JP2002327840A - Controller for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller for an automobile carrying out a self-diagnosis of an assist clutch and capable of carrying out smooth shifting operation even when a shift command is issued during a failure of the assist clutch. SOLUTION: An automatic transmission is provided between an input shaft and an output shaft of a gear type transmission, and it has a torque transmitting means comprising a first frictional clutch 225 provided in at least one transmission range and meshing clutches 220 provided in other transmission ranges. Torque generated by an engine 101 is transmitted to an input shaft 205 of the automatic transmission via a second frictional clutch 201. A transmission control unit 403 controls the first frictional clutch 225, the meshing clutches 220 and the second frictional clutch 201. When the engine 101 is not generating torque, the transmission control unit 403 determines an action to a command given to the first frictional clutch 225 and diagnoses the first frictional clutch 225.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control apparatus for a vehicle, and more particularly to a control apparatus for a vehicle suitable for use in a vehicle having an automatic transmission in which an operation mechanism is automatically operated by an actuator.

[0002]

2. Description of the Related Art Conventionally, as an automatic transmission using a meshing clutch similar to a gear type transmission, for example, Japanese Unexamined Patent Application Publication No.
The one described in Japanese Patent Application Laid-Open No. 0-65199 is known. The control method of the automatic transmission at the time of upshifting is different from a conventional automatic MT which automates a manual transmission, and is a friction clutch (hereinafter, referred to as a "start clutch") disposed between an engine and a transmission mechanism. ) Without temporarily interrupting the power from the engine, releasing the currently engaged meshing clutch, and engaging the target meshing clutch while the friction newly added to the transmission mechanism is engaged. By engaging a clutch (hereinafter, referred to as an "assist clutch"), a shift with suppressed torque interruption during an upshift is realized. In such an automatic transmission, a change occurs in which the dog clutch is released and the assist clutch is engaged in the early stage of the shift.
In addition, in the latter half of the shift, the assist clutch is released and the meshing clutch is engaged so that a change occurs. These series of operations are performed by issuing a command to the actuator based on the result processed by the microcomputer.

[0003]

SUMMARY OF THE INVENTION In a conventional automatic transmission using a meshing clutch, when torque is transmitted by one speed stage of a starting clutch and a meshing clutch,
When the assist clutch breaks down and is constantly engaged, the transmission is locked. Further, when the assist clutch breaks down and is constantly disengaged, there is a problem that gear shifting using the assist clutch cannot be performed and shift shock increases.

[0004] It is an object of the present invention to provide a control apparatus for an automobile which can perform a self-diagnosis of an assist clutch and perform a smooth shift operation even when a shift command is issued when the assist clutch fails.

[0005]

(1) In order to achieve the above object, the present invention provides a torque generating means and at least one gear stage provided between an input shaft and an output shaft of a gear type transmission. An automatic transmission having a torque transmitting means including a first friction clutch provided at a first gear and a meshing clutch provided at another shift stage; and an input shaft of the automatic transmission having a torque generated by the torque generating means. And a control means for controlling the first friction clutch, the meshing clutch and the second friction clutch, which are the torque transmission means. In the control device for an automobile, which controls the first friction clutch when shifting to another shift speed, the control means includes: when the torque generating means is not generating torque,
The operation in response to the command given to the first friction clutch is determined to diagnose the first friction clutch. With this configuration, a self-diagnosis of the first friction clutch is performed, and a smooth shift operation can be performed even when a shift command is issued when the first friction clutch fails.

(2) In the above (1), preferably,
The control means starts the diagnosis of the first friction clutch when a door lock of the vehicle is operated, when a door of the vehicle is operated, or when a key of the vehicle is operated. It was done.

(3) In the above (1), preferably,
The control means does not generate torque from the torque generating means during diagnosis of the first friction clutch.

(4) In the above (1), preferably,
The control means starts the diagnosis of the first friction clutch when the second friction clutch is released and the rotation of the input shaft and the output shaft of the automatic transmission is stopped. It is.

(5) In the above (1), preferably,
The control means does not transmit the torque of the torque generating means to the automatic transmission during the diagnosis of the first friction clutch.

(6) In the above (1), preferably,
The control means performs fail-safe control when it is determined that the first friction clutch has failed.

(7) In order to achieve the above object, the present invention is directed to a torque generating means, a first gear provided between an input shaft and an output shaft of a gear type transmission, and provided at at least one shift speed. An automatic transmission having a torque transmitting unit including a friction clutch and a meshing clutch provided at another shift stage; and a second friction transmitting the torque generated by the torque generating unit to an input shaft of the automatic transmission. A clutch, and control means for controlling the first friction clutch, the meshing clutch and the second friction clutch, which are the torque transmission means, wherein the control means shifts from one speed to another speed. In controlling the first friction clutch, the control means may be configured such that the torque generating means is generating torque, the gear is not being shifted, and the torque generating means is not operating. When the torque is transmitted to the output shaft of the automatic transmission by one of the gears of the first friction clutch and the meshing clutch, an operation in response to a command given to the first friction clutch is determined. This is to diagnose the friction clutch. With this configuration, a self-diagnosis of the first friction clutch is performed, and a smooth shift operation can be performed even when a shift command is issued when the first friction clutch fails.

(8) In the above (7), preferably,
The control means issues a release command to the first friction clutch, and determines whether or not the first friction clutch is released.

(9) In the above (7), preferably,
The control means performs fail-safe control when it is determined that the first friction clutch has failed.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The configuration and operation of a control device for a vehicle according to a first embodiment of the present invention will be described below with reference to FIGS. First, an overall configuration of a vehicle including the vehicle control device according to the present embodiment will be described with reference to FIG. FIG. 1 is a system configuration diagram showing an overall configuration of an automobile provided with the automobile control device according to the first embodiment of the present invention. In the present embodiment, an engine is used as the torque generating means, and a gear transmission is used as the torque transmitting means.

The control units include an electronic control throttle control unit 401, an engine control unit 402, and a transmission control unit 4
03 and a notification control unit 412. Electronic control throttle control unit 401
Controls the electronic control throttle 103. The engine control unit 402 controls the engine 101. The transmission control unit 403 controls the transmission. The notification control unit 412 notifies a running state, a diagnosis state, and a control state. The transmission control unit 403 includes a CA control unit 402, an electronic control throttle control unit 401, and a notification control unit 412.
They are connected via a communication line 404 such as N (Control Area Network).

The engine 101 includes an electronic control throttle 103 for adjusting the engine torque, an engine speed sensor 102 for detecting the engine speed, and other sensors and actuators. The engine 101 is controlled by an engine control unit 402.
The electronic control throttle 103 is controlled by an electronic control throttle control unit 401.

The gear type transmission includes a flywheel 201
, Starting clutch 202, starting clutch actuator 203, wire 204, input shaft 205, output shaft 301, and gears 206, 207, 208, 209, 21.
0, 211, 212, 213, 214, 215, 23
0,231, 1-2 speed meshing clutch 220A,
3-5-speed engaging clutch 220C, 6-speed engaging clutch 220E, shift actuator 221, select actuator 222, shift fork 22
3, 224, 232, an assist clutch 225, an assist clutch actuator 226, an output shaft rotation speed sensor 300, and other sensors. Here, the 1-2 speed meshing clutch 220A includes a clutch hub 216A, a sleeve 217A, synchronizer rings 218A and 218B, and a gear spline 219.
A, 219B. In addition, the meshing clutch 220C for the 3-5 speed is a clutch, a latch hub 216C,
A sleeve 217C, a synchronizer ring 218C,
218D and gear splines 219C and 219D. Also, the 6-speed meshing clutch 220E
Are a clutch hub 216E, a sleeve 217E, a synchronizer ring 218E, and a gear spline 219.
E. In FIG. 1, the reverse mechanism is omitted. The actuators 203, 221, 222 and 226 constituting the gear type transmission are controlled by the transmission control unit 40 by hydraulic pressure or motor.
3 is controlled.

The engine torque output from the engine 101 is transmitted to the input shaft 205 of the gear transmission via the flywheel 201 and the starting clutch 202, and
06, 207, 208, 209, 210, 211, 21
2, 213, 214, 215, 230, 231 and transmitted to the output shaft 301 and finally transmitted to the tires to run the vehicle. The starting clutch 202 that transmits the engine torque to the input shaft 205 of the gear type transmission,
It is engaged / released by the starting clutch actuator 203 and controls the transmission rate of engine torque.

The gears 210 and 21 that can rotate with respect to the input shaft 205 are used for traveling from the first gear to the third gear, the fifth gear and the sixth gear.
2, 230 or gear 2 rotatable with respect to output shaft 301
07, 209, the meshing clutch 220A,
220C, 220E sleeves 217A, 217C, 2
17E is moved by the shift forks 223, 224, 232, and the clutch hubs 216A, 216C, 216E are moved.
And gear splines 219A, 219B, 219C, 21
One of 9D and 219E is fastened and determined. The shift forks 223, 224, and 232 are driven by a shift actuator 221 and a select actuator 222. At this time, the clutch hubs 216A, 216
C, 216E and gear splines 219A, 219B, 2
To synchronize with 19C, 219D, and 219E, synchronizer rings 218A, 218B, 218C, and 2
18D and 218E are provided.

At the first speed, the torque of the input shaft 205 is transmitted to the output shaft 301 via the gear 206-gear 207-clutch hub 216A. The gear 207 and the clutch hub 216A are connected by a sleeve 217A. At the second speed, the torque of the input shaft 205 is
-Gear 209-transmitted to the output shaft 301 via the clutch hub 216A. Gear 209 and clutch hub 216
A is connected to A by a sleeve 217A. At the third speed, the torque of the input shaft 205 is the clutch hub 216C
-Gear 210-Gear 211 is transmitted to output shaft 301. The gear 210 and the clutch hub 216C are connected by a sleeve 217C.

At the fifth speed, the torque of the input shaft 205 is transmitted to the output shaft 301 via the clutch hub 216C-the gear 212-the gear 213. The gear 212 and the clutch hub 216C are connected by a sleeve 217C. At the sixth speed, the torque of the input shaft 205 is transmitted to the output shaft 301 via the clutch hub 216E-gear 230-gear 231. Gear 230 and clutch hub 216
E is connected by a sleeve 217E. Thus, the meshing clutches 220A, 220C, 220E
Are provided for each of the first to third gears and the fifth and sixth gears. During traveling, the dog clutches 220A, 220
The gears to be fastened at C and 220E are always one, and the other gears are released.

In the case of the fourth speed, the input shaft 205 and the gear 214 are fastened by the assist clutch 225 to realize the fourth speed. The assist clutch 225 is driven by an assist clutch actuator 226. In addition, during the shift, the assist clutch 225 is controlled to control the transmission torque, thereby preventing a feeling of weakness and a blow-up during the shift. In this example, the assist clutch is set to the fourth speed, but may be set to the third speed or the fifth speed depending on the concept of the vehicle. Further, the gear ratio of each gear may be appropriately determined according to the application.

The transmission control unit 403 includes:
Accelerator pedal sensor 40 for detecting the amount of accelerator depression
6, an inhibitor switch 407 for detecting the position of the shift lever, an output shaft speed sensor 300 for detecting the speed of the output shaft, a mode switch 408 for switching between the automatic shift mode and the manual shift mode, and a shift when in the manual shift mode. A plus switch 409 that raises the gear by one, and a minus switch 41 that lowers the gear by one in the manual shift mode
0, an assist clutch sensor 413 for detecting the hydraulic pressure and torque transmission rate of the assist clutch, a starting clutch sensor 414 for detecting the starting clutch position, hydraulic pressure and torque transmission rate, and a shift sensor 415 for detecting the shift position.
And a select sensor 416 for detecting a select position;
Door lock sensor 4 for detecting locking / unlocking of door lock
17 and a door opening / closing sensor 418 for detecting opening / closing of the door
Then, an automobile sensor signal such as a key position sensor 419 for detecting an off / accessory / on position of the key is input. In addition, an indicator such as a lamp 411 is provided.

The transmission control unit 403 grasps the operation state from the received signals and controls the start clutch state and the gear position to appropriate states. The start clutch 202 performs engagement control during traveling or shifting at a constant speed gear. Further, the transmission control unit 403 controls the electronic control throttle 103 via the electronic control throttle control unit 401 so that the engine 101 does not blow up during a shift in the automatic shift mode.
Further, the transmission control unit 403 controls the electronic control throttle 103 and the assist clutch 225 so as to smoothly change the transmission torque immediately before the shift to the transmission torque immediately after the shift. Further, the ignition timing correction value is sent from the transmission control unit 403 to the engine control unit 402 to control the ignition timing. The notification control unit 412 displays a driving state, a control state, and the like on a display using characters, symbols, and the like, or notifies the user by voice.

Next, a control operation at the time of shifting using the vehicle control device according to the present embodiment will be described with reference to FIG. FIG. 2 is a time chart showing a control operation at the time of gear shifting using the vehicle control device according to the first embodiment of the present invention. In this example, for example, a shift example of an upshift from a low speed (first speed) to a high speed (second speed) is shown. In the figure, a solid line indicates a command to each actuator, and a dotted line indicates an actual state. I have. Note that the horizontal axis is time.

As shown in FIG. 2 (0), the accelerator pedal position is fixed. As shown in FIG. 2A, the throttle opening during the constant speed gear running is a function of the accelerator pedal position. For example, the throttle opening TVO = a × accelerator pedal position APS + b (a and b are constants).

If the throttle opening is constant from time Y to time A, as shown in FIG. 2 (10), until the output shaft torque and running resistance are balanced as shown in FIG. 2 (10).
As shown in (2), the engine speed increases, and FIG.
As shown in (3), the output shaft rotation speed (vehicle speed) increases.

Then, as shown in FIG. 2 (3), when the output shaft rotation speed (vehicle speed) reaches a predetermined speed and the shift conditions are satisfied, at time A, as shown in FIG. The gear position command changes from a low speed to a high speed, and shifting starts.

When the shift is started, as shown in FIG. 2 (6), the command of the low-speed meshing clutch is changed from engagement to release. At the same time, the throttle opening is reduced as shown in FIG. If it is normal, as shown in FIG. 2 (6), several tens [ms] to several hundred [m] due to hydraulic pressure and friction.
s] With a delay, the actual low-speed dog clutch position is released from engagement.

At this time, as shown in FIG. 2 (8), the pressing load on the assist clutch is increased, and the assist clutch torque is transmitted to the output shaft. This pressing load is obtained from the engine torque characteristics, and as shown in FIG. 2 (10), is controlled so that the output shaft torque before the start of the shift and the output shaft torque after the end of the shift become smooth. By performing such control, a shift without a feeling of weakness can be realized.

As shown in FIG. 2 (8), when the rotation ratio becomes the high-speed gear ratio as shown in FIG. 2 (4) at time B due to the torque transmission of the assist clutch, FIG. 2 (7). Thus, the command of the high-speed dog clutch is changed from release to engagement. At this time, as shown in FIG. 2 (8), the assist clutch is released. Further, as shown in FIG. 2 (9), the torque transmission of the starting clutch is controlled. By the torque transmission control of the starting clutch, the shaft vibration of the output shaft torque can be suppressed as shown in FIG.

The detection of the states of these actuators is performed by detecting the position using a variable resistor, detecting the hydraulic pressure using a hydraulic pressure SW or a hydraulic pressure sensor, or the like. The detection of the command may be the command variable itself of the microcomputer of the transmission control unit 403, or the current flowing through the solenoid may be detected.

Here, a release command is issued to the assist clutch except during the shift, and the assist clutch is released. Therefore, it is not known whether or not the assist clutch is engaged unless a shift occurs. If the assist clutch is out of order and not engaged, the engine speeds up during gear shifting, resulting in a gear shift with a large gear shift shock. Also, if the assist clutch breaks down and is constantly engaged during so-called constant speed traveling, in which torque is transmitted by one shift speed of the starting clutch and the meshing clutch,
The transmission will lock. Therefore, in the control device of the present embodiment, the operation of the assist clutch is self-diagnosed as described later with reference to FIGS.

Next, a self-diagnosis method of the assist clutch by the control device for the vehicle according to the present embodiment will be described with reference to FIGS. FIG. 3 is a flowchart showing the contents of the self-diagnosis method of the assist clutch by the vehicle control device according to the first embodiment of the present invention. FIG. 4 is a flowchart showing the operation of the vehicle control device according to the first embodiment of the present invention. 5 is a time chart at the time of self-diagnosis of an assist clutch.

The program for self-diagnosing the assist clutch shown in FIG.
Of the microcomputer. Before starting the engine, the transmission control unit 403
s], and executes a subroutine at step S300 at a constant interval.

In step S301 of FIG. 3, the transmission control unit 403 turns off the engine,
In addition, it is determined whether the door lock has changed from closed to open or whether the self-diagnosis is being performed, and if so, in step S302, starting of the engine is prohibited.

As shown in FIG. 4, from time Z to time D, no one is in the car and the engine is not running. The time D is a time point at which the driver unlocks the door lock and the door lock opens, and up to this time,
As shown in FIG. 4 (11), the start of the engine is prohibited.

Next, in step S303, the transmission control unit 403 operates at time D in FIG.
As shown in FIG. 1, the self-diagnosis of the assist clutch is started, and a command of a specific pattern is output to the assist clutch as shown in FIG. Here, the specific pattern is, for example, a pattern in which the assist clutch is disengaged before that time, so that the assist clutch is engaged, and then the assist clutch is disengaged.

In step S304, the transmission control unit 403 determines whether the state of the assist clutch is moving as instructed in step S303. When a hydraulic pressure sensor is provided in the assist clutch actuator 226 that drives the assist clutch 225, the state of the assist clutch can be detected by the output of the hydraulic pressure sensor. When the assist clutch actuator 226 is provided with a stroke sensor, it can be detected by the output of the stroke sensor. Further, it can be detected by a current flowing through a solenoid valve that drives the assist clutch actuator 226. The determination at this time is made in consideration of a delay in hydraulic pressure and the like.

If the operation is in accordance with the command, it is determined that the operation is normal, and the process exits the subroutine. If it is normal at the time when the specific pattern is completely output, the self-diagnosis is terminated at time E in FIG.

If it is not moving as instructed, step S3
At 05, the transmission control unit 403
Fail-safe control, such as controlling the automatic transmission in the future according to the failure state of the assist clutch or notifying that the assist clutch has failed, is performed. The control content according to the failure state of the assist clutch will be described later with reference to FIG. The notification of the failure of the assist clutch is performed by the notification control unit 412.
Is used to notify the diagnosis state using a lamp, a buzzer, or the like.

When the self-diagnosis is completed, step S306
In FIG. 4, the transmission control unit 403
As shown at time E in (11), the engine start is permitted. When an engine start command is issued at time F, the engine starts at time F1. If an engine start command is issued between time D and time E, the engine will not start.

Here, the timing of starting the self-diagnosis of the assist clutch may be other than the time when the door lock is changed from the closed state to the opened state. It's good even when you change. During the self-diagnosis, the vehicle may run if the engine is running, so the running of the engine is prohibited.

As described above, by performing the self-diagnosis of the assist clutch before starting the engine, it is possible to determine whether or not the assist clutch moves as instructed before the assist clutch is controlled during the gear shift. Dangerous traveling can be avoided even when there is no driving, and smooth traveling can be performed. Further, damage to the engine and the automatic transmission can be prevented. In addition, the safety of the driver and the occupant can be ensured by the notification.

According to the present embodiment, a self-diagnosis of the assist clutch is performed, and dangerous traveling can be avoided.

Next, the configuration and operation of the control device for a vehicle according to the second embodiment of the present invention will be described with reference to FIGS. The overall configuration of the vehicle including the vehicle control device according to the present embodiment is the same as that shown in FIG. In the present embodiment, the self-diagnosis of the assist clutch is performed when the starting clutch is released.

FIG. 5 is a flowchart showing the contents of a self-diagnosis method of the assist clutch by the vehicle control device according to the second embodiment of the present invention, and FIG. 5 is a time chart at the time of self-diagnosis of an assist clutch by a control device.

The program for self-diagnosing the assist clutch shown in FIG.
Of the microcomputer. Before starting the engine, the transmission control unit 403
s] and the like, a subroutine call is made to step S500 and executed.

From time Z to time D in FIG. 6, no one is in the car and the engine is not running. When the driver unlocks the door lock and opens the door lock at time D, the transmission control unit 403 issues a release command to the start clutch and releases the start clutch. The timing of releasing the starting clutch may be other than when the door lock is changed from closed to open, and may be when the door is changed from closed to open or when the key position changes from off to accessory.

In step S501 of FIG. 5, the transmission control unit 403 determines whether or not the starting clutch has been released and the rotation of the input shaft and the output shaft has stopped.
Alternatively, it is determined whether the self-diagnosis is being performed, and if so, in step S502, the engagement of the starting clutch is prohibited as shown in FIG. This prohibits the start clutch from being engaged because the vehicle may travel if the start clutch is engaged during the self-diagnosis.

Next, in step S503, the transmission control unit 403 starts self-diagnosis of the assist clutch at time D2 and outputs a specific pattern command to the assist clutch as shown in FIG. I do. Here, the specific pattern means that the assist clutch is disengaged at the time before that, so for example,
In this pattern, the assist clutch is engaged, and then the assist clutch is released. At time D2, engine start is permitted.

Next, in step S504, the transmission control unit 403 determines whether the state of the assist clutch is moving as instructed in step S503. The state of the assist clutch is the assist clutch 22
5 is provided with an oil pressure sensor, the output can be detected by the oil pressure sensor. When the assist clutch actuator 226 is provided with a stroke sensor, it can be detected by the output of the stroke sensor. Also, the assist clutch actuator 22
6 can be detected by the current flowing through the solenoid valve that drives the solenoid valve 6. The determination at this time is made in consideration of a delay in hydraulic pressure and the like.

If the operation is in accordance with the instruction, it is determined that the operation is normal, and the subroutine is exited. If it is normal when the specific pattern is completely output, the self-diagnosis is terminated at time E in FIG. 6 (15), and in step S506, the starting clutch is permitted to be engaged, and the assist clutch is set to the normal control. When an engine start command is issued at time F, the engine starts at time F1. If an engine start command is issued between time D and time D2, the engine does not start, but if an engine start command is issued between time D2 and time F, the engine starts.

If it is not moving as instructed, step S5
At 05, the transmission control unit 403
Fail-safe control, such as controlling the automatic transmission in the future according to the failure state of the assist clutch or notifying that the assist clutch has failed, is performed. The control content according to the failure state of the assist clutch will be described later with reference to FIG. The notification of the failure of the assist clutch is performed by the notification control unit 412.
Is used to notify the diagnosis state using a lamp, a buzzer, or the like.

As described above, the self-diagnosis of the assist clutch is performed before the assist clutch is controlled during shifting, so that it is possible to determine whether or not to operate as instructed before controlling the assist clutch during shifting. Even when the assist clutch does not move as instructed, dangerous traveling can be avoided, and smooth traveling can be performed. Further, damage to the engine and the automatic transmission can be prevented. In addition, the safety of the driver and the occupant can be ensured by the notification.

According to the present embodiment, a self-diagnosis of the assist clutch can be performed to avoid dangerous running.

Next, the configuration and operation of a control device for an automobile according to a third embodiment of the present invention will be described with reference to FIGS. The overall configuration of the vehicle including the vehicle control device according to the present embodiment is the same as that shown in FIG.

In the present embodiment, the self-diagnosis of the assist clutch is performed during normal running. During normal running, if a specific pattern command is output to the assist clutch, the transmission may be damaged. Therefore, diagnosis is performed using a command during normal control as described below.

FIG. 7 is a flowchart showing the contents of a self-diagnosis method of the assist clutch by the vehicle control device according to the third embodiment of the present invention, and FIG. 5 is a time chart at the time of fail-safe control by the control device.

The program for self-diagnosing the assist clutch shown in FIG.
Of the microcomputer. Before starting the engine, the transmission control unit 403
s], and executes a subroutine at step S700 at a constant interval.

In step S701 of FIG. 7, the transmission control unit 403 outputs a normal control command to the assist clutch. Here, the normal control command is a release command if the vehicle is traveling at a constant speed in which one of the shift speeds of the starting clutch and the meshing clutch is engaged. Also, during shifting, it is a command for torque transmission as shown in FIG. 2 (8).

Next, in step S702, the transmission control unit 403 determines whether the state of the assist clutch is moving as instructed in step S701. The state of the assist clutch is determined by the assist clutch actuator 2 that drives the assist clutch 225.
When a hydraulic pressure sensor is provided in 26, it can be detected by the output of the hydraulic pressure sensor. When the assist clutch actuator 226 is provided with a stroke sensor, it can be detected by the output of the stroke sensor. Further, it can be detected by a current flowing through a solenoid valve that drives the assist clutch actuator 226. The determination at this time is made in consideration of a delay in hydraulic pressure and the like. Further, since the vehicle is running, for example, the state of the assist clutch can also be determined based on the engine speed. That is, as shown in FIG. 2 (8), when the assist clutch is controlled to transmit torque, the engine speed gradually decreases as shown in FIG. 2 (2). Become. Therefore, the state of the assist clutch can also be determined by observing the change in the engine speed. If it is moving as instructed, it is determined to be normal, and the subroutine is exited.

If it is not moving as instructed, step S7
03, the transmission control unit 403
Fail-safe control, such as controlling the automatic transmission in the future according to the failure state of the assist clutch or notifying that the assist clutch has failed, is performed.

Here, the contents of the fail-safe control will be described with reference to FIG. In FIG. 8, from time X to time G, the accelerator pedal position is constant as shown in FIG. 8 (0), and the throttle opening is constant as shown in FIG. 8 (1). As shown in FIG. 9), the starting clutch is engaged, and as shown in FIG. 8 (6), the low-speed meshing clutch is engaged, and the vehicle is traveling at a constant vehicle speed.

At time G, if a failure occurs in which the assist clutch is engaged in spite of the fact that the assist clutch is originally in the disengaged state, and the state is such that torque transmission is performed despite the release command being output, At time G1, the assist clutch is determined to have failed, and the fail control is started.

The fail-safe control in this case is shown in FIG.
As shown in (1), set the throttle opening to near full closure,
Reduce engine torque. Further, as shown in FIG. 8 (6), the engaged low-speed meshing clutch is released. Also, as shown in FIG. 8 (9), the starting clutch is released.

Also in the fail-safe control in step S305 in FIG. 3 and the fail-safe control in step S505 in FIG. Also, release the starting clutch.

As described above, it is possible to determine whether or not the assist clutch moves as instructed even during normal running, so that even if the assist clutch does not move as instructed, dangerous running can be avoided and smooth running can be performed. Further, damage to the engine and the automatic transmission can be prevented. In addition, the safety of the driver and the occupant can be ensured by the notification.

According to the present embodiment, a self-diagnosis of the assist clutch is performed, and dangerous traveling can be avoided.

In each of the above-described embodiments, the automatic transmission may automatically switch a plurality of forward gears in accordance with a predetermined shift map, or may detect a driver's intention to shift with a switch or the like. Alternatively, the shift speed may be switched according to the shift intention.

The engine or other torque generating means may be not only a gasoline engine but also a diesel engine, a natural gas engine or a motor.

Further, an automatic clutch such as a friction engagement type clutch or an electromagnetic clutch is provided as a starting clutch between the torque generating means and the automatic transmission, but a fluid coupling or the like such as a torque converter is provided. It may be.

As the actuator, a hydraulic actuator such as an air cylinder or a hydraulic cylinder is preferably used, but an electric actuator such as an electric motor may be used, and the actuator is appropriately determined according to the configuration of the transmission mechanism. It is something that can be done.

[0074]

According to the present invention, a self-diagnosis of the assist clutch can be performed, and a smooth shift operation can be performed even when a shift command is issued when the assist clutch fails.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram showing an overall configuration of a vehicle including a vehicle control device according to a first embodiment of the present invention.

FIG. 2 is a time chart showing a control operation at the time of gear shifting using the vehicle control device according to the first embodiment of the present invention.

FIG. 3 is a flowchart showing the content of a self-diagnosis method of an assist clutch by a vehicle control device according to a first embodiment of the present invention.

FIG. 4 is a time chart at the time of self-diagnosis of the assist clutch by the vehicle control device according to the first embodiment of the present invention.

FIG. 5 is a flowchart showing the contents of a self-diagnosis method of an assist clutch by a vehicle control device according to a second embodiment of the present invention.

FIG. 6 is a time chart at the time of self-diagnosis of an assist clutch by a vehicle control device according to a second embodiment of the present invention.

FIG. 7 is a flowchart showing the contents of a self-diagnosis method of an assist clutch by a vehicle control device according to a third embodiment of the present invention.

FIG. 8 is a time chart at the time of fail-safe control by a control device for a vehicle according to a third embodiment of the present invention.

DESCRIPTION OF SYMBOLS 101 ... Engine 102 ... Engine speed sensor 103 ... Electronic control throttle 202 ... Start clutch 225 ... Assist clutch 300 ... Output shaft speed sensor 301 ... Output shaft 401 ... Electronic control throttle control unit 402 ... Engine control unit 403: Transmission control unit 412: Notification control unit 417: Door lock sensor 418: Door open / close sensor 419: Key position sensor

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) // F16H 59:40 F16H 59:40 59:42 59:42 59:50 59:50 59:56 59: 56 (72) Inventor Takashi Okada 7-1-1, Omika-cho, Hitachi City, Ibaraki Prefecture Inside Hitachi Research Laboratory, Hitachi, Ltd. (72) Inventor Tatsuya Ochi 7-1-1, Omika-cho, Hitachi City, Ibaraki Prefecture Hitachi, Ltd. Hitachi Research Laboratory (72) Inventor Hiroshi Sakamoto 7-1-1, Omika-cho, Hitachi City, Ibaraki Prefecture F-term in Hitachi, Ltd. Hitachi Research Laboratory F-term (reference) 3D041 AA53 AA71 AA80 AB01 AC01 AC15 AC18 AD02 AD04 AD10 AD18 AD23 AD31 AD39 AE03 AE07 AE16 AE30 AF01 3G093 AA05 BA03 BA12 CA01 DA01 DA06 DA12 DB04 DB10 DB11 EA02 EA03 EB03 EC04 FA01 FA12 FB04 3J552 MA04 MA13 NA01 NB01 PB05 VA32 VA37 VD18 VD19

Claims (9)

[Claims] 1. A torque generating means, a first friction clutch provided between an input shaft and an output shaft of a gear type transmission, provided at at least one shift speed, and meshed at other shift speeds. An automatic transmission having a torque transmitting means including a clutch, a second friction clutch for transmitting the torque generated by the torque generating means to an input shaft of the automatic transmission, and a first friction which is the torque transmitting means. Control means for controlling the clutch, the meshing clutch and the second friction clutch, wherein the control means controls the first friction clutch when shifting from one speed to another speed. In the control device, the control means determines an operation in response to a command given to the first friction clutch when the torque generation means is not generating torque, and determines whether the first friction clutch A vehicle control unit, which comprises a diagnosis. 2. The vehicle control device according to claim 1, wherein said control means operates when a door lock of said vehicle is operated, when a door of said vehicle is operated, or when a key of said vehicle is operated. A control device for an automobile, wherein a diagnosis of the first friction clutch is started when the control is performed. 3. The control apparatus according to claim 1, wherein said control means does not generate torque from said torque generation means during diagnosis of said first friction clutch. 4. The control device for an automobile according to claim 1, wherein said control means is configured such that said second friction clutch is released, and rotation of an input shaft and an output shaft of said automatic transmission is stopped. A control device for an automobile, wherein the diagnosis of the first friction clutch is started at the time. 5. The control apparatus according to claim 1, wherein said control means does not transmit the torque of said torque generating means to said automatic transmission during diagnosis of said first friction clutch. Automotive control device. 6. The vehicle control device according to claim 1, wherein said control means performs fail-safe control when the first friction clutch is determined to have failed. 7. A torque generating means, a first friction clutch provided between an input shaft and an output shaft of a gear type transmission, provided at at least one shift speed, and meshed at other shift speeds. An automatic transmission having a torque transmitting means including a clutch, a second friction clutch for transmitting the torque generated by the torque generating means to an input shaft of the automatic transmission, and a first friction which is the torque transmitting means. A control unit for controlling the clutch, the dog clutch and the second friction clutch, wherein the control unit controls the first friction clutch when shifting from one speed to another speed. In the control device, the control means may be configured such that the torque generation means is generating torque, the gear is not shifting, and the torque of the torque generation means is in mesh with the first friction clutch. When transmitted to the output shaft of the automatic transmission by one shift speed of the latch, the operation of the first friction clutch is determined by judging an operation in response to a command given to the first friction clutch, and the diagnosis of the first friction clutch is performed. Automotive control device. 8. A control device for a vehicle according to claim 7, wherein said control means issues a release command to said first friction clutch, and determines whether said first friction clutch is released. The control device of the car. 9. The control device for an automobile according to claim 7, wherein said control means performs fail-safe control when it is determined that said first friction clutch has failed.