JP2001141043A - Electronic controller of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize adequate multiple shift control in an electronic controller for controlling an automatic transmission according to a program on the basis of an object-oriented idea. SOLUTION: A shift controlling portion SQM informs a domain controller provided for each driving component (linear solenoid valve SLN, SLU, SLT) of a transmission pattern ID indicating a switch from which shift stage to which shift stage using a driving control requiring message. In the case of the multiple shift, a multiple shift pattern ID indicating progression degree of the current shift control as well as the shift pattern ID are informed using the driving control requiring message, and based on this message, adequate shift control process for the driving components are performed. Therefore, independency and reclamation of the program are improved, and simultaneously the plurality of driving components required for the shift control can be at an adequate timing even in the case of the multiple shift.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electronic control unit for controlling an automatic transmission according to an object-oriented program.

[0002]

2. Description of the Related Art Conventionally, for example, an electronically controlled automatic transmission mounted on a vehicle has a gear transmission mechanism constituting each gear and a plurality of friction engagement devices for switching a torque transmission path in the gear transmission mechanism. And a hydraulic control device that controls the operation of the friction engagement device by hydraulic pressure, and an electronic control device that drives and controls a plurality of solenoid valves of the hydraulic control device based on the running state of the vehicle.

In this electronic control unit, it is determined whether or not to perform a shift control for changing a speed ratio of an automatic transmission based on a running state of a vehicle (for example, a vehicle speed, an accelerator opening, etc.), and shift is performed. Is determined (hereinafter referred to as “established shift determination”), the type of shift to be performed (hereinafter referred to as “shift type”), that is, It is determined whether or not the gear is to be switched to the gear. Then, by operating the solenoid valve in accordance with the determined shift type, the shift is performed by operating the friction engagement device and the gear transmission mechanism. At this time, control for adjusting (including disengaging) the engagement pressures of the plurality of frictional engagement devices during a shift transition in the middle of the gear ratio change so as to realize an appropriate shift that suppresses a shift shock. Control for adjusting (including release) the engagement pressure of the lock-up clutch of the torque converter combined with the automatic transmission is also performed by driving the solenoid valve.

Further, a new shift determination is made before the end of the previously executed shift control, for example, another shift determination is made by a change in the throttle opening value or the like during the shift control. Multiple shifts). In performing such multiple shifts, unlike a normal shift which is completed only by one shift determination, an operation according to the degree of progress of the shift control that is already being performed is employed, so that the previous shift that is currently being executed is performed. From the control, an appropriate shift (for example, shift shock can be suppressed) to a subsequent shift control to be performed next is performed (for example, Japanese Patent No. 261602, Japanese Unexamined Patent Application Publication No. Hei 8 (1994)).
244499).

[0005]

By the way, in order to control an automatic transmission using such an electronic control unit, it is necessary to previously incorporate a shift control program into the electronic control unit. In order to improve the reusability of the program, he intends to build the program based on the object-oriented concept.

[0006] The object orientation is to apply, to a computer system, a concept of performing a task while paying attention to an operation target (or a control target) as when a human is acting. In units of objects. An object is a program module that combines data and procedures (methods) for processing the data. In object-oriented programming, basically, an object is a physical "thing" such as a person or an object. For each conceptual "thing" such as a calculation method and procedure, the functions of the control program are subdivided to form objects. Then, by exchanging messages between the objects, the objects are combined to realize a desired control process. In the description in this specification, an expression in which an object is a subject of an operation actually means that the CPU operates according to the object (in other words, the CPU executes a procedure according to the method of the object). .

If an object is formed for each drive component (for example, a solenoid valve) constituting the automatic transmission by applying such an object-oriented concept, even if the specifications of the drive component are changed, This can be dealt with only by rewriting or exchanging only the program portion corresponding to the part to be changed (ie, the object corresponding to the part) in the shift control program. That is, the program can be easily reused, and the system development period can be shortened.

[0008] However, simply providing an object for each drive component of the automatic transmission corresponds to a multiple shift similar to that of a conventional electronic control device (that is, one that operates according to a program that is not object-oriented). Control processing cannot be realized. That is, it is not possible to appropriately shift the shift control from the shift control at the previous stage to the shift stage at the subsequent stage (for example, to suppress a shift shock or to omit unnecessary processing).

SUMMARY OF THE INVENTION The present invention has been made in consideration of the above problems, and has as its object to realize an appropriate multiple shift control in an electronic control device that controls an automatic transmission according to a program based on an object-oriented concept. I do.

[0010]

Means for Solving the Problems and Effects of the Invention An electronic control apparatus for an automatic transmission according to the present invention (claim 1), which has been made to solve the above-mentioned problems, has a control program for an automatic transmission having a predetermined function. It is provided with a plurality of unit processing means for respectively performing processing for realizing each function according to an object subdivided for each.

Here, the unit processing means is a functional means realized by the CPU of the microcomputer operating according to the object. That is, when the CPU of the microcomputer executes the method of the object, processing for realizing the function allocated to the object is performed.

The electronic control unit for an automatic transmission according to the present invention has a plurality of drive control means provided for each of a plurality of drive parts constituting the automatic transmission as the unit processing means. Each of these drive control means determines the content of the drive control process for the drive component based on the drive control request message, and individually performs the drive control process of the determined content. The drive control request message is created by the shift control unit, and the shift control unit
When a shift determination (determination as to whether or not to shift the gear position of the automatic transmission) is performed and the shift determination is established (determined that the shift control should be performed), the type of the shift control to be executed is changed. The driving control process is performed by determining and outputting a drive control request message including the shift type information indicating the shift type to at least one of the drive control means.

In the electronic control apparatus for an automatic transmission according to the present invention, the shift control means determines whether or not the shift control is currently being executed when the shift determination is made. The progress degree of the shift control being executed is detected, and progress degree information indicating the progress degree is output. Thus, the shift control means causes the drive control means to determine the content of the drive control processing to be performed by the drive control means itself based on the shift type and the degree of progress, and to perform the drive control processing of the determined content.

That is, in order to determine the specific contents of the drive control processing (for example, the drive timing, the duty ratio of energization to the solenoid, and the energization cycle when the drive component is a solenoid valve) It is necessary to consider the rating and performance of the transmission, and if the speed change control means decides and executes this, if the specification of the drive component is changed, the speed change control means may be forced to make a large change There is. Therefore, the electronic control unit for an automatic transmission according to the first aspect is configured such that individual drive control means operating according to an object provided for each drive component determines the content of the drive control processing.
For this reason, even when the specification of the drive component is changed, it is possible to easily cope with it only by correcting or replacing only the corresponding object. That is, the independence and reusability of the program are improved, and the system development period can be shortened.

[0015] In addition, various configurations can be considered even if an object is provided for each drive component such as an actuator based on the object-oriented concept. For example, it is also possible to adopt a configuration in which objects provided for each drive component individually determine a shift, and even when multiple shifts occur, a response is individually taken based on the degree of progress of the shift currently being executed. Conceivable. However, switching of the gear position of an automatic transmission often requires a parallel operation of a plurality of drive components. With such a configuration, it is difficult for different objects to match the timing of the drive control processing with each other, and it becomes impossible to realize appropriate shift control. In addition, if each drive control means individually detects the progress of the shift control being executed, the same processing is repeatedly performed,
Time loss will occur.

Therefore, in the electronic control unit for an automatic transmission according to the first aspect, the shift control means determines a shift. Then, when the shift determination is established, the shift control means determines the shift type and determines whether or not the current shift is being performed (whether or not the current shift control is being executed). The degree of progress of the middle shift control is detected. The shift type is transmitted by a drive control request message to at least the drive control means necessary for the shift control. When the shift is currently being performed, the degree of progress is further transmitted to the predetermined drive control means. The transmitted drive control means determines the content of the drive control process according to the type of shift and the degree of progress.

Therefore, according to the electronic control apparatus for an automatic transmission of the present invention (claim 1), an advantage of operating according to an object-oriented program (that is, improvement of program independence and reusability) is obtained. In addition, it is possible to drive a plurality of drive components required for the shift control at appropriate timing. For example, the timing of a process to be performed thereafter can be easily determined based on the timing at which the drive control request message is received.

In the case of multiple shifts, an appropriate operation (ie, a shift from the previous shift control to the subsequent shift control) corresponding to the progress of the currently executed shift control is performed for each drive component. May be different. For example, for a certain drive component, the currently executed drive control process is stopped and the drive control process of another content is started, while the drive control process currently being executed is continued for another drive component, and the process is performed. Various operations may be performed in parallel, such as starting another drive control process after the process is completed.

As described above, in the case of the multiple speed change, different operations may be required for each drive component. However, according to the electronic control apparatus of the automatic transmission according to the first aspect, each drive control means is driven. Since the contents of the control processing are determined and individually performed, such complicated operations can be easily realized.

The degree of progress is detected, for example, by comparing the input shaft speed of the automatic transmission with the output shaft speed. The progress degree information indicating the progress degree is as follows:
It may be output at an appropriate timing separately from the drive control request message, but may be included in the drive control request message together with the shift type information. That is, as described in claim 2, the shift control means may be configured to output the degree of progress information in the drive control request message in addition to the shift type information.

The drive control request message output from the shift control means may be transmitted to at least the drive control means necessary for the shift control (the shift control indicated by the determined shift type). To realize this, for example, the shift control unit determines which “drive control unit required for the shift control” is, and sends a drive control request message only to the relevant drive control unit. It is also possible to do. However, in such a program configuration, when a combination of drive components required for a certain type of shift control is changed, the shift control means must be changed, which is troublesome.

Therefore, as described in claim 3, the shift control means outputs a drive control request message to all the drive control means in parallel, and causes each drive control means to determine the content of the drive control processing. Thus, the transmission control means is configured. That is, in the electronic control unit for an automatic transmission according to the third aspect, the shift control unit does not make a determination to select a drive control unit necessary for the shift control, and requests all the drive control units to perform a drive control request. A message is output, and each drive control unit sends to the drive control unit the content of the drive control process to be performed by itself (the drive control unit does not substantially perform the process, that is, includes no process content). The decision is made based on the message.

Therefore, according to the electronic control apparatus for an automatic transmission of the present invention, even if the combination of the driving components required for the shift control is changed, only the object corresponding to the driving component is corrected. Can respond,
There is almost no need to change the shift control means.

Now, after the start of the shift control, the end timing of the shift control operation is determined based on predetermined shift end conditions (for example, shift time and the number of rotations of the input shaft to the automatic transmission) according to the type of shift. Then, each drive control process may be terminated at the termination timing. In order to do this, it is necessary to monitor the drive control processing being performed by the drive control means, and what kind of shift type information and drive control request including progress degree information are required from the shift control means. It is necessary to know whether the message has been output.

Therefore, in the electronic control unit for an automatic transmission according to the present invention, all the drive control requests from the transmission control means to each drive control means are provided as information for monitoring the processing operation of each drive control means. The contents of the message are stored in a drive control request message storage unit (drive control request message storage unit).

On the other hand, even if a drive control request message is received, not all drive control means perform the drive control processing, and some drive control means do not perform the drive control processing depending on the type of shift. Upon receiving the drive control request message, each drive control unit determines whether there is a drive control process to be performed in response to the message. A response message indicating that there is no drive control process to be executed in response to the drive control request message) is output to the shift control means.

After outputting a drive control request message to each of the drive control means and receiving a response message from any of the drive control means, the shift control means receives a response message from the drive control request message corresponding to the response message. The content is deleted from the drive control request message storage means.

In the electronic control unit for an automatic transmission according to the fourth aspect, only the drive control request message output to the drive control means having a drive control process to be performed in response to the drive control request message is provided. Is stored in the drive control request message storage means (such as shift type information and progress degree information). Therefore, according to the determined shift type and the detected degree of progress, which drive control means is performing the drive control process (that is, which drive component is performing the drive control process), It is possible to determine whether the drive control unit is to perform the drive control process. Then, the content of the drive control request message output to the drive control means for which there is no drive control processing to be performed in accordance with the shift type or the degree of progress is deleted from the drive control request message storage means. Drive control request messages that are not necessary for monitoring
Effective utilization of memory resources can be achieved.

Among the information stored in the drive control request message storage means, the one corresponding to the drive control process that has already been completed and the one corresponding to the drive control process that is currently being executed or scheduled to be executed are distinguished by, for example, Although it is possible to use a flag (for example, setting a flag for information corresponding to the completed processing), it is more preferable to use a flag.

That is, in the electronic control unit for an automatic transmission according to the present invention, when the respective drive control means completes the drive control processing, the drive control means transmits a control end response message to that effect (end of the drive control processing). Output to control means. When receiving the control end response message from any of the drive control means, the shift control means deletes the content of the corresponding drive control request message from the drive control request message storage means. For example, considering the case where the drive control process A is completed, the drive control request message corresponding to the control end response message indicating that is the drive source which is the output source of the end message indicating that “drive control process A has been completed”. This is a drive control request message output to the control unit as a request to execute the drive control process A.

According to such an electronic control unit for an automatic transmission, the content of the drive control request message corresponding to the completed drive control process is deleted from the drive control request message storage means. It is possible to prevent a drive control request message that is not necessary for monitoring the drive control process from remaining in the memory device, and it is possible to effectively use memory resources.

In the electronic control unit for an automatic transmission according to the present invention, each drive control means includes a plurality of drive means and a management means for managing processing operations of the plurality of drive means. It is configured. The drive means performs processing in accordance with a plurality of drive objects obtained by dividing a program describing the contents of the drive control processing to be executed by the drive control means in accordance with the contents. Then, the management unit performs processing according to a management object for managing the processing operation of each of the driving units.

Specifically, when the drive control request message is input to the drive control means, the management means determines the contents of the drive control processing to be executed by the drive control means based on the drive control request message. decide. Then, the management means outputs a drive start request message as a drive control processing request to one of the plurality of drive means corresponding to the determined content (ie, a drive means necessary for the drive control processing to be executed). As a result, the drive means at the output destination executes the drive control processing of the determined contents.

That is, in the electronic control unit for an automatic transmission according to the sixth aspect, the drive control processing functions are divided according to the control contents, and a drive object is prepared for each of the divided functions. In this way, when it is desired to change the specification relating only to the drive control processing of a certain section, it is possible to cope only by changing the corresponding object. In other words, it is easy to change the design of the drive control process, which is preferable.

Incidentally, in the case of the multiple speed change, as described above, a complicated operation such that the operation mode is different for each drive component may be required. As described in 7, the driving means and the management means may be configured. That is, in the electronic control unit for an automatic transmission according to the seventh aspect, a drive start request message from the management unit to the drive unit (that is, a message that has already been output) is used as information for monitoring the processing operation of each drive unit. And the contents of the drive start request message to be output) are stored in a drive start request message storage unit (drive start request message storage unit). On the other hand, upon receiving the drive start request message and ending the drive control processing, each drive unit outputs a drive stop response message indicating that to the management unit. Then, upon receiving the drive stop request message from the output destination drive unit after outputting the drive start request message, the management unit stores the contents of the drive start request message corresponding to the drive stop response message from the drive start request message storage unit. delete.

According to the electronic control apparatus for an automatic transmission of the present invention, the content of the drive start request message from the management means to the drive means is stored, and the operation is started by the message. Since the drive control process is deleted when the drive control process ends, the contents of the shift control (drive control process) being executed or scheduled to be executed can be easily grasped. As a result, when a so-called multiple return shift occurs, the shift control can be completed quickly.

The multiple return shift means, for example, "from first gear to 2
Gear shift (1 → 2 shift) ”(hereinafter, shifting from A gear to B gear is referred to as“ A → B gear ”) during execution of“ 2 →
If a shift decision to perform "1 shift" is established,
As in the case where the shift determination indicating that “2 → 3 shift” should be performed during the execution of “1 → 2 shift” and the shift control indicating that “3 → 2 shift” should be further performed are established, This refers to multiple shifts when a shift determination that returns to the original gear stage is established.

In the former case, the currently executed “1 → 2 shift”
If the degree of progress of the shift control is small, the drive control process corresponding to the “1 → 2 shift” is stopped, and “2 →
By not performing the shift control of "1 shift",
The shift control can be completed in a short time. Also in the latter case, the shift control of “2 → 3 shift” and “3 → 2 shift” cancel each other out, and it becomes unnecessary. Therefore, if these are not performed together, the time required for the shift control is reduced. Can be shortened.

In this way, if the contents of the drive start request message to the drive means are stored so that the drive control processing being executed and scheduled to be executed can be grasped, the shift control can be performed in the case of the multiple return shift. Can be completed promptly. The drive control process being executed or scheduled to be executed can be grasped, for example, by storing the order stored in the drive start request message storage means, a flag indicating whether the process is being executed or waiting for execution, together with the content of the drive start request message. This can be done by storing it.

Further, if the contents of the drive start request message to the drive means are stored so that the drive control processing being executed and scheduled to be executed can be grasped, a certain type of operation can be performed. Since the management unit corresponding to the drive component can also grasp the execution state and the execution schedule of the drive control process for other drive components, the drive control process for a plurality of drive components is performed synchronously or in conjunction with each other. In addition, it is easy to perform drive control at the right timing.

[0041]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An electronic control unit for an automatic transmission according to one embodiment of the present invention will be described below with reference to the drawings. In the embodiment of the present invention, an example will be described in which the present invention is applied to control for reducing a shift shock during a shift transition of an automatic transmission.

FIG. 1 is a block diagram showing an overall control system of a vehicle in which an electronic control unit (hereinafter simply referred to as "T-ECU") 55 for an automatic transmission according to one embodiment of the present invention is mounted. FIG. 2 is a diagram illustrating an automatic transmission 2 connected to an output side of an engine 1 as a driving force source. Engine 1
The electronic throttle valve 5 is driven by a servomotor 4 in an intake pipe 3 of the engine 1. Further, the engine 1 includes a fuel injection control device 6 including an injector 6A for controlling a fuel injection amount of the combustion chamber 1A,
Ignition timing control device 7 including spark plug 7A, distributor 7B, and ignition coil 7C
And

On the other hand, the depression amount of the accelerator pedal 8 representing the output request to the engine 1, that is, the accelerator opening is detected by an accelerator pedal switch 9, and the detection signal is sent to an engine electronic control unit (E-ECU) 10
Has been entered. This engine electronic control unit 10
Is a central processing unit (CPU) 11, RAM or ROM
A storage device 12, an input interface 13,
The output interface 14 is mainly composed of a microcomputer.

The E-ECU 10 determines whether the state of the engine 1 is power ON or power OFF from the depression amount of the accelerator pedal 8. If the depression amount of the accelerator pedal 8 is equal to or more than a reference value (predetermined value), it is determined that the power is ON, and if it is smaller than the reference value, it is determined that the power is OFF. Power ON refers to a state in which the engine output is large and the engine 1 is driving the drive system of the automatic transmission 2. Power OFF refers to a case in which the engine output is small and the vehicle is moving. Means that the engine 1 is driven by the driving force transmitted from the drive system mechanism, that is, the state where the engine brake is applied.

The E-ECU 10 includes an engine (E / E /
G) A signal of the engine speed sensor 15 for detecting the speed Ne, a signal of the intake air amount sensor 16 for detecting the intake air amount Q, and an intake air temperature sensor 17 for detecting the intake air temperature.
, A signal from a throttle sensor 18 for detecting the opening of the electronic throttle valve 5, and the like.

The E-ECU 10 further includes an automatic transmission 2
From the output shaft rotation speed sensor 19 for detecting the rotation speed (output shaft rotation speed) of the output shaft 46, the signal from the engine water temperature sensor 20 for detecting the engine water temperature, and the brake switch 22 for detecting the amount of depression of the brake pedal 21. Is input. The vehicle speed is calculated based on the signal of the output shaft speed sensor 19.

The E-ECU 10 determines the running state of the vehicle by performing arithmetic processing on data detected by various sensors and switches, and based on the determination result, determines the opening of the electronic throttle valve 5, the fuel The fuel injection amount of the injection control device 6, the ignition timing of the ignition timing control device 7, and the like are controlled.

FIG. 2 is a skeleton diagram showing an example of the gear train of the automatic transmission 2 described above.
A stepped automatic transmission 2 for setting five forward speeds and one reverse speed is shown. The automatic transmission 2 includes a torque converter 23, a sub transmission unit 24, and a main transmission unit 25. The torque converter 23 has a front cover 27 integrated with a pump impeller 26, a member integrally mounted with a turbine runner 28, in other words, a hub 29, and a lock-up clutch 30.

The front cover 27 is connected to the crankshaft 31 of the engine 1, and the input shaft 32 connected to the turbine runner 28 is connected to the carrier 34 of the overdrive planetary gear mechanism 33 that constitutes the subtransmission unit 24. Have been. A multi-plate clutch C0 and a one-way clutch F0 are provided between the carrier 34 and the sun gear 35 constituting the planetary gear mechanism 33. The one-way clutch F0 is engaged when the sun gear 35 rotates forward relative to the carrier 34 (that is, rotates in the same direction as the rotation direction of the input shaft 32). Further, a ring gear 36 which is an output element of the sub transmission unit 24 is connected to an intermediate shaft 37 which is an input element of the main transmission unit 25.
Further, a multi-plate brake B0 for selectively stopping the rotation of the sun gear 35 is provided.

Therefore, when the multi-plate clutch C0 or the one-way clutch F0 is engaged,
Since the entire planetary gear mechanism 33 rotates integrally,
The intermediate shaft 37 rotates at the same speed as that of the input shaft 32, and a low speed stage is established. Further, in a state where the rotation of the sun gear 35 is stopped by engaging the brake B0, the ring gear 36 is rotated forward with the speed increased with respect to the input shaft 32, and a high gear is established.

On the other hand, the main transmission section 25 has three sets of planetary gear mechanisms 38, 39, and 40, and their rotating elements are connected as follows. That is, the sun gear 41 of the first planetary gear mechanism 38 and the sun gear 42 of the second planetary gear mechanism 39 are integrally connected to each other. Further, the ring gear 43 of the first planetary gear mechanism 38, the carrier 44 of the second planetary gear mechanism 39, and the carrier 45 of the third planetary gear mechanism 40 are connected, and the output shaft 4 is connected to the carrier 45.
6 are connected. Further, the ring gear 47 of the second planetary gear mechanism 39 is connected to the sun gear 48 of the third planetary gear mechanism 40.
It is connected to.

In the gear train of the main transmission section 25, a reverse gear and five forward gears can be set, and clutches and brakes for this are provided as follows. First, the clutch will be described. The ring gear 47 and the sun gear 48 connected to each other, and the intermediate shaft 37
And a first clutch C1 is provided therebetween. Further, the sun gear 41 of the first planetary gear mechanism 38 and the sun gear 42 of the second planetary gear mechanism 39 connected to each other, and the intermediate shaft 3
7, a second clutch C2 is provided.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 41 and 4 of the first planetary gear mechanism 38 and the second planetary gear mechanism 39.
2 are arranged to stop rotation. Further, between the sun gears 41 and 42 and the casing 50, a first
A one-way clutch F1 and a second brake B2, which is a multiple disc brake, are arranged in series. First one-way clutch F
Reference numeral 1 denotes a configuration in which the sun gears 41 and 42 are engaged when rotating in the reverse direction, that is, when the sun gears 41 and 42 try to rotate in the direction opposite to the rotation direction of the input shaft 32.

A third brake B3 which is a multi-plate brake
Is provided between the carrier 51 and the casing 50 of the first planetary gear mechanism 38. As a brake for stopping the rotation of the ring gear 52 of the third planetary gear mechanism 40,
A fourth brake B4, which is a multiple disc brake, and a second one-way clutch F2 are provided. The fourth brake B4 and the second one-way clutch F2 are arranged in parallel between the casing 50 and the ring gear 52. The second one-way clutch F2 is configured to be engaged when the ring gear 52 tries to rotate in the reverse direction.

In the automatic transmission 2 configured as described above, each clutch or brake is engaged and released as shown in the operation chart of FIG. It is set to one of the gear positions. In FIG. 3, the mark 係 合 indicates the engaged state, the mark ● indicates the engaged state during engine braking, and the mark △ may be either engaged or released.
A blank indicates a released state. In this embodiment, the manual operation of the shift lever 53 allows
P (parking) range, R (reverse) range, N
(Neutral) range, D (drive) range, 4 range, 3 range, 2 range, and L range can be set, and the shift speed is switched within an operating range according to the set range.

Further, the hydraulic control device 54 shown in FIG. 1 controls the setting or switching of the gear position in the automatic transmission 2, the engagement / disengagement and slip control of the lock-up clutch 30 and the hydraulic circuit of the hydraulic control device 54. Line pressure control, friction engagement device (clutch C0-C2, brake B0
To B4, etc.). The hydraulic control device 54 is electrically controlled, and includes first to third shift solenoid valves S1 to S3 for performing a shift of the automatic transmission 2 and a fourth shift solenoid valve S1 for controlling an engine braking state. And a solenoid valve S4.

Further, the hydraulic control device 54 has a linear solenoid valve SL for controlling the line pressure of the hydraulic circuit.
T and a linear solenoid valve SLN for controlling the back pressure of the accumulator at the time of shifting of the automatic transmission 2
And a linear solenoid valve SLU for controlling the engagement pressure of the lock-up clutch 30 and a predetermined friction engagement device.
And is connected to the T-ECU 55. The T-ECU 55 includes a central processing unit (CPU) 5
6, a microcomputer mainly including a storage device 57 including a RAM and a ROM, an input interface 58, and an output interface 59.

The T-ECU 55 includes signals for controlling the automatic transmission 2 such as a signal from the throttle sensor 18, a signal from the output shaft speed sensor 19, a signal from the engine coolant temperature sensor 20, a signal from the brake switch 22, and a shift. A signal of a shift position sensor 60 for detecting manual operation of the lever 53, a signal of a pattern select switch 61 for changing or correcting a shift diagram applied to control of the automatic transmission 2, a signal of an overdrive switch 62, a multi-plate clutch A signal of an input shaft speed sensor 63 for detecting the rotation speed (input shaft speed) of C0, a signal of an oil temperature sensor 64 for detecting the operating oil temperature of the automatic transmission 2, and the like are input.

The T-ECU 55 and the E-ECU 10 are connected so as to be able to communicate data with each other, and the E-ECU 10 supplies the T-ECU 55 with the intake air amount per rotation (Q / Ne) and the power. Various data such as ON / OFF state (that is, information detected by the E-ECU 10 or information obtained by calculation) is transmitted, and the T-ECU 55
To the E-ECU 10, a signal equivalent to an instruction signal for each solenoid valve, a signal instructing a gear position, and the like are transmitted.

A shift diagram (shift map) for controlling the shift of the automatic transmission 2 is stored in the storage device 57 of the T-ECU 55. In the shift diagram, shift points for shifting from one shift speed to another shift speed are set using the running state of the vehicle, for example, the accelerator opening and the vehicle speed as parameters. Then, by referring to the shift diagram based on the accelerator opening and the vehicle speed, it is determined whether or not to perform a shift, and when it is determined that the shift is to be performed,
When a control signal is input from the T-ECU 55 to the solenoid valve of the hydraulic control device 54, a predetermined friction engagement device is engaged / disengaged.

Further, the T-ECU 55 stores a lock-up clutch control map for controlling the operation of the lock-up clutch 30. In the lock-up clutch control map, a region for engaging or disengaging the lock-up clutch 30 or a region for slip control is set using the accelerator opening and the vehicle speed as parameters. Furthermore, the T-ECU 55 has a fail-safe function of judging the failure of various solenoid valves and controlling the state of the components based on the judgment result so as not to hinder the running of the vehicle.

On the other hand, during a shift transition of the automatic transmission 2, the output torque of the automatic transmission 2 sharply changes due to a change in the engagement pressure of the friction engagement device, that is, a change in the torque capacity and a change in the inertial force of the rotating member. , And the fluctuation of the torque may be felt as a shift shock. Therefore, in order to suppress a shift shock during the shift of the automatic transmission 2, control to reduce the torque of the engine 1, control of the line pressure of the hydraulic circuit of the hydraulic control device 54, and control of the engagement pressure of the friction engagement device A plurality of types of control such as control and control of the lock-up clutch 30 are performed. Hereinafter, these controls will be briefly described.

The E-ECU 10 controls the fuel injection amount, the ignition timing, the opening of the electronic throttle valve 5 and the like based on the input signals and data. At the time of shifting of the automatic transmission 2, control for retarding the ignition timing of the ignition timing control device 7, control for reducing the fuel injection amount by the fuel injection control device 6, or reducing the opening of the electronic throttle valve 5. By performing at least one of the controls, control for temporarily reducing the output torque of the engine 1 is performed.

As shown in FIG. 3, in order to set the shift speed to the "second speed (2nd)", it is necessary to engage the third brake B3. Brake B
The engagement pressure of No. 3 is controlled by the linear solenoid valve SLU. The linear solenoid valve SLU has a function of generating a hydraulic pressure proportional to the normal current, and adjusts the engagement pressure of the third brake B3 by controlling the duty ratio of the linear solenoid valve SLU during a shift transition.

The line pressure of the hydraulic circuit of the hydraulic control device 54 is controlled by a linear solenoid valve SLT. This linear solenoid valve SLT has a function of generating a hydraulic pressure in proportion to the energizing current. And
At the time of shifting, the line pressure is adjusted by controlling the duty ratio of the linear solenoid valve SLT.

Further, the engagement pressure of the frictional engagement device that forms the shift speed of the automatic transmission 2 is controlled by an accumulator back pressure, and this accumulator back pressure is regulated by a linear solenoid valve SLN. . The linear solenoid valve SLN has a function of generating a hydraulic pressure proportional to the energizing current, and adjusts the engagement pressure of the friction engagement device by controlling the duty ratio of the linear solenoid valve SLN during shifting.

If a gear shift is performed while the lock-up clutch 30 is engaged, the torque converter 23 will not be able to absorb the torque fluctuation, and the shift shock may increase. Thus, by temporarily disengaging the lock-up clutch 30 at the time of shifting of the automatic transmission 2, control is performed to reduce fluctuations in the torque transmitted from the front cover 27 to the input shaft 32.

Various controls for suppressing the shift shock of the automatic transmission 2 are executed in the process of shifting the speed of the automatic transmission 2 (the process of switching the shift speed). For this reason, TE
The CU 55 has a function of determining, in real time, the degree of progress (the progress) of the shift based on the input shaft rotation speed and the output shaft rotation speed of the automatic transmission 2 and a gear ratio (also referred to as a “gear ratio”). I have.

The control for suppressing the shift shock depends on the type of shift and whether or not the shift is a multiple shift (eg, the hydraulic pressure, the level of the engagement pressure of the friction engagement device, the engagement pressure of the lock-up clutch 30). Height, etc.) may be the same or different. The start time and the end time of the control vary depending on the type of shift and whether or not it is a multiple shift. In addition, which control (for example, control of engine torque, hydraulic pressure, engagement pressure of a friction engagement device, engagement pressure of a lock-up clutch 30, etc.) is performed for suppressing shift shock depending on the shift type. Also, there is a variety depending on whether or not multiple shifting is performed.

In order to realize such an operation, the T-ECU 55 of the present embodiment is used when the automatic transmission 2 is shifting gears.
Performs control according to a plurality of objects having a relationship as shown in FIG. As the objects, first, as shown in FIG. 4, a shift request output section SOUT and a shift control section SQ
M is provided. The shift request output unit SOUT determines a shift based on the traveling state of the vehicle, and determines the type of shift when the shift determination is established. Then, when the shift determination is made, it is further determined whether or not the shift is being performed (that is, whether or not the shift is a multiple shift). If the shift is being performed, the progress of the shift control being executed is performed. Detect the degree. Then, the shift control unit SQM outputs the shift type information and the progress degree information included in the drive control request message.
That is, the shift request output section SOUT and the shift control section SQ
By operating the CPU 56 in accordance with M, a function as a "shift control means" is realized.

Further, the linear solenoid valve SL
N, SLU, and SLT, and a plurality of domain controllers (accumulator back pressure control unit OBsl in this embodiment, which determine the content of the drive control process according to the shift type.
n, B3 hydraulic control unit OBslu, line pressure control unit OB
slt) and a drive control process of the content determined by the domain controller, thereby driving a plurality of individual control components (eg, a single-up shift control unit OBs) for driving each of the linear solenoid valves SLN, SLU, and SLT.
ln1, OBslt1, OBslu1, multiple upshift control units OBsln2, OBslt2, 2-1 downshift control units OBsln3, OBslu2,...

Each domain controller (accumulator back pressure control unit OBsln, B3 hydraulic control unit OBslu)
, The line pressure control unit OBslt) corresponds to a “managed object” in the claims, and a function as a “management unit” is realized by the operation of the CPU 56 in accordance with the “managed object”.

Further, each linear solenoid valve SLN,
The drive control processing for the SLU and SLT is performed by a single upshift (for example, “1 → 2 shift”,
"2 → 3 shift" etc.) and multiple upshifts (for example,
“1 → 3 shift”, etc.), and 2-1 downshift (for example, “2 → 1 shift” in the case of first speed → second speed → first speed, “2 → 1 speed” in case of third speed → second speed → first speed ” → 1 shift)). Each individual control component is an object for executing an individual drive control process divided according to the control content as described above, and each has a method describing the content of the individual drive control process. .

That is, each individual control component corresponds to a “driving object” in the claims, and is an object obtained by dividing a program for executing the driving control process into a plurality of parts according to the control content. By operating the CPU 56 in accordance with this, a function as a “drive unit” is realized.

Specifically, first, the accumulator back pressure control unit OBsln is an object provided corresponding to the linear solenoid valve SLN, and performs a drive control process for driving the linear solenoid valve SLN by a drive control request. Select and decide based on the message. The content of the drive control process for driving the linear solenoid valve SLN is described in detail in the individual control components (single-up shift control unit OBsln) corresponding to the linear solenoid valve SLN.
1, multiple upshift control unit OBsln2, 2-1 downshift control unit OBsln3, etc.).

The B3 hydraulic control unit OBslu is an object provided corresponding to the linear solenoid valve SLU, and selects a drive control process for driving the linear solenoid valve SLU based on a drive control request message. ·decide. The contents of the drive control process for driving the linear solenoid valve SLU include the individual control components (the single-up shift control unit OBslu1, the 2-1 down-shift control unit OBslu2,...) Corresponding to the linear solenoid valve SLU. Is described as a method.

The line pressure control unit OBslt is an object provided corresponding to the linear solenoid valve SLT, and selects a drive control process for driving the linear solenoid valve SLT based on a drive control request message. ·decide. The content of the drive control processing for driving the linear solenoid valve SLT is based on the method of the individual control components (single-up shift control unit OBslt1, multiple-up shift control unit OBslt2,...) Corresponding to the linear solenoid valve SLT. It is described as

Next, the operation realized by these objects will be described with reference to a message sequence chart, a flowchart, and the like. As shown in the message sequence chart of FIG.
-In the storage device 57 of the ECU 55, objects other than the above are stored at predetermined time intervals (16 msec in this embodiment).
Each time), a trigger generator TGN for outputting a trigger message to the shift request output unit SOUT is stored. When a trigger message is output from the trigger generator TGN to the shift request output unit SOUT (FIG. 5), the shift request output unit SOUT performs a shift request output process shown in FIG.

In the shift request output process, first, at S10
Then, it is determined whether or not a shift is to be performed by referring to a shift map stored in advance in the storage device 57 based on the throttle opening and the vehicle speed. When it is determined that the shift is not to be performed (S10: NO), the shift request output process is immediately terminated once, but when the shift determination is made (that is, when it is determined that the shift is performed) (S10: YES),
Move to S12. In S10, the shift determination is performed by referring to the shift map, and the type of shift (from what speed to which speed the shift is performed) is also determined.

At S12, a shift pattern ID etc. determination process shown in FIG. 7 is performed. When the shift pattern ID etc. determination process is started, it is first determined in S20 whether or not a shift is currently being performed. If the gear is not shifting (S2
0: NO), it is determined that the normal shift is not a multiple shift, and the shift pattern ID indicating the shift type is determined in S32.
(I.e., the shift pattern ID is an identification code indicating the type of shift), and then the process proceeds to S34 described later.

On the other hand, if the result of determination in S20 is that shifting is in progress (S20: YES), the flow shifts to S22, in which a reference value λ for detecting the degree of progress of the currently executing shift control is determined. . Specifically, the reference value λ is a table in which the reference value λ is set in advance based on the type of the currently executed shift control, the power ON / OFF state (that is, the power ON state or the power OFF state), and the like. Asked by reference.

In S24 following S22, a progress degree parameter α indicating how much the currently executed shift control has been completed is calculated. That is, when the shift control is completed, the input shaft rotation speed becomes equal to the product of the output shaft rotation speed and the speed ratio (the speed ratio of the shift speed of the switching destination). (Rotation speed)-(output shaft rotation speed) x
(Gear ratio) is calculated as the progress degree parameter α.

In S26, the magnitude relationship between the reference value λ and the progress degree parameter α is determined. For example, in the case of a downshift, the (input shaft speed) increases as the shift control progresses, so that (output shaft speed) ×
(Speed ratio). That is, the progress degree parameter α is
As it approaches "0" from the negative side and becomes larger than the reference value λ, it can be determined that the shift control has progressed to some extent.

On the other hand, in the case of an upshift, the (input shaft speed) becomes smaller as the shift control progresses, and approaches (output shaft speed) × (speed ratio). That is,
The progress degree parameter α approaches “0” from the positive side. If the progress degree parameter α becomes smaller than the reference value λ, it can be determined that the shift control has progressed to some extent.

As described above, in S26, the magnitude relationship between the reference value λ and the progress degree parameter α is determined, and a table to be referred to for determining the multiple shift pattern ID is selected according to the result. That is, when “reference value λ” ≧ “progression degree parameter α” (S26: YES), the process proceeds to S28, where the shift pattern ID is determined based on the shift type, and the shift type, the throttle opening, Referring to the table A based on the engagement state of the engagement device of the automatic transmission and the like,
The multiple shift pattern ID is determined. On the other hand, "reference value λ"
<In the case of “the progress degree parameter α” (S26: N
O), the process proceeds to S30, and the shift pattern ID is determined based on the shift type, and different from the table A based on the shift type, the throttle opening, the engagement state of the engagement device of the automatic transmission, and the like. With reference to Table B, the multiple shift pattern ID is determined. That is, the multiple shift pattern ID is a degree of progress of the shift control currently being executed, and various other information to be considered at the time of multiple shifts (for example, a throttle opening degree, an engagement state of an engagement device of an automatic transmission, and the like). Are collectively shown. In other words, the multiple shift pattern ID functions as "progress degree information" in the claims. It should be noted that, in determining the multiple shift pattern ID, in addition to the above information (shift type, throttle opening, engagement state of the engagement device of the automatic transmission), various information indicating the vehicle state is used. There is.

The shift pattern ID and the necessary multiple shift pattern ID determined by any of the processes of S28, S30 and S32 are output as a shift request message as described later. The output timing of the message is determined in the process of S34. That is, the process of S34 is performed after the processes of S28, S30, and S32, and another table stored in the storage device 57 is stored in advance by using the shift pattern ID, the multiple shift pattern ID, the throttle opening, the accelerator pedal, and the like. The output timing of the shift request message is determined by referring to information such as the state of the switch 9 (power ON state or power OFF state) and the state of the lock-up clutch 30 (engaged state or released state). The output timing is set on the basis of various timings (such as a timing at which a shift determination is made and a release timing of the lock-up clutch 30) according to the various information (the same applies hereinafter).

When the processing for determining the shift pattern ID and the like is completed in this way, as shown in FIG. 6, in S14, it is determined whether or not the present time is the output timing, and while the output timing is not reached (S14: NO), the output timing is temporarily determined. The shift request output process ends. Then, when the shift request output process is started again, if it is determined that it is the output timing (S14: YES), the process proceeds to S16 and the shift control unit S
A message (shift request message) is output to QM. The shift request message includes a shift pattern ID.
And multiple shift pattern IDs.

FIG. 8 shows the function of the shift request output section SOUT for performing the above-described shift request output processing. That is, the shift request output unit SOUT is connected to the shift determination unit SO.
UTa and an output timing judging unit SOUTb, and the shift judging unit SOUTa performs “judgment as to whether or not to make a shift”, and as described above, the shift pattern ID and the necessary multiple shift pattern ID (hereinafter, these When referring to both IDs, simply “shift pattern ID etc.” is determined. Then, the output timing determination unit SOUTb
The output timing of the shift request message is determined based on the shift pattern ID and the like. Further, the multiple shift request timing arbitration unit SOUTc outputs correction information of the output timing of the shift request message based on the multiple shift pattern ID and the like, thereby determining the output timing considering the case of the multiple shift. SOUTb is determined.

When the shift request message is sent from the shift request output unit SOUT to the shift control unit SQM (FIG. 5), the shift control unit SQM performs a shift monitor start process as shown in FIG. In the shift monitor start process, first, a message (drive control request message) to be delivered to each domain controller is created, and stored in a storage area (FIG. 10) defined in advance in the RAM of the storage device 57 (FIG. 10). S40).

To realize the processing of S40, the shift control section SQM has a plurality of functions as shown in FIG. 8, that is, functional sections such as a state machine SQMa, a control start processing section SQMb, and a shift pattern buffer SQMc. . That is, the shift request message output from the shift request output unit SOUT is first received by the state machine SQMa. Then, the control start processing unit SQMb creates a drive control request message for each domain controller based on the shift pattern ID and the like sent in the shift request message. Then, the created plurality of drive control request messages are written into a predetermined storage area (drive control request message storage area) secured in the RAM as shown in FIG. 10 by the shift pattern buffer SQMc.

This storage area is a storage area in which a large number of memory blocks each having an area of a predetermined capacity corresponding to the data size of the drive control request message to be written as one unit (FIG. 10A) are secured in the RAM. It is. As shown in FIG. 10A, the memory block indicates a pointer for indicating the order of the memory blocks (that is, a pointer in which the address of the next memory block is stored) and an object to which the message is output. Object ID (OI
D) for storing the shift pattern ID, a shift pattern ID section for storing the shift pattern ID, a multiple shift pattern ID section for storing the multiple shift pattern ID, and processing of the output destination object (ie, Method), an address part for storing an address of an argument (control data) to be used in the method, and an execution ID numbered each time a drive control request message is written to the storage area by the shift pattern buffer SQMc. And an execution ID section. The drive control request message storage area shown in FIG. 10 functions as a “drive control request message storage unit”.

The execution ID is an identification code for distinguishing a drive control request message issued from the transmission control unit SQM to each domain controller. Specifically, when the drive control request message is written to the message storage memory area by the shift pattern buffer SQMc in a state where no message content is stored in the message memory area, the execution ID is “1”. Are assigned and stored in the execution ID section. If the drive control request message whose execution ID is "1" is already stored in the message storage area, "2" is assigned as the execution ID and stored in the execution ID section.

Since the drive control request message is created for each of the three domain controllers by the control start processing unit SQMb, the contents of the three messages are stored in the storage area. For example, in a state where no message content is stored in the message storage area, the execution IDs are assigned to these three messages.
, "1", "2", and "3" are respectively assigned and stored together with the message contents.

Next, in S42, the shift time data and the input shaft speed data are initialized, and the monitoring of the shift control is newly started (S42). The monitoring of the shift control is performed by a shift monitoring process (to be described later) (FIG. 1).
According to 7), the shift control is performed with reference to the shift time data and the input shaft rotational speed data, and is performed to end the shift control when the values of the shift time data and the input shaft rotational speed data satisfy predetermined conditions. The monitoring of the shift control is performed for each shift request message, and when the shift control started by the previous shift request message is continued, the shift time data in the monitoring of the shift control during the continuation is performed. A new variable different from the input shaft speed data is prepared, and the shift time data and the input shaft speed data are initialized.

After the processing of S42, the drive control request message stored in S40 is simultaneously delivered to each domain controller (S44). In addition,
“Delivery” means to start processing of each object having the object ID in accordance with the “object ID” included in the drive control request message.

When the drive control request message is sent from the transmission control unit SQM to each domain controller (FIG. 5), each domain controller transmits the drive control request message shown in FIG.
Are individually started. The T-ECU 55 of this embodiment is operated by one CPU 57, and the control determination process performed by each domain controller is executed in a time-division manner.

This control determination processing is performed based on a drive control request message received this time from the transmission control unit SQM (that is, a trigger for starting the current control determination processing).
This is a process for determining how to perform drive control of a solenoid valve corresponding to the domain controller.

When the control determination process is started, first, S
At 50, it is determined whether it is necessary to stop the drive control process currently being executed. This determination is made based on the shift pattern ID and the like included in the drive control request message received this time. Various methods are conceivable as specific methods. For example, for each combination of the shift pattern ID and the multiple shift pattern ID, a table in which a conclusion as to whether or not to stop is prepared is prepared, and the determination is made by referring to this table. can do.

If the result of determination in S50 is that it is necessary to stop the currently executing drive control processing (YE
In S), in S52, a drive stop request message is output to the individual control component executing the drive control process. As a result, the drive control process being executed is stopped, and then the process proceeds to S54.

The process of S52 is performed, for example, in the case of a multiple return shift. Specifically, for example, “1 → 2
When the shift determination that the “2 → 1 shift” should be performed during the execution of the “shift” is established, when the progress of the shift control of the “1 → 2 shift” being executed is small, the shift control is completed in a short time. In this case, the drive control process being executed is stopped.

The drive stop processing started by the individual control component to which the drive stop request message is delivered and the subsequent operation will be described later. On the other hand, when it is not necessary to stop the currently executed drive control process (NO)
Then, the process proceeds to S54 without passing through S52. In S54, it is determined whether the drive start request message waiting for output can be offset by the drive control request message received this time.

The drive start request message is a request for execution of drive control processing for the individual control parts. Before being output, first, a drive start request message storage area (FIG. 10)
And is output to the requested individual control component at a predetermined output timing thereafter. That is, the drive start request message waiting for output is stored in the drive start request message storage area, but has not yet been output at the present time.

The case where the drive start request message waiting for output can be canceled can be, for example, as follows. That is, when a shift determination indicating that “2 → 3 shift” should be performed during the execution of “1 → 2 shift” and a shift control indicating that “3 → 2 speed shift” should be performed is established, "2
This is a case where the shift control of “→ 3 shift” and “3 → 2 shift” cancel each other, and eventually return to the original shift speed (second speed in this example). In this case, "3 →
When the shift determination of “2 shift” is established, if a drive start request message corresponding to “2 → 3 shift” is in a state of waiting for output, this message can be canceled. It should be noted that some solenoid valves do not always return to the original state even in the case of such multiple return shifts, and thus cannot always be canceled.

A predetermined table determines in advance whether a drive start request message waiting for output can be canceled by a drive control request message input to the domain controller. The judgment of S54 is, specifically,
This table is referred to based on the shift pattern ID and the like included in both messages.

As a result of the determination in S54, when the drive start request message waiting for output cannot be canceled (NO), S5
Move to 6. On the other hand, if the drive start request message waiting for output can be canceled (YES), the drive start request message that can be canceled (that is, output should be stopped) is deleted in S66, and the control end response is sent in S68. Output a message. This control end response message is
The execution ID of the deleted drive start request message, which corresponds to the “control end response message” in the claims.
Contains. In addition, the control end response message shown in FIG. 18 is started in the shift control unit SQM by the control end response message, which will be described in detail later.

In S56, a predetermined method information table (described later) in the storage device 57 is referred to based on the shift pattern ID and the like included in the drive control request message, and drive control processing (individual control parts) corresponding to these IDs is performed. Search method). If there is no corresponding method as a result of the search (S56: NO), in S70, a response message to that effect (output as an equivalent to the control end response message) is sent to the transmission control unit SQM. After the output, the control determination process ends.

The response message (control end response message) output in S70 is the "response message indicating that there is no drive control process to be executed" in the claims.
Is equivalent to The response message includes the execution ID notified in the drive control request message received this time.
It is included. Also, as a result of the process of S70, the shift control unit SQM starts the control end response process shown in FIG. 18, which will be described in detail later.

On the other hand, if there is a corresponding method (S56: YES), the flow shifts to S58, where the content of the drive start request message to be sent to the individual control component is stored in a predetermined storage area. That is, in S58, the object ID (OID) of the individual control component having the method to be executed
Is obtained based on the shift pattern ID and the like. Then, the shift pattern ID included in the drive control request message,
The obtained OID is stored in the drive start request message storage area as the content of the drive start request message together with the multiple shift pattern ID, the storage address of the control data to be used, and the execution ID.

This drive start request message storage area is
This is a storage area for storing messages secured in the RAM of the storage device 57. This storage area is secured in the RAM of the storage device 57 as a separate storage area for storing the above-described drive control request message. The configuration is, as shown in FIG. This is the same as the drive control request message. The drive start request message storage area functions as a “drive start request message storage unit” in the claims.

In S60 following S58, the output timing of the drive start request message for the individual control component is further determined according to the shift pattern ID and the like. In determining the output timing, the contents of the drive control process being executed or scheduled to be executed are considered by referring to the storage contents of the drive start request message storage area corresponding to a plurality of domain controllers including the domain controller. As a result, the drive control processing for a plurality of drive components is performed synchronously or in conjunction with each other, thereby realizing drive control at a suitable timing.

After the output timing is determined in S60, the process waits until the output timing comes (S62:
NO). When the output timing comes (S62: Y
ES), in S64, a drive start request message is delivered to the individual control component based on the shift pattern ID and the like (that is, the method of the individual control component is activated based on the shift pattern ID and the like) (FIG. 5). The control determination processing ends.

The activation of the method of the individual control component based on the shift pattern ID and the like in S64 is performed as follows. That is, the shift pattern ID and the like, and the shift pattern I
The storage device 57 is provided in advance with a method information table in which storage methods in the storage device 57 in which methods corresponding to D and the like are stored are stored in association with each other. And
Based on the shift pattern ID, the method address is obtained by referring to the method information table, and the method is activated. This method information table is different for each domain controller.

Then, in S64, when the drive start request message is output to the individual control component, the corresponding drive control process is started by the individual control component that has received the drive start request message. That is, S6 of the control determination process
When step 4 is performed by the accumulator back pressure control unit OBsln, a process according to a method for driving the linear solenoid valve SLN for adjusting the accumulator back pressure is started. That is, the control unit OBsln1 at the time of single upshift,
A drive control process (hereinafter, simply referred to as an accumulator back pressure control process) according to any one of methods included in a plurality of individual control components such as the multiple up shift control unit OBsln2 and the 2-1 down shift control unit OBsln3. This is performed (FIG. 12A).

The accumulator back pressure control process controls different contents according to the shift pattern ID and the like, but is basically as shown in FIG. 12 (a). That is, S80
In step S82, the target accumulator back pressure is calculated based on parameters such as the input shaft rotation speed. In step S82, the value calculated as the target accumulator back pressure is set in a predetermined drive circuit. As a result, a control signal such that the back pressure of the accumulator becomes the target back pressure of the accumulator is input to the hydraulic control device 54, and the linear solenoid valve SLN is driven. Note that the accumulator back pressure control process is performed at predetermined timings (1 in this embodiment) from the trigger generator TGN.
It is started in synchronization with a trigger message output every 6 ms), and is repeatedly performed until a drive stop request message described later is sent to the individual control component that is performing the drive control process.

Similarly, when S64 of the control determination process is performed by the B3 hydraulic control unit OBslu, the process according to the method for driving the linear solenoid valve SLU for adjusting the engagement pressure of the third brake B3 is started. . In other words, a drive control process (hereinafter, referred to as one of the methods) included in a plurality of individual control components such as the single upshift control unit OBslu1 and the 2-1 downshift control unit OBslu2.
B3 hydraulic control process) is performed (FIG. 12B).

The B3 oil pressure control process is a process for controlling different contents according to the shift pattern ID and the like, but is basically as shown in FIG. 12 (b). That is, S90
In step S92, a target oil pressure (target B3 oil pressure) for setting the engagement pressure of the third brake B3 to an appropriate value is calculated based on parameters such as the input shaft rotation speed, and calculated in step S92 as the target B3 oil pressure. The set value is set in a predetermined drive circuit. As a result, the hydraulic pressure that determines the engagement pressure of the third brake B3 becomes equal to the target B3.
A control signal for providing hydraulic pressure is input to the hydraulic control device 54, and the linear solenoid valve SLU is driven.
Note that the B3 hydraulic control process is performed by using the trigger generator TGN.
Triggered in synchronization with a trigger message output every 16 ms, and is repeated until a drive stop request message described later is sent to the individual control component that is performing the drive control processing.

Further, when S64 of the control determination process is performed by the line pressure control unit OBslt, a process for driving the linear solenoid valve SLT for adjusting the line pressure is started. That is, the control unit OBslt at the time of the single upshift.
1. A drive control process (hereinafter, simply referred to as a line pressure control process) according to any one of the methods of a plurality of individual control components such as the multiple upshift control unit OBslt2 or the like (FIG. 12 ( c)).

The line pressure control process is a process for controlling different contents according to the shift pattern ID and the like, and is basically as shown in FIG. 12 (c). That is, S10
At 0, a target line pressure is calculated based on parameters such as the input shaft speed, and at S102, the value calculated as the target line pressure is set in a predetermined drive circuit. As a result,
A control signal such that the line pressure becomes the target line pressure is input to the hydraulic control device 54, and the linear solenoid valve SL
T is driven. Note that the line pressure control process is started in synchronization with a trigger message output every 16 ms from the trigger generator TGN, and until a drive stop request message to be described later is sent to the individual control component performing the drive control process. Will be repeated.

After all, in the case of a normal shift that is not a multiple shift, there is no shift control being executed or scheduled to be executed at the time when the shift determination is made.
"NO" at 50, "NO" at S54, "YE" at S56.
S "is determined, and as a result, message exchange between objects is as shown in FIG.

How the drive control process started in this way ends will be described. As described above, when the shift time data and the input shaft speed data are initialized in S42 of the shift monitor start process (FIG. 9), monitoring of the shift control is newly started. Then, when the shift time data and the input shaft rotation speed data satisfy predetermined shift end conditions, a shift end control unit SQM outputs a control end request message, and the drive of the linear solenoid valve by each individual control component is stopped. This is shown in the message sequence chart of FIG.

The monitoring of the shift control is performed by the shift control unit S.
This is performed by the shift monitoring process in QM (FIG. 14). As shown in FIG. 13, the shift monitoring process is a process performed by the shift control unit SQM in synchronization with a trigger message (FIG. 14) at predetermined time intervals (16 msec in this embodiment) from the trigger generator TGN. is there.

During the monitoring of the shift control (ie, the shift monitoring process), during the continuation, a new shift request message is sent from the shift request output section SOUT to the shift control section SQM.
Does not stop even if output to. That is, when a new shift request message is input, a separate shift monitoring process corresponding to the new shift request message is started instead of stopping the shift monitoring process that is currently ongoing. Therefore, in this case, the shift monitoring process is executed in parallel as a separate process each time a shift request message is sent to the shift control unit SQM. Then, in each shift monitoring process, it is determined whether or not it is the end timing at which the shift control should be individually ended, and a control end request message (FIG. 13) is output.

The operation related to the monitoring of the shift control will be described below. As shown in FIG. 14, when the shift monitoring process is started, first, an elapsed time (shift time) since the shift time data is initialized is calculated with reference to a shift time counter provided in the T-ECU 55. Yes (S170). Then, it is determined whether or not the calculated shift time has passed a predetermined time set according to the shift pattern ID or the like (S172). If the shift time does not exceed the predetermined time (S172: N
O) In S174, the input shaft rotation speed is determined.

At S176 following S174, at S17
The input shaft rotation speed obtained in step 4 is the vehicle speed or the shift pattern ID.
It is determined whether or not a predetermined number of revolutions set according to is reached. If the rotation speed has not reached the predetermined rotation speed (S176: NO), the shift monitoring process is temporarily ended. The shift monitoring process is performed by the trigger generator TG
With the next trigger message from N, the process starts again from S170.

On the other hand, when it is determined in S172 that the shift time has passed the predetermined time (YES), or when it is determined in S176 that the input shaft rotation speed has reached the predetermined rotation speed (YES). ), The shift control unit SQM outputs a control end request message (FIG. 13) to the domain controller by the function of the state machine SQMa (S178). In this case, the control end request message is not necessarily output to all the domain controllers, but the content of the drive control request message stored in the message area of the RAM corresponds to the shift monitoring process being executed. The OID of the domain controller that performs the shift control corresponding to the execution ID is obtained by referring to the execution ID. And the OID that was found
The control end request message is output only to the domain controller having. The control end request message includes the execution ID.

The domain controller that has received the control end request message output from the shift control unit SQM in this way performs a control end request process shown in FIG. In the control end request process, first, in S180, the contents of the drive start request message stored in the message storage area of the RAM are referenced based on the execution ID included in the control end request message (FIG. 13). And its execution ID
The OID of the individual control component that controls the drive of the linear solenoid valve is obtained in correspondence with the above. And S182
Then, a drive stop request message including the execution ID is transmitted to the individual control component having the obtained OID (FIG. 13).

The individual control component that has received the drive stop request message performs a drive stop process shown in FIG. In this drive stop process, first, in S190, a drive control process for driving each linear solenoid valve (FIG. 12A)
To (c)) and output the control signal to each linear solenoid valve with a predetermined default value (ie,
(A value in a state where the shift control is not performed). And
In S192, a drive stop response message (FIG. 13) indicating that the drive control operation has been stopped (terminated) is sent to the domain controller that has output the drive stop request message (S192). The drive stop response message includes the execution I notified by the drive stop request message.
D is included.

For example, the individual control parts are a single upshift control unit OBsln1 and a multiple upshift control unit O
If the object drives the linear solenoid valve SLN, such as the control unit OBsln3 at the time of the Bsln2, 2-1 downshift, the accumulator back pressure control process of FIG. 12A is stopped (S190), and the accumulator back pressure control unit is stopped. A drive stop response message is output to OBsln (S192).

Further, the individual control parts are a single upshift control unit OBslu1 and a 2-1 downshift control unit O
If it is an object that drives the linear solenoid valve SLU such as Bslu2, the B3 hydraulic control process of FIG. 12B is stopped (S190), and the B3 hydraulic control unit O
A drive stop response message is output to Bslu (S192).

The individual control parts are a single upshift control unit OBslt1 and a multiple upshift control unit OB.
If it is an object such as slt2 that drives the linear solenoid valve SLT, the line pressure control process of FIG. 12C is stopped (S190), and the line pressure control unit OB
A drive stop response message is output to Slt (S
192).

When the domain controller receives the drive stop response message from the individual control component, it performs the drive stop response process shown in FIG. In this drive stop response process, the one having the execution ID included in the drive stop response message is specified from the drive start request messages stored in the drive start request message storage area (S200), and the specification is performed. The content of the drive start request message thus deleted is deleted from the message storage area (S202).
Then, a control end response message (FIG. 13) similar to the above is sent to the shift control unit SQM (S20).
4). This control end response message (FIG. 13) corresponds to a "control end response message" in the claims. Then, the control end response message includes the execution ID notified by the control stop response message.

From the domain controller to the transmission control unit SQ
When a control end response message is output to M, the shift control unit SQM that has received the message starts a control end response process shown in FIG. In this control end response process,
From the drive control request messages stored in the drive control request message storage area, the one having the execution ID included in the control end response message is specified (S210). This specification is performed by the function of the shift end processing unit SQMd.

Then, the specified drive control request message is deleted from the message storage area by the function of the shift pattern buffer SQMc (S212). When the drive control request message is deleted in this way, the shift monitoring process corresponding to the drive control request message is no longer activated.

Now, in principle, the drive control process is terminated by monitoring the shift control by the shift monitoring process as described above. However, when multiple shifts occur,
In order for the domain controller to realize optimal shift control,
The drive control process may be terminated without depending on the shift monitoring process. In view of the above, an embodiment of an operation process realized when multiple shifts occur (that is, when the shift request output unit SOUT newly outputs a shift request message before the drive control process ends) is described. This will be described below.

That is, even in the case of a multiple shift, the shift control unit SQM performs the above-described shift monitor start processing (FIG. 9), and sends a drive control request message to each domain controller. Each of the domain controllers performs the drive control process that is being executed or is scheduled to be executed (this can be understood from the drive start request message stored in the storage area) and the drive control request that has been received this time. How to execute the shift control is determined according to the shift pattern ID and the like included in the message. The operation mode differs for each domain controller. For example, the following modes <1> to <5> can be considered.

<1> The drive control process currently being executed (that is,
There is a method of the individual control component), but the drive control processing according to the drive control request message received this time is started in parallel. <2> The currently executed drive control process is stopped, and the drive control process according to the drive control request message received this time is started.

<3> Wait until the currently executed or scheduled drive control processing is completed as scheduled, and then start the drive control processing according to the drive control request message received this time. <4> The currently executed drive control process is stopped, but the drive control process according to the drive control request message received this time is not started.

<5> The drive control process currently being executed is continued as it is, and the drive control process according to the drive control request message received this time is not started. First, in the case of <1>, in the control determination process (FIG. 11), “NO” in S50, S5
The determination of “NO” is made in 4 and the determination of “YES” is made in S56, and the message exchange between the objects is as shown in FIG. 5, for example.

In the case of <2>, in the control determination process, a determination of "YES" is made in S50, a determination of "NO" in S54, and a determination of "YES" in S56. It becomes something like the message sequence chart shown in (1). FIG. 19 (a)
, The portion indicated by A indicates that the same message exchange and processing are performed as in the portion (A) surrounded by the broken line in FIG. 5 (FIGS. 19B, 20A, and 20B).
The same applies to).

That is, as shown in FIG. 19A, upon receiving a drive control request message () from the transmission control unit SQM, the domain controller starts control determination processing. Then, in S52, when a drive stop request message () is output from the domain controller to the individual control component a to be stopped, the individual control component a that has received the drive stop request message performs a drive stop process. And outputs a drive stop response message () to reply to the domain controller. Upon receiving the drive stop response message (), the domain controller returns “Y” in S62.
ES ”, and outputs a drive start request message () to the individual control component b (not necessarily different from the individual control component a), so that the drive control request message () received this time is The corresponding drive control process is started. When the drive stop response message () is returned, the same message exchange and processing as in the portion (C) surrounded by the dashed line in FIG. 13 are performed in response to this, as shown in FIG. This is omitted in a) (the same in FIG. 19B and FIG. 20A).

Next, in the case of <3>, in the control determination processing, a determination of “NO” is made in S50, “NO” in S54, and “YES” in S56, and the message exchange between the objects is performed as shown in FIG. ). In this case, the difference from <1> is the output timing determined in S60. In FIG. 19B, the portion indicated by B indicates that the same message exchange and processing as those of the portion (B) surrounded by the broken line in FIG. 13 are performed.

That is, as shown in FIG. 19B, upon receiving the drive control request message (), the domain controller starts the control judgment process (FIG. 11). Then, it waits for the output timing to come (S62: NO). When a drive stop response message () indicating that the drive control process currently being executed or scheduled to be executed has been completed as scheduled is received, “YES” is determined in S62, and the drive start request message () is individually controlled. By outputting to the component b (not necessarily different from the individual control component a), the drive control process according to the drive control request message () received this time is started.

Regarding <4>, in the control determination process, after “YES” is determined in S50, “YE” is determined in S54.
S "is determined, or" YES "in S50.
Is determined "NO" in S54,
Further, it is conceivable that a determination of “NO” is made in S56,
The result is as shown in FIG.

That is, as shown in FIG. 20 (a), upon receiving a drive control request message () from the shift control unit SQM, the domain controller starts control determination processing. Then, in S52, when a drive stop request message () is output from the domain controller to the individual control component a to be stopped, the individual control component a that has received the drive stop request message performs a drive stop process. After that, a drive stop response message () is output to reply to the domain controller.

The domain controller outputs a drive stop request message (), while outputting a response message () indicating that there is no drive control process to be executed in response to the drive control request message () received this time (S 7).
0). In particular, when "YES" is determined in S54,
A control end response message () indicating that the drive start request message has been deleted in S66 is also output (S68).
As a result, the shift control unit SQM performs control end response processing.

Regarding <5>, in the control determination process, after determining “NO” in S50, “YE” is determined in S54.
There is a case where a determination is made as "S" and a case where a determination is made as "NO" in S50 and then a determination is made as "NO" in S54 and then a determination is made as "NO" in S56. The message exchange is shown in FIG.
The result is as shown in FIG.

That is, as shown in FIG. 20B, upon receiving the drive control request message () from the transmission control unit SQM, the domain controller starts the control determination process. The domain controller outputs a response message () indicating that there is no drive control process to be executed in response to the drive control request message () received this time (S70).
In particular, if "YES" is determined in S54, a control end response message () indicating that the drive start request message has been deleted in S66 is also output (S68). As a result, the shift control unit SQM performs control end response processing.

Even in the case of a normal shift other than the multiple shift, if there is no "drive control process to be executed in response to the received drive control request message", the operation shown in FIG.
Message exchange and processing as shown in (b) are performed. The T of the present embodiment configured and operated as described above
-According to the ECU 55, the following effects are obtained.

First, each linear solenoid valve SLN,
Since the contents of the drive control processing for the SLU and SLT (hereinafter referred to as “drive parts”) are determined by the domain controller provided for each of the drive parts, when the specification of the drive parts is changed However, it is possible to easily cope only by correcting or exchanging only the corresponding object. That is, the independence and reusability of the program are improved, and the system development period can be shortened.

A shift request output unit SOUT common to a plurality of drive parts performs shift determination and detection of the degree of progress of shift control during execution in the case of multiple shifts, and a shift pattern ID or the like indicating the results. Is transmitted to each domain controller by a drive control request message,
The content of the drive control process is determined. For this reason, while obtaining the advantage of operating according to the object-oriented program (ie, improving the independence and reusability of the program), even in the case of multiple shifts, a plurality of drive components necessary for shift control are appropriately assigned. It can be driven at the timing.

In the case of multiple shifts, an appropriate operation (ie, a shift from the previous shift control to the subsequent shift control) appropriate for the progress of the currently executed shift control is performed for each drive component. Although there is a possibility that they are different, since the content of the drive control processing is determined by each domain controller and is individually performed, complicated operations can be easily realized.

The shift pattern ID and the multiple shift pattern ID obtained by the shift request output section SOUT are not sent only to the domain controllers necessary for realizing the shift control (that is, the required domain controllers are not bothersome). Instead of the selection, the transmission is transmitted to all the domain controllers by a drive control request message from the transmission control unit SQM. Then, the content of the drive control process to be executed is included in each domain controller (including a case where the process is not substantially performed, that is, a case where there is no process content).
Is determined based on the drive control request message. For this reason, even when a combination of drive components required for a certain shift control is changed, the shift request output unit SOUT and the shift control unit SQM hardly need to be changed, and only the object corresponding to the drive component related to the change is corrected. Just do it.

Further, all drive control request messages to each domain controller are temporarily stored in a drive control request message storage area, and among those, there is no drive control processing to be performed corresponding to the shift pattern ID or the like. and,
Those for which the drive control processing has been completed are deleted from the drive control request message storage area. As a result, only the drive control request message output to the domain controller having the drive control process to be performed in response to the drive control request message, the content (shift pattern ID and the like) is stored in the drive control request message storage area. It can be stored. Then, corresponding to the shift pattern ID and the like, which drive component is associated with which individual control component is performing the drive control process, or
It is possible to know whether to execute. For example, as performed in the shift monitoring process, the drive control process can be properly terminated at an appropriate timing (end timing) at which the drive control process currently being executed should be terminated.

The contents of the drive control request message output to the domain controller having no drive control processing to be performed in accordance with the shift pattern ID and the like and the contents of the drive control request message for which the drive control processing has been completed are determined by the drive control Since it is deleted from the request message storage area, a drive control request message that is not necessary for monitoring the drive control processing can be prevented from remaining in the storage device 57, and effective use of memory resources can be achieved.

Further, since a plurality of individual control parts divided according to the contents of the drive control processing are prepared as objects for driving one drive part, the specification concerning only a certain part of the drive control processing is required. If the user wants to change it, he can change it only by changing the corresponding individual control component. That is, the design change of the drive control process for the drive component is facilitated, which is preferable.

The contents of the drive start request message from the domain controller to the individual control parts are stored in the drive start request message storage area, and are deleted when the drive control processing started by the message is completed. In addition, it is possible to easily grasp the contents of the shift control (drive control process) that is being executed or scheduled to be executed. As a result, when a so-called multiple return shift occurs, the shift control can be completed quickly.

Further, since the contents of the drive start request message to the individual control parts are stored so that the drive control processing being executed and scheduled to be executed can be grasped, the domain controller corresponding to a certain drive part is stored. However, it is possible to grasp the execution state and the execution schedule of the drive control process for the drive component controlled by another domain controller.
Then, it is possible to perform drive control at a suitable timing, for example, to perform drive control processing for a plurality of drive components in synchronization or in conjunction with each other.

As described above, one embodiment of the present invention has been described. However, it is needless to say that the present invention is not necessarily limited to the above-described embodiment, and various modes can be adopted. For example, in the above embodiment, the linear solenoid valves SLN, SLU,
Although it has been described that the domain controller and the individual control component are provided for each SLT, the present invention is not limited to this, and other drive components (for example, the solenoid valve S
A domain controller or an individual control component may be provided for each of 1 to S4) to perform the drive control process.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram showing an overall configuration of a vehicle on which an electronic control unit for an automatic transmission according to an embodiment is mounted.

FIG. 2 is a skeleton diagram illustrating an example of a gear train of the automatic transmission.

FIG. 3 is an explanatory diagram showing an engaged / disengaged state of a friction engagement device for setting each shift speed in the automatic transmission.

FIG. 4 is an explanatory diagram showing a relationship between a plurality of objects that an electronic control unit of the automatic transmission follows.

FIG. 5 is a message sequence chart showing an outline of a process from a shift determination to a start of a solenoid valve drive control process.

FIG. 6 is a flowchart showing a shift request output process performed according to a shift request output unit object.

FIG. 7 is a flowchart illustrating a shift pattern ID and the like determination process performed according to a shift request output unit object.

FIG. 8 is an explanatory diagram schematically showing functions of a shift request output unit object and a shift control unit object.

FIG. 9 is a flowchart illustrating a shift monitoring start process performed in accordance with a shift control unit object.

FIG. 10 is an explanatory diagram showing a drive control request message storage area.

FIG. 11 is a flowchart illustrating a control determination process performed according to a domain controller object.

FIG. 12 is a flowchart illustrating an example of a drive control process (accumulator back pressure control process, B3 hydraulic pressure control process, line pressure control process).

FIG. 13 is a message sequence chart showing an outline of a process from a determination of a shift control end timing by a shift monitoring process to an end of the shift control.

FIG. 14 is a flowchart illustrating a shift monitoring process performed according to a shift control unit object.

FIG. 15 is a flowchart showing a control end request process performed according to a domain controller object.

FIG. 16 is a flowchart illustrating a drive stop process performed according to an individual control component object.

FIG. 17 is a flowchart showing a drive stop response process performed according to a domain controller object.

FIG. 18 is a flowchart illustrating a control end response process performed in accordance with a shift control unit object.

FIG. 19 is a message sequence chart showing an example of an operation mode in the case of a multiple shift.

FIG. 20 is a message sequence chart showing an example of an operation mode in the case of a multiple shift.

[Explanation of symbols]

2 ... automatic transmission, 56 ... central processing unit (CPU),
57 storage device, OBsln ... accumulator back pressure control object, OBsln1 single upshift control object, OBsln2 multiple upshift control object, OBsln3 2-1 downshift control object, OBslt ... line Pressure control unit object, OBslt1 ... Control unit object at single upshift, OBslt2 ... Control unit object at multiple upshift, OBslu ... B3 hydraulic control unit object, O
Bslu1: Single-up shift control object, O
Bslu2... 2-1 downshift control unit object,
SLN: Linear solenoid valve, SLT: Linear solenoid valve, SLU: Linear solenoid valve, SO
UT: shift request output unit object, SQM: shift control unit object.

Claims (7)

[Claims] An automatic transmission control program includes a plurality of unit processing means for performing a process for realizing each function according to an object obtained by dividing a control program for each predetermined function, and the automatic transmission is controlled by the unit processing means. An electronic control device for controlling, wherein the electronic control unit is provided as the unit processing means for each of a plurality of drive components constituting the automatic transmission, and determines the content of drive control processing for the drive components based on a predetermined drive control request message. A plurality of drive control means for respectively performing the drive control processing of the determined contents; and determining whether or not to perform a shift control for switching a shift speed of the automatic transmission, and determining that the shift control should be performed as a result. Then, a shift type which is a type of shift control to be performed is determined, and a drive control request message including shift type information indicating the shift type is sent to the drive control unit. And a shift control unit that outputs at least one shift control unit. When the shift control unit determines that the shift control should be performed as a result of the shift determination, the shift control unit further determines whether the shift control is currently being performed, When the shift control is being executed, the drive control unit detects the progress of the shift control being executed, and outputs progress degree information indicating the progress, to the drive control unit.
An electronic control unit for an automatic transmission, wherein a drive control process is performed in accordance with the type of shift and the degree of progress. 2. The electronic device according to claim 1, wherein the shift control unit outputs the progress degree information in the drive control request message in addition to the shift type information. Control device. 3. The transmission control means outputs the drive control request message to all of the drive control means in parallel, thereby causing the drive control means to individually determine the content of the drive control processing. The electronic control unit for an automatic transmission according to claim 2, wherein 4. When each of the drive control means receives the drive control request message, it determines whether or not there is a drive control process to be executed in response to the drive control request message. When it is determined that there is no drive control process to be performed, a response message to that effect is output to the shift control unit, and the shift control unit is configured to output information for monitoring the processing operation in each drive control unit. When the content of the outputted all drive control request message is stored in a predetermined drive control request message storage unit, and after the drive control request message is output, the response message is received from the drive control unit. Wherein the content of the drive control request message corresponding to the response message is deleted from the drive control request message storage means. Electronic control system for an automatic transmission according to 3. 5. When each of the drive control means terminates the drive control processing, the drive control means outputs a control end response message to the effect that the drive control processing has been completed to the shift control means. Upon receiving an end message from any of the drive control means indicating that the drive control processing has been completed, the content of the drive control request message output to the drive control means as an execution request for the drive control processing is transmitted to the drive control means. The electronic control unit for an automatic transmission according to claim 4, wherein the electronic control unit is deleted from the control request message storage unit. 6. The drive control unit includes: a plurality of drive units each performing a process according to a plurality of drive objects obtained by dividing a program describing the content of a drive control process to be executed by the drive control unit in accordance with the content. Means for performing processing in accordance with a management object for managing the processing operation of each drive means. The management means, when the drive control request message is input to the drive control means, The content of the drive control processing to be executed by the drive control means is determined based on the drive control request message, and a drive start request message as a drive control processing request is sent to the drive means corresponding to the determined content. The output causes the drive means at the output destination to execute a drive control process of the determined content. Electronic control system for an automatic transmission according to any one. 7. When each of the drive units terminates the drive control processing, the drive unit outputs a drive stop response message to that effect to the management unit. The content of the drive start request message is stored in a predetermined drive start request message storage unit as information for monitoring the processing operation, and after the drive start request message is output, the drive unit outputs the drive start request message. 7. The electronic control unit for an automatic transmission according to claim 6, wherein upon receipt of the stop response message, the content of the drive start request message corresponding to the drive stop response message is deleted from the drive start request message storage means. .