# US 8,543,299 B2 · Control device for automatic transmission > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 8,543,299 B2 - Document ID: US8543299B2 - Status: Granted - Kind: B2 - Application number: 13/556,746 - Filed: 2012-07-24 - Published: 2012-11-15 - Granted: 2013-09-24 - Earliest claimed: 2007-12-27 - Assignees: Aisin Aw Co., Ltd. - Applicants: Tetsuya Shimizu; Masamichi Yamaguchi; Satoshi Nishio; Kenichi Tsuchida; Akitomo Suzuki; Kazunori Ishikawa; Shin-ichirou Murakami - Inventors: Tetsuya Shimizu; Masamichi Yamaguchi; Satoshi Nishio; Kenichi Tsuchida; Akitomo Suzuki; Kazunori Ishikawa; Shin-ichirou Murakami - Web page: https://patentgrep.com/patent/US8543299B2 ## CPC - F16H 61/12: Detecting malfunction or potential malfunction, e.g. fail safe (in control of hydrostatic gearing F16H61/4192) {; Circumventing or fixing failures} - F16H 61/686: with orbital gears - F16H 2061/1204: {for malfunction caused by simultaneous engagement of different ratios resulting in transmission lock state or tie-up condition} - F16H 2061/1224: {Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts} - F16H 2061/1264: {Hydraulic parts of the controller, e.g. a sticking valve or clogged channel} - F16H: GEARING ## Abstract An exemplary control device includes an input torque detection unit that detects an input torque input to the input shaft; and a controller that: determines torque distribution of two of the friction engagement elements that form the shift speeds; and calculates a transmission torque of the two friction engagement elements based on the input torque and the torque distribution and sets the engagement pressure to obtain a torque capacity that can transmit the transmission torque, wherein the controller sets the engagement pressure such that slippage does not occur in the two friction engagement elements in a state where engagement of the two friction engagement elements forms the shift speeds and such that, even if an additional friction engagement element engages based on the line pressure while the two friction engagement elements are engaged, one of the three friction engagement elements is caused to slip. ## Claims ### Claim 1 A control device for an automatic transmission that includes an automatic speed change mechanism with an input shaft connected to a driving source and an output shaft connected to a drive wheel and a plurality of friction engagement elements engaged based on an engagement pressure supplied to each hydraulic servo, in which a transmission path between the input shaft and the output shaft is changed based on engaged states of a predetermined number of friction engagement elements of the plurality of friction engagement elements to form a plurality of shift speeds; and a regulated pressure supply portion that can freely regulate a line pressure to be supplied as the engagement pressure individually to each of the hydraulic servos, and which selectively engages the friction engagement elements in accordance with the shift speeds, the control device comprising: an input torque detection unit that detects an input torque input to the input shaft; and a controller that: determines torque distribution of the predetermined number of friction engagement elements that form the shift speeds; and calculates a transmission torque of the predetermined number of friction engagement elements based on the input torque and the torque distribution and sets the engagement pressure to obtain a torque capacity that can transmit the transmission torque, wherein the controller sets the engagement pressure such that when an additional friction engagement element of the plurality of friction engagement elements engages based on the line pressure while the predetermined number of friction engagement elements are engaged in a normal state to form a shift speed, one friction engagement element of the predetermined number of friction engagement elements and the additional friction engagement element is caused to slip while the other friction engagement elements of the predetermined number of friction engagement elements and the additional friction engagement element do not slip. ### Claim 2 (depends on 1) The control device for the automatic transmission according to claim 1, wherein the controller sets the engagement pressure such that a torque capacity of the predetermined number of friction engagement elements becomes a torque capacity in which a safety ratio is taken into consideration in addition to the calculated transmission torque of the predetermined number of friction engagement elements. ### Claim 3 (depends on 1) The control device for the automatic transmission according to claim 1, wherein the one friction engagement element of the predetermined number of friction engagement elements and the additional friction engagement element is caused to slip by an inertia force of a vehicle. ### Claim 4 (depends on 1) The control device for the automatic transmission according to claim 1, wherein torque distribution of the predetermined number of friction engagement elements and the additional friction engagement element changes when the additional friction engagement element engages while the predetermined number of friction engagement elements are engaged, and the one friction engagement element of the predetermined number of friction engagement elements and the additional friction engagement element is applied with less than a limit torque at which the drive wheel slips to cause slippage in the one friction engagement element of the predetermined number of friction engagement elements and the additional friction engagement element. ### Claim 5 (depends on 1) The control device for the automatic transmission according to claim 1, wherein the automatic speed change mechanism is brought to a state of one of the plurality of shift speeds when the additional friction engagement element engages while the predetermined number of friction engagement elements are engaged and slippage is caused in the one friction engagement element of the predetermined number of friction engagement elements and the additional friction engagement element. ### Claim 6 (depends on 1) The control device for the automatic transmission according to claim 1, wherein the automatic transmission includes: a deceleration planetary gear that decelerates a rotation of the input shaft; a planetary gear set that includes first, second, third, and fourth rotational elements, the fourth rotational element being connected to the drive wheel; a first clutch that enables transmission of decelerated rotation of the deceleration planetary gear to the first rotational element; a second clutch that enables transmission of the rotation of the input shaft to the second rotational element; a third clutch that enables transmission of the decelerated rotation of the deceleration planetary gear to the third rotational element; a first brake that enables stoppage of rotation of the third rotational element; and a one-way clutch that can stop rotation of the second rotational element in one direction, the first clutch and the one-way clutch being engaged in a first forward speed; the first clutch and the first brake being engaged in a second forward speed; the first clutch and the third clutch being engaged in a third forward speed; the first clutch and the second clutch being engaged in a fourth forward speed; the second clutch and the third clutch being engaged in a fifth forward speed; and the second clutch and the first brake being engaged in a sixth forward speed. ### Claim 7 (depends on 6) The control device for the automatic transmission according to claim 6, wherein: the first brake has one end fixed to a case and another end drive-connected to the hydraulic servo, and is formed of a band brake having a brake band that is wound around a drum-shaped member connected to the third rotational element by a drive of the hydraulic servo, and the band brake is arranged such that a rotational direction of the drum-shaped member in the second forward speed to the sixth forward speed is an opposite direction of a winding direction of the brake band. ### Claim 8 (depends on 6) The control device for the automatic transmission according to claim 6, wherein: the regulated pressure supply portion includes four solenoid valves of first, second, third, and fourth solenoid valves, the engagement pressure regulated by the first solenoid valve is supplied to the hydraulic servo of the first clutch, the engagement pressure regulated by the second solenoid valve is supplied to the hydraulic servo of the second clutch, the engagement pressure regulated by the third solenoid valve is supplied to the hydraulic servo of the third clutch, and the engagement pressure regulated by the fourth solenoid valve is supplied to the hydraulic servo of the first brake. ### Claim 9 (depends on 8) The control device for the automatic transmission according to claim 8, further comprising: a second brake that is arranged in parallel with the one-way clutch and that stops the rotation of the second rotational element during coasting in the first forward speed; and a switching portion that switches the hydraulic servo of the second clutch and the hydraulic servo of the second brake to supply the engagement pressure regulated by the second solenoid valve. ### Claim 10 A method of operating an automatic transmission that includes an automatic speed change mechanism with an input shaft connected to a driving source and an output shaft connected to a drive wheel and a plurality of friction engagement elements engaged based on an engagement pressure supplied to each hydraulic servo, in which a transmission path between the input shaft and the output shaft is changed based on engaged states of a predetermined number of friction engagement elements of the plurality of friction engagement elements to form a plurality of shift speeds; and a regulated pressure supply portion that can freely regulate a line pressure to be supplied as the engagement pressure individually to each of the hydraulic servos, and which selectively engages the friction engagement elements in accordance with the shift speeds, the method comprising: detecting an input torque input to the input shaft with a detector; determining torque distribution of the predetermined number of friction engagement elements that form the shift speeds with a controller; and calculating a transmission torque of the predetermined number of friction engagement elements based on the input torque and the torque distribution and setting the engagement pressure to obtain a torque capacity that can transmit the transmission torque with a controller, wherein the engagement pressure is set such that when an additional friction engagement element of the plurality of friction engagement elements engages based on the line pressure while the predetermined number of friction engagement elements are engaged in a normal state to form a shift speed, one friction engagement element of the predetermined number of friction engagement elements and the additional engagement element is caused to slip while the other friction engagement elements of the predetermined number of friction engagement elements and the additional friction engagement element do not slip. ### Claim 11 (depends on 10) The method according to claim 10, wherein the engagement pressure is set such that a torque capacity of the predetermined number of friction engagement elements becomes a torque capacity in which a safety ratio is taken into consideration in addition to the calculated transmission torque of the predetermined number of friction engagement elements. ### Claim 12 (depends on 10) The method according to claim 10, wherein the one friction engagement element of the predetermined number of friction engagement elements and the additional friction engagement element is caused to slip by an inertia force of a vehicle. ### Claim 13 (depends on 10) The method according to claim 10, wherein torque distribution of the predetermined number of friction engagement elements and the additional friction engagement element changes when the additional friction engagement element engages while the predetermined number of friction engagement elements are engaged, and the one friction engagement element of the predetermined number of friction engagement elements and the additional friction engagement element is applied with less than a limit torque at which the drive wheel slips to cause slippage in the one friction engagement element of the predetermined number of friction engagement elements and the additional friction engagement element. ### Claim 14 (depends on 10) The method according to claim 10, wherein the automatic speed change mechanism is brought to a state of one of the plurality of shift speeds when the additional friction engagement element engages while the predetermined number of friction engagement elements are engaged and slippage is caused in the one friction engagement element of the predetermined number of friction engagement elements and the additional friction engagement element. ### Claim 15 A non-transitory computer readable storage medium storing a set of program instructions for operating an automatic transmission that includes an automatic speed change mechanism with an input shaft connected to a driving source and an output shaft connected to a drive wheel and a plurality of friction engagement elements engaged based on an engagement pressure supplied to each hydraulic servo, in which a transmission path between the input shaft and the output shaft is changed based on engaged states of a predetermined number of friction engagement elements of the plurality of friction engagement elements to form a plurality of shift speeds; and a regulated pressure supply portion that can freely regulate a line pressure to be supplied as the engagement pressure individually to each of the hydraulic servos, and that selectively engages the friction engagement elements in accordance with the shift speeds, the program comprising instructions for: detecting an input torque input to the input shaft; determining torque distribution of the predetermined number of friction engagement elements that form the shift speeds; and calculating a transmission torque of the predetermined number of friction engagement elements based on the input torque and the torque distribution and sets the engagement pressure to obtain a torque capacity that can transmit the transmission torque, wherein the engagement pressure is set such that when an additional friction engagement element of the plurality of friction engagement elements engages based on the line pressure while the predetermined number of friction engagement elements are engaged in a normal state to form a shift speed, one friction engagement element of the predetermined number of friction engagement elements and the additional friction engagement element is caused to slip while the other friction engagement elements of the predetermined number of friction engagement elements and the additional friction engagement element do not slip. ### Claim 16 (depends on 15) The computer readable storage medium according to claim 15, wherein the engagement pressure is set such that a torque capacity of the predetermined number of friction engagement elements becomes a torque capacity in which a safety ratio is taken into consideration in addition to the calculated transmission torque of the predetermined number of friction engagement elements. ### Claim 17 (depends on 15) The computer readable storage medium according to claim 15, wherein the one friction engagement element of the predetermined number of friction engagement elements and the additional friction engagement element is caused to slip by an inertia force of a vehicle. ### Claim 18 (depends on 15) The computer readable storage medium according to claim 15, wherein torque distribution of the predetermined number of friction engagement elements and the additional friction engagement element changes when the additional friction engagement element engages while the predetermined number of friction engagement elements are engaged, and the one friction engagement element of the predetermined number of friction engagement elements and the additional friction engagement element is applied with less than a limit torque at which the drive wheel slips to cause slippage in the one friction engagement element of the predetermined number of friction engagement elements and the additional friction engagement element. ### Claim 19 (depends on 15) The computer readable storage medium according to claim 15, wherein the automatic speed change mechanism is brought to a state of one of the plurality of shift speeds when the additional friction engagement element engages while the predetermined number of friction engagement elements are engaged and slippage is caused in the one friction engagement element of the predetermined number of friction engagement elements and the additional friction engagement element.