JP6700115B2 - Automatic transmission control device - Google Patents

Description

The present invention relates to the control equipment of an automatic transmission.

  Patent Document 1 discloses a technique for detecting a process abnormality of a first control unit that electrically switches a travel range in a shift-by-wire type automatic transmission. In the technique of Patent Document 1, when detecting a processing abnormality, the range signal from the range selection switch is compared with the detection signal of the position of the range switching valve.

Japanese Patent Laid-Open No. 5-44511

  In the above technique, the processing abnormality of the first control unit cannot be detected until after the position of the range switching valve moves to the abnormal position, that is, after the state of the automatic transmission becomes abnormal.

The present invention has been made in view of such a problem, and it is possible to determine the fail of the shift control unit before the state of the automatic transmission becomes abnormal, and to take necessary measures such as fail safe. and to provide a control equipment for the transmission.

An automatic transmission control device according to an aspect of the present invention is an automatic transmission control device provided in a vehicle, comprising: a shift control unit that generates a first range signal from a switch signal generated based on an operation of a shifter; has a automatic transmission control unit. The automatic transmission control unit generates a second range signal from the switch signal. Further, the automatic transmission control unit determines whether the shift control unit is normal or abnormal based on the first range signal and the second range signal. Whether the automatic transmission control unit controls the automatic transmission based on the first range signal when the shift control unit is normal, and based on the first range signal when the shift control unit is abnormal. Control the automatic transmission without.

According to another aspect of the present invention, there is provided a control device for an automatic transmission provided in a vehicle, the shift control unit generating a first range signal from a switch signal generated based on an operation of a shifter; An automatic transmission control unit for controlling the automatic transmission based on a range signal, the automatic transmission control unit generating a second range signal from the switch signal, and the automatic transmission control unit, Based on the first range signal and the second range signal, it is determined whether the shift control unit is normal or abnormal, and the automatic transmission control unit determines that the vehicle speed is at least the first predetermined value when the shift control unit is abnormal. If the vehicle speed is less than the second predetermined value and the vehicle speed is less than the second predetermined value, the automatic transmission range is set to the parking range after the range of the automatic transmission is set to the neutral range. A transmission control device is provided. According to still another aspect of the present invention, there is provided a control device for an automatic transmission provided in a vehicle, the shift control unit generating a first range signal from a switch signal generated based on an operation of a shifter; An automatic transmission control unit for controlling the automatic transmission based on one range signal, the automatic transmission control unit generating a second range signal from the switch signal, and the automatic transmission control unit, The shift control unit determines whether the shift control unit is normal or abnormal based on the first range signal and the second range signal, and the automatic transmission control unit determines that the vehicle speed is a first predetermined value when the shift control unit is abnormal. If it is larger, the range immediately before the abnormality occurs is set, and if the vehicle speed is lower than the first predetermined value and higher than the second predetermined value, the range of the automatic transmission is set to the neutral range, and then the vehicle is A control device for an automatic transmission that sets the range of the automatic transmission to the parking range when it becomes smaller than the second predetermined value is provided.

  According to these aspects, the automatic transmission control unit generates the second range signal by the same algorithm as that of the shift control unit, and compares and determines the first range signal and the second range signal, thereby failing the shift control unit. Can be determined. Therefore, before the abnormal state of the automatic transmission becomes abnormal, the fail of the shift control unit (particularly the part responsible for the calculation function of the first range signal) can be confirmed, and necessary measures such as fail safe can be taken. Become.

It is a schematic block diagram of a vehicle. It is a figure which shows an example of control of embodiment with a flowchart.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram of a vehicle. The vehicle includes an engine 1 as a power source. The power of the engine 1 is transmitted to the drive wheels 5 via the torque converter 2, the speed change mechanism 3, and the differential device 4. In the vehicle, the transmission TM is configured to include the speed change mechanism 3, the ATCU 10, and the SCU 20.

  The transmission TM has a range such as a D range or drive range, an R range or reverse range, an N range or neutral range, and a P range or parking range. The D range and the R range form a running range, and the N range and the P range form a non-running range.

  The range of the transmission TM is selected by the shift lever 6. The shift lever 6 constitutes a shifter operated by the driver when selecting the range. As the shift lever 6, a momentary type shift lever that returns to the neutral position after inputting a shift can be applied.

  The speed change mechanism 3 is a stepped automatic speed change mechanism and includes a planetary gear mechanism and a plurality of friction engagement elements. The plurality of friction engagement elements include a clutch and a brake. In the speed change mechanism 3, a plurality of friction engagement elements are used to switch the gear ratio of the planetary gears, whereby the planetary gear mechanism achieves a plurality of forward speeds and one reverse speed.

  The speed change mechanism 3 is configured to further include a control valve unit 31 and a park module 32. The control valve unit 31 is configured to include a plurality of solenoids that control the hydraulic pressures of the plurality of friction engagement elements of the speed change mechanism 3. The control valve unit 31 further includes a park solenoid that controls the hydraulic pressure of the actuator of the park module 32.

  The park module 32 mechanically locks the output shaft of the speed change mechanism 3 during parking. In the park module 32, the park rod 32a is driven to the lock position by the actuator when the P range is selected. At this time, the output shaft of the speed change mechanism 3 is mechanically locked according to the operation of the park rod 32a, and the park module 32 enters the park lock state.

  In the park module 32, when the range other than the P range is selected, the park rod 32a is driven to the unlocked position by the actuator. At this time, the output shaft of the speed change mechanism 3 is unlocked in accordance with the operation of the park rod 32a, and the park module 32 enters the park lock released state.

The ATCU 10 is an automatic transmission control unit and controls the transmission TM. The ATCU 10 has a signal from a vehicle speed sensor 11 for detecting a vehicle speed VSP, a signal from an oil temperature sensor 12 for detecting an oil temperature T _OIL of the transmission TM, and a parking position sensor for detecting a position of a park rod 32a of a park module 32. A signal from 13 or the like is input.

  Signals from the SCU 20, the ECU 30, the BCM 40, and the MCU 50 are further input to the ATCU 10. The ATCU 10 is connected to the SCU 20, the ECU 30, the BCM 40, and the MCU 50 via a CAN 60 that can communicate with each other.

  The SCU 20 is a shift control unit and generates a request range signal. The SCU 20 generates a request range signal corresponding to the selected range based on the switch signal from the selected range detection switch 21 and outputs it to the ATCU 10.

  The ATCU 10 sets the range of the transmission TM based on the request range signal from the SCU 20. The ATCU 10 outputs a control command value to the control valve unit 31 according to the set range as described below.

  When the D range is set, the ATCU 10 determines the target shift speed from the shift map based on the vehicle speed VSP and the accelerator opening APO, and outputs a control command value for achieving the target shift speed to the control valve unit 31. As a result, when the plurality of solenoids are controlled according to the control command value, the operating hydraulic pressures of the plurality of friction engagement elements are adjusted and the target shift speed is achieved.

  When the R range is set, the ATCU 10 determines the target shift speed to be the reverse speed and outputs a control command value for achieving the target shift speed to the control valve unit 31. In this case, the plurality of solenoids are controlled to achieve the reverse gear. When the P range and the N range are set, the ATCU 10 outputs a control command value for releasing all of the plurality of friction engagement elements to the control valve unit 31.

  The ATCU 10 controls the park solenoid of the park module 32 when the selected range is changed between the P range and a range other than the P range. As a result, the operating hydraulic pressure of the actuator of the park module 32 is changed, and the parking lock and the parking lock are released.

  The ECU 30 is an engine control unit and controls the engine 1. The ECU 30 outputs to the ATCU 10 the rotational speed NE of the engine 1, the accelerator opening APO indicating the operation amount of the accelerator pedal, and the like.

  The BCM 40 is a body control module and controls the vehicle body side operation element. The vehicle body side operation element is, for example, a vehicle door lock mechanism or the like, and includes a starter of the engine 1. The BCM 40 outputs an ON/OFF signal of a door lock switch that detects a door lock of the vehicle, an ON/OFF signal of an ignition switch of the engine 1, and the like to the ATCU 10.

  The MCU 50 is a meter control unit and controls indicators such as a meter, a warning light, and a display provided inside the vehicle compartment. The indicator includes a range indicator that displays the range of the transmission TM.

  By the way, in the SCU 20, there is a concern that an incorrect request range signal may be generated for some reason. To address such a concern, for example, it is possible to detect a failure of the SCU 20 by comparing the switch signal from the selection range detection switch 21 and the state of the transmission TM corresponding to the request range signal. .

  However, in this case, the failure of the SCU 20 can be detected only after the state of the transmission TM becomes abnormal in response to the incorrect request range signal. In this case, since the ATCU 10 performs solenoid control based on the incorrect request range signal, control different from control according to actual driver operation is performed. As a result, the range of the transmission TM may be changed from the D range to the R range, or may be changed from the D range to the N range.

  In view of such circumstances, the control described below is performed in this embodiment.

  FIG. 2 is a flowchart illustrating an example of control according to the present embodiment. The processing of this flowchart is performed by the ATCU 10 and the SCU 20 that form the control device of the transmission TM.

  The processing of steps S1 to S4 is performed by the SCU 20. In step S1, the SCU 20 acquires the switch signal from the selected range detection switch 21. The switch signal is acquired when the range is selected by the shift lever 6.

  In step S2, the SCU 20 generates the first range signal based on the switch signal. The first range signal is a required range signal generated by the SCU 20 based on the switch signal.

  In step S3, the SCU 20 transmits the first range signal to the ATCU 10. On the other hand, when the SCU 20 acquires the switch signal in step S1, the SCU 20 transmits the switch signal to the ATCU 10 as shown in step S4.

  In this flowchart, a step S4 is provided by branching the flow from between step S1 and step S2 for easier visual understanding, but the process of step S4 is performed after the switch signal is acquired in step S1. be able to. Specifically, the process of step S4 is performed together with the transmission of the first range signal in step S3.

  The processing after step S5 is performed by the ATCU 10. In step S5, the ATCU 10 generates the second range signal based on the switch signal. The second range signal is a request range signal generated by the ATCU 10 based on the switch signal, and is generated by the ATCU 10 using the same algorithm as the SCU 20.

  In step S6, the ATCU 10 determines whether the first range signal and the second range signal match. The process of step S6 can be performed after the processes of step S3 and step S5 are completed. If a positive determination is made in step S6, the process proceeds to step S10.

  In step S10, the ATCU 10 determines that the first range signal is normal. As a result, the normality determination of the SCU 20 is made. In this case, the ATCU 10 sets the range of the transmission TM based on the first range signal and controls the solenoid. That is, in this case, the transmission TM is controlled based on the first range signal. The process ends after step S10.

  If a negative determination is made in step S6, the process proceeds to step S7. In step S7, the ATCU 10 determines that the first range signal is abnormal. As a result, the fail judgment of the SCU 20 is made.

  In step S8, the ATCU 10 determines whether the vehicle speed VSP is higher than the first predetermined value VSP1. The first predetermined value VSP1 is a determination value for determining whether the vehicle speed VSP is a high vehicle speed, and when the vehicle speed VSP is higher than the first predetermined value VSP1, it is determined to be a high vehicle speed.

  Specifically, the first predetermined value VSP1 is set from the viewpoint that, when the vehicle speed VSP is a high vehicle speed, it is preferable to maintain the range of the transmission TM and to cause the vehicle to run to a safe place. It The first predetermined value VSP1 can be set in advance by experiments or the like. If a positive determination is made in step S8, the process proceeds to step S11.

  In step S11, the ATCU 10 sets the range of the transmission TM to the range immediately before the failure occurs regardless of the first range signal. The range immediately before the fail occurs is specifically the range immediately before the range corresponding to the switch signal is selected. As a result, the range of the transmission TM is maintained regardless of the first range signal. After step S11, the process returns to step S8.

  If a negative determination is made in step S8, the process proceeds to step S9. In step S9, the ATCU 10 determines whether the vehicle speed VSP is higher than the second predetermined value VSP2. The second predetermined value VSP2 is a determination value for determining whether the vehicle speed VSP is a medium vehicle speed or a low vehicle speed, and the vehicle speed VSP is smaller than the first predetermined value VSP1 and larger than the second predetermined value VSP2. In this case, it is determined that the vehicle speed is medium.

  The second predetermined value VSP2 is specifically set from the viewpoint that when the vehicle speed VSP is a medium vehicle speed, it is preferable that the range of the transmission TM is set to the N range and the vehicle is safely stopped by the brake operation. . The second predetermined value VSP2 is set from the viewpoint that it is preferable to set the range of the transmission TM to the P range and stop the vehicle when the vehicle speed VSP is a low vehicle speed immediately before the vehicle stops. The second predetermined value VSP2 can be set in advance by experiments or the like. If a positive determination is made in step S9, the process proceeds to step S12.

  In step S12, the ATCU 10 sets the range of the transmission TM to the N range regardless of the first range signal. After step S12, the process returns to step S9.

  If a negative determination is made in step S9, the process proceeds to step S13. In step S13, the ATCU 10 sets the range of the transmission TM to the P range regardless of the first range signal. The process ends after step S13.

  Next, the main effects of this embodiment will be described.

  The control device for the transmission TM includes an SCU 20 that is provided in the vehicle and that generates a first range signal from a switch signal that is generated based on an operation of the shift lever 6, and an ATCU 10 that controls the transmission TM based on the first range signal. With. The ATCU 10 generates the second range signal from the switch signal. Further, the ATCU 10 determines the failure of the SCU 20 based on the first range signal and the second range signal.

  According to such a configuration, the ATCU 10 generates the second range signal by the same algorithm as the SCU 20, and the first range signal and the second range signal are compared and judged, whereby the failure of the SCU 20 can be judged. Therefore, it becomes possible to confirm the fail of the SCU 20 before the state of the transmission TM becomes abnormal and take necessary measures such as fail safe (effect corresponding to claim 1).

  Further, according to such a configuration, even when the first range signal generated by the SCU 20 changes in the CAN 60 and becomes an erroneous request range signal and is transmitted to the ATCU 10, it is determined as a fail of the SCU 20 and necessary. It is possible to take measures (effect corresponding to claim 1).

  When it is determined that a failure has occurred and the vehicle speed VSP is higher than the first predetermined value VSP1, the ATCU 10 sets the range of the transmission TM to the range immediately before the failure occurs.

  With such a configuration, when a failure occurs at a high vehicle speed, the range of the transmission TM is maintained to allow the vehicle to evacuate to a safe place (corresponding to claim 2). Effect).

  If it is determined that a failure has occurred and the vehicle speed VSP is smaller than the second predetermined value VSP2, the ATCU 10 sets the range of the transmission TM to the P range.

  With such a configuration, when a failure occurs at a low vehicle speed immediately before the vehicle stops, the transmission TM can be stopped automatically by setting the range of the transmission TM to the P range (corresponding to claim 3). effect).

  When it is determined that a failure has occurred and the vehicle speed VSP is smaller than the first predetermined value VSP1 and larger than the second predetermined value VSP2, the ATCU 10 sets the range of the transmission TM to the N range.

  With such a configuration, when a failure occurs at a medium vehicle speed, the range of the transmission TM is automatically set to the N range, so that the vehicle can be safely stopped by the brake operation. Effect corresponding to 4).

  Although the embodiment of the present invention has been described above, the above embodiment merely shows a part of the application example of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

  In the above-described embodiment, the case where the transmission TM forming the automatic transmission is a stepped automatic transmission has been described. However, the transmission TM may be, for example, a continuously variable transmission.

6 Shift lever (shifter)
10 ATCU (Automatic transmission control unit)
20 SCU (shift control unit)
TM transmission (automatic transmission)

Claims (3)

A control device for an automatic transmission provided in a vehicle, comprising:
A shift control unit for generating a first range signal from a switch signal generated based on an operation of a shifter,
And automatic transmission control unit,
Have
The automatic transmission control unit generates a second range signal from the switch signal,
The automatic transmission control unit determines the normal or abnormality of the shift control unit based on the first range signal and said second range signal,
Whether the automatic transmission control unit controls the automatic transmission based on the first range signal when the shift control unit is normal, and based on the first range signal when the shift control unit is abnormal. Control the automatic transmission without,
A control device for an automatic transmission characterized by the following.   A control device for an automatic transmission provided in a vehicle, comprising:
  A shift control unit for generating a first range signal from a switch signal generated based on an operation of a shifter,
  An automatic transmission control unit for controlling the automatic transmission based on the first range signal;
Have
  The automatic transmission control unit generates a second range signal from the switch signal,
  The automatic transmission control unit determines whether the shift control unit is normal or abnormal based on the first range signal and the second range signal,
  In the case where the shift control unit is abnormal, the automatic transmission control unit sets the range of the automatic transmission to the neutral range when at least the vehicle speed is lower than the first predetermined value and higher than the second predetermined value, When the vehicle speed becomes lower than the second predetermined value, the range of the automatic transmission is set to the parking range,
A control device for an automatic transmission characterized by the following.   A control device for an automatic transmission provided in a vehicle, comprising:
  A shift control unit for generating a first range signal from a switch signal generated based on an operation of a shifter,
  An automatic transmission control unit for controlling the automatic transmission based on the first range signal;
Have
  The automatic transmission control unit generates a second range signal from the switch signal,
  The automatic transmission control unit determines whether the shift control unit is normal or abnormal based on the first range signal and the second range signal,
  If the shift control unit is abnormal and the vehicle speed is higher than a first predetermined value, the automatic transmission control unit sets the vehicle speed to a range immediately before the abnormality occurs, and then the vehicle speed is smaller than the first predetermined value. 2 When the value is larger than a predetermined value, the range of the automatic transmission is set to the neutral range, and when the vehicle is smaller than the second predetermined value, the range of the automatic transmission is set to the parking range.
A control device for an automatic transmission characterized by the following.

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