JP2841278B2 - Vehicle speed change control device - Google Patents

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, and more particularly to an emergency shift control technique.

[0002]

2. Description of the Related Art In recent years, as a vehicle shift control device,
A shift instruction for generating a shift request to a transmission uses a simplified shift lever for five operations of upshift, downshift, hold, reverse, and neutral, and based on a signal from the shift lever, Japanese Patent Application Laid-Open No. 2-66760 and Japanese Patent Application Laid-Open No. 4-10078 disclose a control device that drives and controls an actuator provided in a transmission by a control device incorporating a microcomputer. reference).

[0003] In addition, there is a case in which an emergency shift system for performing an emergency shift control when a failure occurs is provided separately from a normal shift control system in preparation for a failure occurring in the shift control system. This is known (see Japanese Utility Model Laid-Open No. 3-110256). The emergency shift system includes a type capable of shifting only one stage forward and backward, and a type capable of shifting to all stages. In most cases, apart from a normal shift lever, a shift instruction switch for emergency shift (such as a rotary switch), It has a control device, an actuator and the like.

[0004]

FIG. 2 shows a multi-stage transmission. This transmission includes an auxiliary transmission (hereinafter, referred to as a split gear stage) 15 at an input side of a main transmission (hereinafter, referred to as a main gear stage) 14.
On the output side, a sub-transmission (hereinafter referred to as a range gear stage) 16
Are provided respectively. The main gear stage 14 includes main gears Zm1 to Zm3, Zc1 to Zc3, ZmR, ZcR,
ZmR1 (3 forward gears, 1 reverse gear), and the split gear 15 is a split gear Zm having a small speed ratio.
4 to Zm5, Zc4 to Zc5 (high, low)
The range gear 16 is a range gear Zr1 having a large gear ratio.
To Zr2 and Zcr1 to Zcr2 (high and low). In this case, the combination of the range gear 16 and the main gear 14 constitutes a six-stage gear ratio,
Further, by switching the split gear stage 15, a 12-stage gear ratio is formed.

FIG. 3 shows a combination of the transmission gear and the selected gear. Here, in the emergency shift system of the shift control system using the multi-stage transmission, when a failure occurs in a solenoid valve that switches a range gear stage (hereinafter, referred to as a range solenoid valve), a shift instruction position and an actual shift position are determined. There may be a case where the positions do not match or a shift down is performed even though a shift up instruction is given.

For example, an electromagnetic valve for switching gears is a gear shift unit (GSU) for shifting gears in a main gear stage.
In the configuration in which only the range solenoid valve is shared with the normal one, if the range high gear (H) side switching solenoid valve fails when the range gear is on the low speed (L) side, R
(Reverse) The 1st and 2nd gears can be shifted normally, but if the 3rd gear is instructed, the range gear cannot be switched to the high speed (H) side. As a result, the gear is shifted to the 1st gear where the combination of the main gears is the same. There is a problem that the vehicle enters and shifts down where a shift should be made (see FIG. 3).

If the range gear cannot be switched to the high speed (H) side, the third gear or higher cannot be used, and the vehicle must travel at up to the second gear. It can be annoying. Therefore,
The present invention has been made in view of the above-described conventional problems, and in an emergency shift system used when a failure occurs in a transmission of a vehicle, for example, even when a failure occurs in a range solenoid valve,
It is an object to perform shift control so as not to hinder traveling.

[0008]

[SUMMARY OF To this end, the invention of claim 1 wherein, a plurality of conventional actuators for switching the transmission elements of the transmission, a conventional shift instruction device driver performs a gearshift indication, conventional gear shift instruction means And a plurality of emergency switches for switching gear elements of the transmission, which are switched when the regular actuator, the regular shift instruction unit or the regular shift control unit fails. include an actuator, and the emergency shift instruction means the driver performs a shift instruction, the emergency shift control means for performing the basis of the signal from the emergency shift instructing means driving control of the emergency actuator, the
In the shift control device for a vehicle configured as described above, the emergency shift control means changes to an alternative shift speed when the signal from the emergency shift instruction means is a shift signal that cannot be shifted.
It was configured to perform speed .

According to a second aspect of the present invention, in the emergency shift control means, the signal from the emergency shift instruction means is a shift signal that can not be shifted , and there is no alternative shift speed.
Configuration that prohibits shifting to the specified gear when
And

[0010]

According to the first aspect of the present invention, a normal shift system is provided.
When a failure occurs in the control system and the system is switched to the emergency shift system
If it is not possible to shift to the specified gear,
The shift is performed to a changeable gear. Therefore, shiftable
That you can only drive at low speeds
As a result, control that does not hinder running is performed.

According to the second aspect of the invention , the emergency shift
Gear cannot be changed to the specified gear,
If there is no alternative gear,
The shift to the changed gear is prohibited. So, for example,
Shift down despite issuing a to-up order
Will not be lost and will not interfere with driving
Shift control is performed.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in detail with reference to the accompanying drawings. FIG. 1 shows the overall system configuration of an embodiment of the present invention. A multi-stage transmission (transmission) 12 is attached to the engine 10 via a mechanical clutch 11, and its output shaft is connected to a rear axle (not shown) via a propeller shaft 13.

The transmission 12 has a subtransmission (hereinafter referred to as a split gear stage) 15 on an input side of a main transmission (hereinafter referred to as a main gear stage) 14 and a subtransmission (hereinafter referred to as a range gear stage) on an output side. 16). The transmission 12 also detects a vehicle speed sensor 17 that detects a vehicle speed from a rotation speed of an output shaft via a speedometer gear (not shown), and a position of an electromagnetic valve that operates a main gear stage 14 of the transmission 12 and a position of the main gear stage 14. A gear shift unit (GSU) 18 composed of a position switch;
Splitter solenoid valve 19 for operating split gear stage 15
And a range solenoid valve 20 for operating the range gear 16, a split gear 15, a splitter position switch 21 for detecting the shift position of the range gear 16, and a range position switch 22.

A shift tower 23 is provided in the driver's cab and designates a shift stage at the time of a shift change.
It is a shift lever provided in. The mode switch 25 is a switch that switches between using the transmission as a six-speed shift and using it as a 12-speed shift when using the transmission. On the other hand, the transmission control unit 26 controls the transmission 12 based on the electrical shift position designation signal from the shift tower 24.
, A gear shift unit (GSU) 18, a splitter solenoid valve 19, and a range solenoid valve 20.

In addition to the above configuration, according to the present invention, an emergency main switch 27 for switching to an emergency shift circuit and an electrical shift position designating signal are used as an emergency shift circuit when a failure occurs in a normal shift circuit. A rotary switch 28 as emergency shift instruction means to be generated,
An emergency solenoid valve 29 as an emergency actuator in which a solenoid valve for operating the main gear stage 14 is duplicated in a gear shift unit (GSU) 18, and the emergency solenoid valve 2
9 is provided with a sub-control unit 30 as emergency shift control means for operating the transmission 9.

FIG. 2 shows the structure of the transmission 12. Since the description of the transmission 12 has already been described in the problem to be solved by the invention, the description is omitted here. FIG. 3 shows the transmission 12
1 shows a combination of gears in a forward six-speed reverse one-stage transmission with only the range gear stage 16 and the main gear stage 14 without considering the switching of the split gear stage 15.

FIG. 4 is a block diagram of a shift control circuit according to an embodiment of the present invention. Shift control apparatus 31 for shift control, an input unit 31a for inputting the signals from the various switches, the transmission control unit 26 for normal shift control, the sub-control unit 30 for performing emergency shift control, the transmitter
Deployment control unit 26 and the sub-control
And output means 31b for converting the signal of the unit 30 to the drive signals of the various actuators, are composed of, the transmission control unit 26 and the sub-control unit 30, which performs a communication with each other by the communication functions of each.

A signal from the emergency main switch 27 for switching to the emergency shift circuit is input to the transmission control unit 26 and the sub control unit 30 via the input means 31a. The signal of the rotary switch 28 for instructing the shift in an emergency is
The sub control unit 30 is input via the input means 31a.
Is input to

On the other hand, the output of the transmission control unit 26 controls the drive of the gear shift unit 18, the splitter solenoid valve 19, and the range solenoid valve 20 via output means 31b. The output of the sub-control unit 30 drives and controls the emergency solenoid valve 29 which is a duplex solenoid valve of the gear shift unit 18 via the output means 31b.

In the normal shift control, the transmission control unit 26 controls the drive of the gear shift unit 18, the splitter solenoid valve 19, and the range solenoid valve 20 provided in the transmission. The unit 26 and the sub-control unit 30 cooperate while communicating to drive and control the range solenoid valve 20 and the emergency solenoid valve 29 in which the solenoid valves of the gear shift unit 18 are duplicated.

FIGS. 5 to 8 are flowcharts showing the control contents of a normal shift circuit and an emergency shift circuit according to an embodiment of the present invention. In step 1 (abbreviated as S1 in the figure, the same applies hereinafter), the state of the emergency main switch 27 is checked. If the switch is on, that is, if the emergency shift circuit is used, the process proceeds to step 23 to perform emergency shift control. Is off, that is, when a normal shift circuit is used, the process proceeds to step 2 and normal shift control is performed.

First, control in a normal shift circuit when the process proceeds to step 2 will be described. In step 2, it is determined whether or not a shift-up operation (Up operation) is performed. If the operation is a shift-up operation, the process proceeds to step 3, and if not, the process proceeds to step 10.

In step 3, the current gear position is checked. If the gear position is neutral or reverse, the process proceeds to step 4, and if the gear position is forward, the process proceeds to step 7. Step 4
Then, it is determined whether or not the vehicle is traveling. If the vehicle is traveling, the gear is switched to the gear corresponding to the vehicle speed in step 5, and if the vehicle is not traveling (that is, the vehicle is stopped), the gear is switched to the starting gear (3L) in step 6. And then return. Further, in step 7 when the gear is the forward gear, the mode switch 25 is checked, and if the switch is on, that is, if the gear is in the 12-gear shift mode, the gear is shifted up by one gear (for example, 3H → 4L) in step 8; If the switch is off, that is, if the mode is the six-speed mode, the process returns to the step S9 after performing a two-speed upshift (for example, 3H → 4H). That is, in steps 3 to 9, upshift control is performed.

If it is determined in step 2 that the operation is not a shift-up operation, in step 10 it is determined whether or not a shift-down operation (Dn operation) is performed. Proceed to 18. In step 11, the current gear is checked. If the gear is neutral or reverse, the routine proceeds to step 12, and if the gear is forward, the routine proceeds to step 15.
In step 12, it is checked whether or not the vehicle is running. If the vehicle is running, the speed is changed to the speed corresponding to the vehicle speed in step 13, and if the vehicle is not running (that is, the vehicle is stopped), the starting gear (2L) is set in step 14. After switching, return. In step 15 where the shift speed is the forward speed,
The mode switch 25 is checked, and if the switch is on, that is, if it is a 12-speed shift mode, a one-step downshift (for example, 4L → 3H) is performed in step 16; After performing a two-stage downshift (for example, 4L → 3L), the process returns. That is, in steps 11 to 17, shift down control is performed.

In step 18 when it is not a downshift operation in step 10, it is determined whether or not a reverse operation (R operation) is performed. If the operation is a reverse operation, the process proceeds to step 19; In step 19, it is determined whether or not the vehicle is stopped. If the vehicle is stopped, the gear position is switched to reverse in step 20, and the routine returns. If the vehicle is not stopped (that is, the vehicle is running), the process returns without doing anything. That is, in steps 19 and 20, reverse control is performed.

If it is determined in step 18 that the operation is not reverse, step 21 is a neutral operation (N operation).
It is determined whether or not it is neutral, and if it is neutral, it is switched to neutral in step 22 and the process returns. Also,
If it is not neutral, return without doing anything. Next, control in the emergency shift circuit when the process proceeds to step 23 will be described.

In step 23, it is checked whether or not the range solenoid valve 20 is normal. If it is normal, in step 24, the transmission 12 corresponding to the rotary switch 28 is determined.
And then returns. If the range solenoid valve 20 is not normal, the process proceeds to step S25. In step 25, it is determined whether or not the current range gear is on the high speed (H) side.
If it is not on the high-speed side, the process proceeds to step 39.

In step 26, the rotary switch 2
It is determined whether the instruction of No. 8 is the first speed or the second speed, and if it is the first speed or the second speed, the shift instruction is ignored. This processing corresponds to the second aspect of the present invention. If it is not the first speed or the second speed, it is determined in step 27 whether or not the shift operation is reverse. If it is the reverse, in step 28, the main gear is switched to the reverse while the range gear is kept high (H) ( (See FIG. 10). This combination of gears
Although it is not a regular one, it is not possible to switch the range gear stage, so the combination is used. This alternative processing corresponds to the first aspect of the present invention. Next, in steps 29 to 38, the main gear is switched to a gear (3rd to 6th, neutral) according to the shift operation. After performing each of the above controls, the process returns. That is, in steps 26 to 38, when any trouble occurs in the range solenoid valve 20, the emergency shift control in which the range gear is fixed to the high speed (H) side is performed.

In step 39, it is determined whether or not the current range gear is on the low speed (L) side. If it is on the low speed side, the process proceeds to step 40, and if not, the process proceeds to step 53. In step 40, it is determined whether or not the instruction of the rotary switch 28 is the fifth speed or the sixth speed. If the instruction is the fifth speed or the sixth speed, the shift instruction is ignored. This processing corresponds to the second aspect of the present invention. If it is not the 5th or 6th speed, step 41
, It is determined whether or not the shift operation is reverse. If the shift operation is reverse, the main gear is switched to reverse in step 42. Next, steps 43 to 46
Then, the main gear is switched to a speed (first speed to second speed) according to the shift operation. In steps 47 to 50, the instruction of the rotary switch 28 is set to the third speed or the fourth speed.
Speed, but because the range gear is on the low (L) side,
Since it is not possible to switch to the normal gear (3rd and 4th gears) in accordance with the shift operation, the main gear is switched to 5th or 6th gear while the range gear is kept low, and 3 'or 4 as an alternative gear is 'Speed (see FIG. 11). This alternative processing corresponds to the first aspect of the present invention. In step 51, if the shift operation is neutral, step 52
, The main gear is switched to neutral.
After performing each of the above controls, the process returns. That is, in steps 40 to 52, the range solenoid valve 2
When any trouble occurs in the 0, emergency shift control is performed in which the range gear is fixed to the low speed (L) side.

In step 53, the high-speed (H) side solenoid valve of the range solenoid valve 20 is operated, and if it is operated, the range gear is switched to the high-speed side in step 54. Emergency shift control is performed on the side of ()). On the other hand, if not activated, the low-speed (L) solenoid valve of the range solenoid valve 20 is activated in step 55, and if activated, the range gear is switched to the low-speed side in step 56.
The emergency shift control is performed when the range gear is on the low speed (L) side. If the range gear is not operated, the solenoid valves on both the low speed side and the high speed side of the range solenoid valve 20 are abnormal, so the routine proceeds to step 27, where emergency shift control is performed when the range gear is on the low speed side. That is, in steps 53 to 56, if the current range gear is unknown, the high-speed and low-speed solenoid valves are operated, and if they operate normally, emergency shift control is performed on that side. For example, since the vehicle must be run anyway, the range gear is assumed to be on the high speed side, and the range gear performs the emergency shift control on the high speed side.

FIGS. 9 to 11 show an actual shift stage and a shift operation sequence of the transmission 12 according to the instruction of the rotary switch 28 in the emergency shift control. FIG. 9 shows the control contents of step 24 when the range solenoid valve 20 operates normally, that is, the flow chart of FIG. 7 showing the contents of the emergency shift control.

FIG. 10 is a flow chart of FIG. 7 showing a case where at least one of the level switching mechanisms of the range solenoid valve 20 has a failure and the current range gear is on the high speed (H) side, that is, the contents of the emergency shift control. Shows the control contents of steps 26 to 38 in FIG. This figure 1
At 0, the gears denoted by R 'are not a legal combination, but the gear ratios are almost the same as the regular ones, so there is no problem in running.

FIG. 11 is a flowchart of FIG. 8 showing the case where at least one of the high / low switching mechanisms of the range solenoid valve 20 has a failure and the current range gear is on the low speed (L) side, that is, the contents of the emergency shift control. Shows the control contents of steps 40 to 52 in FIG. This figure 1
In FIG. 1, the gears described as 3 ′ and 4 ′ are not a proper combination, but the gear ratio is almost the same as the normal one, so that there is no trouble in running.

According to the above-described embodiment, in a multi-stage transmission of a vehicle, even when a failure occurs in a normal shift control system and the system is switched to the emergency shift system, a shift operation that hinders traveling is ignored or another operation is performed. It can be replaced by a combination of transmission gears.

[0035]

As described above, according to the first aspect of the present invention, for example, when the designated shift speed cannot be changed due to the failure of the range solenoid valve, the gear of the substitute gear can be changed.
Because the combination is used, there are few shift stages that can be shifted.
That you can only run at low speeds
Less inconveniences the vehicle and hinders driving.
It is possible to perform unnecessarily shift control .

According to the second aspect of the present invention, an emergency
Gear cannot be changed to the specified gear.
When there is no alternative gear,
Shifting to the indicated shift speed is prohibited. So, for example
If a shift-up command is issued
The engine will no longer run
Bar revs and other inconveniences can be prevented, which hinders driving.
It is possible to perform unnecessarily shift control .

[Brief description of the drawings]

FIG. 1 is an overall system configuration diagram of an embodiment of the present invention.

FIG. 2 is a configuration diagram of a transmission used in the embodiment.

FIG. 3 is a combination diagram of a shift speed and a selection gear of a transmission used in the embodiment.

FIG. 4 is a shift control block diagram of the embodiment.

FIG. 5 is a flowchart showing shift control contents of the embodiment.

FIG. 6 is a flowchart showing shift control contents of the embodiment.

FIG. 7 is a flowchart showing emergency shift control contents of the embodiment.

FIG. 8 is a flowchart showing emergency shift control contents of the embodiment.

FIG. 9 is an emergency shift operation sequence of the embodiment (range solenoid valve is normal).

FIG. 10 is an emergency shift operation sequence of the embodiment (range solenoid valve H side);

FIG. 11 is an emergency shift operation sequence (the range solenoid valve L side) of the embodiment.

[Explanation of symbols]

 12 Transmission (T / M) 18 Gear shift unit (GSU) 19 Splitter solenoid valve 20 Range solenoid valve 23 Shift lever 26 Transmission control unit 28 Rotary switch 29 Emergency solenoid valve 30 Sub-control unit

Claims (2)

(57) [Claims] 1. A plurality of conventional actuators for switching the transmission elements of the transmission, commonly performed with conventional gear shift instruction means the driver performs a shift instruction, the drive control of the respective customary actuator based on a signal from the conventional gear shift instruction means Shift control means, a plurality of emergency actuators for switching shift elements of the transmission, which are switched when the service actuator, service shift instruction means or service shift control means fails, and emergency gear shift instruction means for giving a shift instruction by a driver When the emergency shift control means for controlling the driving of the respective emergency actuator based on a signal from the emergency shift instructing means, comprise
In the shift control device for a vehicle configured as described above, the emergency shift control means can be replaced when the signal from the emergency shift instruction means is a shift signal that can not be shifted.
A shift control device for a vehicle , wherein the shift is performed at a different speed. 2. The emergency shift control means according to claim 1, wherein the signal from the emergency shift instruction means is a shift signal that can not be shifted .
If there is no alternative gear,
The shift control device for a vehicle according to claim 1 , wherein a shift to a changed gear is prohibited .