JP2005083553A - Power train control device and method, and vehicle with power train control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power train control device, a power train control method, and a vehicle with the power train control device, capable of being used both as a power train having a manual transmission and as a power train having an automatic transmission even in a case when an engine control part and an automatic transmission control part are integrally mounted. <P>SOLUTION: The automatic transmission control part 14 of the power train control device 12 having the engine control part 13 and the automatic transmission control part 14, comprises an input part 15 for inputting the automatic transmission-specific information, and a determination part 17 for determining that the power train has the manual transmission in a case when the automatic transmission-specific information is not input to the input part 15, and transmitting the information on that determination to the engine control part 13, and further determining that the power train has the automatic transmission 3 in a case when the automatic transmission-specific information is input, and transmitting the information on that determination to the engine control part 13. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a technology for controlling a power train composed of an engine and a transmission, and more particularly, a power train control device, a power train control method, and a power train control device in which an engine control unit and an automatic transmission control unit are integrally formed. Relates to vehicles with

Patent Document 1 describes a vehicle having a control device in which an engine control unit that controls an engine and an automatic transmission control unit that performs shift control of an automatic transmission are mounted in one CPU. . Conventionally, there are some that provide the engine control unit and the automatic transmission control unit separately, but by storing both control units in one CPU as described above, the installation space can be made more efficient, Cost can also be reduced.
JP-A-3-20164

  However, when the engine control unit and the automatic transmission control unit are configured as a single control device as described above, the control device is automatically connected to a vehicle with a manual transmission (hereinafter referred to as “MT vehicle” as appropriate). It cannot be applied to both transmission-equipped vehicles (hereinafter referred to as “AT cars” where appropriate). In other words, an engine control unit and an automatic transmission control unit that are integrated with each other can basically be mounted only on an AT vehicle, and a separate control device must be prepared for an MT vehicle. .

  The present invention was devised in view of the above-described problems. Even when the engine control unit and the automatic transmission control unit are integrally provided, the power train having the automatic transmission is also used for the power train having the manual transmission. An object of the present invention is to provide a power train control device, a power train control method, and a vehicle with a power train control device that can be used as a vehicle.

  The present invention includes an engine control unit that is connected to either a manual transmission or an automatic transmission and controls an output from an engine that constitutes a power train together with either the manual transmission or the automatic transmission, and the automatic transmission. A power train control device having an automatic transmission control unit for controlling a transmission state of the transmission, wherein the automatic transmission control unit includes an input unit to which automatic transmission unique information is input, and the input unit includes the automatic transmission control unit. When there is no input of transmission specific information, it is determined that the power train is constituted by the engine and the manual transmission, and the engine control unit is connected to the engine for the manual operation. When information indicating that the transmission is a transmission is transmitted and the automatic transmission specific information is input to the input unit, it is determined that the power train is configured by the engine and the automatic transmission. Connected to the engine relative to the engine control unit Te it is characterized in that a determination unit that transmits information indicating that the automatic transmission.

  According to the present invention, the same power train control device can be used for both a power train having an engine and an automatic transmission and a power train having an engine and a manual transmission. Can be shared. As a result, the power train management process can be reduced.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. However, the present invention is not limited to the following embodiments, and can be modified without departing from the scope of the invention.
<One Embodiment>
1 to 5 show an embodiment, FIG. 1 is a diagram showing a configuration of an AT vehicle according to the present embodiment, and FIG. 2 is a control circuit when a power train control device is mounted on the AT vehicle according to the present embodiment. FIG. 3 is a flowchart showing the power train control of the present embodiment, FIG. 4 is a diagram showing the structure of the MT vehicle of the present embodiment, and FIG. 5 is a diagram showing the configuration of the power train control device for the MT vehicle of the present embodiment. It is a figure which shows the structure of the control circuit at the time of mounting.

As shown in FIG. 1, a vehicle (automobile) 1 is configured as an automatic transmission-equipped vehicle (hereinafter referred to as “AT car” as appropriate) provided with an automatic transmission 3 at the rear end of the engine 2. The automatic transmission 3 constitutes the power train 100 of the vehicle 1.
The engine 2 is configured as an internal combustion engine having a combustion chamber, an intake valve, a fuel injection valve, and the like. The engine 2 is operated by turning on an ignition key (not shown), and the ignition key is turned off. It comes to stop by.

The automatic transmission 3 includes a torque converter, a transmission gear mechanism, a hydraulic clutch, and a hydraulic brake, and also includes a hydraulic circuit for the clutch and the brake. The hydraulic circuit includes a solenoid valve for controlling the hydraulic pressure, etc. Is provided.
As a result, the output of the engine 2 is shifted by the automatic transmission 3 and transmitted to the drive wheels 4.
Further, the automatic transmission 3 has a shift lever 5 for switching a shift state. When the driver operates the shift lever 5, the shift range of the automatic transmission 3 is changed to a parking range, a traveling range, and a neutral range. It can be set to the reverse range and so on.

  Furthermore, as shown in FIG. 2, in relation to the automatic transmission 3, an inhibitor switch 6 that detects the range position of the shift lever 5, an oil temperature sensor 7 that detects the oil temperature in the automatic transmission 3, and the automatic transmission 3, a solenoid sensor 8 for detecting the solenoid current (power supply information) of the control solenoid valve 3, an output shaft sensor (vehicle speed sensor) 9 for detecting the rotational speed of the output shaft of the automatic transmission 3, and the turbine shaft of the automatic transmission 3 Sensors such as a turbine shaft sensor 10 for detecting the rotational speed of the turbine are provided. As will be described later, the above-described inhibitor switch 6, oil temperature sensor 7, solenoid sensor 8, output shaft sensor 9, and turbine shaft sensor 10 are information specific to the automatic transmission (automatic transmission specific information; hereinafter referred to as "AT" In particular, the output shaft sensor 9 and the turbine shaft sensor 10 output AT unique information (automatic shift after starting) that is output for the first time after the engine 2 is operated. Machine-specific information; hereinafter referred to as “post-start AT-specific information” as appropriate).

Further, the vehicle 1 is equipped with a battery 11, and the battery 11 supplies power to the engine 2, the automatic transmission 3, a controller 12 described below, and the like.
Furthermore, as shown in FIGS. 1 and 2, the vehicle 1 includes a controller 12 that functions as a power train control device. The controller 12 is configured as an electronic control device having an input / output device (not shown), a storage device (nonvolatile RAM, ROM, etc.) incorporating a control program, a central processing unit (CPU), a timer counter, and the like.

More specifically, the controller 12 includes an engine control unit 13 that controls the output of the engine 2, an automatic transmission control unit that controls the shift state of the automatic transmission 3 (hereinafter referred to as “AT control unit” as appropriate) 14, And a storage unit 19 for storing information (determination information) indicating the result of determination by the AT control unit.
Here, the engine control unit 13 outputs engine control information from the output side to control the engine 2, and the power train 100 controls the automatic transmission 3 when communicating with an out-of-vehicle failure diagnosis device (tester) or the like. When the determination information is received from the AT control unit 14, information related to the automatic transmission 3 is transmitted to and received from the tester. Furthermore, when the engine control unit 13 receives determination information from the AT control unit 14 that the power train 100 has a manual transmission during communication with an out-of-vehicle failure diagnosis device or the like, the automatic transmission 3 The transmission of the related information is stopped and the engine control unit 13 dedicated to the manual transmission vehicle is configured to function.

The AT control unit 14 includes an input unit 15 that receives information from the outside, a main automatic transmission control unit (hereinafter referred to as “main AT control unit”) 16 that controls the automatic transmission 3, and a power train 100. And a determination unit 17 that performs a determination process (AT / MT determination process) as to which of the manual transmission and the automatic transmission 3 is provided.
The input unit 15 of the AT control unit 14 includes information used for controlling the inhibitor switch 6, the oil temperature sensor 7, the solenoid sensor 8, the output shaft sensor 9, the turbine shaft sensor 10, and the engine 2 and the automatic transmission 3. The other sensors 20 for detecting the signal are connected, whereby signals (external information) from these sensors 7 to 10 and 20 are input to the input unit 15. The main AT control unit 16 outputs automatic transmission control information (hereinafter referred to as “AT control information” as appropriate) from its output side to control the automatic transmission 3 and automatically to the engine control unit 13. Transmission related data can be transferred.

Next, the flow of information in the controller 12 will be described.
When the controller 12 receives the information output from the inhibitor switch 6, oil temperature sensor 7, solenoid sensor 8, output shaft sensor 9, turbine shaft sensor 10, and other sensors 20, the input unit 15 of the controller 12 receives the information. The transmitted information is transmitted to the main AT control unit 16 and the determination unit 17.

The main AT control unit 16 that has received the information transmitted by the input unit 15 creates AT control information for controlling the automatic transmission 3 based on the received information, and transmits the AT control information to the automatic transmission 3. To do. At this time, the main AT control unit 16 transfers automatic transmission related data to the engine control unit 13 as necessary.
On the other hand, in the determination unit 17, which of the manual transmission and the automatic transmission 3 the power train 100 has, that is, is connected to the engine 2 in accordance with the information received by the input unit 15. Determines whether it is a manual transmission or an automatic transmission 3. The above determination can also be said to determine whether the vehicle 1 is a vehicle equipped with a manual transmission (hereinafter referred to as “MT vehicle” as appropriate) or an AT vehicle. After such determination, the determination unit 17 transmits determination information to the engine control unit 13 and stores the determination information in the storage unit 19. Further, if the result of determination by the determination unit 17 is that the power train 100 has a manual transmission, the determination unit 17 outputs AT control information to the main AT control unit 16. Send a signal to prohibit. Receiving this signal, the main AT control unit 16 stops outputting AT control information.

  The engine control unit 13 that has received the determination information creates engine control information according to the determination information. Specifically, when information indicating that the automatic transmission 3 is connected to the engine 2 as determination information (hereinafter referred to as “AT information”) is received, the engine control unit 13 In addition to the operating state of 2, the engine control information for the AT vehicle reflecting the influence of the control of the automatic transmission 3 performed by the AT control unit 14 is created. On the contrary, when the information indicating that the manual transmission is connected to the engine 2 (hereinafter referred to as “MT information” as appropriate) is received as determination information, the engine control unit 13 connects to the engine 2. An engine control signal for an MT vehicle is generated ignoring the influence of the control by the AT control unit 14 that would have been performed if it was an automatic transmission. Further, the engine control information created by the engine control unit 13 is transmitted to the engine 2 where it is used for controlling the fuel injection valve, the intake valve, and the like.

Next, AT / MT determination processing performed by the AT control unit 14 will be described with reference to the flowchart of FIG.
The determination unit 17 starts the AT / MT determination process shown in FIG. 3 when the ignition key is turned on while the engine 2 is stopped. Here, “when the ignition key is turned on” may be started at the same time when the ignition key is turned on, or may be started after an appropriate time has elapsed. Means that.

  First, in step S1, it is determined whether or not the AT / MT determination process is the first process after the battery 11 is turned on. Here, the battery 11 is turned on means that the battery 11 that has not supplied power to the engine 2, the automatic transmission 3, the controller 12, and the like can be supplied with power. . Specifically, for example, newly installing a battery 11 in the vehicle 1 or reconnecting a circuit disconnected for some reason is exemplified. If the determination result in step S1 is YES, that is, if the AT / MT determination process is the first process after the battery 11 is turned on, the process proceeds to step S2. Conversely, if the determination result is NO, that is, if the AT / MT determination process is the second or subsequent process after the battery 11 is turned on, the process proceeds to step S8.

  In step S2, the determination unit 17 stops the AT / MT determination process for a predetermined time. The predetermined time here is a time sufficient for the voltage of electricity supplied by the battery 11 to stabilize after the battery 11 is turned on, and is 300 milliseconds in the present embodiment. In step S2, after the AT / MT determination process is stopped for a predetermined time, the process proceeds to step S3. Note that step S2 may be omitted. In that case, the determination is made immediately after the battery 11 is turned on. As a result, determination by the determination unit 17 is performed when the battery 11 is turned on from off. Therefore, the phrase “when the battery 11 is turned on from off” may start at the same time as the battery 11 is turned on from off, or after a predetermined time has elapsed. Means good.

  In step S3 (determination step), it is determined whether or not the MT vehicle determination condition is satisfied. The MT vehicle determination condition means that AT specific information is not input to the input unit 15. Here, the AT-specific information is information that occurs when the power train 100 has the automatic transmission 3 but does not occur when the power train 100 has the manual transmission. In the present embodiment, the range position information of the shift lever 5 output from the inhibitor switch 6, the temperature information of the oil in the automatic transmission 3 output from the oil temperature sensor 7, the current information of the solenoid output from the solenoid sensor 8, and the output shaft The rotational speed information of the output shaft of the automatic transmission 3 output from the sensor 9 and the rotational speed information of the turbine shaft of the automatic transmission 3 output from the turbine shaft sensor 10 correspond to AT specific information.

  Particularly in the present embodiment, in step S3, among the AT specific information, the range position information output from the inhibitor switch 6, the temperature information output from the oil temperature sensor 7, and the current information output from the solenoid sensor 8 are Also, the fact that no input is made to the input unit 15 is the MT vehicle determination condition. That is, at least one of the range position information output from the inhibitor switch 6, the temperature information output from the oil temperature sensor 7, and the current information output from the solenoid sensor 8 is input to the input unit 15. If the determination unit 17 determines that the vehicle is present, the MT vehicle determination condition is not satisfied, that is, the AT vehicle determination condition is satisfied. If the MT vehicle determination condition is not satisfied, it is determined that the AT vehicle determination condition is satisfied, and the determination unit 17 determines that the power train 100 has the automatic transmission 3 and proceeds to step S4. If established, it is determined that the power train 100 has a manual transmission, and the process proceeds to step S5.

  In step S <b> 4, the determination unit 17 transmits AT information to the engine control unit 13 and causes the storage unit 19 to store AT information. The engine control unit 13 that has received the AT information creates engine control information for the AT vehicle and transmits the engine control signal to the engine. On the other hand, in the AT control unit 14, the main AT control unit 16 creates AT control information and transmits the AT control information to the automatic transmission 3. Until the ignition key is turned off, the main AT control unit 16 controls the automatic transmission 3, and the engine control unit 15 performs engine control for the AT vehicle. When step S4 ends, the determination unit 17 ends the AT / MT determination process.

  On the other hand, when the MT vehicle determination condition is satisfied in step S3, the determination unit 17 transmits the MT information to the engine control unit 13 and stores the MT information in the storage unit 19 in step S5. The engine control unit 13 that has received the MT information creates engine control information for the MT vehicle and transmits the engine control signal to the engine. Then, the engine control unit 15 performs engine control for the MT vehicle until the ignition key is turned off or the determination unit 17 newly transmits AT information. Further, in step S5, the determination unit 17 stops the output of the main AT control unit 16. That is, the determination unit 17 transmits a signal prohibiting the main AT control unit 16 from outputting an AT control signal to the main AT control unit 16. Thereby, when the power train 100 has a manual transmission, the AT control unit 14 does not output AT control information. After the above processing is performed in step 5, the control proceeds to step S6.

In step S6, it is determined whether or not the ignition key is in an OFF state, that is, whether or not the engine 2 is not operating. If the ignition key is in the OFF state, the AT / MT determination process ends. If the ignition key is not in the OFF state (that is, in the ON state), the process proceeds to step S7.
In step S7, the determination unit 17 determines whether or not an AT vehicle return condition is satisfied. The AT vehicle return condition means that post-startup automatic transmission unique information (hereinafter referred to as “post-startup AT unique information”) is input to the input unit 15. Here, the post-starting AT specific information refers to AT specific information that is not generated before the engine 2 is started but is generated for the first time after the engine 2 is started. Specific examples of the AT-specific information after start-up include rotational speed information of the rotation shaft (output shaft, turbine shaft, etc.) of the automatic transmission 3, and in this embodiment, the automatic output from the output shaft sensor 9 described above. The rotational speed information of the output shaft of the transmission 3 and the rotational speed information of the turbine shaft of the automatic transmission 3 output by the turbine shaft sensor 10 correspond to this. Therefore, in step S7, if any one of the rotational speed information output from the output shaft sensor 9 and the rotational speed information output from the turbine shaft sensor 10 is input to the input unit 15, the AT vehicle returns. The condition is met. When the AT vehicle return condition is satisfied, the determination unit 17 determines that the power train 100 has the automatic transmission 3 and proceeds to step S4. And control is complete | finished after the process mentioned above in step S4 is performed. Conversely, if the AT vehicle return condition is not satisfied, that is, if no AT-specific information is input to the input unit 15 after starting, the determination unit 17 has a power transmission 100 that is a manual transmission. In step S5, the above-described processing is performed. Therefore, steps S5, S6, and S7 are repeated in the same manner unless it is determined in step S6 that the ignition key is in the OFF state, and it is determined in step S6 that the ignition key is OFF. Then, the AT / MT determination process ends.

In step S8, the determination information stored in the storage unit 19 in the previous AT / MT determination process is read. Thereafter, the process proceeds to step S9.
In step S9, it is determined whether or not the read determination information is AT information. If the determination information is AT information, the AT / MT determination process ends. In this case, since the storage unit 19 stores the AT information, the engine control unit 13 performs engine control for the AT vehicle, and the AT control unit 14 controls the automatic transmission 3. Conversely, if AT information is not stored, the process proceeds to step S6.

  Since the vehicle 1 of the present embodiment is configured as described above, when the ignition key is turned on, AT-specific information is input to the input unit 15 from the inhibitor switch 6, the oil temperature sensor 7, and the solenoid sensor 8, Further, after the engine 2 is started, the AT-specific information after the start is input to the input unit 15 from the output shaft sensor 9 and the turbine shaft sensor 10. Thus, the control unit 17 determines that the power train 100 has the automatic transmission 3 by the above-described AT / MT determination process. Based on this determination, the main AT control unit 16 transmits an AT control signal to the automatic transmission 3 to control the automatic transmission 3, and the engine control unit 13 transmits an engine control signal to the engine 2 to transmit the engine 2 Control.

In the present embodiment, since the vehicle 1 is an AT vehicle, usually, the first time after the battery connection or disconnection is performed, the processing from step S1 to step S2, step S3, step S4 is performed, and after the battery connection or after the disconnection, the second and subsequent times. Performs the processing from step S1 to step S8 and step S9, and controls when the vehicle 1 is an AT vehicle.
Next, as shown in FIGS. 4 and 5, a vehicle (automobile) 1B includes a manual transmission 3B instead of the automatic transmission 3, and an MT vehicle in which the power train 100B is configured by the engine 2 and the manual transmission 3B. Therefore, the MT vehicle 1B includes a manual shift lever 5B instead of the shift lever 5 in the AT vehicle 1, and manually changes the gear of the manual transmission 3B by operating the manual shift lever 5B. Be able to.

Further, the vehicle 1B includes a controller 12 similar to that of the AT car 1, but unlike the AT car 1, as shown in FIG. 5, an inhibitor switch 6, an oil temperature sensor 7, a solenoid sensor 8, and an output shaft sensor 9 are provided. And the turbine shaft sensor 10 is not provided. Reference numeral 4 indicates a drive wheel, and reference numeral 11 indicates a battery.
In addition to the above configuration, regarding the power train, the MT vehicle 1B is configured in the same manner as the AT vehicle 1 described above.

  Thereby, like the AT car 1, the determination unit 17 performs AT / MT determination processing and determines that the power train 100B has the manual transmission 3B. According to the determination, as described for the controller 12 mounted on the AT car 1, the engine control unit 13 performs engine control for MT vehicles (engine control not reflecting AT information), and the AT control unit 14 outputs the output. Stop.

  As described above, when the vehicle is the MT vehicle 1B, usually, after the battery connection or disconnection, the first time after the battery connection or after the disconnection, the processing from step S1 to step S2, step S3, step S5, step S6 is performed. In the second and subsequent times after the disconnection, the processes from step S1 to step S8, step S9, and step S6 are performed. By continuing the process, the process when the vehicle 1 is an MT car is performed. Then, when the ignition key is turned off, the control when the vehicle 1 is an MT vehicle is finished.

  As described above, the controller 12 as the power train control device automatically determines whether the power train 100B is equipped with the automatic transmission 3 or the manual transmission. The present invention can be used both in the case where the automatic transmission 3 is provided and in the case where the power train 100 is provided with the engine 2 and the manual transmission.

With the configuration as described above, the following effects can be mainly achieved in the present embodiment.
(1) Since the controller 12 which is the power train control device of this embodiment automatically determines whether the power train 100 is provided with the automatic transmission 3 or the manual transmission, the power train 100 is provided with the engine. 2 and the automatic transmission 3 and the case where the power train 100 includes the engine 2 and the manual transmission can be shared. Effect). Therefore, the single controller 12 can cope with both the AT vehicle and the MT vehicle, and the management man-hour of the controller 12 can be reduced (effects resulting from claims 1, 9, and 10).

(2) In step S3, if at least one of the plurality of AT specific information is input to the input unit 15, the determination unit 17 determines that the power train 100 has the automatic transmission 3. As a result, the reliability of the AT / MT determination process can be further increased (effect resulting from claim 2). That is, for example, the inhibitor switch 6 that outputs AT-specific information, the oil temperature sensor 7, and a circuit between a part of the solenoid sensor 8 and the input unit 15 is disconnected, and the like. Even when the solenoid sensor 8 outputs the AT specific information, even if a part of the AT specific information is not input to the input unit 15, the AT specific information is input to the input unit 15 through a circuit that is not disconnected. Therefore, it is possible to prevent erroneous determination that the power train 100 has a manual transmission.

(3) In step S3, it is determined whether the range position information output from the inhibitor switch 6, the temperature information output from the oil temperature sensor 7, and the current information output from the solenoid sensor 8 are input to the input unit 15. However, it was not determined whether or not the rotational speed information output from the output shaft sensor 9 and the rotational speed information output from the turbine shaft sensor 10 were input to the input unit 15. Thus, the determination is made earlier than when the rotational speed information output from the output shaft sensor 9 and the rotational speed information output from the turbine shaft sensor 10 are input to the input unit 15. (Effects resulting from claim 4). That is, the output shaft sensor 9, the turbine shaft sensor 10, and the like cannot output any information until the engine 2 starts to rotate even after the ignition key is turned on and the battery 11 starts to supply power. Therefore, if the information from the output shaft sensor 9 and the turbine shaft sensor 10 is used as the AT specific information in step S3, it takes time to make the determination. However, in step S3 of the present embodiment, as the output source of the AT specific information, if power is supplied, the information is output immediately without waiting for the engine 2 to start rotating (inhibitor switch 10, oil temperature sensor 11, and solenoid). Since the sensor 12) is used, the AT / MT discrimination control can be performed at an early stage regardless of the rotation of the engine 2.

(4) In step S7, the determination unit 17 determines whether the power train 100 has the automatic transmission 3 or the manual transmission using the AT-specific information after starting, so that the reliability of the determination The effect can be further enhanced (effect resulting from claim 5). That is, for example, if the inhibitor switch 6, the oil temperature sensor 7, and the solenoid sensor 8 and the input unit 15 are disconnected at the same time, the power train 100 actually has the automatic transmission 3. However, the determination unit 17 makes an erroneous determination that the power train 100 has a manual transmission. However, even in such a case, by determining whether or not the post-starting AT specific information generated after the engine 2 is started is input to the input unit 15, the determination made in step S3 is performed again with a time difference. It can be determined whether the power train 100 has the automatic transmission 3 or the manual transmission. Thereby, even if the above-described simultaneous disconnection or the like occurs, the possibility of erroneous determination is reduced, and the reliability of AT / MT determination processing can be increased. Further, as a cause of the determination unit 17 performing the above erroneous determination, there is an instantaneous interruption of the battery 11 or the like. When an instantaneous interruption of the battery 11 occurs, the holding voltage of the storage unit 19 becomes unstable, and the determination information stored in the storage unit 19 may be destroyed. In some cases, even if accurate information is once stored in the storage unit 19, the determination information stored by the instantaneous interruption may change from AT information to MT information. However, if the post-start AT specific information is input to the input unit 15 after determining that the power train 100 has a manual transmission as in step S7, the determination unit 17 determines that the power train 100 Since the automatic transmission 3 is determined again and the AT information is stored in the storage unit 19 in step S4, erroneous information is stored even if the battery 11 is interrupted as described above. It can be prevented from continuing.

(5) Since information from the output shaft sensor 9 and the turbine shaft sensor 10 for detecting the rotational speed of the automatic transmission 3, that is, the output shaft and the turbine shaft, is used as the AT-specific information after the start, the power train 100 If the automatic transmission 3 has the automatic transmission 3, it is possible to reliably generate the AT-specific information after the engine 2 is started (the effect resulting from the sixth aspect).

(6) Since the determination unit 17 starts the AT / MT determination process described above when the battery 11 is turned on from off, the battery 11 is disconnected or replaced (hereinafter referred to as “instantaneous disconnection” as appropriate). ), It is possible to prevent erroneous information from being continuously stored in the storage unit 19 (effect resulting from claim 7). That is, when an instantaneous interruption or the like occurs in the battery 11, as described above, the holding voltage of the storage unit 19 may become unstable, and the determination information stored in the storage unit 19 may be damaged. Even if accurate information is once stored in the storage unit 19, there is a possibility that the determination information stored due to the instantaneous interruption of the battery 11 or the like changes from AT information to MT information. However, even when such a momentary disconnection of the battery 11 occurs, the determination unit 17 causes the AT / MT to be triggered by the recovery of the momentary disconnection of the battery 11, that is, when the battery 11 is turned on. Since the determination process is performed, it is possible to prevent erroneous information from being continuously stored in the storage unit 19.

(7) By delaying the AT / MT determination process in step S2 for a predetermined time after the battery is turned on, the voltages of the inhibitor switch 6, the oil temperature sensor 7, the solenoid sensor 8, and the controller 12 are reliably stabilized. If the determination in step S3, which will be described later, is performed after the power is supplied from the battery 11 until the voltage is stabilized, the voltages of the inhibitor switch 6, the oil temperature sensor 7, the solenoid sensor 8, and the controller 12 become unstable. The determination unit 17 may make an incorrect determination. However, since the processing is delayed by a predetermined time as in the present embodiment, the voltages of the inhibitor switch 6, the oil temperature sensor 7, the solenoid sensor 8, and the controller 12 related to the AT / MT determination processing can be stabilized. The possibility that the determination unit 17 makes an incorrect determination is reduced, and the reliability of the determination result by the determination unit 17 can be increased (effect resulting from claim 8).

  Moreover, if the controller 12 of this embodiment is used, the situation where transmission / reception of information with an out-of-vehicle failure diagnosis device etc. cannot be performed can be avoided. That is, as described in the description of the engine control unit 13, the engine control unit 13 communicates with an out-of-vehicle failure diagnosis device (tester) or the like, and when the AT information is received from the AT control unit 14, the tester Is configured to transmit and receive information related to the automatic transmission 3, and to stop transmission of information related to the automatic transmission 3 when MT information is received. Therefore, when multiple disconnections occur at the same time and the AT control unit 14 transmits MT information even though the vehicle 1 is an AT vehicle, information can be transmitted / received to / from an out-of-vehicle failure diagnosis machine or the like. Therefore, there is a possibility that the failure location cannot be specified. However, according to the controller 12 of this embodiment, once it is determined that the vehicle 1 is an AT vehicle, the engine control unit 13 continues to control the vehicle 1 as an AT vehicle until the ignition key is turned off. In addition, even if the determination unit 17 erroneously determines that the AT vehicle is an MT vehicle, if the AT specific information is input to the input unit 15 after starting, the determination unit 17 restarts the vehicle 1 as an AT vehicle. Since the determination is made, it is possible to avoid a situation in which information cannot be transmitted / received to / from the vehicle failure diagnosis device as described above.

<Others>
As mentioned above, although one Embodiment of this invention was described in detail, this invention is not limited to embodiment mentioned above, In the range which does not deviate from the summary, it can change arbitrarily and can implement.

  For example, in step S3 of the AT / MT determination process of the above embodiment, if two or more types of AT specific information are not input to the input unit 15 as the MT vehicle determination condition, the MT vehicle determination condition is satisfied. If all AT-specific conditions are input or only one type of information is not input, the MT vehicle determination condition is not satisfied, that is, the AT vehicle determination condition is satisfied. It may be. Here, a plurality of types of AT-specific conditions must exist. In this example, as AT-specific information, range position information output from the inhibitor switch 6, temperature information output from the oil temperature sensor 7, and solenoid Current information output from the sensor 8 is employed. Thereby, in addition to the effects other than (2) exhibited in the above-described embodiment, the following effects can be further achieved.

(8) That is, in step S3, if two or more types of AT specific information are not input to the input unit 15, the determination unit 17 determines that the power train 100 is a manual transmission. Thus, the reliability of the AT / MT determination process can be further improved (effect resulting from claim 3). That is, if one type of AT-specific information is not input, for example, the inhibitor switch 6 that outputs AT-specific information, the oil temperature sensor 7, and the circuit between the solenoid sensor 8 and the input unit 15 are disconnected. Such factors can be considered. However, since two or more circuits can be disconnected at the same time with a low probability that cannot actually occur, if two or more types of AT-specific information are not input, the MT vehicle It can be determined that the determination condition is satisfied. This eliminates the possibility that the power train 100 erroneously determines that the power train 100 has the manual transmission 3B even though the power train 100 has the automatic transmission 3 due to circuit disconnection. .

  The power train control device of the present invention can be used for vehicles (including automobiles and railway vehicles), vehicles such as ships and airplanes, and also applied to other devices having power trains (for example, fixed power machines). You can also

  The present invention can be used in any machine, apparatus, and transporter having a power train with an engine and a transmission, and particularly includes both a type having an automatic transmission and a type having a manual transmission. It is suitable for use in vehicles.

It is a figure showing composition of an AT car as one embodiment of the present invention. It is a figure which shows the structure of the control circuit at the time of mounting a power train control apparatus in the AT vehicle as one Embodiment of this invention. It is a flowchart which shows the power train control in one Embodiment of this invention. It is a figure which shows the structure of MT vehicle as one Embodiment of this invention. It is a figure which shows the structure of the control circuit at the time of mounting a power train control apparatus in MT vehicle as one Embodiment of this invention.

Explanation of symbols

1 AT car 1B MT car 2 Engine 3 Automatic transmission 3B Manual transmission 4 Drive wheel 5 Shift lever 5B Manual shift lever 6 Inhibitor switch 7 Oil temperature sensor 8 Solenoid sensor 9 Output shaft sensor (rotation sensor)
10 Turbine shaft sensor (rotation sensor)
11 Battery (Power battery)
12 Controller (Powertrain control device)
13 Engine control unit 14 Automatic transmission control unit 15 Input unit 16 Main automatic transmission control unit 17 Determination unit 19 Storage unit 20 Other sensors 100, 100B Power train

Claims (10)

An engine control unit that is connected to either the manual transmission or the automatic transmission and controls the output from the engine that constitutes a power train together with either the manual transmission or the automatic transmission, and the shift state of the automatic transmission A power train control device having an automatic transmission control unit for controlling
The automatic transmission control unit is
An input unit for inputting automatic transmission-specific information;
If the automatic transmission specific information is not input to the input unit, it is determined that the engine and the manual transmission constitute the power train, and the engine control unit is connected to the engine. Information indicating that the transmission is the manual transmission, and when the automatic transmission specific information is input to the input unit, the engine and the automatic transmission constitute the power train. A power train control device comprising: a determination unit that transmits information indicating that the automatic transmission is connected to the engine with respect to the engine control unit . There are multiple types of information specific to automatic transmissions,
The determination unit determines that the engine and the automatic transmission constitute the power train when at least one of the plurality of automatic transmission specific information is input to the input unit. The power train control device according to claim 1, wherein: There are multiple types of information specific to automatic transmissions,
The determination unit includes the power train between the engine and the manual transmission when none of at least two types of the automatic transmission specific information among the plurality of automatic transmission specific information is input to the input unit. The power train control apparatus according to claim 1, wherein the power train control apparatus determines that the power train is configured. The automatic transmission specific information includes information from an inhibitor switch of a shift lever for the automatic transmission, information from an oil temperature sensor that detects an oil temperature of the automatic transmission, and hydraulic control of the automatic transmission. The power train control device according to any one of claims 1 to 3, wherein the power train control device is power source information for driving a solenoid for performing the operation. When it is determined that the power train is configured by the engine and the manual transmission, and after starting automatic transmission specific information generated after the engine is started is input to the input unit, Means for re-determining that the power train is composed of the engine and the automatic transmission, and transmitting information to the engine control section that the engine is connected to the engine In the determination unit,
A storage unit for storing information indicating that the automatic transmission is connected to the engine transmitted by the determination unit or information indicating that the manual transmission is connected to the engine The power train control device according to claim 1, comprising: 6. The power train control device according to claim 5, wherein the post-startup automatic transmission unique information is information from a rotation sensor that detects a rotational speed of a rotary shaft of the automatic transmission. With power battery,
The power train control device according to any one of claims 1 to 6, wherein the determination unit performs determination when the power battery is turned on. The power train control device according to claim 7, wherein the determination unit performs the determination after a predetermined time has elapsed since the power battery was turned on. An engine control unit that is connected to either the manual transmission or the automatic transmission and controls the output from the engine that constitutes a power train together with either the manual transmission or the automatic transmission, and the shift state of the automatic transmission In the power train control method for controlling the power train using an automatic transmission control unit for controlling the power train,
A determination step of determining whether or not automatic transmission unique information is input to the automatic transmission control unit;
In the determination step, when it is determined that the automatic transmission specific information is not input, it is determined that the power train is configured by the engine and the manual transmission, and the engine control unit is informed of the engine. Transmitting information indicating that the manual transmission is connected to
In the determination step, when it is determined that the automatic transmission unique information is input, it is determined that the power train is configured by the engine and the automatic transmission, and the engine control unit And a step of transmitting information indicating that the automatic transmission is connected to the engine. An engine control unit that is connected to either the manual transmission or the automatic transmission and controls the output from the engine that constitutes a power train together with either the manual transmission or the automatic transmission, and the shift state of the automatic transmission A vehicle equipped with a power train control device having an automatic transmission control unit for controlling
The automatic transmission control unit is
An input unit for inputting automatic transmission-specific information;
If the automatic transmission specific information is not input to the input unit, it is determined that the engine and the manual transmission constitute the power train, and the engine control unit is connected to the engine. Information indicating that the transmission is the manual transmission, and when the automatic transmission specific information is input to the input unit, the engine and the automatic transmission constitute the power train. A power train control device comprising: a determination unit that transmits information indicating that the automatic transmission is connected to the engine with respect to the engine control unit Vehicle with.

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