JP2001304401A - Speed change control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a speed change control device for a vehicle operating a backup for speed change control when an actuator is in trouble. SOLUTION: In this speed change control device for a vehicle, provided with a speed change control part 405 constituting a multi-step speed change made capable with a plurality of transmissions 502, 503 combined to mount an actuator 530, 560 for a speed change in each transmission to switch a gear shift by driving these actuators, when improper action is detected in the above any actuator 530, 560, a changeover from the present gear shift to a gear shift accompanying action of the concerned improper actuator is inhibited by the above speed change control part 405.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a vehicle in which a shift of a transmission is performed by an actuator.
The present invention relates to a shift control device for a vehicle that backs up shift control when an actuator fails.

[0002]

2. Description of the Related Art In a large truck or the like in which a trailer is connected to a tractor head, the total weight load greatly differs depending on whether the trailer is fully loaded, the trailer is empty, or the tractor head alone. However, in order to perform comfortable driving while maintaining a good engine state in any case of driving, the number of gears is considerably larger than that of an ordinary truck with a carrier. For example, as a sub-transmission, a two-stage transmission having a relatively small speed ratio is provided before and after a main transmission capable of four-speed shifting.
There is a configuration in which a splitter for step-shifting and a range for two-step shifting having a relatively large speed ratio are inserted, and a total of 16-step shifting can be performed by a combination of the splitter, the main transmission, and the range. By adopting the multi-stage speed change in this way, it is possible to select a gear speed at which a good engine state can be obtained over a wide speed range, and it is possible to perform reasonable acceleration and deceleration.

[0003] The gear stage is switched by an actuator via a shift control unit composed of a computer or the like, and the shift change operation can be an automatic shift operation automatically performed by the shift control unit or a manual change operation. . The change lever is configured to be able to instantly lean forward and backward from the stable position D position (= H position). In the case of manual change, the shift lever is shifted forward from the H position to shift. The shift control unit recognizes the up-shifting operation and the down-shifting operation as a driver's request when tilted backward. Then, the shift control unit switches the current gear to a higher (or lower) gear. By repeating this shift-up operation (or shift-down operation), it is possible to shift to a higher (or lower) gear stage than the current gear stage. If the change lever is held at the H position, the current gear position is maintained. In the case of automatic shifting, the shift control unit selects the optimal gear position in consideration of the engine state and the vehicle speed without changing the operation position of the change lever and operates the shift. Even in the case of automatic shifting, the driver sets the change lever to D
When the vehicle is tilted forward or backward from the position, the shift control unit receives shift-up / shift-down from the currently selected gear.

[0004] Even though it has a 16-speed shifting function, it is not always widely used from the first speed stage 1st to the highest speed stage 16th, but can be appropriately selected according to the above-mentioned heavy load and operating conditions. For example, when the vehicle is started in the case of the trailer connection, if the load is considerably heavy, an extremely low speed stage such as 1st or 2nd is selected, but if the load is not very heavy, a slightly higher 4th to 6th low speed stage is selected. It is common. Not only can the vehicle be accelerated comfortably and sufficiently at a low-speed stage to start comfortably, but also the frequency of clutch connection / disconnection is reduced compared to the case of starting up at an extremely low speed and shifting up sequentially. Wear can be reduced and the life can be extended. When the trailer is not connected, a more comfortable start can be performed by selecting a higher middle speed gear such as 9th.

Also, with regard to upshifting and downshifting, smooth shifting cannot be achieved unless the current gear stage is sequentially switched to the next higher (or lower) gear stage. It is also possible to switch to a higher or lower gear (this is called a skip shift).

[0006]

In a vehicle in which gears are switched by an actuator, it is important that the actuator operates in accordance with a drive command. When the actuator does not operate due to some defect, even if the shift control unit drives the actuator, the gear of the actual transmission is not necessarily engaged according to the target combination of gears. For this reason, the gears cannot be switched smoothly, or the gears are not switched to the gears that should have been selected in accordance with the vehicle speed and driving conditions at that time, and driving comfort is impaired.

[0007] It is desirable that the vehicle be able to run for the time being even if the actuator is out of order. Therefore, it is preferable that the transmission control device is provided with a backup function when the actuator is out of order.

It is an object of the present invention to solve the above-mentioned problems and to provide a shift control device for a vehicle which backs up shift control when an actuator fails.

[0009]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention comprises a plurality of transmissions combined to enable a multi-stage shift, and each transmission is provided with an actuator for shifting, and In a shift control device for a vehicle provided with a shift control unit that performs gear shift by driving the gear, when an operation failure is detected for any of the actuators, the shift control unit switches the defective actuator from a current gear stage The switching to the gear stage accompanying the operation of is prohibited.

[0010] The multi-stage transmission may include at least one auxiliary transmission and a main transmission.

When the malfunctioning actuator is used for the splitter of the auxiliary transmission, the remaining actuators other than the malfunction are operated to be fixed to one of the H side and the L side of the splitter, and the shift by the skip shift is performed. May go.

When the set start gear does not correspond to the skip shift gear, the closest gear among the lower gears may be set as the start gear.

When the malfunctioning actuator is for the range of the auxiliary transmission, the remaining actuators other than the malfunction are operated and fixed to one of the H side or the L side of the range, and the splitter or the main gear stage is set. May be performed.

If the set start position corresponds to the prohibited gear position, the lowest gear position is set as the start position on the H side of the range, and the highest gear position is set as the start position on the L side of the range. Is also good.

[0015]

An embodiment of the present invention will be described below in detail with reference to the accompanying drawings.

A transmission control device according to the present invention is configured to enable a multi-stage transmission by combining a plurality of transmissions. Each transmission is provided with an actuator that strokes for shifting, and these actuators are driven to change gear positions. A shift control unit for switching is provided, and all gear stages can be selected by a manual shift or an automatic shift in a normal state, but the selectable gear stages are restricted when an actuator fails. The restrictions differ depending on the form of the transmission and the stroke position at the time of failure. FIG. 1 shows an embodiment of a failure backup process for a transmission having no neutral position, FIGS. 2 and 9 show an embodiment of a failure backup process for a transmission having a neutral position, and FIG. 5 shows an embodiment of a self-diagnosis process.

A preferred example of a vehicle to which the present invention is applied is a diesel engine vehicle in which a trailer is connected to a tractor head and a multi-speed transmission is adopted. Hereinafter, the main parts of the vehicle will be described.

As shown in FIG. 4, the engine drive system including the shift control device includes a multi-stage transmission mechanism 401 coupled to the engine via a clutch 504 (shown in FIG. 5), and an actuator of the multi-stage transmission mechanism 401. Pneumatic cylinder system 402, engine rotation sensor 403 for detecting the engine speed, output rotation sensor 404 for detecting the speed of the output shaft of multi-stage transmission mechanism 401 as a vehicle speed signal for control, gear stage of multi-stage transmission mechanism 401 A controller (multi-stage T / M control unit) 405 that constitutes a shift control unit that controls the switching and a clutch control unit that controls the clutch, an accelerator sensor 406 that detects the required accelerator opening from the depression amount of the accelerator pedal, Change lever 4 for transmitting a shift operation to controller 405
07, an A / M changeover switch (not shown) for selecting an automatic shift / manual shift in a shift operation, an emergency shift switch 408 forcibly setting a gear in a special case such as an emergency, and a manual connection / disconnection. A clutch pedal 409 that can be used, a gear display unit 410 in the accumulator console that displays the currently selected gear position by numerals, and a controller ECU that configures an engine control unit that instructs the engine to control the accelerator opening and fuel injection timing. (Engine control unit) 411, clutch connection / disconnection actuator 412, stroke sensor (not shown) used for detecting the position of the connection / disconnection actuator 412, brake sensor (not shown) for detecting light depression of the brake pedal The trailer brake lamp lighting signal is provided at the rear of the tractor head Trailer socket for transmitting to the trailer (not shown), the trailer detector for detecting whether the trailer vehicle is coupled (not shown), and a like. The controller 405 inputs signals indicating the operating state from the engine rotation sensor 403, the output rotation sensor 404, and others, reads out data such as a built-in shift-up map and a shift-down map, and outputs several tens of Various processes can be executed at time intervals such as ms. The controller 405 and the controller ECE 411 are connected by a bus cable or the like, and can communicate with each other. Change lever 207 is reverse (R), neutral
(N), a stable position of drive (D) or hold (H) and an instantaneous position of shift-up operation request (UP) and shift-down operation (DOWN). A / to switch
An M switch is arranged.

FIG. 5 shows details of the multi-stage transmission mechanism and the pneumatic cylinder system.

The multi-stage transmission mechanism 401 includes a two-stage splitter (sub-transmission) 502 having a relatively small transmission ratio inserted in front of a main transmission 501 capable of four-stage transmission.
01, a two-stage speed change range (auxiliary transmission) 503 having a relatively large speed ratio is inserted. The splitter 502 has three types: high speed (H), low speed (L), and neutral.
Positioning and disconnecting actuator 412 of FIG.
The driven shaft in the clutch 504 is pulled out of the input shaft 505 when the
When the splitter 502 is on the L side, the main transmission 5
01 through a counter gear 517 that always meshes with a dog gear 515 of the 4th gear, and when the splitter 502 is on the H side, an L through a counter gear that constantly meshes with the splitter gear.
Alternatively, transmission or cutoff is performed at an H gear ratio.

The main transmission (main gear stage) 501 is 1 second.
t, 2nd, 3rd, 4th and Rev main gears and 6 neutral positions.
When 2 is on the L side, the rotation of the input shaft 505 is 4t.
h through the main gear 518 and the splitter 502
Is on the H side, it is taken in via an input gear and an input counter gear, and a plurality of dog gears 515 integral with a main gear 518 constantly meshing with a plurality of counter gears 517 integral with a counter shaft 506. By operating the pneumatic cylinder system 402, the rotation of one of the dog gears 515 is shifted or reversed to four forward speeds, and the main shaft 5 is rotated.
07 or shut off.

The range 503 fixes the sun gear 508 located at the center of the planetary gear mechanism to the main shaft 507, and the planetary gear 5 located outside the sun gear 508.
09 is coaxially held and the carrier 510 is fixed to the output shaft 511.
The coupling of the ring gear 512 located on the outer side of the housing is connected to the spline 519 or the output shaft 51 on the housing side.
By switching to the spline 520 on the one side, the rotation of the main shaft 507 can be transmitted to the output shaft 511 at an L or H speed ratio.

The counter shaft 506 is provided with a counter shaft brake 513 for braking the rotation and a counter shaft rotation sensor 514 for detecting the number of rotations. On the main shaft 507, there are provided a plurality of dog gears 515 integral with the main gear 518 which is always meshed with the counter gear 517 integral with the counter shaft 506, and a plurality of sleeves 516 integral with the main shaft 507.

The pneumatic cylinder system includes three electromagnetic valves 53
1, 532, 533, a splitter cylinder 530 whose stroke is controlled, and three electromagnetic valves 541, 54
A select cylinder 540 whose stroke is controlled by 2,543, a sleeve shift cylinder 550 whose stroke is controlled by two electromagnetic valves 551 and 552, and a range cylinder 560 whose stroke is controlled by two electromagnetic valves 561 and 562. And a counter shaft brake 513 that is on / off controlled by one electromagnetic valve 571. These electromagnetic valves are controlled by the controller 405 and operated in combination to form the multi-stage transmission mechanism 401.
Each part is switched. 580 is an air source.

The splitter cylinder 530 has an electromagnetic valve 531 (hereinafter referred to as MVH) at the cylinder base, an electromagnetic valve 532 (MVF) at the cylinder body, and an electromagnetic valve 533 (MVG) at the top of the cylinder.
The cylinder body accommodates a head 536 having rods 534 and 535 on both sides, and the cylinder base accommodates a single head 537 having no rod.

When only the MVF is operated, the head 536 moves toward the top of the cylinder (the right side in the figure), so that the splitter sleeve in the splitter 502 connected to the rod 535 moves to the L position. When only the MVG is operated, the head 536 moves toward the cylinder base (left side in the figure), and the splitter sleeve moves to the H position. When MVG and MVH are operated,
Since the single head 537 moves in the direction of the cylinder body,
The movement of the head 536 in the direction of the cylinder base is performed by the rod 5.
34 is stopped by the single head 537 and stops at the intermediate position, and the splitter sleeve stops at the neutral position.

The select cylinder 540 has an electromagnetic valve 541 (MVE) connected to the cylinder base, an electromagnetic valve 542 (MVD) to the cylinder body, an electromagnetic valve 543 (MVC) to the top of the cylinder, and connected to the cylinder body. The head accommodates a head 546 provided with rods 544 and 545 on both sides, and accommodates a single head 547 having no rod at the base of the cylinder.

When only the MVD is operated, the head 546 moves toward the top of the cylinder (the lower side in the figure), and the selector 591 connected to the rod 545 moves to the shifter 592 at the N3 position. At the N3 position, the main transmission 501 can be shifted to 3rd or 4th. When only the MVC is operated, the head 546 moves in the direction of the cylinder base (upper side in the figure).
1 moves to the shifter 593 at the N1 position. N1
In the position, the main transmission 501 can be shifted to Rev. When the MVC and the MVE are operated, the single head 547 moves in the cylinder body direction, so that the head 546 moves in the cylinder base direction in the single head 5.
Since the rod 544 is regulated by 47, the rod 544 is stopped at the intermediate position, and the selector 591 is shifted to the shifter 594 at the N2 position.
Stop at the position. In the N2 position, the main transmission 501 can be shifted to the first or second gear.

The sleeve shift cylinder 550 has an electromagnetic valve 551 (MVB) connected to the top of the cylinder and an electromagnetic valve 552 (MVA) connected to the cylinder base.
A head 554 having a rod 553 is housed in a cylinder body.

When only the MVA is operated, the head 554 moves toward the top of the cylinder (the left side in the figure), and the selector 591 connected to the rod 553 shifts to the shifter 592,
Rev, 2nd, 4 of a shifter group composed of 593 and 594
Move to th side. When only MVB is operated, the head 5
Since 54 moves toward the cylinder base (right side in the figure), the selector 591 connected to the rod 553 moves to the 1st, 3rd side of the shifter group. When the MVA and the MVB are operated, the head 554 enters a neutral state, and the selector 591 enters a neutral state.

Since each shifter 592, 593, 594 is connected to the sleeve 516 of the corresponding stage of the main transmission 501, the selector 591 is moved to any one of N1, N2 and N3 by the selection cylinder 540.
Selector 591 by cylinder 550 for sleeve shift
Is moved, the desired sleeve 516 is fitted to the desired dog gear 515, and the main transmission 501 can be shifted to the fourth forward speed and the reverse speed. Further, by setting the selector 591 to the neutral state, the main transmission 501 can be set to neutral.

The range cylinder 560 has an electromagnetic valve 561 (MVI) connected to the top of the cylinder, an electromagnetic valve 562 (MVJ) connected to the base of the cylinder, and a head 564 provided with a rod 563 in the cylinder body. It is.

When only the MVI is operated, the head 564 moves toward the cylinder base (the right side in the figure), and the range sleeve in the range 503 connected to the rod 563 moves to the H position. When only MVJ is operated,
Since the head 564 moves toward the top of the cylinder (left side in the figure), the range sleeve moves to the L position.

By turning on / off the electromagnetic valves of the pneumatic cylinder system in combination, the multi-stage transmission mechanism 40
1 can be switched to 16 forward speeds (see FIG. 8) and 2 reverse speeds, and two neutral states can be obtained: splitter neutral and main transmission neutral.

FIG. 6 shows an actuator system for operating the clutch.

This actuator system includes a clutch booster 601 constituting a disconnecting / connecting actuator 412, a proportional valve 602 for giving a stroke amount to the clutch booster 601 by air pressure, and an on / off valve for shutting off air supply upstream of the proportional valve 602. 603, emergency valve 604 for forcibly closing the clutch, clutch booster 6
The clutch pedal 409 drives the relay piston 605 of No. 01 hydraulically. 611 is an air source, and 612 is a double check valve. Clutch booster 601
Is a member for causing the member 606 to stroke in proportion to the amount of supplied air, and this member 606 is connected to the pressure plate of the clutch 504.

When the main power is turned on by a key switch of the vehicle, the controller 405 controls the on / off valve 60.
Turn on 3 to allow air supply to proportional valve 602. When the main power is turned off, the on / off valve 60
3 is turned off to prevent the pressure of the air source 611 from dropping due to air leakage from the proportional valve 602. At the time of clutch connection / disconnection, a control current is supplied from the controller 405 to the proportional valve 602. Since the proportional valve 602 supplies air pressure proportional to the current to the clutch booster 601, any clutch position from clutch complete connection to complete disconnection can be controlled by the current. Therefore, delicate control of a half clutch or the like can also be performed by clutch position control by the controller 405. The emergency valve 604 is used for rapidly closing the clutch 504 and preventing the vehicle from jumping out when an abnormality occurs in the vehicle. The ON / OFF of the emergency valve 604 can be manually operated by an emergency switch (not shown) in addition to a command from the controller 405. When the clutch pedal 409 is depressed, the member 606 is stroked by the hydraulic pressure, and at the same time, the relay piston 605 is driven to supply air to the clutch booster 601 to support the stroke of the member 606.

The operation of the multi-speed transmission mechanism 401 will be described.

In the case of automatic shifting, the controller 405 refers to an upshift map or a downshift map (not shown) based on the accelerator opening and the vehicle speed of the control system, and when the target gear is set to the optimal gear. The clutch 504 is released by the connecting / disconnecting actuator 412, and the position of the splitter 502, the main transmission 501, and the range 503 is controlled by the pneumatic cylinder system 402 as described above, thereby switching to the target gear stage. After the completion of the gear shifting, the clutch 504 is controlled to be connected. In the case of a manual gear shift, the controller recognizes a shift-up operation by the driver leaning forward or a gear-down operation by leaning backward, and sets a target gear speed higher or lower than the current gear speed. Switching is performed. The operations of connecting and disconnecting the clutch and switching the gear position are the same in the automatic shift and the manual shift, and will be described below.

FIG. 7 shows the main transmission 501 and the split 50.
2. Operations performed in each of the ranges 503 are shown in chronological order. The contents of the operation are shown in a square frame, and the conditions for entering the operation are shown in the upper right of the frame. Multi-speed transmission mechanism 401
Is started, and at the same time, the connecting / disconnecting actuator 4
At 12, the clutch release is started. When the clutch stroke sensor detects that the clutch 504 has begun to open just before half-clutching, the main transmission 501 starts gear removal by the sleeve shift cylinder 550. When the target gear position requires a splitter shift from the current gear position, the splitter 502 also operates the splitter cylinder 530 in parallel with the gear shift of the main transmission 501 to start gear shift to the neutral position. Is done.

On the main transmission side, the selection of the main transmission 501 by the selection cylinder 540 is started on condition that the gearshift of the main transmission 501 is completed and the gearbox is in neutral. At the same time, when the target gear position requires shifting in the range 303, the range 503 is switched from the H side to the L side or from the L side to the H side by the range cylinder 560.

On the other hand, on the splitter side, it is detected that the clutch 504 has been completely released by a signal of a stroke sensor (not shown), or the main speed is changed by a signal of a gear position sensor (not shown). The gear shifting to the side H or L is performed by the splitter cylinder 530 on the condition that the gear removal of the machine 501 is detected to be completed. Although not shown, the splitter 502 is provided with a mechanical synchronizing mechanism, so that the rotation speed of the input shaft 505 and the H
Alternatively, the number of rotations of the dog gear of L is synchronized with each other, so that gear shifting by smooth movement of the sleeve is achieved. If the target gear position can be changed from the current gear position only by the splitter shift, the switching is completed at this stage.

When the shifting of the gear of the splitter 502 is completed and the switching of the range 503 is completed, the main transmission 50 is stopped.
The electronic synchro control by the dog gear rotation control means is started on condition that the gear removal of No. 1 has been completed.

In the electronic synchronization control, when the rotation speed of the dog gear 515 is higher than the rotation speed of the sleeve 516 by a predetermined value or more, the countershaft brake control is performed. That is,
By turning on the electromagnetic valve 571, the countershaft brake 513 is turned on and the rotation speed of the dog gear 515 is reduced. The number of rotations of the dog gear 515 is
When the rotation speed is lower than the predetermined value by a predetermined value or more, the double clutch control and the engine control are performed. That is, the clutch 504 is temporarily connected so that the engine speed is reduced by the input shaft 5.
05, the rotational speed of the input shaft 505 is increased, and the rotational speed of the doggie 515 is increased. By such electronic synchronization control, the rotation speed of the dog gear 515 and the sleeve 5
The difference from the number of rotations of 16 can be controlled within a preset allowable value.

The rotation speed of the dog gear 515 is calculated from the output of the counter shaft rotation sensor 514. In order to obtain the number of rotations of the dog gear 515 of the gear stage which is the switching target among the plurality of dog gears 515 in the main transmission 501, the counter gear 517 of the gear stage and the main gear 51 are required.
The ratio of the number of teeth to 8 is multiplied by the number of revolutions of the counter shaft. The number of rotations of the sleeve 516 is calculated from the output of the output rotation sensor 404. If the range 503 is on the H side, the output shaft rotation speed is used as it is as the sleeve rotation speed. If the range 503 is on the L side, the output shaft rotation speed is multiplied by the gear ratio of the L stage to obtain the sleeve rotation speed. This sleeve rotation speed becomes the rotation speed of the gear stage that is the shift target.

If the selection of the main transmission 501 has been completed and the rotational speed difference has reached an allowable value in the electronic synchronization control, it is confirmed that the clutch 504 is completely released, and then the sleeve shift cylinder The shift (gear shifting) of the main transmission 501 by 550 is executed. Since the difference between the number of rotations of the dog gear 515 and the number of rotations of the sleeve 516 is within an allowable value, smooth gearing is achieved.
Thereafter, the clutch 504 is connected by the automatic clutch control.

Next, the operation of the shift control device when an operation failure of the range 503 actuator, ie, the range cylinder 560, which is a transmission without a neutral position, is detected will be described. As described above, the range cylinder 560 includes two solenoid valves 561 (MVI),
Although the stroke is performed at 562 (MVJ), malfunctions such as a stroke may occur due to a failure of these electromagnetic valves. It is assumed that the failure of each electromagnetic valve has been detected by a failure self-diagnosis process described later. Hereinafter, MVI is called an H valve, and MVJ is called an L valve.

As shown in FIG. 1, it is determined whether the H valve has failed (S11). If the H valve is out of order, the process proceeds to a prohibited gear position determination process S13. If the H valve has not failed, it is determined whether the L valve has failed (S12). If the L valve is out of order, the process proceeds to a prohibited gear position determination process. If the L valve is not out of order
The solenoid valves are both sound, and the process ends.

In the prohibited gear position determination process S13, the current range is checked. The current range may be stored as a status after the end of the gear position switching operation, or a gear position detection switch may be provided in the multi-stage transmission mechanism 401,
This switch may be read. When the current range is H, switching to 1st to 8th is prohibited. As shown in FIG. 8, since the range is L for 1st to 8th, if the current range is H, a shift by the range cylinder 560 accompanies switching to 1st to 8th. Since it is not preferable to perform the speed change by the range cylinder 560 when the H valve or the L valve is out of order, it is prohibited. 9th-16th is H
Therefore, if the current range is H, the switching can be performed without performing the speed change by the range cylinder 560, so that the change is not prohibited. On the other hand, when the current range is L, 9
Switching from th to 16th is prohibited, and switching from 1st to 8th is not prohibited.

As described above, when it is determined that the operation of the range cylinder 560 is not sound due to the failure of the H valve or the L valve, the remaining actuators other than the malfunction are operated, and the H side or the range of the range is operated. The gear is switched on the condition that the current range is maintained by shifting to the split side or the main gear by fixing to one side of the L side, so the vehicle travels using the current range for the time being. It becomes possible to do. In the prohibited gear position determination process S13, the start gear position is also corrected.

When the control system is normal, the transmission control device of the present invention switches from the current gear position to a preset start gear position when the vehicle starts moving. At this time, a trailer is connected to the vehicle. For example, the sub-low speed stage is set as the starting gear stage, and if the trailer is not connected to the vehicle, the middle speed stage is set as the starting gear stage. Also, the driver shifts up (or shifts down) the starting gear selected by the shift control device.
If the start gear is changed, the start gear can be learned to be the next start gear. Here at the time of connection 4
It is assumed that a start gear stage of 9th and 9th when not connected is set.

However, when it is determined that the range cylinder 560 is not sound, it is desirable to switch gears under the condition that the current range is maintained even when starting.
Therefore, when switching from 1st to 8th is prohibited, the speed is limited to 9th or more. In the case of non-connection of the trailer, 9th is set to the starting gear as originally set and 1st
Up to 2th is allowed. Even in the case of the trailer connection, 9th, which is the closest to 4th among the gears not prohibited, is set as the starting gear, so that 9th is finally set as the starting gear.

When the switching from 9th to 16th is prohibited, the speed is limited to 8th or less. Therefore, when the trailer is not connected, 8th closest to 9th among the unprohibited gears is limited to the starting gear. Is done. When the trailer is connected, the starting gear stage set originally does not cause any problem, and 4th is the basic starting gear stage.

As described above, since it is determined that the range cylinder 560 is not sound due to the failure of the H valve or the L valve, the set start is performed when the shift is performed by the splitter or the main gear. If the gear corresponds to a prohibited gear, for example, if the set start gear is 4th using the L side of the range and only the H side of the range can be used, the lowest using the H side will be used. The gear stage (9th) is set as the start stage. For example, when the set start stage is 9th using the H side of the range and only the L side of the range can be used, the highest gear stage using the L side is used. (8
By setting th) as the starting gear, the starting gear is selected under the condition that the current range is maintained, so that the vehicle can be started using the current range for the time being.

Next, the actuator of the splitter 502, which is a transmission having a neutral position,
The operation of the shift control device when the malfunction of the splitter cylinder 530 is detected will be described. As described above, the splitter cylinder 530 includes three electromagnetic valves 54.
According to 1,542,543, the stroke is performed from the high-speed gear position to the low-speed gear position via the neutral position. However, malfunction of the electromagnetic valves may cause malfunctions such as strokes. It is assumed that the failure of each electromagnetic valve has been detected by a failure self-diagnosis process described later. Hereinafter, MVH is a valve for SH, MVF is a valve for SL, M
VG is called a SN valve.

As shown in FIG. 2, it is determined whether or not the SH valve has failed (S21). If the SH valve is out of order, the process proceeds to a prohibited gear position determination process S90. SH
If the SL valve has not failed, it is determined whether the SL valve has failed (S22). If the SL valve is out of order, the process proceeds to a prohibited gear position determination process S90. If the SL valve has not failed, it is determined whether the SN valve has failed (S23). If the SN valve is out of order, the process proceeds to a prohibited gear position determination process S90. If the SN valve is not out of order, all three electromagnetic valves are sound and the process ends.

In the prohibited gear position determination process S90, the process proceeds to the flow shown in FIG. First, the position of the current splitter is checked (S91, S91 '). The current splitter may store the status as the status after the gear position switching operation is completed, or a gear position detection switch may be provided in the multi-stage transmission mechanism 401 and the switch may be read. When the current splitter is on the L side, switching to an even-numbered stage is prohibited (S92). As shown in FIG. 8, since the splitter is on the H side in an even-numbered stage, if the current splitter is on the L-side, a shift by the splitter cylinder 530 is required to switch to the even-numbered stage. S
Shifting by the splitter cylinder 530 when the H valve, the SL valve, or the SN valve is out of order is not preferable because it is not preferable. For odd-numbered stages, the splitter is L
Therefore, if the current splitter is at the L side, the switching can be performed without performing the shift by the splitter cylinder 530, so that the change is not prohibited. On the other hand, if the current splitter is H
On the other hand, the switching to the odd-numbered stage is prohibited, and the switching to the even-numbered stage is not prohibited (S93).

As described above, when the current splitter is on the H side or the L side, the gear position is switched under the condition that the current splitter is maintained in the same manner as in the case of the valve failure in the range described above. The vehicle can be driven using the splitter.

When the current splitter is neither the H side nor the L side and is in a splitter neutral state, the gear shift cannot be achieved if this state is maintained, and the vehicle cannot be driven. Must be moved to Therefore, it is determined whether or not the SL valve has failed (S94). When the SL valve is out of order, the splitter is in neutral, so it is considered that even if the SL valve is driven, it does not become equivalent to ON.
Therefore, switching to the odd-numbered stage is prohibited, and the SL valve is not used (S96). If the SL valve is not faulty, it is considered that the SH valve is not operating because the splitter is neutral, and it is not clear what kind of fault the N valve is. It is considered that there is a possibility that the vehicle will be in neutral even if driven. Therefore, the switching to the even-numbered stage is prohibited, and only the SL valve is used (S95).

As described above, the splitter cylinder 530
When the gear is in the neutral position, switching to a gear stage with operation in a good operation direction is not prohibited, but only switching to a gear stage with operation in a malfunctioning direction is prohibited. It is possible to change gears and travel.

As described above, when the malfunctioning actuator is used for the splitter of the auxiliary transmission, the control contents are summarized as follows. The remaining actuators other than the malfunction are operated and fixed to one of the H side or the L side of the splitter. The shift using only the even-numbered steps or only the odd-numbered steps, that is, the shift by the skip shift is performed.

In correcting the starting gear stage when the splitter switching electromagnetic valve is out of order, when the switching to the even-numbered stage is prohibited (S92, S95), when the trailer is connected, the fourth gear in the non-prohibited gear stage is the highest. The lower 3
rd is the start gear stage, and when the trailer is not connected, 9th is the start gear stage as originally set. When the switching to the odd-numbered gear is prohibited (S93, S96), in the case of the trailer connection, the start gear is set to 4th as originally set. 8th is the start gear stage.

As described above, the splitter cylinder 530
If the set start stage does not correspond to a skip shift stage that can be shifted by the skip shift at the time of starting when the shift by the skip shift is performed due to the detection of the operation failure of the shift start, the shift speed of the gear stage lower than the set start stage is set. The closest gear is the start gear.

Next, the failure self-diagnosis processing of FIG. 3 will be described. Here, as shown in FIG.
05, the electromagnetic valve 101 of the pneumatic cylinder system 402 is provided.
(This corresponds to each of the electromagnetic valves 531 to 562.) It is assumed that an electromagnetic valve drive voltage detection circuit 103 is provided in parallel with the transistor 102 for driving. The transistor 102 is an electromagnetic valve 101 between the power supply and the ground.
Are arranged in series with the working coil 104. When the transistor 102 is turned on, a current is applied to the operation coil 104 to operate the electromagnetic valve 101, and air pressure is supplied to a corresponding portion of the cylinder. When the transistor 102 is opened, the electromagnetic valve 101 is deactivated, and the corresponding portion of the cylinder is opened to the atmosphere.

The electromagnetic valve drive voltage detecting circuit 103 applies an off-corresponding voltage to the electromagnetic valve 101 if the detected voltage obtained by dividing the output voltage of the transistor 102 is a high voltage, and outputs the electromagnetic valve if the detected voltage is a low voltage. It is determined that the ON-equivalent voltage is applied to 101.

In the failure self-diagnosis processing, first, it is determined whether or not the controller 405 is in a control state of driving the electromagnetic valve (S31). In the case of the control state in which the electromagnetic valve is turned on, it is determined whether or not a voltage corresponding to OFF is applied to the electromagnetic valve (S32). If the voltage is equivalent to OFF, the counter may be incremented (increased by a unit amount) because there may be a problem with the transistor or the operating coil.
I do. If the voltage is not the voltage equivalent to the off state, there is no problem, and the counter is decremented (decreased by a unit amount). In the case of the control state in which the electromagnetic valve is turned off, it is determined whether or not a voltage equivalent to ON is applied to the electromagnetic valve (S3).
3). If the voltage is not equivalent to the ON voltage, there is no problem, and the counter is decremented. If the voltage is equivalent to ON, the counter may be incremented because there may be a problem with the transistor.

After increasing or decreasing the counter, it is determined whether the counter is larger than a preset value (S34).
When the value of the counter is larger than the set value, it is considered that the problem state continues, and a diagnosis result is given that the solenoid valve is out of order. When the value of the counter is smaller than the set value, the electromagnetic valve is considered to be sound or almost good, and a diagnosis result of normal is issued. Such a diagnosis is performed for each electromagnetic valve of the pneumatic cylinder system 402.

As described above, by monitoring whether the control state of the controller 405 and the actual applied voltage do not match, a malfunction of the actuator can be detected. Here, the drive voltage of the electromagnetic valve is used for diagnosis, but a stroke position sensor may be attached to the actuator to monitor the matching between the control state of the controller 405 and the actual stroke position.

[0069]

The present invention exhibits the following excellent effects.

(1) Even if there is a stroke failure in the actuator for moving the gear, the gear position is switched under the condition that the current position of the gear is maintained, so that the vehicle can be reliably driven.

(2) When the gear is in a neutral position, the gear is switched under the condition that the gear is moved in a direction in which the stroke is good, so that the vehicle can be reliably driven.

(3) If the set start gear is a prohibited gear, a gear close to the start gear and not prohibited is set as a start gear, so that the vehicle can be started reliably. Will be possible.

[Brief description of the drawings]

FIG. 1 is a flowchart of a backup process at the time of failure showing one embodiment of the present invention.

FIG. 2 is a flowchart of a backup process at the time of failure showing another embodiment of the present invention.

FIG. 3 is a flowchart of a failure self-diagnosis process performed by the shift control device of the present invention.

FIG. 4 is a main part configuration diagram of a vehicle using the transmission control device of the present invention.

FIG. 5 is a detailed configuration diagram of a multi-speed transmission mechanism and a pneumatic cylinder system in FIG. 4;

6 is a configuration diagram of a clutch actuator system of the vehicle in FIG.

FIG. 7 is a flowchart of a gear speed switching process related to the present invention.

8 is a gear position combination diagram for performing 16-speed shifting with the multi-speed transmission mechanism of FIG. 5;

FIG. 9 is a flowchart of a prohibited gear position determination process used in the failure backup process of FIG. 2;

FIG. 10 is a circuit diagram of an electromagnetic valve drive voltage detection circuit that can be used for failure self-diagnosis according to the present invention.

[Explanation of symbols]

 405 Controller (transmission control unit) 401 Multi-speed transmission mechanism 502 Splitter 503 Range 530 Splitter cylinder 531 Electromagnetic valve (MVH) 532 Electromagnetic valve (MVF) 533 Electromagnetic valve (MVG) 560 Range cylinder 561 Electromagnetic valve (MVI) 562 Electromagnetic valve (MVJ)

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (Reference) F16H 63:20 F16H 63:20 F term (Reference) 3J552 MA04 MA05 MA13 MA17 MA21 NA04 NB01 PB01 QA06C QB06 QC09 SA30 SB12 SB16 VA01X VA76X

Claims (6)

[Claims] 1. A multi-speed transmission is configured by combining a plurality of transmissions, and each transmission is provided with an actuator for shifting, and a transmission control unit for driving these actuators to perform a gear change is provided. In the shift control device for a vehicle, when an operation failure is detected for any of the actuators, the shift control unit prohibits switching from a current gear position to a gear position accompanied by operation of the defective actuator. Transmission control device for a vehicle. 2. The shift control device for a vehicle according to claim 1, wherein the multi-stage transmission comprises at least one sub-transmission and a main transmission. 3. When the malfunctioning actuator is used for the splitter of the auxiliary transmission, the remaining actuators other than the malfunction are actuated and fixed to one of the H side and the L side of the splitter, and the skip shift is performed. 3. The shift control device for a vehicle according to claim 1, wherein the shift is performed. 4. The shift control device for a vehicle according to claim 3, wherein, when the set start stage does not correspond to the skip shift stage, the closest one of the lower gear stages is set as the start stage. . 5. When the malfunctioning actuator is for the range of the auxiliary transmission, the remaining actuators other than the malfunction are operated and fixed to one of the H side or the L side of the range, and the splitter or the main is operated. 3. The shift control device for a vehicle according to claim 1, wherein the shift is performed by a gear. 6. When the set start stage corresponds to the prohibited gear stage, the lowest gear stage is set as the start stage on the H side of the range, and the highest gear stage is started on the L side of the range. 6. The shift control device for a vehicle according to claim 5, wherein the shift is a gear.