JP4904890B2 - Control device for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To quickly and accurately perform failure determination of a friction fastening element so as not to have a bad influence on traveling. <P>SOLUTION: Suite up of fastening hydraulic pressure supplying hydraulic pressure to a hydraulic servo of a friction fastening element while gradually increasing the same by minute quantity in a non-traveling range (P range, or P range and N range). At that time, it is determined as a failure due to poor fastening of the friction fastening element when change quantity by time of temperature of lubricating oil discharged via the friction fastening element is a predetermined value A or less (S5), and it is determined as normal when change quantity of temperature of lubricating oil is larger than the predetermined value A (S6). Confirmation of failure determination can be repeated by a plurality of times. Then, an alarm can be issued to a driver by a lamp, a buzzer or the like at a time of failure determination, also, back up control such as use of a gear position not requiring the failed friction fastening element can be done. <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

  The present invention relates to a control device for an automatic transmission, and more particularly to a control device for an automatic transmission that can quickly and accurately determine a failure of a frictional engagement element.

  In general, an automatic transmission for an automobile includes a torque converter, a transmission mechanism including a planetary gear (planetary gear mechanism), and a plurality of frictional engagement elements that are engaged and operated by a hydraulic servo such as a clutch and a brake. By controlling the supply of working hydraulic pressure to the hydraulic servo by controlling various control valves, selectively engaging multiple frictional engagement elements and switching the power transmission path of the transmission gear mechanism, the gear stage according to the operating state can be changed. It is configured to be obtained automatically.

In such an automatic transmission, a hydraulic pressure detection means is provided in the oil supply path to the hydraulic servo of the friction engagement element, and the valve stick or the like is applied based on the commanded applied hydraulic pressure and the hydraulic pressure detected by the hydraulic pressure detection means. A technique for determining a failure state such as a fastening failure of a frictional engagement element caused by the failure has been conventionally known (see, for example, Patent Documents 1 and 2).
JP 2003-049937 A JP-A-2005-351426

  However, when determining the failure state such as poor engagement of the frictional engagement element of the automatic transmission, in the above conventional technique, the failure determination is performed in the travel range in which the frictional engagement element is actually engaged, and therefore, it is determined as a failure. At that time, the car is in a running state, and an adverse effect on running is inevitable.

  An object of the present invention is to provide a control device for an automatic transmission capable of quickly and accurately performing a failure determination of a frictional engagement element so as not to adversely affect traveling.

  The control apparatus for an automatic transmission according to the present invention includes a speed change mechanism capable of selectively realizing a required shift speed in a travel range by switching a power transmission path, and cooperating with the speed change mechanism. A control device for an automatic transmission comprising a frictional engagement element (clutch, brake, etc.) to be switched, a hydraulic servo for engaging and engaging the frictional engagement element, and a hydraulic control device for controlling supply of hydraulic pressure to the hydraulic servo. In addition, it is possible to supply the hydraulic pressure to the hydraulic servo in a predetermined non-running range (for example, a parking range, or a parking range and a neutral range), and supply a lubricating oil to the friction surface of the frictional engagement element. And oil temperature detecting means for detecting the temperature of the lubricating oil supplied to and discharged from the friction surface of the frictional engagement element by the lubricating oil supply means. , A sweep-up operation for gradually increasing the hydraulic servo to the hydraulic servo in the predetermined non-running range by the hydraulic control device is executed for a predetermined time, and the temperature of the discharged lubricating oil at the time of the sweep-up operation is The failure determination of the frictional engagement element is performed based on the change.

  In this way, a sweep-up operation for gradually increasing a small amount of operating hydraulic pressure to the hydraulic servo in a predetermined non-running range is performed for a predetermined time, and the temperature of the lubricating oil supplied to the friction surface of the frictional engagement element and discharged is determined. By detecting the failure and determining the failure of the frictional engagement element based on the temperature change, quickly determining the failure in the non-traveling range (for example, the parking range or the parking range and the neutral range) that does not adversely affect traveling. In addition, it is possible to accurately determine a failure by accurately grasping minute heat fluctuations that change depending on the engagement state of the frictional engagement elements (clutch, brake, etc.).

  More specifically, this automatic transmission control device is configured, for example, such that the lubricating oil supply means supplies lubricating oil to the friction surface of the frictional engagement element from the radially inner side of the frictional engagement element. A lubricating oil discharge port for discharging the lubricating oil supplied to the friction surface of the frictional engagement element by the lubricating oil supply means is provided in the frictional engagement element in a radially outward direction of the frictional engagement element; It is good to provide in arrangement | positioning facing the said lubricating oil discharge port from the outer peripheral side of the said friction fastening element so that the temperature of the lubricating oil discharged | emitted from the said lubricating oil discharge port may be detected. By doing so, it is possible to accurately grasp minute heat fluctuations of the friction engagement element due to the temperature change of the lubricating oil discharged from the friction engagement element in the non-traveling range, and the failure determination of the friction engagement element has an adverse effect on traveling. It can be done quickly and accurately so as not to reach

  Further, the automatic transmission control device determines that the frictional engagement element is in a failure state in which the frictional engagement element is incompletely engaged when the temperature change of the lubricating oil during the sweep-up operation by the hydraulic control device does not reach a predetermined degree of change. It should be configured to alert the driver. By doing so, it is possible to notify the driver at an early stage in the non-traveling range that the frictional engagement element is in a faulty state of poor fastening, and to prevent adverse effects on traveling.

  Further, the control device of the automatic transmission is configured to execute backup control using a gear position that does not require the engagement of the friction engagement element in the travel range when it is determined that the engagement failure of the friction engagement element is defective. It is good to do. By doing so, the minimum functions in the driving range can be maintained.

  Further, in this automatic transmission control device, in particular, the frictional engagement element for determining failure is a clutch drum, a clutch hub disposed inside the clutch drum, a peripheral wall of the clutch drum, and the clutch hub. A multi-plate clutch comprising a multi-plate clutch mechanism having a plurality of clutch plates arranged in a rotational axis direction of the clutch drum and the clutch hub between the peripheral wall and an outer side of the peripheral wall of the clutch drum And a support member for supporting the rotational speed detection means when the rotational speed detection means for detecting the rotational speed of the clutch drum is provided using the clutch drum as a rotor to be detected. It is preferable that the oil temperature detecting means is supported by. By doing so, the layout property and assembly property of the oil temperature detecting means can be improved.

  In this case, it is preferable that the lubricating oil discharge port is provided at a central portion in the rotation axis direction of the region where the plurality of clutch plates are disposed. In the case of a multi-plate clutch, the temperature of the clutch plate at the center portion becomes relatively high, and thus the detection sensitivity can be improved by providing the lubricating oil discharge port at the center portion.

  As described above, the control device for the automatic transmission according to the present invention can determine the failure of the frictional engagement element by the temperature change of the lubricating oil due to heat generated when the frictional engagement element is slid slightly in the non-traveling range. The failure determination of the frictional engagement element of the automatic transmission can be performed quickly and accurately so as not to adversely affect traveling.

  The automatic transmission control device is configured to supply the lubricating oil from the radially inward side of the frictional engagement element and discharge it radially outwardly, and from the outer peripheral side of the frictional engagement element to the lubricating oil discharge port. Oil temperature detection means can be provided in a confronting arrangement, so that minute heat generation fluctuations of the frictional engagement element can be accurately captured, and failure determination of the frictional engagement element has an adverse effect on running It can be done quickly and accurately so that it does not reach.

  In addition, the automatic transmission control device can be configured to determine that a failure has occurred and to alert the driver when the temperature change of the lubricating oil during the sweep-up operation does not reach a predetermined degree of change. The failure of the frictional engagement element can be notified to the driver at an early stage in the non-traveling range, and adverse effects on the traveling can be prevented in advance.

  In addition, the control device of the automatic transmission can be configured to execute backup control when it is determined that there is a failure, so that the minimum function in the travel range can be maintained in the event of a failure.

  Further, the control device for the automatic transmission is configured such that when the frictional engagement element for determining the failure is a multi-plate clutch and the rotational speed detecting means is provided outside the peripheral wall of the clutch drum, the rotational speed detecting means The oil temperature detecting means can be configured to be supported by the support member that supports the oil temperature, thereby improving the layout and assembly of the oil temperature detecting means. Further, in this case, the detection sensitivity can be improved by providing the lubricating oil discharge port at the central portion in the direction of the rotation axis of the arrangement area of the plurality of clutch plates.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 to 6 show an example of an embodiment of the present invention. FIG. 1 is a schematic view showing the overall configuration of the automatic transmission, FIG. 2 is a cross-sectional view showing a specific configuration of a part of the automatic transmission, and FIG. 3 is a partially broken view of the sensor unit peripheral portion which is a part of FIG. FIG. 4 is a schematic diagram showing a partial configuration of the hydraulic control circuit, FIG. 5 is a time chart for explaining failure determination of the friction engagement element, and FIG. 6 is a flowchart for executing failure determination of the friction engagement element. is there.

  The overall configuration of the automatic transmission 1 is as shown in FIG. 1. The automatic transmission 1 is arranged around a torque converter 3 to which the output of the engine 2 is input and a turbine shaft 31 that is an output shaft of the torque converter 3, and is driven by the turbine shaft 31. The output of the engine 2 is input from the engine output shaft (crankshaft) 21 to the torque converter 3 and converted by the torque converter 3 via the turbine shaft 31. Friction engaging elements of the gear transmission mechanism 4 (first to third clutches 5, 6, 7 described later, first and second brakes 8, 9 and one-way clutch) are output to the gear transmission mechanism 4. By selectively operating 10) and switching the transmission path of the driving force, 6 forward speeds and 1 reverse speed are obtained. There.

  The torque converter 3 includes a pump (impeller) 33 fixed on the side opposite to the engine in the converter case 32 connected to the engine output shaft 21, and a pump 33 disposed in the converter case 32 so as to face the pump 33. And a stator (blade) which is arranged between the pump 33 and the turbine 34 and supported by the transmission case 11 via a one-way clutch 35 and which increases torque. Vehicle) 36 and a lock-up clutch 37 that is disposed on the engine side in the converter case 32 and allows the engine output shaft 21 and the turbine 34 to be directly connected via the converter case 32. The turbine shaft 31 is connected to the turbine 34 and is rotated by the rotational force of the turbine 34.

  An oil pump 38 is disposed on the opposite side of the torque converter 3 from the engine. The oil pump 38 is connected to the engine output shaft 21 via the pump 33 of the torque converter 3 and the converter case 32, and is driven by the output of the engine 2.

  The gear transmission mechanism 4 includes a first planetary gear mechanism (planetary gear) 41 disposed on the side close to the torque converter 3 in the input shaft direction (axial direction of the turbine shaft 31), and the torque converter 3 in the input shaft direction. A second planetary gear mechanism (planetary gear) 42 disposed on the far side and the second planetary gear mechanism 42 in the input shaft direction at an intermediate position between the first and second planetary gear mechanisms 41, 42. A third planetary gear mechanism (planetary gear) 43 arranged on the near side and a fourth planetary gear mechanism (planetary gear) 44 arranged on the side close to the first planetary gear mechanism 42 in the input shaft direction at the same intermediate position. have.

  The first planetary gear mechanism 41 is disposed around the turbine shaft 31 and is rotatably disposed around the turbine shaft 31, a sun gear 41 a fixed to the transmission case 11, a pinion 41 b meshing with the sun gear 41 a, and the first planetary gear mechanism 41. The pinion carrier 41c rotatably supports the pinion 41b, and the ring gear 41d fixed to the turbine shaft 31 and meshing with the pinion 41b.

  The second planetary gear mechanism (planetary gear) 42 is arranged around the turbine shaft 31, a sun gear 42 a fixed to the transmission case 11, a pinion 42 b meshing with the sun gear 42 a, and the turbine shaft 31. The pinion carrier 42c is rotatably arranged and supports the pinion 42b. The ring gear 42d is fixed to the turbine shaft 31 and meshes with the pinion 42b.

  The third planetary gear mechanism 43 is disposed so as to be rotatable around the turbine shaft 31, a sun gear 43 a rotatably disposed around the turbine shaft 31, a pinion 43 b engaged with the sun gear 43 a, and the turbine shaft 31. A pinion carrier 43c that supports the pinion 43b and a ring gear 43d that is rotatably disposed around the turbine shaft 31 and meshes with the pinion 43b.

  Further, the fourth planetary gear mechanism 44 is disposed rotatably around the turbine shaft 31, a sun gear 44 a rotatably disposed around the turbine shaft 31, a pinion 44 b meshing with the sun gear 44 a, and the turbine shaft 31. A pinion carrier 44c that supports the pinion 44b and a ring gear 43d that is rotatably arranged around the turbine shaft 31 and meshes with the pinion 44b.

  Then, the ring gear 43d of the third planetary gear mechanism 43 and the pinion carrier 44c of the fourth planetary gear mechanism 44 are coupled so as to rotate together, and the pinion carrier 43c of the third planetary gear mechanism 43 and the fourth planetary gear mechanism 43 are connected to each other. A ring gear 44d of the planetary gear mechanism 44 is connected to rotate integrally.

  The automatic transmission 1 includes a wet multi-plate first clutch 5 between the sun gear 44a of the fourth planetary gear mechanism 44 and the pinion carrier 41c of the first planetary gear mechanism 41, and a third A wet-type multi-plate second clutch 6 is provided between the pinion carrier 43c of the planetary gear mechanism 43 and the ring gear 41d of the first planetary gear mechanism 41, and the pinion carrier 42c of the second planetary gear mechanism 42 The third planetary gear mechanism 43 is provided with a third clutch 7 that is a wet multi-plate type between the sun gear 43 a and the third planetary gear mechanism 43, and the third planetary gear mechanism 43 has a third gear 7 between the sun gear 42 a and the transmission case 11. A wet multi-plate first brake 8 that can fix the sun gear 43a of the planetary gear mechanism 43 is provided, and the pinion carrier 43c of the third planetary gear mechanism 43 and the rear of the fourth planetary gear mechanism 44 are provided. The wet type multi-plate type second that allows the pinion carrier 43c of the third planetary gear mechanism 43 and the ring gear 44d of the fourth planetary gear mechanism 44 to be fixed between the integrally connected portion of the gear gear 44d and the transmission case 11. The brake 9 is provided. In addition, the second brake 9 is arranged in parallel between the integrally connected portion of the pinion carrier 43 c of the third planetary gear mechanism 43 and the ring gear 44 d of the fourth planetary gear mechanism 44 and the transmission case 11. A one-way clutch 10 is provided.

  The output gear 12 is connected to the pinion carrier 44 c of the fourth planetary gear mechanism 44. The output of the automatic transmission 1 is transmitted from the output gear 12 to the transmission output shaft 14 via the transmission gear 13, and the left and right axles 18 are transmitted from the transmission output shaft 14 via the transmission gears 15 and 16 and the differential mechanism 17. , 19 is transmitted.

  Further, as shown in FIG. 2, the automatic transmission 1 includes a transmission case 11 that is divided into an engine side portion that forms the torque converter chamber 20 and an anti-engine side portion that houses the gear transmission mechanism 4. It is integrated by connection. In the torque converter chamber 20, a torque converter 3 including the converter case 32, the pump 33, the turbine 34, the stator 36, and the like is disposed.

  The turbine shaft 31 is extended from the engine side in the transmission case 11 to the non-engine side, and an oil passage 31a through which the lubricating oil is passed is formed along the axis L1. Lubricating oil is pressurized by the oil pump 38, is pumped to the oil passage 31 a via a hydraulic control device (not shown), and is introduced into the transmission case 11.

  As shown in FIG. 2, the first clutch 5 is arranged around the turbine shaft 31 and connected to the pinion carrier 41c of the first planetary gear mechanism 41 so as to rotate integrally with the pinion carrier 41c. The clutch drum 51 includes a clutch hub 52 that is disposed inward of the clutch drum 51 and rotates integrally with the sun gear 44a of the fourth planetary gear mechanism 44. The inner surface of the peripheral wall 51a of the clutch drum 51 and the clutch hub 52 are provided. The four clutch plates 53 and 54 are held on the outer surface of the peripheral wall 52a of the clutch drum 51 and the clutch hub 52 so as to be arranged alternately one by one in the rotational axis direction (axis L1 direction) of the clutch drum 51 and the clutch drum 51. On the inner surface of the peripheral wall 51a is a disc spring on the outer side of the clutch plate 53 positioned at the end on the torque converter side (the right end in FIG. 2). 5 and a multi-plate in which a retaining ring 56 and a retainer 57 are disposed on the outer side of the clutch plate 53 located at the opposite end (left end in FIG. 2) so as to restrict the movement of the clutch plates 53, 54. A clutch mechanism is provided.

  Then, it is slidable in the direction of the axis L 1 of the turbine shaft 31, the body portion is urged toward the torque converter side (right side in FIG. 2) by the spring 58 inside the clutch hub 52, and the flange portion contacts the disc spring 55. A piston member 59 (hydraulic servo) is provided so as to come into contact. When the piston member 59 is normally urged by the spring 58 and held at the position moved to the torque converter side (right side in FIG. 2) and the lubricating oil is supplied through the oil passage 31a in the turbine shaft 31, The supplied lubricating oil is moved to the anti-torque converter side (left direction in FIG. 2) as hydraulic oil. When the piston member 59 is moved to the counter-torque converter side (left direction in FIG. 2) by supplying lubricating oil (hydraulic oil), the clutch plates 53 and 54 are pressed by the piston member 59 via the disc spring 55, and the piston It is clamped between the member 59 and the retaining ring 56 and is in a fastening state. This fastening state is released by stopping the supply of lubricating oil (operating oil) and moving the piston member 58 to the torque converter side (right side in FIG. 2) by the biasing force of the spring 58.

  Further, a part of the lubricating oil supplied through the oil passage 31a in the turbine shaft 31 is supplied to the clutch plates 53 and 54 from the inside as a cooling medium through a route indicated by an arrow in FIG. The peripheral wall 51a of the clutch drum 51 is provided with a plurality of lubricating oil discharge ports 51b for discharging the lubricating oil supplied to the clutch plates 53 and 54 to the outside of the clutch drum 51 in the radial direction. Then, the lubricating oil supplied from the inner side cools the clutch plates 53 and 54 and is discharged from the lubricating oil discharge port 51b to the outside of the clutch drum 51 in the radial direction.

  As shown in FIGS. 2 and 3, the automatic transmission 1 is also provided with a sensor unit 100 at a position facing the outer surface of the peripheral wall 51 a of the clutch drum 51 of the transmission case 11.

  The sensor unit 100 is positioned outside the peripheral wall 51 a of the clutch drum 51, and a rotation speed sensor 110 (rotation speed detection means) that detects the rotation speed of the clutch drum 51 using the clutch drum 51 as a detected rotor, and the clutch drum 51. And an oil temperature sensor 120 (oil temperature detecting means) for detecting the temperature of the lubricating oil discharged from the lubricating oil discharge port 51b of the peripheral wall 51a of the clutch drum 51. The sensor 110 and the oil temperature sensor 120 include a fixed portion 130a fixed to the transmission case 11 and an extended portion 130b extending below the fixed portion 130a and protruding toward the outer surface of the peripheral wall 51a of the clutch drum 51. The cylindrical support member 130 is disposed and fixedly supported. The support member 130 is filled with a resin material 131, and the fixing portion 130a penetrates the transmission case 11 and is fixed by screw fastening or an adhesive.

  The rotational speed sensor 110 includes a cylindrical core 111 whose tip is supported by penetrating the opening at the center of the tip of the extending portion 130 b of the support member 130, and a cylinder provided so as to be in contact with the upper end of the core 111. Although not shown in the drawing, the outer surface of the peripheral wall 51a of the clutch drum 51 is circumferentially arranged in the circumferential direction. When the unevenness is formed at equal pitches and the clutch drum 51 rotates, the distance between the lower end surface of the core 111 and the outer surface of the peripheral wall 51a of the clutch drum 51 changes, so that the magnetic flux passing through the core 111 changes. The coil 113 generates a voltage corresponding to the change in magnetic flux. Thereby, the rotation of the clutch drum 51 is detected. The peripheral wall 51a of the clutch drum 51 is usually formed so that the inner surface is in the shape of a spline with which the clutch plate 53 engages, and accordingly, the outer surface is formed with irregularities at equal pitches in the circumferential direction. Therefore, by using this, it is not necessary to newly form the irregularities for detecting rotation. The rotation speed sensor 100 may be any non-contact type that can convert the rotation speed into an electrical signal, and a rotation speed sensor other than the electromagnetic pickup type may be used.

  The oil temperature sensor 120 is a sensor that converts a temperature into an electric signal, such as a thermocouple, a thermistor, etc., and a temperature sensing portion at the opening of the core 111 supported by the opening at the center of the tip of the extending portion 130b of the support member 130. 121 is fixed, and the signal line 121 extends upward through the inside of the core 111 and the permanent magnet 112.

  In the sensor unit 100, the oil temperature sensor 120 detects the temperature of the lubricating oil discharged from the discharge port 51b. The lubricating oil discharged from the lubricating oil discharge port 51 b passes through the clutch plates 53 and 54, and the oil temperature substantially matches the temperature of the clutch plates 53 and 54. Therefore, the temperature of the clutch plates 53 and 54 can be detected with high accuracy by detecting the temperature of the lubricating oil by the oil temperature sensor 120.

  Further, the lubricating oil discharge port 51b has a rotational axis direction (in FIG. 2) of the clutch drum 51 and the clutch hub 52 in the region where the clutch plates 53 and 54 are disposed (the region indicated by S in FIGS. 2 and 3). The temperature sensing portion 121 of the oil temperature sensor 120 is provided at the center portion (the portion indicated by Sc in FIGS. 2 and 3) of the lubricating oil discharge port 51b provided at the center portion (Sc). It is arrange | positioned in the position which opposes. Therefore, the temperature sensor 120 detects the temperature of the lubricating oil discharged from the lubricating oil discharge port 21b via the clutch plates 23 and 24 located on the center side in the rotation axis direction of the clutch drum 51 and the clutch hub 52. Can do. In addition, when the amount of heat generated by the clutch plates 23 and 24 is high as a whole, the temperature distribution of the plurality of clutch plates 23 and 24 is not uniform, and the clutch plates 23 and 24 located on the center side in the rotational axis direction radiate heat. However, even in such a case, the center side clutch plate that becomes the highest temperature by the oil temperature sensor 120 is likely to have a relatively high temperature compared to the clutch plates 23 and 24 located at both ends. 23 and 24 temperatures can be detected.

  Detection signals from the oil temperature sensor 120 and the rotation speed sensor 110 are input to a transmission control unit (not shown). In addition, detection signals of various sensors provided in the vehicle on which the automatic transmission 1 is mounted are input to the transmission control unit, and various information regarding the engine control state and the like are input from the ECU (engine control unit). . The transmission control unit supplies lubricating oil (hydraulic oil) to the piston member 59 of the first clutch 5 and other hydraulic servos based on detection signals from these various sensors and information such as the engine control state from the ECU. Control various control valves (not shown) of a hydraulic control circuit including a control valve that controls shut-off and the pressure of lubricating oil (working oil) to be supplied.

  The hydraulic control circuit that controls the automatic transmission 1 is a pressure regulator valve (PRV) that adjusts the pressure (working oil pressure) of the lubricating oil (working oil) discharged from the oil pump 38 to a predetermined line pressure. Manual valve for switching the range, each friction engagement element of the gear transmission mechanism 4 according to the operation state (first to third clutches 5, 6, 7, first and second two brakes 8, 9 and one way A plurality of shift valves for selectively operating the respective frictional engagement elements by switching the supply state of the lubricating oil (hydraulic oil) to the hydraulic chamber of the clutch 10), and the lubricating oil (hydraulic oil) for the hydraulic chamber of the lockup clutch 37 This is equipped with a control valve for controlling the supply / cutoff of the gas.

  The transmission control unit realizes six forward speeds and one reverse speed by controlling various valves of the hydraulic control circuit, and enables so-called neutral control and hill hold control.

  Operation of each frictional engagement element (first to third three clutches 5, 6, 7, first and second two brakes 8, 9 and one-way clutch 10) of the gear transmission mechanism 4 of the automatic transmission 1 The relationship between the state, each gear position, neutral idle, and hill hold is as shown in Table 1 below. In the table, “LowC” is the first clutch 5 (Low clutch) and is engaged at the first to fourth speeds on the low speed side. “High C” is the second clutch 6 (High clutch) and is engaged at the fourth to sixth speeds on the high speed side. “3/5 / RC” is a third clutch 7 (3/5 / R clutch) that is engaged at the third speed, the fifth speed, and the reverse speed. “2 / 6B” is a brake (2/6 brake) that is fastened by the first brake 8 at the second speed and the sixth speed. “L / RB” is the second brake 9 (L / R brake) that is engaged at the first speed (only when engine brake is required, such as manual mode or hold mode) and reverse speed. The In the table, ○ indicates the fastening state.

  In the hydraulic control circuit of the automatic transmission 1, as shown in FIG. 4, the oil pump 38 pumps up and discharges the lubricating oil from the oil pan 201, and the lubricating oil (operating oil) discharged from the oil pan 201 is discharged. The pressure (working hydraulic pressure) is adjusted by a pressure regulator valve (PRV) 202 and supplied to each control valve as a predetermined line pressure. The line pressure supplied to the manual bubble 203 is introduced into the reverse line (reverse line) when the manual valve 203 is set to R (reverse) by manual operation, and becomes D (drive). Is introduced into the forward line (forward line).

  Further, in this hydraulic control circuit, the manual valve 203 is automatically operated in the P (parking) range and the N (neutral) range (only the P range may be used), for example, by a cam mechanism. The line pressure is switched to a position to be supplied as the working hydraulic pressure. Then, for example, a line pressure introduction path to the first clutch 5 dedicated to the P range and the N range (or only the P range) is provided, and is switched to the first clutch 5 side by the manual valve 203 on the way. A solenoid-type pressure regulating valve 204 that adjusts the hydraulic pressure is provided.

  In this embodiment, in the P range, or the P range and the N range (predetermined non-traveling range), the manual valve 203 is automatically operated by switching the line pressure to the first clutch 5 side (piston member 59). Move to a position to supply hydraulic pressure. Then, as shown in FIG. 5, the control of the pressure regulating valve 204 performs a sweep-up operation for supplying the hydraulic pressure (clutch pressure) to the piston member 59 (hydraulic servo) of the first clutch 5 while gradually increasing the hydraulic pressure (clutch pressure) for a predetermined time. The clutch plates 53 and 54 are brought into sliding contact with each other. Then, the change degree (temperature rise amount per unit time) of the oil temperature (clutch temperature) detected by the oil temperature sensor 120 during the sweep-up operation is repeatedly calculated over a predetermined time (T1), and the change degree of the oil temperature is predetermined. If it is larger than the value, it is determined that the heat generation is normal and the engagement state of the first clutch 5 is good, that is, normal, and the heat generation is small as shown by the broken line in FIG. Then, it is determined that there is a failure because the fastening state is defective.

  The specific operation of this failure determination is as shown in the flowchart of FIG. 6, and in step S1, it is determined whether or not the vehicle is in a predetermined non-traveling range (P range, N range, or P range only). If it is not the predetermined non-traveling range, the process returns as it is, and if it is the predetermined non-traveling range, the process proceeds to step S2 and a sweep-up operation (engagement hydraulic sweet-up) is performed in which the clutch pressure is gradually increased. To do.

  And it progresses to step S3, and the raise amount (time change amount) per unit time of oil temperature (clutch temperature) is calculated over predetermined time (T1), and the time change amount of the oil temperature is larger than predetermined value (A). Determine whether or not.

  If the time change amount of the oil temperature is equal to or less than the predetermined value (A), it is determined in step S4 whether or not the predetermined time (T1) has elapsed since the execution of the sweep-up operation, and the predetermined time (T1). The sweep-up operation is continued until the elapse of time (step S2), and the determination (step S3) of whether or not the time change amount of the oil temperature is greater than the predetermined value (A) is repeated, and after the predetermined time (T1) has elapsed, It progresses to step S5 and it determines with the forward clutch 5 having a failure of a fastening failure.

  If it is determined in step S3 that the amount of time change in oil temperature is greater than the predetermined value (A), the process proceeds to step S6, where it is determined that the engaged state of the first clutch 5 is normal.

  This failure determination may be repeated a plurality of times for confirmation. In this case, as shown in FIG. 5, the process waits for the temperature of the lubricating oil (clutch temperature) that has risen due to heat generation to drop to the temperature before the sweep-up, and repeats from where it has dropped.

  Thus, the failure determination of the first clutch 5 can be performed. When it is determined that there is a failure, the driver can be alerted with a lamp, buzzer, or the like. Moreover, since the automatic transmission 1 of this embodiment cannot use the 1st to 4th gears when the first clutch 5 fails, the automatic transmission 1 of the first embodiment starts the D range forward shift stage from the 5th gear and increases the line pressure. Backup control for can be done.

  In this embodiment, the failure of the engagement failure of the first clutch 5 is determined. However, the failure determination of the engagement failure can be performed in the same manner for other friction engagement elements.

  The present invention can be implemented in various other modes.

It is a mimetic diagram showing the whole automatic transmission composition of the embodiment of the present invention. It is sectional drawing which shows the one part specific structure of the automatic transmission of embodiment of this invention. FIG. 3 is an enlarged view showing a part of a sensor unit peripheral part which is a part of FIG. It is the schematic which shows a partial structure of the hydraulic control circuit of the automatic transmission of embodiment of this invention. It is a time chart explaining the failure determination of the friction engagement element of the automatic transmission of embodiment of this invention. It is a flowchart which performs failure determination of the friction engagement element of the automatic transmission of embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Automatic transmission 4 Gear transmission mechanism 5 1st clutch 6 2nd clutch 7 3rd clutch 8 1st brake 9 2nd brake 10 One-way clutch 11 Transmission case 31 Turbine shaft 31a Oil path 41 1st Planetary gear mechanism 42 Second planetary gear mechanism 43 Third planetary gear mechanism 44 Fourth planetary gear mechanism 51 Clutch drum 51a peripheral wall 51b Lubricating oil outlet 52 Clutch hub 52a Peripheral walls 53, 54 Clutch plate 59 Piston member (hydraulic servo) )
100 sensor unit 110 rotation speed sensor (rotation speed detection means)
120 Oil temperature sensor (oil temperature detection means)
130 Support member 202 Pressure regulator valve 203 Manual bubble 204 Pressure regulating valve

Claims (6)

A speed change mechanism capable of selectively realizing a required shift speed in a travel range by switching a power transmission path, a friction engagement element that cooperates with the speed change mechanism and switches the power transmission path by an engagement operation, and a friction engagement element A control device for an automatic transmission comprising a hydraulic servo that is engaged and operated, and a hydraulic control device that controls the supply of hydraulic pressure to the hydraulic servo,
The hydraulic pressure can be supplied to the hydraulic servo in a predetermined non-running range,
Lubricating oil supply means for supplying lubricating oil to the friction surface of the frictional engagement element, and oil temperature detection means for detecting the temperature of the lubricating oil supplied to and discharged from the frictional surface of the frictional engagement element by the lubricating oil supply means Provided,
A sweep-up operation for gradually supplying a small amount of hydraulic pressure to the hydraulic servo in the predetermined non-running range by the hydraulic control device is executed for a predetermined time, and a change in temperature of the discharged lubricating oil during the sweep-up operation A control device for an automatic transmission, wherein the failure determination of the frictional engagement element is performed based on The lubricating oil supply means is configured to supply lubricating oil to the friction surface of the frictional engagement element from the radially inner side of the frictional engagement element,
A lubricating oil discharge port for discharging the lubricating oil supplied to the friction surface of the frictional engagement element by the lubricating oil supply means in the frictional engagement element is provided in a radially outward direction of the frictional engagement element;
The oil temperature detecting means is provided so as to face the lubricating oil discharge port from the outer peripheral side of the frictional engagement element so as to detect the temperature of the lubricating oil discharged from the lubricating oil discharge port. Item 2. A control device for an automatic transmission according to Item 1. When the temperature change of the lubricating oil during the sweep-up operation by the hydraulic control device does not reach a predetermined degree of change, the frictional engagement element is determined to be in a failure state of engagement failure, and a driver is warned. Item 3. The control device for an automatic transmission according to Item 1 or 2. 4. The automatic transmission according to claim 3, wherein when it is determined that the frictional engagement element is in an engagement failure, backup control using a gear stage that does not require engagement of the frictional engagement element is performed in a travel range. 5. Control device. The friction engagement element includes a clutch drum, a clutch hub disposed inward of the clutch drum, and a rotating shaft of the clutch drum and the clutch hub between the peripheral wall of the clutch drum and the peripheral wall of the clutch hub. A multi-plate clutch provided with a multi-plate clutch mechanism having a plurality of clutch plates provided in an arrangement arranged in a direction,
A rotational speed detection means for detecting the rotational speed of the clutch drum is provided outside the peripheral wall of the clutch drum, and supported by a support member, with the clutch drum as a detected rotor.
3. The control apparatus for an automatic transmission according to claim 2, wherein the oil temperature detecting means is supported by the support member that supports the rotation speed detecting means. 6. The control device for an automatic transmission according to claim 5, wherein the lubricating oil discharge port is provided at a central portion in the direction of the rotation axis of a region where the plurality of clutch plates are disposed.

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