JP3282020B2 - Power transmission control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a control device for a power transmission device (power train).

[0002]

2. Description of the Related Art Conventionally, as this type of control device, there is one disclosed, for example, in Japanese Patent Application No. 58-112665. When the engine is switched to the driving range (D, 1st, 2nd speed, etc.) with the engine speed increased in a no-load state (P, N range) at the time of racing selection, the engine speed is reduced. After waiting for the idle rotation speed, the friction elements (clutch, brake band, etc.) for power transmission provided in the automatic transmission are engaged (see FIG. 13).

[0003]

However, a control device for a power transmission device (power train) has the following requirements. Racing in the N (or P) range (increasing the engine speed under no load);
Immediately entering the D range when selecting from N (or P) to D (or first speed, second speed, etc.) is indispensable for the commerciality of the vehicle. Accordingly, Japanese Patent Application No. 58-11266.
It is not preferable from the viewpoint of commerciality to always perform control as in the conventional device disclosed in No. 5.

[0004] The original purpose of the torque down control (control for reducing the input torque to the power transmission device) performed at the time of the racing selection is conventionally not broken even if there is an operation of selecting from N to D during the racing, for example. The transmissions and differentials were designed in such a way that they were unnecessarily heavy and expensive, but by reducing the torque, the load on the transmissions and differentials during racing selection was reduced. Accordingly, it is an object of the present invention to promote weight reduction and cost reduction of transmissions and differentials.

Therefore, even if the control system is out of order, some measures are taken to reduce the weight of the transmission.
It is necessary to prevent an excessive load (input) from being applied to the differential and the like. This has priority over the above-mentioned merchantability. Therefore, as a control device for the power transmission device, a control system that can ensure commerciality in normal operation and that does not receive (or damage) the transmission, differential, and the like even when the control system fails is established. There is a need to.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has a power transmission device capable of reliably preventing damage to a transmission, a differential, and the like even when a control system fails, while ensuring commerciality under normal conditions. It is an object of the present invention to provide a control device.

[0007]

Therefore, according to the first aspect of the present invention, as shown in FIG. 1, at least one of a plurality of output controlled objects can be controlled to electronically control the output of the engine. Control device configured to include a plurality of output control devices, a shift control device that electronically controls an input / output state of a transmission that inputs the output of the engine, shifts the output at a predetermined speed, and outputs the engine control device and the shift control A communication device for performing information communication with the device, and a control device for the power transmission device, comprising: a control device, a shift control device, and the communication device. When the range is changed from the racing state to the driving range, the output of the engine is controlled via the engine control device or the shift control device in a direction to suppress the shock caused by the range change. Or a shock suppressor for controlling the input / output state of the transmission, and when an abnormality occurs in any of the engine control device, the shift control device, and the communication device, and the shock suppressor cannot function normally, And a racing state regulating means for regulating that the engine is in the racing state in the neutral range via a normal output control device.

According to the above configuration, when the control system fails,
Since the racing state during the neutral range (N or P range) is restricted (avoided), even if the control system has a failure, the load applied to the transmission, the differential, and the like can be reliably reduced. Therefore, even if the transmission, the differential, and the like are reduced in weight, they can be reliably protected. On the other hand, when the control system is normal, the racing state is permitted in the neutral range (N or P range) as usual, so that the merchantability can be maintained.

According to the second aspect of the present invention, as shown in FIG. 2, the apparatus includes a plurality of output control devices capable of controlling at least one of a plurality of output control objects and electronically controlling the output of the engine. An electronic control unit for electronically controlling an input / output state of a transmission for inputting the output of the engine, outputting a predetermined speed, and outputting the output, and a communication for performing information communication between the engine control device and the shift control device A driving range from a state in which the engine is racing in a neutral range when the engine control unit, the shift control unit, and the communication device are normal. When the range is changed to the range, the output of the engine or the input / output state of the transmission is controlled via the engine control device or the shift control device in a direction to suppress the shock caused by the range change. A state in which the engine is racing in the neutral range when an abnormality has occurred in any of the shock suppression means, the engine control device, the shift control device, and the communication device, and the shock suppression means cannot function normally. And a neutral state continuation means for continuing the neutral state of the shift control device until the engine is not in the racing state when the range is switched from the range to the running range.

With this configuration, when the control system fails, the racing state is set in the neutral range, and even if the driving range is switched during the neutral range, the neutral state is continued (maintained) until the racing state is removed. Therefore, the load applied to the transmission, the differential and the like can be reliably reduced, so that even if the transmission, the differential and the like are reduced in weight, they can be reliably protected.
On the other hand, when the control system is normal, the racing state is permitted in the neutral range as usual, so that the merchantability can be maintained.

According to the third aspect of the present invention, as shown in FIG. 3, the apparatus includes a plurality of output control devices capable of controlling at least one of a plurality of output control objects and electronically controlling the output of the engine. An electronic control unit for electronically controlling an input / output state of a transmission for inputting the output of the engine, outputting a predetermined speed, and outputting the output, and a communication for performing information communication between the engine control device and the shift control device A driving range from a state in which the engine is racing in a neutral range when the engine control unit, the shift control unit, and the communication device are normal. When the range is changed to the range, the output of the engine or the input / output state of the transmission is controlled via the engine control device or the shift control device in a direction to suppress the shock caused by the range change. If any of the shock suppression means, the engine control device, the shift control device, and the communication device is abnormal and the shock suppression device cannot function normally, the start gear ratio of the shift control device is exceeded. Speed change ratio changing means for changing to the drive side.

With this configuration, when the control system fails, the speed ratio at the time of starting is changed to the overdrive side from the normal time. Since the load applied to the machine, the differential and the like can be surely reduced, even if the transmission, the differential and the like are lightened, they can be reliably protected. Of course, the racing state is always permitted in the neutral state, so that the merchantability can be maintained.

According to the fourth aspect of the present invention, as shown in FIG. 4, the apparatus includes a plurality of output control devices capable of controlling at least one of a plurality of output control objects and electronically controlling the output of the engine. An electronic control unit for electronically controlling an input / output state of a transmission for inputting the output of the engine, outputting a predetermined speed, and outputting the output, and a communication for performing information communication between the engine control device and the shift control device A driving range from a state in which the engine is racing in a neutral range when the engine control unit, the shift control unit, and the communication device are normal. When the range is changed to the range, the output of the engine or the input / output state of the transmission is controlled via the engine control device or the shift control device in a direction to suppress the shock caused by the range change. When an abnormality occurs in any of the shock suppression means, the engine control device, the shift control device, and the communication device, and the shock suppression means cannot function properly, the normal output control device An abnormal engine output control means for controlling the output of the engine in a direction to suppress the shock caused by the range switching.

According to this configuration, when the range is switched from the neutral range to the driving range, the output reduction control (torque) is performed by the output control device having no failure in order to suppress the shock caused by the range switching. Down control), so that the load on the transmission, differential, etc. can be reliably reduced.
Therefore, even if the transmission, the differential, and the like are lightened, they can be reliably protected. Of course, the racing state is always permitted in the neutral state, so that the merchantability can be maintained.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of the present invention will be described.
Description will be given based on the attached drawings. In one embodiment according to the present invention, as shown in FIG. 5, the engine 1 is connected to the automatic transmission 2 so that the generated torque is transmitted to vehicle drive wheels (not shown). The automatic transmission 2 includes a torque converter 3 for inputting the torque generated by the engine 1 via a fluid, a multi-stage transmission gear mechanism 4 for inputting the output of the torque converter 3, shifting the output, and driving these. And a hydraulic mechanism (not shown).

The hydraulic mechanism of the transmission gear mechanism 4 incorporates solenoid valves 6A and 6B.
By switching the combination of opening and closing of the solenoid valves 6A and 6B, the operating oil pressure is controlled and the transmission gear mechanism 4 is controlled.
By switching the combination of engagement and disengagement of each clutch incorporated in the vehicle, a shift to a desired gear (gear ratio) is performed.

ON / OFF of the solenoid valves 6A and 6B
The OFF control is performed by a control signal from a control unit (automatic transmission control system control unit; A / TC / U) 50 including a CPU, a ROM, a RAM, an A / D converter, an input / output interface, and the like. It is performed based on. The control unit (A / TC)
/ U) 50 corresponds to the speed change control device according to the present invention.

In the embodiment according to the present invention,
A throttle actuator 10 is provided which can control a throttle valve 9 for adjusting an output torque (engine intake air flow rate or intake resistance) of the engine 1 independently of a driver's accelerator operation. The throttle actuator 10 is driven and controlled by a signal from a throttle control module (TCM) 51 including a CPU, a ROM, a RAM, an A / D converter, an input / output interface, and the like. The throttle control module (TCM) 51 corresponds to one of the output control devices according to the present invention. The output control device for controlling the engine output generally includes an ignition timing control device, a fuel supply amount (air-fuel ratio) control device, a fuel supply timing control device, and the like. These are also provided in the engine 1 (not shown).

Here, various sensors are provided for use in each control described later. Examples of the various sensors include the following. That is, a throttle sensor 7 that outputs an output signal corresponding to the opening TVO of the throttle valve 9 and an accelerator sensor 12 that detects a driver's accelerator pedal depression amount (accelerator opening) are provided.

An output shaft rotation speed sensor 8 for detecting the rotation speed N _O of the output shaft 5 of the automatic transmission 2 is provided. The signal from the output shaft rotation speed sensor 8 is a pulse signal for each predetermined rotation angle generated by using, for example, a tooth profile or a groove inscribed on a rotating body that is interlocked with the output shaft 5. The rotation speed N _O is calculated. Incidentally, the output shaft rotation speed sensor 8, also can also serve as detection of the vehicle speed VSP from the relationship between the output shaft speed N _O and final drive ratio and wheel diameter, etc., that also functions as a vehicle speed sensor.

A crank angle sensor 11 is provided on the crank shaft of the engine 1 or a shaft that rotates in synchronization with the crank shaft. The signal from the crank angle sensor 11 is a pulse signal for each predetermined crank angle generated through a disk having an outer circumferential groove (or a hole or a projection) provided for each predetermined crank angle that is interlocked with the rotation of the crank shaft. so,
The engine rotation speed Ne is calculated from the generation cycle.

A position sensor 13 for detecting the range select position of the automatic transmission 2 is provided, and the signal is also input to the control unit 50. The control unit 50 is provided with a throttle valve opening TV.
The gear ratio (or gear position) is automatically set in accordance with O (or accelerator opening) and the vehicle speed VSP, and various friction elements (clutch, brake band, etc.) are engaged through ON / OFF control of the solenoid valves 6A, 6B. Then, the automatic transmission control for transmitting the power while controlling the gear type transmission 4 to the gear ratio (gear position) is performed.

The control unit (A / T)
-C / U) 50 is provided with a throttle control module (TCM) 51 via a communication line or the like (communication device according to the present invention) for torque down control, that is, for mitigating a shift shock caused by a shift operation. By transmitting a torque down request signal to the throttle valve 9 and automatically controlling the opening of the throttle valve 9 via the throttle actuator 10, the engine torque can be corrected.

The control unit (A / T)
-C / U) 50 is an engine control module (ECM) including a CPU, a ROM, a RAM, an A / D converter, an input / output interface, and the like via a communication line or the like (communication device according to the present invention). ) 52, a torque down request signal is sent to the controller 52, and the torque down control can be performed through the above-described fuel supply amount control device, ignition timing control device, and the like. That is, the throttle control module (TCM) 51 and the engine control module (ECM) 52 constitute an engine control device according to the present invention. The throttle actuator 10, the throttle control module (TCM) 51, the ignition timing control device, the fuel supply amount control device, the fuel supply timing control device, the engine control module (ECM) 52, and the like function as shock suppression means according to the present invention. You can do it.

Here, the TCM 5 having a function as a racing state regulating means according to the present invention as software is provided.
1 will be described with reference to the flowchart of FIG. This embodiment is an embodiment in which a failure of the ECM 52 is assumed. Step (S in the figure)
It is written. In the following (1), it is determined whether or not the control system is out of order (absence of abnormality). Specifically, it is determined whether the engine control module (ECM) 52 is abnormal. That is, for example, it is determined whether or not the torque-down request signal line (communication device) between the ECM 52 and the control unit 50 (A / TC / U) is disconnected.

In step 1, if YES (abnormal) is determined, the process proceeds to step 2. If NO (abnormal) is determined, the process proceeds to step 3. In step 2, the target throttle valve opening N _TVOFAL at the time of abnormality
_Is set to the maximum throttle valve opening N _TVOmax, and the _routine proceeds to step 4. In step 3, since it is normal time,
For example, a predetermined throttle valve opening TVO (for example, 80 de)
g) is set to the maximum throttle valve opening N _TVOmax, and the _routine proceeds to step 4.

In step 4, the current select position is
Whether it is in the P range or the N range is determined based on a detection signal of the position sensor 13 or the like. If YES, go to step 5. On the other hand, if NO, it is not during racing, so the routine proceeds to step 9 in order to perform normal torque-down control. In step 5, the detection signal (APS) of the accelerator sensor 12 is compared with the set maximum throttle valve opening N _TVOmax . APS ≦
If N _TVOmax , go to step 6 and APS> N _TVOmax
If so, proceed to step 7.

In step 6, since APS ≦ N _TVOmax , the driver has not stepped on the accelerator much (there is no request for racing). It is determined that there is little fear of damaging the vehicle, and the priority is given to the detection signal (APS) of the accelerator sensor 12 requested by the driver, so that the AP
S is set to the control target throttle opening TVOSET.

On the other hand, in step 7, APS> N_TVOmax
Therefore, the driver must step on the accelerator to perform racing.
The control system has failed, etc.
If the gearing state is allowed, the transmission and differentials may be damaged.
The acceleration sensor 12 required by the driver.
Control signal of the target throttle valve opening TV
Control target throttle valve without setting to OSET
The opening TVOSET has a maximum slot limited to a predetermined value.
Torque valve opening N_TVOmaxIs set. Note that the control system
Sometimes, the large opening set in step 3 is the maximum throttle
The throttle valve opening N _TVOmaxIs set to
You can do racing.

In the following step 8, the control target throttle
The actual opening of the throttle valve 9 is added to the valve opening TVOSET.
Signal to the throttle actuator 10 to control
Send and end the flow. Specifically, the step
The control of the throttle valve opening degree in FIG.
Target throttle opening in TV chart (TVO RE
Replace F) with the control target throttle valve opening TVOSET
For example, the actual throttle opening TVO is
This is performed by PID control.

The normal torque down control executed in step 9 is executed according to, for example, a flowchart shown in FIG. The normal torque down control can be grasped as an example of the shock suppressing means according to the present invention. That is, in step 10, it is determined whether or not the selection is switched from the N (or P, hereinafter the same) range to the D (or the first speed, the second speed, and the like, the same hereinafter) range. If YES, the process proceeds to step 11, and if NO, the process proceeds to step 24.

In step 11, it is determined whether or not the select determination flag (FLG2) is "1". YES (FLG2
= 1), the process proceeds to step 12, and NO (FLG2 ≠)
If it is 1), go to step 14. The first time, FL
G2 = 0. In step 12, it is determined whether or not the torque down control flag (FLG1) is 1. YES
If (FLG1 = 1), proceed to step 16 and NO
If (FLG1 ≠ 1), the process proceeds to step S13. In addition,
In the first time, FLG1 = 0.

At step 13, the torque down control timer (TMR1) is counted up (TMR1 = TMR1).
MR1 + 1), and proceeds to step S16. That is, N range →
The elapsed time after the selection switch to the D range is measured. On the other hand, in step 14, since the selection switching from the N range to the D range is the initial stage,
The torque-down control timer (TMR1) is set to 0 (TMR1 = 0). At step 15, the select determination flag (FLG2) is set to 1 (FLG2 = 1), and the routine proceeds to step 16.

In step 16, the torque-down control timer (TMR1) is compared with a predetermined value 1. If the torque-down control timer (TMR1) <the predetermined value 1, it is determined whether the torque-down control has not been started yet. Alternatively, it is determined that the torque-down control has just started, and the process proceeds to step S17. On the other hand, if the torque-down control timer (TMR1) ≧ predetermined value 1, it is determined that a predetermined time has elapsed from the start of the torque-down control, and that the need for the torque-down control has been eliminated.
The routine proceeds to step 22 and subsequent steps in order to perform the normal throttle valve opening control.

In step 17, it is determined whether or not the torque down control flag (FLG1) is 1. YES (FL
If G1 = 1), the process proceeds to step 20 and NO (FLG
If 1 ≠ 1), the process proceeds to step 18. In step 18, the engine speed Ne is compared with a predetermined value 2. If Ne ≧ predetermined value 2, it is determined that torque down control needs to be performed, and the routine proceeds to step 19. On the other hand, Ne
If the predetermined value is 2, it is determined that there is no need to perform the torque down control, and the process proceeds directly to step S20.

In step 19, it is determined that the torque down control needs to be performed, and the torque down control flag (F
LG1) is set to 1. In the following step 20, it is determined whether or not the torque down control flag (FLG1) is 1. If YES (FLG1 = 1), it is determined that torque down control needs to be performed, and the routine proceeds to step 21.
On the other hand, if NO (FLG1 ≠ 1), it is determined that there is no need to perform the torque down control, and the routine proceeds to step 22 and subsequent steps.

In step 21, it is determined whether or not various friction elements (clutch, brake band, etc.) for power transmission (power transmission from the engine side to the output shaft 5) provided in the automatic transmission 2 are engaged. . If YES, various frictional elements (clutch, brake band, etc.) have already been engaged, and there is no need to reduce the shock at the time of engagement by torque-down control, so that normal throttle valve opening control is performed. Then, the process proceeds to step 22 and subsequent steps. If NO, it is determined that it is necessary to reduce the shock at the time of engagement by the torque down control, and the process proceeds to step 27.

In step 22, the torque-down control flag (FLG1) is set to 0, and the routine proceeds to step 23 and thereafter in order to execute the normal throttle valve opening control.
In step 23, a torque down control timer (TMR
1) is set to a predetermined value 3 (TMR1 = predetermined value 3; predetermined value 1 <predetermined value 3), and the routine proceeds to step 28.

In step 10, N range →
If it is determined that the selection is not to be switched to the D range, there is no need for the torque down control.
In step 24, the select determination flag (FLG2) is set to 0, in step 25, the torque-down control flag (FLG1) is set to 0, and in step 26, the torque-down control timer (TMR1) is set. Is set to 0, and the routine proceeds to step 28 in order to perform normal throttle valve opening control.

In step 27, the accelerator opening (ACC) and the target throttle opening (TVO) shown in step 27 in the flow of FIG.
REF), the actual throttle valve opening is controlled by the actuator 10 while limiting the target throttle valve opening to a predetermined value. On the other hand, at step 28, the accelerator opening (ACC) and the target throttle opening (TVO) shown at step 28 in the flow of FIG. RE
According to the relationship with F), linearly with the accelerator opening,
The actual throttle valve opening is controlled by the throttle co-actuator 10.

Specifically, as shown in the flowchart of FIG. 8, the throttle opening (TVO) set in step 27 or 28 is set. REF) and the actual opening degree (TVO) of the throttle valve 9 are input, and a drive duty signal for the throttle actuator 10 (motor) is set by PID control based on these deviations. (motor)
And return.

As described above, according to this embodiment, when the control system (for example, the ECM 52) fails, the racing state is controlled (avoided) in the N or P range by the throttle opening control. Therefore, even if the control system has a failure, the load on the transmission and the differential can be reliably reduced. Therefore, even if the transmission and the differential are lightened, they can be reliably protected. Can be.

Further, when the control system is normal, it is permitted to enter the racing state in the N or P range as usual, so that high commercial value can be maintained. Further, when the range is switched from N to D, torque-down control is performed by restricting the throttle valve opening to a predetermined value by the throttle control module (TCM) 51 in which no failure has occurred. Power can be quickly transmitted while avoiding a shock when the range is switched from N to D, so that the load applied to the transmission, the differential, etc. can be surely reduced, and at the same time, as in the related art. When the range is switched from N to D, the power transmission can be made much faster than in the configuration in which the engine speed simply waits for the engine speed to reach the idle speed, thereby significantly improving the product appeal. it can.

When the range is changed from N to D, a state in which it is expected that a shock due to engagement of various frictional elements accompanying the range change from N to D is expected to be large (here, when ACC is large). Only when the throttle valve opening is limited to a predetermined value, and in other cases, the shock associated with range switching is expected to be small (here, ACC
Is small), the throttle valve opening control is performed in the same manner as in the normal case, so that the throttle valve opening is controlled linearly with respect to the driver's accelerator operation as much as possible while exhibiting the above effects. Therefore, it is possible to avoid occurrence of a feeling of strangeness to the driver as much as possible.

Next, a second embodiment of the present invention will be described. In the second embodiment, the control unit (A
/ T-C / U) 50 and a failure of the throttle control module (TCM) 51 or the like. Since the system configuration is the same as that of the first embodiment shown in FIG. 5, the description will be omitted, and the control performed by another control system (TCM 51 or ECM 52) that has not failed will be described with reference to the flowchart of FIG. . This control can be grasped as an example of the racing state regulating means according to the present invention.

That is, in step 41, it is determined whether or not the control system is out of order (abnormality). In particular,
Control unit 50 (automatic transmission control system; A / T
-C / U), an abnormality of the output shaft rotation speed sensor (or vehicle speed sensor) 8, an abnormality of the accelerator sensor 12, an abnormality of the solenoid valves 6A, 6B, etc., the crank angle sensor 1
The presence / absence of the abnormality of 1 is determined. Further, it is determined whether or not the throttle control module (TCM) 51 is abnormal. Specifically, for example, disconnection of the target throttle opening signal, relay short-circuit of the throttle actuator 10,
It is determined whether or not there is an abnormality in the throttle valve opening signal (failure of the throttle sensor 7).

If it is determined in step 41 that the answer is YES (there is an abnormality), the process proceeds to step 42, where NO
If it is determined that there is no abnormality, the process proceeds to step 47 in order to perform normal torque-down control. In step 42, it is determined whether or not the current range select position is in the P range or the N range based on a detection signal (or a control signal) of the position sensor 13 or the like.

If YES, the process proceeds to step 43 where N
If it is O, the process proceeds to step 47 in order to perform normal torque-down control. In step 43, the engine speed Ne is compared with a high predetermined value NeNFALH. N
If e> NeNFALH, go to step 44. On the other hand, if Ne ≦ NeNFALH, the routine proceeds to step 45.

In step 44, since the engine speed is higher than a predetermined value, there is a possibility that the driver steps on the accelerator to perform racing. However, if the control system is faulty, the select position is moved to the D range. In such a case, there is a high possibility that the transmission and the differential will be damaged. Therefore, the fuel supply is cut to prevent the racing state. Step 4
5, the engine rotation speed Ne and the low predetermined value NeNFA
And LL. If Ne ≧ NeNFALL,
Since the engine speed is controlled within a predetermined range,
It is determined that there is little fear that the transmission or the differential will be damaged or that the vehicle will stall, and the flow ends. On the other hand, Ne <Ne
If NFALL, the engine may be stalled, so the fuel supply is recovered, and the flow ends.

In the normal torque down control performed in step 47, if the TCM 51 is normal, the same control as in the flowchart of FIG. 7 may be performed. If the TCM 51 is abnormal, the ignition timing by the engine control module 52 may be controlled. The torque down control can be performed by control or fuel supply control. As described above, according to the second embodiment, when the control system (particularly, the control unit 50 or the TCM 51) fails, the racing state during the N or P range due to the fuel cut is restricted (avoided). Therefore, even if there is a failure in the control system, the load on the transmission, the differential, etc. can be surely reduced. Therefore, even if the transmission, the differential, etc. are lightened, they can be reliably protected. be able to.

Further, when the control system is normal, the racing state is permitted in the N or P range as usual, so that high commercial value can be maintained. Further, when the control system is normal, if the torque down control as shown in the flowchart of FIG. 7 is performed, power transmission is quickly achieved while avoiding a shock when the range is switched from N to D. As a result, the load applied to the transmission, the differential, and the like can be reliably reduced, and the system simply waits until the engine speed reaches the idle speed when the range is changed from N to D as in the related art. Since the power transmission can be remarkably speeded up as compared with the one of the above, the commercial value can be remarkably improved.

When the range is switched from N to D, a state in which it is expected that a shock due to engagement of various friction elements accompanying the switching of the range from N to D is expected to be large (here, when Ne is large). In the state where the torque down control is executed only in the case where the shock accompanying the range switching is expected to be small in other cases (here, when Ne is small), the above-described effect can be obtained by performing the normal control. At the same time, it is possible to minimize the occurrence of discomfort to the driver.

Next, a third embodiment of the present invention will be described. The third embodiment is an embodiment in which a failure of the throttle control module (TCM) 51 or the engine control module (ECM) 52 is assumed. In the third embodiment, the system configuration is the same as that of the first embodiment shown in FIG. 5, and therefore the description is omitted, and the control unit (A / TC / U) 5
0 will be described with reference to the flowchart of FIG. This control can be grasped as neutral state continuation means according to the present invention.

That is, in step 51, it is determined whether or not the control system is out of order (abnormality). In particular,
It is determined whether the throttle control module (TCM) 51 is abnormal. Specifically, for example, it is determined whether there is a disconnection of the target throttle opening signal, a relay short-circuit of the throttle actuator 10, an abnormality of the throttle valve opening signal (failure of the throttle sensor 7), and the like. Further, it is determined whether or not the engine control module (ECM) 52 is abnormal. That is, for example, it is determined whether or not the torque-down request signal line between the ECM and the control unit 50 (A / TC / U) is disconnected.

If it is determined in step 51 that the answer is YES (there is an abnormality), the process proceeds to step 52, where NO
If it is determined that there is no abnormality, the process proceeds to step 58 in order to perform normal torque-down control. In step 52, it is determined whether the current range select position is in the P range or the N range based on a detection signal (or a control signal) of the position sensor 13 or the like.

If YES, the process proceeds to step 53 where N
If it is O, the routine proceeds to step 58 in order to perform normal torque-down control. In step 53, an N flag indicating whether the current range select position is in the P range or the N range is set to 1, and then, in order to avoid occurrence of a shock at the time of racing selection in the event of a control system failure, step 53 is performed. Proceed to 56.

In step 54, it is determined whether the N flag is 1 or 0. If it is 1, it is determined that switching from the P range or the N range to the D (first speed, second speed) range has been performed, and the process proceeds to step 55 to determine whether or not to perform the torque down control. If it is 0, it is determined that a predetermined time has elapsed after switching from the P range or the N range to the D (first speed, second speed) range, and the necessity of the torque down control has been eliminated. Proceed to step 58.

In step 55, the engine speed Ne is calculated.
And a predetermined value NeNFAL. Ne> NeN
In the case of FAL, D (1
Assuming that a shock due to switching to the (speed, 2nd) range occurs, the process proceeds to step 56 in order to prevent this. On the other hand, if Ne ≦ NeNFAL, it is determined that there is no need for torque down control, and the routine proceeds to step 57.

In step 56, the power in the automatic transmission 2
Activate the forward clutch (not shown) for transmission
Drive duty ratio (FC D
T) is set to 0. As a result, Ne ≦ NeNFAL is satisfied.
Power transmission from the engine 1 to the automatic transmission 2 until
Will be cut off and the neutral state will be maintained
So, even if the range is changed from N to D during racing,
Transmissions and differentials can be reliably protected.
You.

In step 57, the N flag is set to 0, and the routine proceeds to step 58 in order to perform normal torque-down control. In step 58, if either the throttle control module (TCM) 51 or the engine control module (ECM) 52 is normal, the control system performs normal torque-down control. The throttle control module (TC
M) 51 and engine control module (ECM)
If any one of 52 has failed, the drive duty ratio (FC) to the solenoid valve that operates the forward clutch (not shown) for transmitting power in the automatic transmission 2
DT) is changed as shown in FIG.
The engagement shock can be prevented by gradually increasing the engagement pressure of the forward clutch. That is, it shows an example in which the shock control device according to the present invention is realized by the shift control device.

As described above, according to the third embodiment, when the control system (particularly, TCM51 or ECM52) fails,
The engagement of the forward clutch is released (in other words, the neutral state is maintained) until the vehicle is no longer in the racing state. Therefore, the racing state is established in the N or P range, and even if the vehicle is switched to the D range during that time, Since the load applied to the transmission, the differential, and the like can be reliably reduced, even if the transmission, the differential, and the like are reduced in weight, they can be reliably protected.

When the range is switched from N to D, the torque-down control (control of the engagement pressure of the forward clutch by the non-failed control system substantially If the range is switched from N to D, power transmission can be quickly achieved while avoiding a shock when the range is switched from N to D. In addition, the load applied to the power transmission can be reliably reduced, and the power transmission can be greatly improved as compared with the conventional configuration in which the engine speed simply becomes the idle speed when the range is switched from N to D. Therefore, the merchantability can be remarkably improved.

Next, a fourth embodiment of the present invention will be described. The fourth embodiment is an embodiment in which a failure of the throttle control module (TCM) 51 or the engine control module (ECM) 52 is assumed. In the fourth embodiment, the system configuration is the same as that of the first embodiment shown in FIG. 5, and therefore the description is omitted, and the control unit (A / TC / U) 5 is omitted.
0 will be described with reference to the flowchart of FIG. Incidentally, the control shows an example of the starting gear ratio changing means according to the present invention.

That is, in step 61, it is determined whether or not the control system has failed (abnormality). In particular,
It is determined whether the throttle control module (TCM) 51 is abnormal. Specifically, for example, it is determined whether there is a disconnection of the target throttle opening signal, a relay short-circuit of the throttle actuator 10, an abnormality of the throttle valve opening signal (failure of the throttle sensor 7), and the like. Further, it is determined whether or not the engine control module (ECM) 52 is abnormal. That is, for example, it is determined whether or not the torque-down request signal line between the ECM and the control unit 50 (A / TC / U) is disconnected.

If it is determined YES (abnormal) in step 61, the process proceeds to step 62, where NO
If it is determined that there is no abnormality, the process proceeds to step 68 in order to perform normal torque-down control. In step 62, the minimum gear position G of the transmission gear transmission mechanism 4 is determined.
Set PMIN to 2nd speed. That is, the gear ratio is set to the overdrive side.

In step 63, a target shift speed NXTGP is searched based on the current vehicle speed and TVO with reference to a shift map as shown in the figure. In step 64, N
Compare XTGP with GPMIN. NXTGP <
If it is GPMIN, go to step 65. On the other hand, NX
If TGP ≧ GPMIN, skip step 65 and proceed to step 66.

In step 65, the target shift speed NXTGP
Instead of the shift speed determined with reference to the shift map,
GPMIN is set (NXTGP ← GPMIN).
In step 66, the target shift speed NXTGP is compared with the current shift speed CGP. And NXTGP = CG
If it is P, this flow ends. On the other hand, NXTGP ≠
If it is CGP, go to step 67.

In step 67, the current gear stage CGP
Is shifted to the target shift speed NXTGP (second speed), and this flow ends. As described above, according to the fourth embodiment, when the N or P range is selected at the time of the failure of the control system, the target speed ratio (which is the speed ratio at the time of starting) is shifted to the overdrive side from the normal time. Since it is set, even if it is switched to the D range during racing, the load applied to the transmission and differentials can be reliably reduced, thereby reducing the weight of the transmissions and differentials. Even these can be reliably protected.

When the control system is normal, torque down control as shown in FIG. 12 is performed, so that power transmission can be quickly achieved while avoiding a shock at the time of racing selection. In addition, the load applied to the transmission, the differential, etc. can be reliably reduced, and at the time of switching the range from N to D, as compared with the conventional configuration in which the engine speed simply waits until the engine speed reaches the idle speed. Therefore, the speed of power transmission can be greatly increased, so that the commercial value can be remarkably improved.

Each of the above embodiments shows an example of the shock suppression means, the racing state regulating means, the neutral state continuation means, and the starting gear ratio changing means according to the present invention. It is clear that some embodiments include those that can achieve the same effect. Also,
When an abnormality occurs in any of the engine control device, the shift control device, and the communication device, and the shock suppression unit cannot function normally, a shock caused by the range switching is transmitted through a normal output control device. The output of the engine is controlled in a direction to suppress it, that is, as the engine output control means at the time of abnormality according to the present invention, the throttle control module 51 and the engine control module 5
2 can also function.

[0071]

As described above, according to the first aspect of the present invention, when the control system fails, the racing state in the neutral range (N or P range) is restricted (avoided). Therefore, even if there is a failure in the control system, it is possible to reliably reduce the load on the transmission and the differential, etc. Can be protected. On the other hand, when the control system is normal, the racing state is permitted in the neutral range as usual, so that the merchantability can be maintained.

According to the second aspect of the present invention, when the control system fails, the racing state is set in the neutral range. Even if the driving range is switched during the neutral range, the neutral state is maintained until the racing state is stopped. (Maintenance), it is possible to reliably reduce the load on the transmission and the differential, etc., so that even if the transmission, the differential, etc. are reduced in weight, they can be reliably protected. it can. On the other hand, when the control system is normal, the racing state is permitted in the neutral range as usual, so that the merchantability can be maintained.

According to the third aspect of the invention, when the control system is out of order, the speed ratio at the time of starting is changed to the overdrive side from the normal time. Even if the transmission range is switched, the load applied to the transmission, the differential, etc. can be reliably reduced, so that even if the transmission, the differential, etc., are lightened, they can be reliably protected. . Of course, the racing state is always permitted in the neutral state, so that the merchantability can be maintained.

According to the fourth aspect of the present invention, when the range is switched from the neutral range to the driving range, the output control device having no failure is used to suppress the shock caused by the range switching. Since the output reduction control (torque down control) is performed, it is possible to surely reduce the load on the transmission, the differential, and the like. It can be protected reliably. Of course, the racing state is always permitted in the neutral state, so that the merchantability can be maintained.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of the invention according to claim 1;

FIG. 2 is a block diagram illustrating a configuration of the invention described in claim 2;

FIG. 3 is a block diagram illustrating a configuration of the invention described in claim 3;

FIG. 4 is a block diagram illustrating a configuration of the invention according to claim 4;

FIG. 5 is an overall system configuration diagram of an embodiment of the present invention.

FIG. 6 is a flowchart illustrating racing state regulation control in the embodiment.

FIG. 7 is a flowchart illustrating torque down control in the embodiment.

FIG. 8 is a flowchart illustrating an automatic throttle opening control routine in the embodiment.

FIG. 9 is a flowchart illustrating racing state regulation control according to the second embodiment.

FIG. 10 is a flowchart illustrating neutral state continuation control according to the third embodiment.

FIG. 11 is a time chart illustrating an operation of forward clutch control in the embodiment.

FIG. 12 is a flowchart illustrating target gear ratio setting control according to a fourth embodiment.

FIG. 13 is a time chart for explaining a problem of the conventional device.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 3 Torque converter 4 Transmission gear mechanism 5 Transmission output shaft 7 Throttle sensor 8 Output shaft rotation speed sensor 9 Throttle valve 10 Throttle actuator 11 Crank angle sensor 12 Accelerator sensor 50 Control unit (A / TC / U) 51 Throttle control module (TCM) 52 Engine control module (ECM)

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-5-272369 (JP, A) JP-A-4-166428 (JP, A) JP-A-1-176856 (JP, A) JP-A-61-1986 74946 (JP, A) (58) Field surveyed (Int. Cl. ⁷ , DB name) B60K 41/06 F02D 29/00 F02D 29/02 F16H 61/12

Claims (4)

(57) [Claims] An engine control device including a plurality of output control devices capable of electronically controlling the output of an engine by controlling at least one of a plurality of output control objects, and inputting an output of the engine to a predetermined value. Control of a power transmission device including a shift control device that electronically controls an input / output state of a transmission that outputs after shifting, and a communication device that performs information communication between the engine control device and the shift control device The device, wherein when the engine control device, the shift control device, and the communication device are normal, when the range is switched from the state in which the engine is racing in the neutral range to the drive range, the range switch is performed. A shock suppression means for controlling the output of the engine or the input / output state of the transmission via the engine control device or the shift control device in a direction to suppress the resulting shock; If an abnormality occurs in any of the control device and the communication device and the shock suppression means cannot function normally, the engine is restricted from being in the neutral range through the normal output control device in the neutral range. A control device for a power transmission device, comprising: a racing state regulating means. 2. An engine control device comprising a plurality of output control devices capable of electronically controlling the output of an engine by controlling at least one of a plurality of output control objects; Control of a power transmission device including a shift control device that electronically controls an input / output state of a transmission that outputs after shifting, and a communication device that performs information communication between the engine control device and the shift control device The device, wherein when the engine control device, the shift control device, and the communication device are normal, when the range is switched from the state in which the engine is racing in the neutral range to the drive range, the range switch is performed. A shock suppression means for controlling the output of the engine or the input / output state of the transmission via the engine control device or the shift control device in a direction to suppress the resulting shock; When an abnormality occurs in one of the control device and the communication device and the shock suppression means cannot function normally, and when the range is switched from the state in which the engine is racing in the neutral range to the traveling range. Until the engine is no longer racing
A control device for a power transmission device, comprising: a neutral state continuation unit for continuing a neutral state of the shift control device. 3. An engine control device including a plurality of output control devices capable of electronically controlling the output of the engine by controlling at least one of a plurality of output control objects, and inputting the output of the engine to a predetermined value. Control of a power transmission device including a shift control device that electronically controls an input / output state of a transmission that outputs after shifting, and a communication device that performs information communication between the engine control device and the shift control device The device, wherein when the engine control device, the shift control device, and the communication device are normal, when the range is switched from the state in which the engine is racing in the neutral range to the drive range, the range switch is performed. A shock suppression means for controlling the output of the engine or the input / output state of the transmission via the engine control device or the shift control device in a direction to suppress the resulting shock; When an abnormality occurs in any of the control device and the communication device and the shock suppressing device cannot function normally, the start gear ratio changing device for changing the start gear ratio of the shift control device to the overdrive side. A control device for a power transmission device, comprising: 4. An engine control device comprising a plurality of output control devices capable of electronically controlling the output of the engine by controlling at least one of the plurality of output control objects, and inputting the output of the engine to a predetermined value. Control of a power transmission device including a shift control device that electronically controls an input / output state of a transmission that outputs after shifting, and a communication device that performs information communication between the engine control device and the shift control device The device, wherein when the engine control device, the shift control device, and the communication device are normal, when the range is switched from the state in which the engine is racing in the neutral range to the drive range, the range switch is performed. A shock suppression means for controlling the output of the engine or the input / output state of the transmission via the engine control device or the shift control device in a direction to suppress the resulting shock; If an abnormality occurs in any of the control device and the communication device, and the shock suppression unit cannot function normally, a direction for suppressing a shock caused by the range switching through a normal output control device. And a control unit for controlling the output of the engine at the time of abnormality.