port c4 effect D scope is pressed.Because the 6th pressure regulator valve CV6 goes up side shifting in Fig. 2, thus to the 4th switching valve SV4 supply pressure regulation hydraulic pressure.

In the 4th switching valve SV4, because effect has the D scope to press, thus fluid road 121 and 123 connections of fluid road, because fluid road 122 and discharging circuit communication, so supply with hydraulic pressure to direct clutch C2, and can be to the 3rd switching valve SV3 supply hydraulic pressure.In addition, in the 3rd switching valve SV3, owing to do not supply with signal pressure to port d4 from the 7th solenoid valve SOL7, so move on its right side in Fig. 2, though fluid road 106c (the second port d2) and fluid road 130 (the 3rd port d3) are communicated with, but press (by manually operated valve MV blocking-up) owing to do not supply with the R scope, so can not supply with hydraulic pressure to reverse gear brake B4 to fluid road 106c.

(7 grades)

As shown in Figure 8,7 grades is by input clutch C1, H﹠amp; The connection of LR clutch C3, front brake B1 (the first overrunning clutch F1) obtains.

In these 7 grades, because input clutch C1 connection, so the second linking member M2 is imported in the rotation of input shaft Input when importing second ring gear.In addition, because front brake B1 connection, so export to the 4th ring gear R4 from the first linking member M1 by the rotation of first planetary gear set GS1 deceleration.In addition, because H﹠amp; LR clutch C3 connects, so the second planetary gear set GS2 exports from the 3rd support PC3 with the rotation of the 4th ring gear R4 with by the rotation that the rotation of the second linking member M4 is stipulated.

Promptly, shown in the alignment chart of Fig. 9, stipulate by following connecting line for 7 grades, and will be from the rotation speedup of input shaft Input input, from output shaft Output output, this connecting line connects front brake B1 that the output rotation of motor is slowed down by the first planetary gear set GS1, the output rotation former state ground of motor is transmitted input clutch C1 to the second linking member M2, constitutes the H﹠amp of the second planetary gear set GS2; The interface of LR clutch C3.

This torque flow of 7 grades is to input clutch C1, H﹠amp; LR clutch C3, front brake B1, the first linking member M1, the second linking member M2, the 3rd linking member M3 effect torque.That is, the first planetary gear set GS1 and the second planetary gear set GS2 participate in transmission of torque.

At this moment, shown in the solenoid valve action schedule of Figure 10,, other solenoid valve SOL1, SOL2, SOL4, SOL5, SOL7 are closed, press and supply with connection to desirable coupling by making the 3rd and the 6th solenoid valve SOL3, SOL6 conducting.

At this because the 7th solenoid valve SOL7 is closed, so the time first switching valve SV1 right side in Fig. 2 move, make low-grade break B2 and discharging circuit communication, the second pressure regulator valve CV2 and input clutch C1 are communicated with (preventing Interlock Status).In addition, in the second switching valve SV2,,, the first port c1 and the 3rd port c3 are communicated with so move in its left side in Fig. 2 because the 4th port c4 effect D scope is pressed.Because the 6th pressure regulator valve CV6 goes up side shifting in Fig. 2, thus to the 4th switching valve SV4 supply pressure regulation hydraulic pressure.

In the 4th switching valve SV4, because effect has the D scope to press, thus fluid road 121 and 123 connections of fluid road, because fluid road 122 and discharging circuit communication, so supply with hydraulic pressure to direct clutch C2, and can be to the 3rd switching valve SV3 supply hydraulic pressure.In addition, in the 3rd switching valve SV3, owing to do not supply with signal pressure to port d4 from the 7th solenoid valve SOL7, so move on its right side in Fig. 2, though fluid road 106c (the second port d2) and fluid road 130 (the 3rd port d3) are communicated with, but press (by manually operated valve MV blocking-up) owing to do not supply with the R scope, so can not supply with hydraulic pressure to reverse gear brake B4 to fluid road 106c.

(retreating shelves)

As shown in Figure 8, retreating shelves is to pass through H﹠amp; The connection of LR clutch C3, front brake B1, reverse gear brake B4 obtains.

Retreat in the shelves at this, because front brake B1 connection, so export to the 4th ring gear R4 from the first linking member M1 by the rotation of first planetary gear set GS1 deceleration.In addition, because H﹠amp; LR clutch C3 connects, and reverse gear brake B4 connects, and rotation regulation is exported from the 3rd support PC3 so the second planetary gear set GS2 is with the rotation of the 4th ring gear R4 with by the fixing of the second linking member M2.

Promptly, shown in the alignment chart of Fig. 9, retreating shelves is stipulated by following connecting line, and will oppositely slow down and from output gear Output output from the rotation of input shaft Input input, described connecting line connect by the first planetary gear set GS1 with the front brake B1 of the output rotational delay of motor, reverse gear brake B4 that the rotation of the second linking member M2 is fixing, constitute the H﹠amp of the second planetary gear set GS2; The interface of LR clutch C3.

This torque flow that retreats shelves is to H﹠amp; LR clutch C3, front brake B1, reverse gear brake B4, the first linking member M1, the second linking member M2, the 3rd linking member M3 effect torque.That is, the first planetary gear set GS1 and the second planetary gear set GS2 participate in transmission of torque.

At this moment, shown in the solenoid valve action schedule of Figure 10,, other solenoid valve SOL1, SOL4, SOL5, SOL7 are closed, press and supply with to connect to desirable coupling by making second, third and the 6th solenoid valve SOL2, SOL3, SOL6 conducting.In addition, the 7th solenoid valve SOL7 switches the initial stage conducting in the R scope, closes after connecting end.

Supplying with the R scope via the 3rd switching valve SV3 to reverse gear brake B4 presses.Owing to do not have special-purpose pressure regulator valve in the R scope, at the connection initial stage, the 6th pressure regulator valve CV6 that is used for direct clutch C2 adjusts the connection pressure of reverse gear brake B4.At first, when being switched to R scope pressure by manually operated valve MV, move on second switching valve SV2 right side in Fig. 2, the R scope is pressed supply with the 6th pressure regulator valve CV6.In addition, the 4th switching valve SV4 moves in left side in Fig. 2, and fluid road 121 and fluid road 122 are communicated with.Thus, will be by the 6th pressure regulator valve CV6 pressure regulation hydraulic pressure import fluid road 122.

Under this state, when making the 7th solenoid valve SOL7 conducting, the 3rd switching valve SV3 moves in left side in Fig. 2, and fluid road 122 and fluid road 130 are communicated with.Therefore, in the 7th solenoid valve SOL7 conduction period, the connection of the hydraulic control reverse gear brake B4 that has utilized by the 6th pressure regulator valve CV6 pressure regulation is pressed.When connecting end, the 7th solenoid valve SOL7 is closed.Like this, move on the 3rd switching valve SV3 right side in Fig. 2, and fluid road 106c and fluid road 130 are communicated with, so former state ground importing R scope pressure, keeps coupled situation.

Like this, by the 3rd switching valve SV3 and the 4th switching valve SV4 are set, can utilize the connection of two couplings of a pressure regulator valve control to press.

(about the effect of first switching valve)

Secondly, based on the effect of the above-mentioned Action Specification first switching valve SV1.The first switching valve SV1 is for guaranteeing that low-grade break B2 and input clutch C1 do not connect the switching valve that is provided with simultaneously.For example,, and produce under the situation that connects pressure simultaneously, press if the first switching valve SV1 just can not supply with to connect to a certain side active force to coupling even break down at the first solenoid valve SOL1 and the second solenoid valve SOL2.Therefore, also prevent Interlock Status reliably.

In addition, shown in the solenoid valve action schedule of the association list of Fig. 8 and Figure 10, low-grade break B2 and input clutch C1 connect low-grade break B2 at 1 grade to 3 grades, in addition, low-grade break B2 are connected.On the other hand,, input clutch C1 is connected at 5 grades to 7 grades, remove this with, input clutch C1 is connected.This that is to say, does not connect at 4 grades of low and middle-grade break B2 and input clutch C1.

Constituting under the such situation that prevents valve that prevents Interlock Status of the first switching valve SV1, if for low-grade break B2 is connected, the state that input clutch C1 separates, when low-grade break B2 is separated, when input clutch C1 is connected, in replacing control, carry out the disjoining pressure control of low-grade break B2, carry out the connection pressure-controlled of input clutch C1 simultaneously.Like this, the replacement that is difficult to determine when to carry out the first switching valve SV1 is best.In addition, can not carry out following control, that is, two couplings be had simultaneously connect load capacity and carry out inertia phase.

Relative therewith, when switching the first switching valve SV1, owing to exist and the irrelevant speed change level of 4 grades two couplings, so when travelling for 4 grades,, do not influence speed Control, and prevent Interlock Status reliably by the 7th solenoid valve SOL7 is closed.

(about fault time control processing)

At this, listing usually when TRANS FAILSAFE PROG must be to its fault that monitors: Interlock Status fault, neutral state fault, gear ratio abnormal failure.

The Interlock Status fault is meant that the rotation of the rotation of input shaft Input and output shaft Output is by the fixing simultaneously fault of the connection fault of a certain coupling.Therefore, when producing the Interlock Status fault, in motion, owing to promptly act on the power of fixed drive wheel, so can detect by the supervision of car body retardation etc.

The neutral state fault is meant, the rotation of input shaft Input since the coupling that must connect in instruction speed change level skid significantly or separate fault and do not pass to the fault of output shaft Output.Therefore, when the neutral state fault takes place when, can detect by following supervision in motion, promptly, the rotating speed of the relative input shaft Input of the rotating speed of output shaft Output is very little, and number of actual teeth is compared big unusually than (=input rotation/output rotation) with the gear ratio of corresponding instruction speed change level.

The gear ratio abnormal failure is meant, the number of actual teeth of the input output ratio of expression input shaft Input and output shaft Output is than because the connection fault of the coupling that skids a little or needn't connect in instruction speed change level of the coupling that must connect in instruction speed change level or separates fault, and is offset fault more than or equal to specified value from the gear ratio of correspondence instruction speed change level.

In addition, embodiment 1 " connection fault " is meant, though exported separation command, but the fault that still keeps coupled situation, in other words be exactly the fault of the state that do not separate fully, " separation fault " is meant, though exported connection order, but still in other words the fault of keep separating is exactly the fault of the state that do not connect fully.In addition, owing to can detect the fault that produces by the opening circuit of electromagnetic coil etc., fault that short circuit is such by measuring current value etc., thus do not need from actual phenomenon, to detect especially, so in this fault is not included in.For example, in oil hydraulic circuit, the state that catches on by the influence of dirt etc. and with valve, promptly block etc. by so-called valve and the fault that causes.This is because valve fault such as blocks except the phenomenon theory that produces from reality is inferred in automatic transmission, is can not be detected.

Therefore, determine Interlock Status fault, neutral state fault, gear ratio abnormal failure, when the Interlock Status fault, speed change is determined out-of-the way position simultaneously to avoiding the speed change level, and enforcement can be guaranteed the speed Control of driving force.In addition, the so-called speed change level of avoiding is meant the speed change level that control realized of being undertaken by by detection failure, is not only the temporary transient speed change level that stops from the faut detection to the vehicle, also contains the speed change level after restarting.Below, this faut detection processing is described.

Figure 11 is the flow chart that the expression faut detection is handled.In addition, this processing is carried out by predefined each control cycle in ATCU20.

In step S1, execute exception detects control processing.The abnormality detection control processing is meant, judge that automatic transmission produces be unusually by the Interlock Status fault cause, by the gear ratio abnormal failure cause, or the control that causes by the neutral state fault.It describes narration below in detail.

In step S2, be judged as by the abnormality detection control processing when unusual, S3 advances to step, in the time of beyond it, returns step S1, repeats the abnormality detection control processing.

In step S3, carry out and avoid the control of speed change level.Avoid the control of speed change level and be meant, guarantee travelling of driving force, maybe can damage Security, and avoid abnormal state in view of in detecting unusual instruction speed change level, not keeping, and with the control of the temporary transient speed change of driving force for the speed change level that can guarantee driving force.It describes narration below in detail.

In step S4, judge whether vehicle stops, and when vehicle stopped, S5 advanced to step, in the time of beyond it, repeating step S3.In other words, continue to keep state, stop until vehicle by the avoidance speed change level of avoiding the speed Control realization.

In step S5, carry out during restarting after vehicle stops test control (

The り system is driven) handle.Test control being meant, in order to determine by the detected unusual position of abnormality detection control processing, and the control of the instruction speed change level that output is determined.When the above-mentioned unusual also execution avoidance speed change level of generation is controlled,, then can determine trouble location if can fully guarantee the time.But, when anxious the parking, take place under the out of order situation, consider determining to stop vehicle before the trouble location, be difficult under the state that vehicle stops, carrying out based on determining that number of actual teeth compares etc., therefore, carry out determining of trouble location during restarting after vehicle stops.It describes narration below in detail.

In step S6, speed Control is handled during execute exception.Speed Control is handled and is meant when unusual, according to the abort situation of determining by above steps etc., only use normal coupling, guarantee the speed change level of certain degree, if or generation has the situation that connects fault, utilize it to connect the speed change level of guaranteeing certain degree, guarantee the control of travelling by this speed change level.It describes narration below in detail.

(abnormality detection control processing)

Secondly, the abnormality detection control processing of carrying out in step S1 is described.Figure 12 is the flow chart of expression abnormality detection control processing.

In step 101, judge whether the Circuit breaker signal is driving range or the engine braking scope of advancing usually, when advancing driving range or engine braking scope usually, advance to step 102, in the time of in addition, finish this control flow.

In step 102, judge (for example pedal brake OFF) state when whether pedal brake is non-action, and whether the acceleration G of vehicle less than setting value time, to step 103 advance less than setting value, in the time of in addition, advance to step 106.That is, under the situation that the interlocking status fault takes place, the acceleration G that detects vehicle reduces rapidly.

In step 103, timer t counting is over.

In step 104, whether the count value of judging timer t advances to step 107 greater than setting value the time greater than setting value, in the time of in addition, returns step 102, repeats the later step of step 102.In the count value of timer t during greater than setting value, owing to produce the state that continues to satisfy above-mentioned condition, so the fault of being judged as.On the other hand, get rid of because influence such as noise and situation about temporarily satisfying condition.

In step 105, judge the Interlock Status fault.

In step 106, be 0 with timer t set.

In step 107, judge that whether number of actual teeth than is present in gear ratio abnormality juding zone, be judged as when existing to advance to step 108, in the time of in addition, advance to step 111.In addition, gear ratio abnormality juding territory is meant, number of actual teeth is than zone that increases corresponding to the gear ratio of instruction speed change level relatively and the zone that reduces a speed change stage as shown in figure 17.Figure 17 be presentation directives's speed change level with produce in its instruction speed change level when fault is arranged the figure of relation of the speed change level that can reach.Among Figure 17, zero expression be number of actual teeth ratio corresponding to instruction speed change level, ☆ represents is by the connection fault of a coupling or separate fault and accessible number of actual teeth ratio in instruction speed change level.In addition, among Figure 17, hatched example areas is represented the neutral state fault.

In step 108, timer t counting is over.

In step 109, whether the count value of judging timer t, advances to step 110 greater than setting value the time greater than setting value, in the time of in addition, returns step 107, the step that repeating step 107 is later.In addition, it acts on owing to identical with step 104, the Therefore, omited explanation.

In step 110, judge the gear ratio abnormal failure.

In step 111, be 0 with timer t set.

In step 112, judge that the number of actual teeth ratio whether in the zone of expression neutral state fault, when being hatched example areas, advances to step 113, in the time of in addition, return step 102, repeat the later step of step 102.In addition, the zone of expression neutral state fault is meant, than the big zone of gear ratio that reduces the speed change level of a speed change stage relatively corresponding to the gear ratio of instruction speed change level, is represented by hatched example areas among the figure as shown in figure 17.

In step 113, timer t counting is over.

In step 114, whether the count value of judging timer t, advances to step 110 greater than setting value the time greater than setting value, in the time of in addition, returns step 107, repeats the later step of step 107.In addition, this acts on owing to identical with step 104, the Therefore, omited explanation.

In step 115, judge the neutral state fault.

Utilize above-mentioned abnormality detection control processing, can detect Interlock Status fault, gear ratio abnormal failure, neutral state fault.

(avoiding speed change level control processing during the Interlock Status fault)

Secondly, the avoidance speed change level control flow when being judged to be the Interlock Status fault by above-mentioned control flow describes.Figure 13 is the flow chart of the avoidance speed change level control processing of expression when being judged to be the Interlock Status fault.

(1 grade, 2 grades, 3 grades time avoidance speed change level control processing)

In step 201, judge that whether instruction speed change level when Interlock Status detects is the arbitrary shelves in 1 grade, 2 grades, 3 grades, when being 1 grade, 2 grades, 3 grades, advance to step 202, in the time of in addition, advance to step 206.

In step 202, whole couplings are separated.

In step 203, judge whether the speed of a motor vehicle is lower than the setting value of the low speed of a motor vehicle of expression, when being lower than setting value, advances to step 204, in the time of in addition, repeats this step.

In step 204, low-grade break B2 is connected.

In step 205, speed change is for avoiding the speed change level.

(connecting abort situation determines to handle)

In step 2051, detect the number of actual teeth ratio.

In step 2052, judge that number of actual teeth than whether being 2 grades, when being 2 grades, advances to step 2053, in the time of in addition, advance to step 2054.

In step 2053, determine that 2346 break B3 are for connecting fault.

In step 2054, judge that number of actual teeth than whether being 1.5 grades, when being 1.5 grades, advances to step 2055, in the time of in addition, advance to step 2056.

In step 2055, determine that direct clutch C2 is for connecting fault.

In step 2056, judge whether engine brake acts on, and does the time spent at engine brake, advances to step 2057, in the time of in addition, advances to step 2058.

In step 2057, determine H﹠amp; LR clutch C3 is for connecting fault.

In step 2058, determine that front brake B1 is for connecting fault.

(control processing of avoiding the speed change level 4 grades the time)

In step 206, judge whether the instruction speed change level when Interlock Status detects is 4 grades, when being 4 grades, advance to step 207, in the time of in addition, advance to step 208.

In step 207,2346 break B3 are separated.

(connecting abort situation determines to handle)

In step 2071, detect the number of actual teeth ratio.

In step 2072, judge that number of actual teeth than whether being 5 grades, when being 5 grades, advances to step 2074, in the time of in addition, advance to step 2073.

In step 2073, determine that front brake B1 is for connecting fault.

In step 2074, determine that input clutch C1 is for connecting fault.

(control processing of avoiding the speed change level 5 grades the time)

In step 208, whether be 5 grades when judging the instruction speed change level when Interlock Status detects, when being 5 grades, advance to step 209, in the time of in addition, advance to step 210.

In step 209, direct clutch C2 is separated.

(connecting abort situation determines to handle)

In step 2091, detect the number of actual teeth ratio.

In step 2092, judge that number of actual teeth than whether being 6 grades, when being 6 grades, advances to step 2094, in the time of in addition, advance to step 2093.

In step 2093, determine that front brake B1 is for connecting fault.

In step 2094, determine that 2346 break B3 are for connecting fault.

(control processing of avoiding the speed change level 6 grades the time)

In step 210, judge whether the instruction speed change level when Interlock Status detects is 6 grades, when being 6 grades, advance to step 211, in the time of in addition, advance to step 212.

In step 211,2346 break B3 are separated.

(connecting abort situation determines to handle)

In step 2111, detect the number of actual teeth ratio.

In step 2112, judge that number of actual teeth than whether being 5 grades, when being 5 grades, advances to step 2114, in the time of in addition, advance to step 2113.

In step 2113, determine that front brake B1 is for connecting fault.

In step 2114, determine that direct clutch C2 is for connecting fault.

(control processing of avoiding the speed change level 7 grades the time)

In step 212, judge that the instruction speed change level when Interlock Status detects is 7 grades, front brake B1 is separated.

(connecting abort situation determines to handle)

In step 2121, detect the number of actual teeth ratio.

In step 2122, judge that number of actual teeth than whether being 6 grades, when being 6 grades, advances to step 2124, in the time of in addition, advance to step 2123.

In step 2123, determine that direct clutch C2 is for connecting fault.

In step 2124, determine that 2346 break B3 are for connecting fault.

Secondly, the effect of avoiding speed change level control processing is described.In embodiment 1 automatic transmission, when four couplings connect simultaneously, constitute Interlock Status.That is, being conceived to normal coupling has three connections, thereby and other coupling have one produce to connect fault and produce Interlock Status, then for realizing that any of three couplings that instruction speed change level will connect can both regular event.Therefore, in three normal couplings realizing this instruction speed change level,, then can avoid Interlock Status, and can guarantee driving force if make any separation.Below, continue to use this theory and describe.In addition, avoid the speed change level and be meant, after detecting the such fault of Interlock Status, can realize avoiding the speed change level of travelling of fault.

In addition, input clutch C1 mechanically blocks the fluid road by the first switching valve SV1 in 1 grade, 2 grades, 3 grades, does not make to connect the fault generation, therefore, about 1 grade, 2 grades, 3 grades, the connection fault of input clutch C1 is got rid of.Equally, reverse gear brake B4 also mechanically blocks the fluid road by the 4th switching valve SV4 and the connection fault is produced, and therefore, the connection fault of reverse gear brake B4 is got rid of.

When (i) the instruction speed change level when Interlock Status detects is 1 grade, 2 grades, 3 grades,

In 1 grade, 2 grades, 3 grades, Interlock Status is by H﹠amp; The connection fault of the connection fault of LR clutch C3, the connection fault of front brake B1,2346 breaks, the connection fault of direct clutch C2 produce.At this moment, all separate, can utilize low-grade break B2 and these two of the couplings that the connection fault has taken place to guarantee to avoid the speed change level by making low-grade break B2 parts in addition.

Specifically, in 1 grade, 2 grades, 3 grades, because low-grade break B2 always is in coupled situation, so when certain coupling produces the connection fault, keep connection by low-grade break B2 only, other coupling is separated, can realize any speed change level in 1 grade, 1.5 grades, 2 grades thus.In addition, shown in the alignment chart of Figure 19,1.5 grades are meant the speed change level that is realized by the connection of the first overrunning clutch F1, direct clutch C2, low-grade break B2.

Figure 14 is expression produces the relation of the speed change level that is realized in the relation of the parts that connect fault and the coupling that has separated to instruction speed change level figure.As shown in figure 14, utilize the connection of 2346 break B3 and low-grade break B2 to realize that engine brake does not act on 2 grades.In addition, utilize H﹠amp; The connection of LR clutch C3 and low-grade break B2 realizes 1 grade of engine brake effect.Utilize the connection of direct clutch C2 and low-grade break B2 to realize 1.5 grades of engine brake effect.In addition, utilize the connection of front brake B1 and low-grade break B2 to realize that engine brake does not act on 1 grade.

At this, in multipolarity the situation of speed changer under owing to considered the increasingization of the gear ratio of fuel cost etc., 1 grade in recent years, 2 grades (corresponding to the regulation speed change levels in the technological scheme) are set to big gear ratio.In addition, inter-stage is than also being set to low speed side greater than high-speed side.Therefore, if avoidance Interlock Status and to 1 grade or 2 grades of unexpected speed changes, even be 3 grades during faut detection then, also act on very large engine braking, under the high situation of the speed of a motor vehicle, produce the retardation of the same degree that is taken place with chain state.

In the present embodiment, when under the state that low-grade break B2 is connected normal coupling all being separated, exist and follow when lowering category significantly, the situation that engine brake works according to the coupling that the connection fault has taken place.Therefore, when vehicle velocity V sp produces the setting value of rapid engine braking effect more than or equal to meeting, separation command is exported to whole couplings, after making vehicle velocity V sp be lower than setting value, low-grade break B2 is connected, thus, can not produce rapid engine braking effect etc., and can guarantee driving force.

After low-grade break B2 connects, when detect number of actual teeth than the time, as shown in figure 14, should be able to realize any gear ratio in 1 grade, 1.5 grades, 2 grades.Therefore, by detecting the number of actual teeth ratio, judge this number of actual teeth than relevant, thereby can determine trouble location with which gear ratio.In addition, to front brake B1 and H﹠amp; LR clutch C3 if can not detect whether produce engine braking, then can not determine, therefore, has judged having or not of engine braking.Specifically, as long as the engine speed change when accelerator pedal is closed etc. detect.

When (ii) the instruction speed change level when Interlock Status detects is 4 grades,

In 4 grades, Interlock Status is that the connection fault owing to input clutch C1, the connection fault of front brake B1 produce.In 4 grades,, also can in normal three couplings, 2346 break B3 be separated even connect under the situation of fault in some generations of input clutch C1 or front brake B1.Thus, the speed change level that is higher than above-mentioned 2 grades high-speed side can be realized as avoiding the speed change level, can realize not with the avoidance speed change level of down-shift and speed change significantly.Specifically, when input clutch C1 produces the connection fault, realize 5 grades, when front brake B1 produces the connection fault, realize 2.5 grades by 2346 break B3 are separated by 2346 break B3 are separated.In addition, shown in the alignment chart of Figure 20,2.5 grades are meant, utilize front brake B1 (the first overrunning clutch F1), direct clutch C2, H﹠amp; The speed change level that the connection of LR clutch C3 realizes.Therefore, when the instruction speed change level when detecting Interlock Status is 4 grades,, 2346 break B3 realize avoiding the speed change level by being separated.

After 2346 break B3 separate, when detect number of actual teeth than the time, as shown in figure 14, should be able to realize any gear ratio of 5 grades, 2.5 grades.Therefore, by detecting the number of actual teeth ratio, judge this number of actual teeth than relevant, thereby can determine trouble location with which speed change level.

When (iii) the instruction speed change level when Interlock Status detects is 5 grades

In 5 grades, Interlock Status is that the connection fault owing to the connection fault of 2346 break B3, front brake B1 produces.In 5 grades,, also can in normal three couplings, direct clutch C2 be separated even connect under the situation of fault in some generations of 2346 break B3 or front brake B1.Thus, can will realize as avoiding the speed change level, and can realize not with the avoidance speed change level of down-shift and speed change significantly than the speed change level of above-mentioned 2 grades of high high-speed side.Specifically, when 2346 break B3 produce the connection fault, realize 6 grades, when front brake B1 produces the connection fault, realize 2.5 grades by direct clutch C2 is separated by direct clutch C2 is separated.Therefore, when the instruction output variable speed level when Interlock Status detects is 5 grades,, direct clutch C2 realizes avoiding the speed change level by being separated.

After direct clutch C2 separates, when detect number of actual teeth than the time, as shown in figure 14, should be able to realize any gear ratio of 6 grades, 7 grades.Therefore, by detecting the number of actual teeth ratio, judge this number of actual teeth than relevant, thereby can determine trouble location with which speed change level.

When (iv) the instruction speed change level when Interlock Status detects is 6 grades

In 6 grades, Interlock Status is that the connection fault owing to direct clutch C2, the connection fault of front brake B1 produce.In 6 grades,, also can in normal three couplings, 2346 break B3 be separated even connect under the situation of fault in some generations of direct clutch C2 or front brake B1.Thus, the speed change level that is higher than above-mentioned 2 grades high-speed side can be realized as avoiding the speed change level, and can realize not with the avoidance speed change level of down-shift and speed change significantly.Specifically, when direct clutch C2 takes place to connect fault, realize 5 grades, when front brake B1 takes place to connect fault, realize 7 grades by 2346 break B3 are separated by 2346 break B3 are separated.Therefore, when the instruction output variable speed level when Interlock Status detects is 6 grades,, 2346 break B3 realize avoiding the speed change level by being separated.

After 2346 break B3 separate, when detect number of actual teeth than the time, as shown in figure 14, should be able to realize any gear ratio of 5 grades, 7 grades.Therefore, by detecting the number of actual teeth ratio, judge this number of actual teeth than relevant, thereby can determine trouble location with which speed change level.

(when v) the instruction speed change level when Interlock Status detects is 7 grades

In 7 grades, Interlock Status is that the connection fault owing to the connection fault of 2346 break B3, direct clutch C2 produces.In 7 grades,, also can in normal three couplings, front clutch B1 be separated even connect under the situation of fault in some generations of 2346 break B3 or direct clutch C2.Thus, the speed change level that is higher than above-mentioned 2 grades high-speed side can be realized as avoiding the speed change level, and can realize not with the avoidance speed change level of down-shift and speed change significantly.Specifically, when 2346 break B3 take place to connect fault, realize 6 grades, when direct clutch C2 takes place to connect fault, realize 5 grades by front brake B1 is separated by front brake B1 is separated.Therefore, when the instruction output variable speed level when Interlock Status detects is 7 grades,, front brake B1 realizes avoiding the speed change level by being separated.

After front brake B1 separates, when detect number of actual teeth than the time, as shown in figure 14, should be able to realize any gear ratio of 5 grades, 6 grades.Therefore, by detecting the number of actual teeth ratio, judge this number of actual teeth than relevant, thereby can determine trouble location with which speed change level.

As above-mentioned (i)～(illustrated v), when the instruction speed change level when detecting fault is 1 grade, 2 grades, 3 grades, owing to can not realize being higher than the speed change level of 2 grades high-speed side reliably, so in case after whole coupling output separation commands, wait for speed of a motor vehicle reduction and low-grade break B2 is connected, realize avoiding the speed change level thus, when the instruction variable-speed motor when detecting fault is 4 grades, 5 grades, 6 grades, 7 grades, by in the coupling of realizing instruction speed change level one being separated realize the avoidance speed change level of the high-speed side that is higher than 2 grades.Can carry out the mode of such division, enumerate: connect when utilizing the first switching valve SV1 mechanically to get rid of low-grade break B2 and input clutch C1.

Low-grade break B2 is only 1 grade, 2 grades, 3 grades connections, and input clutch C1 is only 5 grades～7 grades connections.In 4 grades, 5 grades, 6 grades, 7 grades, if can get rid of the possibility of the connection fault of low-grade break B2, then produce under the situation that connects fault at low-grade break B2, even a coupling is separated, also may realize following the speed change level that significantly lowers category.And in embodiment 1, by in 4 grades, 5 grades, 6 grades, 7 grades, getting rid of the possibility of the connection fault of low-grade break B2 by the first switching valve SV1, can the speed change level that be higher than the high-speed side of regulation speed change level can be lowered category as avoiding the realization of speed change level, not producing significantly by only separating a coupling.

In addition, between 1 grade～3 grades, even produced when lowering category, significantly speed change level can not lower category.In addition,, begin to make low-grade break B2 to connect, therefore, can prevent from the driving wheel of the effect of following engine brake, to produce rapid braking force in case after whole couplings were separated, vehicle velocity V sp was lower than setting value.

In addition, when Interlock Status takes place, a plurality of couplings of inoperation, and a coupling in the instruction speed change level when only operation detection is to fault.Connect, separate by controlling a plurality of couplings, reservation can realize the possibility of other avoidance speed change level, but the difference according to the moment that connects, separates has via following the speed change level that significantly lowers category to reach the possibility of not following the speed change level that significantly lowers category, thereby undesirable.In addition, from under the rapid like this deceleration of Interlock Status, avoiding as soon as possible, and the aspect that is difficult to carry out complicated control in nonserviceabling can obtain following effect, promptly, realize avoiding the speed change level by only separating a coupling, thereby can improve the reliability of avoiding speed change level control processing.

In addition, in the time of 1 grade, 2 grades, 3 grades, after low-grade break B2 connects, in the time of 4 grades, 5 grades, 6 grades, 7 grades, number of actual teeth after can being separated by a normal coupling is than the coupling of determining to have taken place to connect fault, for example after wheel stops, utilizing immediately in the speed change level of coupling of this connection fault, can realize suitable speed Control.Thus, even produce the Interlock Status fault, also can guarantee driving force and improve travelling.

(the avoidance speed change level control processing during the gear ratio abnormal failure)

Secondly, the avoidance speed change level control processing when detecting the gear ratio abnormal failure describes.When gear ratio is unusual, there are following two kinds of situations: make number of actual teeth than situation from the gear ratio skew of correspondence instruction speed change level owing to coupling skids etc. a little; Owing to the connection fault of coupling makes input shaft become Interlock Status, make output shaft become neutral state, thereby make the situation of number of actual teeth ratio deviation, therefore, with the separately explanation of two kinds of situations.

(about the input shaft Interlock Status, and the output shaft neutral state)

Secondly, in embodiment 1, be Interlock Status, and to make output shaft be that the situation of neutral state describes to making input shaft.Figure 15 is the figure that is illustrated in the variation of the alignment chart that has produced the situation that connects fault when engine braking range position 1 grade in selecting travels on 2346 break B3.

In addition, among Figure 15, the rigidity operating handle of representing the first planetary gear set GS1 is defined as L1, the rigidity operating handle of representing the second planetary gear set GS2 is defined as L2, the rigidity operating handle of the third line star gear G3 is defined as L23, the rigidity operating handle of fourth line star gear G4 is defined as L24.At this, the rigidity operating handle is meant the structure that the rotating ratio of planetary each revolving part (sun gear, support, ring gear) is represented by straight line, even relevant with the input output of torque, also can show simultaneously.Among Figure 15, thick arrow is represented the input output direction of torque.In addition, solid line is represented just often, when thick dashed line is represented fault.

In addition, among Figure 15, the rigidity operating handle of representing the first planetary gear set GS1 is defined as L1, the rigidity operating handle of representing the second planetary gear set GS2 is defined as L2, the rigidity operating handle of the third line star gear G3 is defined as L23, the rigidity operating handle of fourth line star gear G4 is defined as L24.At this, the rigidity operating handle is meant the structure that the rotating ratio of planetary each revolving part (sun gear, support, ring gear) is represented by straight line, even relevant with the input output of torque, also can show simultaneously.Among Figure 15, thick arrow is represented the input output direction of torque.In addition, solid line is represented just often, when thick dashed line is represented fault.

During the engine braking range position is selected 1 grade is that front brake B1 is connected when travelling, and makes H﹠amp; LR clutch C3 connects, the state that low-grade break B2 is connected.At this moment, during the torque that makes progress in to input shaft Input effect Figure 15, effect torque upwards in front brake B1 is to the first ring gear R1 and the downward torque of the second support PC2 effect.And the 4th ring gear R4 of the second planetary gear set GS2 is imported in the torque that the downward torque conduct of exporting from the first planetary gear set GS1 makes progress.In the second planetary gear set GS2, to low-grade break B2 effect torque upwards, from the downward torque of output shaft Output output.

Under this state, when on 2346 break B3, produce connecting fault, 0 power to rigidity operating stem L1 effect with the rotating speed lifting of first and second sun gear S1, S2.But,,, make the rotating speed of whole revolving parts of the first planetary gear set GS1 be reduced to 0 (input shaft Interlock Status) so it is the center rotation with this interface because front brake B1 connects.

Like this, the rotating speed of the 4th ring gear R4 of the second planetary gear set GS2 that connects via the first linking member M1 also reduces.At this moment, fourth line star gear G4 only is connected with the 3rd sun gear S3 that is fixed in low-grade break B2 via the second overrunning clutch F2, and therefore, rigidity operating stem L24 is the center rotation with the 4th support PC4.

On the other hand, though the third line star gear G3 that constitutes the second planetary gear set GS2 is by low-grade break B2 and output shaft Output regulation rotating speed, but can not obtain the reaction force to the 3rd ring gear R3, become neutral state from the 4th support PC4 of fourth line star gear G4.

Therefore, even the driver to put one's foot down, because the Interlock Status of input shaft also is difficult to make the rotating speed of motor to rise, and the speed of a motor vehicle (output shaft rotation) is different with common Interlock Status, does not produce anxious deceleration etc., becomes the idling travelling state.

Figure 16 is illustrated in 2 grades of figure that produced the variation of the alignment chart when connecting fault when travelling on front brake B1.

When travelling for 2 grades, be that 2346 break B3 connect H﹠amp; LR clutch C3 connects, the state that low-grade break B2 connects.At this moment, during the torque that makes progress in to input shaft Input effect Figure 16, effect torque upwards in 2346 break B3 is to the first ring gear R1 and the downward torque of the second support PC2 effect.And the 4th ring gear R4 of the second planetary gear set GS2 is imported in the torque that the downward torque conduct of exporting from the first planetary gear set GS1 makes progress.In the second planetary gear set GS2, to low-grade break B2 effect torque upwards, from the downward torque of output shaft Output output.

Under this state, when producing the connection fault on front brake B1, effect makes the rotating speed of the first support PC1 be reduced to 0 power to rigidity operating stem L1.But,,, make the rotating speed of whole revolving parts of the first planetary gear set GS1 be reduced to 0 (Interlock Status of input shaft) so it is the center rotation with this interface because 2346 break B3 connect.

Like this, the rotating speed of the 4th ring gear R4 of the second planetary gear set GS2 that connects via the first linking member M1 also reduces.At this moment, fourth line star gear G4 only is connected with the 3rd sun gear S3 that is fixed in low-grade break B2 via the second overrunning clutch F2, and rigidity operating stem L24 is the center rotation with the 4th support PC4.

On the other hand, though the third line star gear G3 that constitutes the second planetary gear set GS2 is by low-grade break B2 and output shaft Output regulation rotation number, but, can not obtain the reaction force to the 3rd ring gear R3, become neutral state (output shaft neutral gear) from the 4th support PC4 of fourth line star gear G4.

Therefore, even the driver to put one's foot down, rise owing to the Interlock Status of input shaft is difficult to make the rotating speed of motor, on the other hand, the speed of a motor vehicle (output shaft rotation) is different with common Interlock Status, does not produce urgency deceleration etc., becomes the idling travelling state.

As mentioned above, situation in embodiment 1 automatic transmission, in selecting the engine braking range position 1 grade produces the situation that connects fault, and has nothing to do with range position on 2346 break B3 when travelling, when travelling for 2 grades, on front brake B1, produce the situation that connects fault, have the situation that becomes input shaft Interlock Status and output shaft neutral state.Therefore, under the situation that gear ratio increases, in being judged as unusual such prior art, being difficult to carry out self and detecting.In addition, under the state of input shaft interlocking, in the situation of output shaft neutral state, the number of actual teeth ratio reduces.

In addition, when fault verification is carried out in the skew of existing speed change level and number of actual teeth ratio, certain fault has taken place although can judge, but can not determine any fault, therefore, consider whole faults and in these whole faults, must carry out the control of safe failure safe, consequently, selectable speed change level etc. is limited when having fault, the problem that rideability worsens significantly during fault.

In addition, in order to judge fault as described above, also consider to be provided with whether detection supplies with hydraulic switch from hydraulic pressure to the oil hydraulic circuit of each friction member, but it makes the design on fluid road complicated, in addition, can not avoid the maximization of valve, the problems such as increase of number of spare parts.

At this, the fault that must monitor in the fault of automatic transmission is enumerated Interlock Status fault, neutral state fault, gear ratio abnormal failure usually.

The Interlock Status fault is meant, the fault that the rotation of the rotation of input shaft Input and output shaft Output is fixed simultaneously owing to the connection fault of a certain coupling.Therefore, when producing the Interlock Status fault, in motion owing to act on the power of fixed drive wheel sharp, so can detect by supervision to car body retardation etc.

The neutral state fault is meant, makes the rotation of input shaft Input not be delivered to the fault of output shaft Output owing to the coupling that must connect in instruction speed change level significantly skids or separates fault.Therefore, when the neutral state fault takes place when, in motion can be by very big with respect to the rotating speed of the rotating speed of output shaft Output to the rotating speed that makes input shaft Input, or make number of actual teeth than (=input rotation/output rotate) with monitor corresponding to instructing the gear ratio of speed change level to compare much bigger situation, can detect.

The gear ratio abnormal failure is meant, the number of actual teeth of the input output ratio of expression input shaft Input and output shaft Output is than because the connection fault of the coupling that skids a little or needn't connect in instruction speed change level of the coupling that must connect in instruction speed change level or separates fault, and is offset fault more than or equal to specified value from the gear ratio corresponding to instruction speed change level.At this, although the Interlock Status fault can must be distinguished neutral state fault and gear ratio abnormal failure clearly by the big driving force of driving wheel effect is detected.

Figure 17 is the presentation directives's speed change level and the figure of the relation of attainable speed change level when in this instruction speed change level fault having taken place.Among Figure 17, zero expression be the number of actual teeth ratio of corresponding instruction speed change level, ☆ represents is by the connection fault of a coupling or separate fault and attainable number of actual teeth ratio in instruction speed change level.In addition, Figure 17 bend region representation neutral state fault.

In addition, in embodiment 1 automatic transmission, because the state that utilizes the first switching valve SV1 that low-grade break B2 and input clutch C1 both sides are connected is simultaneously mechanically got rid of, thus with must make low-grade break B2 and input clutch C1 not connection simultaneously be prerequisite.

In instruction speed change level, under the situation of the speed change level that can realize in the connection fault that certain coupling has taken place or when separating fault, skidding of coupling and produce the neutral state fault no thanks to.Therefore, as shown in figure 17, relatively respectively instruct the speed change level, with the number of actual teeth only realized by skidding of coupling than the zone as the neutral state fault zone shown in the oblique line.In addition, in embodiment 1 automatic transmission, at 6 grades or 7 grades, because because of connecting fault or separate fault and can not realize other speed change level, so with fault zone, the zone of the gear ratio bigger as neutral state than the gear ratio of next stage.In addition, in zone in addition, with the zone of the gear ratio of not corresponding instruction speed change level as gear ratio abnormality juding territory.

At this moment, if number of actual teeth then can be defined as the neutral state fault than existing in hatched example areas.But, monitor that the result of number of actual teeth ratio is that number of actual teeth is than comprising following situation respectively for gear ratio abnormality juding territory: than the big unusual situation of gear ratio of and instruction speed change level correspondence; Can guarantee the unusual situation of driving force; Can not guarantee the unusual situation of driving force.Particularly, as mentioned above, under the situation of the state of input shaft interlocking, output shaft neutral state fault, because number of actual teeth is than increasing, so can not judge the neutral state fault.

Therefore, determine Interlock Status fault, neutral state fault, gear ratio abnormal failure, and then in can producing input shaft Interlock Status, output shaft neutral state fault 1 grade and 2 grades, speed change is for avoiding the speed change level of fault reliably.

(being judged to be the speed Control of gear ratio when unusual)

Next, the speed Control flow process when judging that by above-mentioned control flow gear ratio is unusual describes.Figure 18 is that expression is judged to be the flow chart that the speed Control of gear ratio when unusual handled.

In step 301, judge to detect the instruction speed change level of gear ratio when unusual whether for engine braking range position 1 grade in selecting, when being 1 grade, advance to step 302, in the time of in addition, advance to step 303.

In step 302,3 grades of instructions are exported as avoiding the speed change level.In addition, avoiding the speed change level is described below.

In step 303, judge to detect whether the instruction speed change level of gear ratio when unusual is 2 grades, when being 2 grades, advance to step 303, in the time of in addition, advance to step 304.

In step 304,2.5 grades of instructions are exported as avoiding the speed change level.In addition, avoiding the speed change level is described below.

In step 305, will instruct the speed change level to fix, forbid speed change, stop until vehicle.Because the speed change levels beyond 1 grade, 2 grades detect gear ratio when unusual, are not the fault of input shaft Interlock Status, output shaft neutral state basically, so the state of being guaranteed for driving force by forbidding speed change, can be guaranteed travelling.

Secondly, the effect to above-mentioned control processing describes.When step 106～step 110 is advanced, be judged as basically and be not the Interlock Status fault, in addition, in step 107, being judged as neither the neutral state fault.At this moment, when number of actual teeth exists than in gear ratio abnormality juding zone shown in Figure 17, suppose below shown in situation.

(concrete example 1)

During 1 grade of connection order in the engine braking range position is selected, if fault takes place to connect direct clutch C2, then shown in the alignment chart thick line of Figure 19, the rotation of fourth line star gear G4 one can realize 1.5 grades.In addition, shown in the alignment chart of Figure 15, because the connection fault of 2346 break B3, thereby may produce input shaft Interlock Status output shaft neutral state fault.

If single connection fault by direct clutch C2 realizes 1.5 grades, then can guarantee driving force, therefore, do not have king-sized problem, when 2346 break B3 take place to connect fault, owing to can not guarantee driving force, so become problem.Which that is, in embodiment 1 automatic transmission,, can not determine under state coupling to supply with hydraulic pressure to, to have produced unusual particularly because hydraulic switch etc. is not set.Therefore, even producing under certain unusual situation, also need to avoid reliably.

At this moment, because two faults all belong to gear ratio abnormality juding zone, therefore as speed change level that any fault can realize taking place, do not follow lowering category and can guarantee the avoidance speed change level of driving force rapidly, speed change is 3 grades.This be since 3 grades be the speed change level that 2346 break B3 and direct clutch C2 both sides are connected.

Thus, even it is unusual to detect gear ratio, also can speed change be 3 grades as avoiding the speed change level by making it, avoid input shaft Interlock Status output shaft neutral state fault thus, can be by driving force guarantee to improve travelling.

(concrete example 2)

When 2 grades of instructions, if fault takes place to connect direct clutch C2, then shown in the alignment chart thick dashed line of Figure 20, the rotation of fourth line star gear G4 one can realize 3 grades.In addition, when taking place to separate fault, then shown in the alignment chart thick dashed line of Figure 20, can realize 1 grade as if 2346 break B3.In addition, shown in the alignment chart of Figure 16, because the connection fault of front brake B1, and can produce the Interlock Status output shaft neutral state fault of input shaft.

If single connection fault by direct clutch C2 realizes 3 grades, or realize 1 grade by the separation fault of 2346 break B3, then owing to having guaranteed that driving force does not have king-sized problem, but can not guarantee driving force during near the gear ratio realizing 1 grade or 3 grades, so become problem owing to the connection fault of front brake B1.

Which that is, in embodiment 1 automatic transmission,, can not determine under state coupling to supply with hydraulic pressure to, to have taken place unusual particularly because hydraulic switch etc. is not set.Therefore, even, also need to avoid reliably producing under any unusual situation.

At this moment, because above-mentioned arbitrary fault all belongs to gear ratio abnormality juding zone, pretend to all attainable speed change level of any fault having taken place, do not followed the rapid avoidance speed change level that lowers category and can guarantee driving force, speed change is 2.5 grades.Specifically, shown in the thick line of Figure 20, make front brake B1, direct clutch C2 and H﹠amp; LR clutch C3 connects.This is because it is in the connection fault of separation fault, front brake B1 of connection fault, 2346 break B3 at direct clutch C2 under any situation, can be by with direct clutch C2, front brake B1 and H﹠amp; LR clutch C3 connects and attainable speed change level.

Thus, even it is unusual to detect gear ratio, also can be by as avoiding the speed change level, speed change is promptly 2.5 grades of obsolete speed change levels just often, thus avoidance input shaft Interlock Status output shaft neutral state fault, and can improve travelling by guaranteeing driving force.

(the avoidance speed change level control processing during the neutral state fault)

Secondly, the avoidance speed change level control processing when detecting the neutral state fault describes.Illustrated in the flow chart as Figure 12, when comparing at the neutral state determinating area, number of actual teeth is judged as the neutral state fault.Below, instruct the neutral state fault of speed change level and avoidance speed change level to illustrate to each.The flow chart of the avoidance speed change level control processing when Figure 21 is expression neutral state fault.

(instruction speed change level is 1 grade, 2 grades, 3 grades a situation)

In step 401, whether decision instruction speed change level is 1 grade, 2 grades, 3 grades, when being 1 grade, 2 grades, 3 grades, advances to step 402, in the time of in addition, advances to step 403.

That is, when instruction speed change level was 1 grade, front brake B1 did not skid owing to the effect of the first overrunning clutch F1.In addition, even H﹠amp; LR clutch C3 skids, as long as low-grade break B2 connects, front brake B1 just can not skid.Therefore, constitute the situation that the neutral state fault is only skidded for low-grade break B2 this moment.

Secondly, when instruction speed change level is 2 grades, shown in the hatched example areas of Figure 17, when gear ratio is lower than 1 grade, be judged to be the neutral state fault.On the contrary, when 2346 break B3 skid, can not make gear ratio be lower than 1 grade by the effect of the first overrunning clutch F1.Therefore, become the situation that the neutral state fault is only skidded for low-grade break B2 this moment.

Secondly, when instruction speed change level is 3 grades, shown in the hatched example areas of Figure 17, when gear ratio is lower than 1.5 grades, be judged to be the neutral state fault.On the contrary, when direct clutch C2 skids, only realize 2 grades, can not make gear ratio be lower than 1.5 grades.Secondly, when 2346 break B3 skid, as shown in figure 19, only realize 1.5 grades, can not make gear ratio be lower than 1.5 grades.Therefore, become the situation that the neutral state fault is only skidded for low-grade break B2 this moment.

From above viewpoint, when in 1 grade, 2 grades, 3 grades, detecting the neutral state fault, can be defined as low-grade break B2 and skid.Therefore, will not use this moment 4 grades of conducts of the minimum speed change level of conduct of low-grade break B2 to avoid the use of speed change level.

(instruction speed change level is 4 grades a situation)

In step 403, whether decision instruction speed change level is 4 grades, when being 4 grades, advances to step 404, in the time of in addition, advances to step 407.

In step 404, judge whether vehicle velocity V sp is lower than setting value Vsp0, when being lower than setting value, advances to step 406, in the time of in addition, advances to step 405.

In step 405, be neutral state.

In step 406, making instruction speed change level is 2 grades.

In instruction speed change level is 4 grades situation, shown in the hatched example areas of Figure 17, when gear ratio is lower than 2.5 grades, is judged to be the neutral state fault.On the contrary, when 2346 break B3 skid,, can not make gear ratio be lower than 2.5 grades because so the first overrunning clutch F1 effect as shown in figure 20, only realizes 2.5 grades.Secondly, situation and the H﹠amp that skids for direct clutch C2; The situation that LR clutch C3 skids, no matter what person is skidded can both make gear ratio be lower than 2.5 grades.

Therefore, can not determine it is direct clutch C2 and H﹠amp; Which of LR clutch C3.Therefore, at this moment, temporarily become neutral state.And, reduce at vehicle velocity V sp, got rid of the stage of the possibility of crossing rotation etc. of rotating member, needn't make direct clutch C2 and H﹠amp; 2 grades of the two connection of LR clutch C3 as avoiding the use of speed change level.

(instruction speed change level is 5 grades a situation)

In step 407, whether decision instruction speed change level is 5 grades, when being 5 grades, advances to step 408, in the time of in addition, advances to step 415.

In step 408, whether the failure judgement position is H﹠amp; LR clutch C3 is being H﹠amp; During LR clutch C3, advance, in the time of in addition, advance to step 412 to step 409.

In step 409, judge whether vehicle velocity V sp is lower than setting value Vsp0, when being lower than setting value, advances to step 410, in the time of in addition, advances to step 411.

In step 410, as 3 grades of instructions of instruction speed change level output.

In step 411, become neutral state.

In step 412, judge whether vehicle velocity V sp is lower than setting value Vsp0, when being lower than setting value, advances to step 414, in the time of in addition, advances to step 413.

In step 413, as 6 grades of instructions of instruction speed change level output.

In step 414, as 2 grades of instructions of instruction speed change level output.

When instruction speed change level is 5 grades, shown in the hatched example areas of Figure 17, when gear ratio is lower than 2.5 grades, be judged to be the neutral state fault.If when input clutch C1 skids, as shown in figure 20, only realize 2.5 grades, can not make gear ratio be lower than 2.5 grades.Secondly, when direct clutch C2 skids, as shown in figure 22, can be that the center makes rigid rod L2 rotation with the 3rd ring gear R3 and the 4th support PC4, therefore can make gear ratio be lower than 2.5 grades.Equally, at H﹠amp; When LR clutch C3 skids, as shown in figure 23,, therefore can make gear ratio be lower than 2.5 grades owing to can be that the center makes rigid rod L23 rotation with the 3rd ring gear R3 and the 4th support PC4.In addition, this moment, rigid rod L24 kept level.

At this, as Figure 22 and shown in Figure 23, even be identical neutral state fault, the rising mode of the rotating speed of the 4th ring gear R4 is also inequality.Therefore, can determine fault or the H﹠amp of direct clutch C2 by the speed discrepancy of first turbine speed sensor 3 and second turbine speed sensor 4; The fault of LR clutch C3.

At H﹠amp; Under the situation that LR clutch C3 breaks down, owing to can not avoid, pretend and be neutral state,, avoid and do not using H﹠amp in the stage that vehicle velocity V sp is lower than setting value Vsp0 to other speed change level; The speed change level of LR clutch C3, promptly 3 grades.

On the other hand, when direct clutch C2 breaks down, can the connection by 2346 break B3 come, therefore, avoiding and vehicle velocity V sp is lower than stage of setting value Vsp0 to 6 grades, avoid the speed change level of not using direct clutch C2, promptly 2 grades to 6 grades of avoidances.

(instruction speed change level is 6 grades a situation)

In step 415, whether decision instruction speed change level is 6 grades, when being 6 grades, advances to step 416, in the time of in addition, advances to step 423.

In step 416, whether the failure judgement position is 2346 break B3, when being 2346 break B3, advances to step 420, in the time of in addition, advances to step 417.

In step 417, judge whether vehicle velocity V sp is lower than setting value Vsp0, when being lower than setting value, advances to step 419, in the time of in addition, advances to step 418.

In step 418, as 7 grades of instructions of instruction speed change level output.

In step 419, as 2.5 grades of instructions of instruction speed change level output.

In step 420, judge whether vehicle velocity V sp is lower than setting value Vsp0, when being lower than setting value, advances to step 422, in the time of in addition, advances to step 421.

In step 421, become neutral state.

In step 422, as 3 grades of instructions of instruction speed change level output.

Be under 6 grades the situation, shown in the hatched example areas of Figure 17, when gear ratio is lower than 5 grades, to be judged to be the neutral state fault in instruction speed change level.If when 2346 break B3 skidded, as shown in figure 24, rigid rod L1 was the center rotation with input shaft Input, follows therewith, rigid rod L2 is the center rotation with the 3rd ring gear R3 and the 4th support PC4, therefore, can make gear ratio be lower than 5 grades.

Secondly, when input clutch C1 skids, as shown in figure 25, because rigid rod L2 can be the center rotation with the 4th ring gear R4, so can make gear ratio be lower than 5 grades.Equally, at H﹠amp; When LR clutch C3 skids, as shown in figure 26, because rigid rod L23 can be the center rotation with the 3rd ring gear R3 and the 4th support PC4, so can make gear ratio be lower than 5 grades.Tendency when in addition, this moment, rigid rod L24 kept 6 grades.

At this, shown in Figure 24 and Figure 25,26, even identical neutral state fault, the action of rigid rod L1 is also different fully.Therefore, can determine that the fault of 2346 break B3 still is in addition a fault by the speed discrepancy of first turbine speed sensor 3 and second turbine speed sensor 4.

When 2346 break B3 break down, because connection that can be by front brake B1 is to 7 grades of avoidances, so, as shown in figure 20, avoid the speed change level of not using 2346 break B3 and be 2.5 grades avoiding and vehicle velocity V sp is lower than stage of setting value Vsp0 to 7 grades.

On the other hand, under the situation of the fault beyond 2346 break B3,,,, avoid and do not use input clutch C1 and H﹠amp in the stage that vehicle velocity V sp is lower than setting value Vsp0 so become neutral state owing to there is not avoidable speed change level; Promptly 3 grades of the speed change levels of LR clutch C3.

(instruction speed change level is 7 grades a situation)

In step 423, whether the failure judgement position is front brake B3, when being front brake B1, advances to step 424, in the time of in addition, advances to step 427.

In step 424, judge whether vehicle velocity V sp is lower than setting value Vsp0, when being lower than setting value, advances to step 425, in the time of in addition, advances to step 426.

In step 425, as 6 grades of instructions of instruction speed change level output.

In step 426, as 3 grades of instructions of instruction speed change level output.

In step 427, judge whether vehicle velocity V sp is lower than setting value Vsp0, when being lower than setting value, advances to step 429, in the time of in addition, advances to step 428.

In step 428, be neutral state.

In step 429,, export 3 grades of instructions as instruction speed change level.

When instruction speed change level is 7 grades, shown in the hatched example areas of Figure 17, when making gear ratio be lower than 6 grades, be judged to be the neutral state fault.If when front brake B1 skidded, as shown in figure 27, rigid rod L1 was the center rotation with input shaft Input, follows therewith, rigid rod L2 is the center rotation with the 3rd ring gear R3 and the 4th support PC4, thus, can make gear ratio be lower than 5 grades.

Secondly, when input clutch C1 skids, as shown in figure 28, because rigid rod L2 can be the center rotation with the 4th ring gear R4, so can make gear ratio be lower than 5 grades.Equally, at H﹠amp; When LR clutch C3 skids, as shown in figure 29, because rigid rod L23 can be the center rotation with the 3rd ring gear R3 and the 4th support PC4, so can make gear ratio be lower than 5 grades.Tendency when in addition, this moment, rigid rod L24 kept 7 grades.

At this, shown in Figure 27 and Figure 28,29, even identical neutral state fault, the action of rigid rod L1 is also different fully.Therefore, can determine that the fault of front brake B1 still is in addition a fault from the speed discrepancy of first turbine speed sensor 3 and second turbine speed sensor 4.

When front brake B1 breaks down, owing to can the connection by 2346 break B3 come, so, avoid the speed change level of not using front brake B1, promptly 3 grades in the stage that is lower than setting value Vsp0 to 6 grades of avoidances and vehicle velocity V sp to 6 grades of avoidances.

On the other hand, under the situation of the fault beyond front brake B1,,,, avoid and do not use input clutch C1 and H﹠amp in the stage that vehicle velocity V sp is lower than setting value Vsp0 so become neutral state owing to there is not avoidable speed change level; The speed change level of LR clutch C3, promptly 3 grades.

As described above, when the neutral state fault, owing to used obsolete avoidance speed change level (2.5 grades) in the connection separating controlling rule of just often carrying out, thus can increase the amplitude of speed Control, can guarantee travelling.

In addition, also can be written into reflection etc. in advance, the relevant avoidance speed change level of state when in this reflection, setting with faut detection based on above-mentioned theory.

(test control processing and the speed Control when unusual are handled)

Speed Control is handled and is described during secondly, to the failure cause determined based on the test control processing and by test control unusual.In addition, this control processing temporarily stops vehicle because after having carried out above-mentioned avoidance speed change level control processing, after restart the time carry out, so be prerequisite with certain coupling generation connection fault.In addition, speed Control was handled when what is called was unusual, be meant that handling different logics such as employed speed change reflection with common speed Control carries out the processing of speed Control, in the present embodiment, each has taken place the coupling of fault and has preestablished three to avoid the speed change levels in correspondence, between these three speed change levels the speed of a motor vehicle is carried out speed Control as parameter.

Figure 30 is the flow chart that expression test control processing and the speed Control when unusual are handled.

In step 500, judge whether the neutral state fault takes place, and when the neutral state fault has taken place, advances to step 502, when having produced fault in addition, advance to step 501.

In step 501, determine to handle by abort situation shown in Figure 13, can judgement determine to have taken place the coupling of fault.In addition, this step also can be omitted.When having determined to have taken place the coupling of fault, advance speed Control when carrying out corresponding to fault coupling unusual to step 524.When not determining, advance to step 506.In addition, in step 524, carry out unusual the time speed Control be meant, when fault, speed Control when speed change between three speed change levels that each coupling of fault is predetermined unusual taken place to connect correspondence.In addition, detailed content and the step 508 described later, 510,516,522,523 identical of different speed Control often of the coupling of fault taken place, the explanation of this step is omitted.

In step 502, judge whether the neutral state fault has taken place in 1 grade, 2 grades, 3 grades, when the neutral state fault has taken place in 1 grade, 2 grades, 3 grades, advance to step 503.

In step 503, select 4 grades, 5 grades, 6 grades as avoiding the speed change level, speed Control is handled during execute exception.That is,, when instruction speed change level is 1 grade, 2 grades, 3 grades, there is the situation of neutral gear status fault can be defined as the separation fault of low-grade break B2 as illustrated in the neutral state fault.Therefore, this moment is by using 4 grades, 5 grades, 6 grades, speed Control when promptly not using the speed change level of low-grade break B2 to come execute exception, thereby can improve travelling by guaranteeing driving force.

In step 504, judge whether the neutral state fault has taken place in 7 grades, when the neutral gear status fault is arranged in 7 grades, advance to step 505, in the time of in addition, advance to step 506.

In step 505, select 1 grade, 2 grades, 3 grades as avoiding speed change level, speed Control during execute exception.That is, as illustrated ground in the neutral state fault, the situation of neutral state fault having taken place when instruction speed change level is 7 grades, is at front brake B1, input clutch C1, H﹠amp; Produce when any skids among the LR clutch C3.Therefore, the speed Control when need not to make arbitrary coupling to connect (engine brake does not act on) 1 grade, 2 grades, 3 grades to come execute exception by use can improve travelling by guaranteeing driving force.

In step 506,, indicate 1 grade (engine brake does not act on) as instruction speed change level.

In step 507, judge that whether number of actual teeth than is equivalent to 1.5 grades, in the time of 1.5 grades, advance to step 508, in the time of in addition, advance to step 509.

In step 508, select 3 grades, 4 grades, 5 grades as avoiding speed change level, speed Control during execute exception.That is, as shown in figure 19,1.5 grades is that connection by low-grade break B2, the first overrunning clutch F1, direct clutch C2 realizes.Because instruction speed change level is 1 grade, pretend to coupling and only export to low-grade break B2, therefore, can be judged as direct clutch C2 for connecting fault.The speed change that can make direct clutch C2 keep connecting is 3 grades, 4 grades, 5 grades.Speed Control when using 3 grades, 4 grades, 5 grades to come execute exception can improve travelling by guaranteeing driving force.

In step 509, judge that whether number of actual teeth than is equivalent to 2 grades, in the time of 2 grades, advance to step 510, in the time of in addition, advance to step 511.

In step 510, select 2 grades, 3 grades, 4 grades as avoiding speed change level, speed Control during execute exception.That is, shown in the alignment chart of Fig. 9,2 grades is that connection by low-grade break B2 and 2346 break B3 realizes.Owing to instruction speed change level is 1 grade, pretend to be coupling, only, therefore, can be judged as the connection fault of 2346 break B3 to low-grade break B2 output.The speed change that can make 2346 break B3 keep connecting is 2 grades, 3 grades, 4 grades, 6 grades.As long as owing to when unusual, guarantee roughly 3 speed change stages in the speed Control, thus when using 2 grades, 3 grades, 4 grades to come execute exception speed Control, can improve travelling by guaranteeing driving force.

In step 511, judge that vehicle velocity V sp whether greater than the predefined first setting value Vsp1, when being worth greater than this, advances to step 512, in the time of in addition, repeat step 506～509.Because this instruction of 1 grade is the gear-shift command that is used for determining abort situation, the first such setting value Vsp of 10km/h can fully detect as long as for example suitably be set at.

In step 512,, indicate 2 grades (engine brake does not act on) as instruction speed change level.

In step 513, judge that whether number of actual teeth than is equivalent to 1 grade, in the time of 1 grade, advance to step 514, in the time of in addition, advance to step 515.

In step 514, select 1 grade, 2.5 grades, 5 grades as avoiding speed change level, speed Control during execute exception.That is, shown in the alignment chart of Fig. 9,1 grade is that connection by low-grade break B2 realizes.Because instruction speed change level is 2 grades, pretend to coupling and export to low-grade break B2 and 2346 break B3, therefore, can be judged as the separation fault of 2346 break B3.The speed change that can carry out 2346 break B3 are connected is 1 grade, 2.5 grades, 5 grades, 7 grades.As long as owing in unusual speed change, can guarantee roughly 3 speed change stages, thus speed Control when passing through 1 grade, 2.5 grades, 5 grades execute exceptions of use, thus can be by guaranteeing that driving force improves travelling.In addition, at this moment, obsolete speed change level is 2.5 grades in common speed Control because speed Control is used, thereby guarantees travelling.

In step 515, judge that whether number of actual teeth than is equivalent to 2 grades, in the time of 2 grades, advance to step 517, in the time of in addition, advance to step 516.

In step 516, select 1 grade, 2.5 grades, 7 grades as avoiding speed change level, speed Control during execute exception.That is, shown in the alignment chart of Figure 16, neither 1 grade neither 2 grades the realization of gear ratio be that the two connects with front brake B1 and 2346 break B3, consider the state of input shaft Interlock Status output shaft neutral state.Because instruction speed change level is 2 grades, pretend to coupling and export to low-grade break B2 and 2346 break B3, therefore can be judged as the connection fault of front brake B1.Can make front brake B1 keep connecting the speed change level of carrying out speed change is 1 grade, 2.5 grades, 7 grades.Therefore, speed Control when using 1 grade, 2.5 grades, 7 grades execute exceptions can be by guaranteeing that driving force improves travelling.In addition, at this moment, obsolete speed change level is 2.5 grades in common speed Control because speed Control is used, thereby guarantees travelling.

In step 517, judge that vehicle velocity V sp whether greater than the predefined second setting value Vsp2, when being worth greater than this, advances to step 518, in the time of in addition, carry out step 512 repeatedly～step 517.The consideration mode of this step is identical with step 511, the Therefore, omited explanation.

In step 518, as 3 grades of instruction speed change level instructions.

In step 519, judge that whether number of actual teeth than is equivalent to 2 grades, in the time of 2 grades, advance to step 520, in the time of in addition, advance to step 521.

In step 520, select 1 grade, 2 grades, 6 grades as avoiding speed change level, speed Control during execute exception.That is, shown in the alignment chart of Fig. 9,2 grades is that connection by low-grade break B2 and 2346 break B3 realizes.Because instruction speed change level is 3 grades, pretend to coupling and export to low-grade break B2,2346 break B3 and direct clutch C3, therefore can be judged as the separation fault of direct clutch C3.The speed change that can carry out direct clutch C3 is connected is 1 grade, 2 grades, 6 grades, 7 grades.As long as owing to when unusual, guarantee 3 grades of speed change stages in the speed Control, thus speed Control when passing through 1 grade, 2 grades, 6 grades execute exceptions of use, thereby by guaranteeing that driving force improves travelling.

In step 521, judge that whether number of actual teeth than is equivalent to 3 grades, in the time of 3 grades, advance to step 523, in the time of in addition, advance to step 522.

In step 522, select 1 grade, 2 grades, 2.5 grades as avoiding speed change level, speed Control during execute exception.That is, neither 2 grades neither 3 grades the realization of gear ratio, consider because 3 grades neutral state fault is excluded so that the gear ratio that Interlock Status causes takes place is unusual in step 502.Connection fault and the H﹠amp that Interlock Status is considered front brake B1 takes place at 3 grades; The connection fault of LR clutch C3.But, owing in step 516, get rid of the connection fault of front brake B1, so can be judged as H﹠amp; The fault of LR clutch C3.

Keeping H﹠amp; The speed change level that the state that LR clutch C3 connects can carry out speed change down is 1 grade, 2 grades, 4 grades, 5 grades, 6 grades, 7 grades and 2.5 grades.As long as owing to when unusual, can guarantee general 3 speed change stages in the speed Control, thus speed Control when passing through 1 grade, 2 grades, 2.5 grades execute exceptions of use, thus can be by guaranteeing that driving force improves travelling.

In step 523, select 1 grade, 2 grades, 3 grades as avoiding speed change level, speed Control during execute exception.That is, by above steps, the connection that the connection of low-grade break B2 can be separated fault, direct clutch C2 separates the connection separation fault of fault, 2346 break B3, connection fault and the H﹠amp of front brake B1; The possibility of the connection fault of LR clutch C3 is all got rid of.Therefore, can not determine, when realizing 1 grade, 2 grades, 3 grades, can not bring obstacle although which coupling has been taken place by the whole of what kind of fault.Therefore, speed Control when using 1 grade, 2 grades, 3 grades execute exceptions can be by guaranteeing that driving force improves travelling.

Basically after detecting Interlock Status,, determine it is which coupling produces the connection fault in this stage owing to detect the number of actual teeth ratio of the gear segment of realizing when coupling is separated.But, for example by the situation of full application of brake locking driving wheel, if detect Interlock Status during emergency braking, then if detect number of actual teeth than before when driving wheel is stopped, may not detecting the number of actual teeth ratio.Therefore, in step 501, be judged as under the unascertainable situation, in order determine to connect the coupling of fault reliably, and carry out the test control processing during restarting after vehicle stops.

As described above, in embodiment 1, the action effect that can obtain enumerating below.

(1) when coupling breaks down, one of coupling of realizing this instruction speed change level is constantly separated, based on the relevant information of instruction speed change level, realize being included in the avoidance speed change level of obsolete speed change level (2.5 grades, 1.5 grades) in the connection separating controlling rule of just often carrying out with the number of actual teeth ratio.Therefore, can be after detecting fault, realize the speed change level of amplitude broad, can guarantee travelling (effect corresponding) with technological scheme 1.

Instruction speed change level during (2) based on detection failure, number of actual teeth compare the relevant information of the fault state of representing with relationship with acceleration, set and avoid the speed change level.Specifically, shown in Figure 13, Figure 18, flow chart shown in Figure 21, judge Interlock Status fault, unusual, the neutral state fault of gear ratio, simultaneously, preestablish the speed change level of avoidance from the relevant information of the state of each fault and number of actual teeth ratio, contain in the connection separating controlling routine of just often carrying out obsolete speed change level (2.5 grades) as the speed change level of this avoidance.Therefore, can not be provided with hydraulic switch etc. structure, do not use definite connection abort situation such as existing speed probe, avoid the speed change level and can set immediately, the maximization etc. that companion's cost raises and follows the increase of structure can be avoided, Security (effect corresponding) can be guaranteed simultaneously with technological scheme 2.

(3) shown in Figure 13,18, be under 1,2,3 grade the situation of Interlock Status fault and indication speed change level is under the unusual situation of 6 grades gear ratio for example in instruction speed change level, after faut detection, make the speed of a motor vehicle be reduced to the predefined low speed of a motor vehicle, then, to in the connection separating controlling routine of just often carrying out, the speed change level (2.5 grades, 1.5 grades) of obsolete low speed side use, therefore, can carry out safe measure (effect corresponding) with technological scheme 3 as avoiding the speed change level.

(4) as shown in figure 30, after implementing test control and definite abort situation, to in the connection separating controlling routine of just often carrying out, the speed change level (2.5 grades) of obsolete low speed side use as a part of avoiding the speed change level, between a plurality of avoidance speed change levels, carry out speed change, therefore, after restarting, driving force also increases, and can guarantee driving force.

(other embodiment)

In embodiment 1, after stopping at vehicle, carry out the structure that speed Control is handled when unusual by the test control processing, also can be following structure, but can not determine under the situation that connects abort situation in the stage of avoiding speed change level control processing, do not test control processing, and directly the speed Control during execute exception is handled.

In addition, in embodiment 1, in step 2056, carry out front brake B1 and H﹠amp based on having or not of engine brake effect; LR clutch C3 determines, but also can not distinguish this structure especially, and suitably carries out speed Control when unusual with both speed change levels of use.

In addition, as described above, in embodiment 1, the action effect that can obtain enumerating below also.

(1) detecting one of coupling generation connection fault, and during the Interlock Status that the rotation of input shaft (Input) and output shaft (Output) is fixed, one of coupling of instruction speed change level by will realizing this moment separates, judge from the instruction speed change level in moment of detecting Interlock Status and can realize not following the avoidance speed change level that significantly lowers category, be judged as to realize the time, speed change in the time of in addition, becomes neutral state for avoiding the speed change level.

Therefore, in the time can realizing not following the avoidance speed change level that significantly lowers category, can avoid the Interlock Status fault, and guarantee driving force, can seek the raising of travelling by the realization of avoiding the speed change level.In addition,, coupling realizes avoidance speed change level, control processing in the time of can realizing the high fault of reliability owing to being separated.

(2) avoid the speed change level and comprise obsolete speed change level in the connection separating controlling rule of just often in above-mentioned gear change control device, carrying out.Specifically, use 1.5 grades or 2.5 grades.Thus, no matter at which instruction speed change level generation Interlock Status, can guarantee a plurality of avoidance speed change levels.

(3) can not realize being higher than regulation speed change level reliably promptly under 2 grades the situation of speed change level of high-speed side, down-shift and speed change becomes neutral state owing to following significantly, and when the detected speed of a motor vehicle is lower than setting value, the coupling (low-grade break B2) that connects at the slow speed turbine stage that advances is connected, realize avoiding the speed change level with these two of the couplings that fault has taken place to connect by it.Therefore; when being higher than the regulation speed of a motor vehicle; by temporary transient formation neutral state; avoid Interlock Status; and make vehicle velocity V sp be less than or equal to setting value,, guarantee to avoid the speed change level in that crossing of revolving part rotated or excessive idle stage of engine brake effect; therefore, can guarantee driving force safely.

(4) avoid the speed change level and comprise obsolete speed change level (1.5 grades) in the connection separating controlling rule of just often in gear change control device, carrying out.Therefore, the whichever coupling produces and connects fault, can guarantee driving force reliably.

(5) after detecting the Interlock Status fault, stop vehicle, after when restarting, carry out the test control processing of having determined to take place to connect the coupling of fault.Therefore, even stop, after detecting Interlock Status, can not detect the number of actual teeth ratio, and can not determine under the situation of the coupling that the connection fault has taken place, also can determine to connect abort situation reliably in the urgency of escort vehicle.

(6) when detecting the Interlock Status fault, the separation of one of coupling by making the instruction speed change level that realizes this moment marks off from the instruction speed change level in moment of detecting Interlock Status and can realize not following the significantly first speed change level group (4,5,6,7 grades) and the irrealizable second speed change level group (1,2,3 grade) of the avoidance speed change level of down-shift and speed change.

And, the first switching valve SV1 is arranged in the oil circuit of first coupling (low-grade break B2) and second coupling (input clutch C1) supply connection pressure, described first coupling is being the first speed change level group (4,5,6,7 grades) time separates, described second coupling is being the second speed change level group (1,2,3 grades) time separates, it is the first speed change level group (4 that the described first switching valve SV1 makes instruction speed change level, 5,6,7 grades) time can not supply with to connect press to first coupling (low-grade break B2), in instruction speed change level is the second speed change level group (1,2,3 grades) time can not supply with to connect press to second coupling (input clutch C1), when detecting Interlock Status, belong to the first speed change level group (4 based on the instruction speed change level in this moment, 5,6,7 grades) and the second speed change level group (1,2,3 grades) which organize and carry out different interlocking and avoid control.

Like this, in each speed change level group,, get rid of the possibility of the connection fault of first coupling or second coupling in the coupling of each separation,, carry out different interlockings and avoid control based on the speed change level group that Interlock Status has taken place by shared switching valve is set.Like this, though the speed change level that coupling produces how, do not control when not carrying out same fault, thereby the suitable control of the state can carry out corresponding to fault the time.

Specifically, when being the first speed change level group (4,5,6,7 grades), with the coupling separation of and instruction speed change level correspondence, when being the second speed change level group (1,2,3 grade), temporarily constitute neutral state, then, when the speed of a motor vehicle is lower than setting value, low-grade break B2 is connected.

That is, low-grade break B2 is only 1 grade, 2 grades, 3 grades connections, and input clutch C1 is only 5 grades, 6 grades, 7 grades connections.4 speed, 5 grades, 6 grades, 7 grades if can not get rid of the possibility of the connection fault of low-grade break B2, then when the connection fault of low-grade break B2 produces, even coupling is separated, also may occur significantly lowering category because of the speed change level of the low speed side that is lower than regulation speed change level.To this, in embodiment 1, by the possibility of getting rid of the connection fault of low-grade break B2 by the first switching valve SV1 at 4 grades, 5 grades, 6 grades, 7 grades, can realize avoiding the speed change level by only separating a coupling, can be when avoiding Interlock Status reliably, not following significantly lowers category obtains driving force, can guarantee travelling.

In addition, between 1 grade, 2 grades, 3 grades, after whole couplings is separated, vehicle velocity V sp is lower than setting value, begins low-grade break B2 is connected, therefore, can prevent to follow the driving wheel that acts on of engine brake to produce rapid braking force, simultaneously, can before parking, guarantee driving force.

Claims (6)

1, a kind of control gear of automatic transmission, this automatic transmission comprises epicyclic train, a plurality of couplings and speed Control mechanism, described epicyclic train has the input revolving part that is connected with power source, the output revolving part that is connected with driving wheel and a plurality of middle revolving part, described a plurality of coupling carries out the connection between described each revolving part, separate, or optionally stop described each revolving part, described speed Control mechanism is based on travelling state decision instruction speed change level, carry out the connection of described coupling, the separating controlling rule, it is characterized in that the control gear of described automatic transmission is provided with:

The Interlock Status that rotation that one of described coupling take place to connect the rotation of fault and described input revolving part and described output revolving part is fixed detects in Interlock Status feeler mechanism, this Interlock Status feeler mechanism;

Avoid decision mechanism, when detecting Interlock Status by described Interlock Status feeler mechanism, one of coupling that can described avoidance decision mechanism judge instruction speed change level that by will realizing this moment by the instruction speed change level in the moment that detects Interlock Status separates the speed change level of the high-speed side that realizes being higher than regulation speed change level as avoidance speed change level;

Speed Control mechanism during fault is being judged as by described avoidance decision mechanism can realize the time, and speed Control mechanism speed change is described avoidance speed change level during described fault, otherwise becomes neutral state.

2, the control gear of automatic transmission as claimed in claim 1 is characterized in that, described avoidance speed change level comprises just often obsolete speed change level in the connection of being carried out by described speed Control mechanism, separating controlling rule.

3, the control gear of automatic transmission as claimed in claim 1, it is characterized in that, be provided with the speed of a motor vehicle feeler mechanism of detecting the speed of a motor vehicle, speed Control mechanism becomes neutral state by described fault the time, and when the detected speed of a motor vehicle is lower than setting value, the coupling that just often connects at the slow speed turbine stage that advances is connected, and these two of couplings that connected fault by this coupling and described generation realize avoiding the speed change level.

4, the control gear of automatic transmission as claimed in claim 3 is characterized in that, described avoidance speed change level comprises just often obsolete speed change level in the connection of being carried out by described speed Control mechanism, separating controlling rule.

5, as the control gear of each described automatic transmission in the claim 1～4, it is characterized in that, be provided with the test control mechanism, this test control mechanism is after detecting Interlock Status by described Interlock Status feeler mechanism, stop vehicle, after restart the time, determine to have the coupling of connection fault.

6, a kind of control gear of automatic transmission, this automatic transmission comprises epicyclic train, a plurality of couplings and speed Control mechanism, described epicyclic train has the input revolving part that is connected with power source, the output revolving part that is connected with driving wheel and a plurality of middle revolving part, described a plurality of coupling carries out the connection between described each revolving part, separate, or optionally stop described each revolving part, described speed Control mechanism is based on travelling state decision instruction speed change level, carry out the connection of described coupling, the separating controlling rule, it is characterized in that the control gear of described automatic transmission is provided with:

The Interlock Status that rotation that one of described coupling produce to connect the rotation of fault and described input revolving part and described output revolving part is fixed detects in Interlock Status feeler mechanism, this Interlock Status feeler mechanism;

Switching valve, when detecting Interlock Status by described Interlock Status feeler mechanism, one of coupling of instruction speed change level by will realizing this moment separate and the speed change level of high-speed side that can realize being higher than regulation speed change level as avoiding the speed change level, when the speed change level of the high-speed side that this can be realized be higher than regulation speed change level is defined as the first speed change level group and irrealizable speed change level is defined as the second speed change level group, described switching valve is arranged at first coupling that separates when the described first speed change level group and the connection of second coupling that separates during in the second speed change level group is pressed and supplied with in the fluid road, when described instruction speed change level is the first speed change level group, described switching valve is pressed the connection of described first coupling and is not supplied to, when described instruction speed change level was the second speed change level group, described switching valve was pressed the connection of second coupling and is not supplied to;

Interlocking is avoided control mechanism, when detecting Interlock Status by described Interlock Status feeler mechanism, it is to belong in the described first speed change level group and the second speed change level group which to carry out different interlockings and avoid and controlling based on the instruction speed change level in this moment that described interlocking is avoided control mechanism.

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