JP6212637B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control apparatus, and relates to an electronic control apparatus monitoring technique.

  As a technique for monitoring whether or not the electronic control device is operating normally, for example, a technique described in Patent Document 1 is known. In this publication, microcomputer abnormalities are detected by a plurality of electronic control devices monitoring each other.

  Recent vehicles are equipped with a plurality of electronic control units that control a plurality of actuators. These exchange information with each other and enable control of the entire vehicle while grasping the control state of each other. Since each electronic control unit individually performs arithmetic processing, it is necessary to share common information that can be recognized by each electronic control unit. Therefore, a communication line (for example, a CAN communication line) for transmitting and receiving signals is installed, and information of each electronic control device is output according to a predetermined rule, so that the information is shared by each electronic control device. At this time, as described in Patent Document 1, even if an abnormality of the electronic control device is detected, if the output of the signal to the communication line cannot be stopped, another electronic control device may receive an erroneous signal. was there.

  The present invention has been made paying attention to the above problems, and an object thereof is to provide a vehicle control device that can reduce the influence of other electronic control devices due to information transmission from an electronic control device in which an abnormality has occurred. To do.

JP 2013-238259 A

  In order to achieve the above object, in the vehicle control device of the present invention, a first electronic control device including an arithmetic circuit and a signal transmission / reception circuit, and a power source for supplying power to the first electronic control device And an ignition switch provided between the arithmetic circuit and the power source, a relay provided between the ignition switch and the arithmetic circuit, and connected to the signal transmitting / receiving circuit, without passing through the relay A second electronic control unit connected to the power source and connected to a wiring for transmitting a signal to the relay, the second electronic control unit is normal or abnormal signal output from the signal transmitting and receiving circuit If it is determined that the relay is abnormal, a shut-off signal for shutting off the relay is output, and the arithmetic circuit transmits a signal to the signal transmitting / receiving circuit when detecting that the relay is shut off. The signal transmission / reception circuit detects that the relay has been cut off, or outputs a signal when receiving a command to stop the output of the signal from the arithmetic circuit. It was decided to stop.

  Therefore, since the signal transmission / reception circuit detects that the relay is turned off and stops outputting the signal, the signal output from the signal transmission / reception circuit cannot be stopped by a command from the calculation circuit because the calculation circuit fails. However, the signal output can be stopped. Thereby, the influence which another electronic control apparatus receives can be reduced. Even if the signal transmission / reception circuit fails and the relay cannot be detected, the arithmetic circuit stops signal transmission to the signal transmission / reception circuit. it can.

1 is a skeleton diagram showing a configuration of an automatic transmission that achieves FR type 7 forward speed 1 reverse speed according to Embodiment 1; FIG. FIG. 3 is a circuit diagram illustrating a hydraulic circuit of the control valve unit according to the first embodiment. It is a figure which shows the fastening operation | movement table | surface of the forward 7 speed reverse speed 1 in the automatic transmission of Example 1. FIG. It is a figure showing the action | operation table | surface of solenoid valve SOL1-SOL7 in each gear stage of Example 1. FIG. It is a system block diagram which shows the connection relation of the automatic transmission controller of Example 1, and the motor controller of an electric oil pump. 6 is a flowchart illustrating a CAN communication stop control process when an abnormality is detected according to the first exemplary embodiment.

  FIG. 1 is a skeleton diagram showing the configuration of an automatic transmission that achieves the first forward speed and the reverse speed of the FR type according to the first embodiment, and an overall system diagram showing a control configuration of the automatic transmission. The automatic transmission according to the first embodiment is connected to the engine Eg via a torque converter TC to which a lockup clutch LUC is attached. The rotation output from the engine Eg rotationally drives the pump impeller and the oil pump OP of the torque converter TC. The oil stirred by the rotation of the pump impeller is transmitted to the turbine runner through the stator, and drives the input shaft Input.

  Further, an engine controller (hereinafter referred to as ECU) 10 that controls the drive state of the engine Eg, an automatic transmission controller (hereinafter referred to as ATCU) 20 that controls the shift state of the automatic transmission, and the like, based on output signals of the ATCU 20 A control valve unit CVU that performs hydraulic control of the fastening element, and a motor controller (hereinafter, MCU) 30 that controls a pump motor for driving an electric oil pump (not shown) are provided. Note that the ECU 10, the ATCU 20, and the MCU 30 are connected via a CAN communication line or the like, and share sensor information and control information with each other by communication.

  The ECU 10 is connected to an APO sensor 1 that detects the amount of accelerator pedal operation by the driver and an engine speed sensor 2 that detects the engine speed. The ECU 10 controls the fuel injection amount and the throttle opening based on the engine speed and the accelerator pedal operation amount, and controls the engine output speed and the engine torque.

  The ATCU 20 includes a first turbine rotation speed sensor 3 that detects the rotation speed of the first carrier PC1 described later, a second turbine rotation speed sensor 4 that detects the rotation speed of the first ring gear R1, and the rotation speed of the output shaft Output. Is connected to an output shaft speed sensor 5 and an inhibitor switch 6 for detecting the shift lever operating state of the driver. The shift lever is an engine brake in which an engine brake acts in addition to P, R, N, and D. A range position and a normal forward travel range position where the engine brake does not act are provided.

  In the ATCU20, together with the rotation speed calculation unit that calculates the rotation speed of the input shaft Input, the optimum command shift stage is selected from the shift map of the seventh forward speed stage, which will be described later, based on the vehicle speed Vsp and the accelerator pedal opening APO when normal. The control valve unit CVU is provided with a shift control unit that outputs a control command for achieving the command shift speed.

  The MCU 30 is provided with a motor control unit 30a (see FIG. 5) that controls the operating state of the pump motor in accordance with the operation of the ignition switch. When the motor control unit 30a receives an engine stop signal such as an idle stop from another controller or the like, the motor control unit 30a drives a pump motor and supplies a line pressure from the electric oil pump. This is because when the idling stop control is performed, the operation of the oil pump OP is also stopped when the engine is stopped, so that a fastening pressure for achieving the gear position cannot be obtained.

(About automatic transmission configuration)
Next, the configuration of the automatic transmission will be described. The first planetary gear set GS1 and the second planetary gear set GS2 are arranged in this order from the input shaft Input side to the axial output shaft Output side. In addition, a plurality of clutches C1, C2, C3 and brakes B1, B2, B3, B4 are arranged as friction engagement elements. A plurality of one-way clutches F1 and F2 are arranged.

  The first planetary gear G1 is a single pinion type planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 that meshes with both gears S1 and R1.

  The second planetary gear G2 is a single pinion planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 that supports a second pinion P2 meshing with both gears S2 and R2.

  The third planetary gear G3 is a single pinion planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 that supports a third pinion P3 that meshes with both gears S3 and R3.

  The fourth planetary gear G4 is a single pinion planetary gear having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports a fourth pinion P4 that meshes with both gears S4 and R4.

  The input shaft Input is connected to the second ring gear R2 and inputs the rotational driving force from the engine Eg via the torque converter TC or the like.

  The output shaft Output is connected to the third carrier PC3, and transmits the output rotational driving force to the driving wheels via a final gear or the like not shown.

  The first connecting member M1 is a member that integrally connects the first ring gear R1, the second carrier PC2, and the fourth ring gear R4.

  The second connecting member M2 is a member that integrally connects the third ring gear R3 and the fourth carrier PC4.

  The third connecting member M3 is a member that integrally connects the first sun gear S1 and the second sun gear S2.

  The first planetary gear set GS1 is configured by connecting a first planetary gear G1 and a second planetary gear G2 with a first connecting member M1 and a third connecting member M3, and includes four rotating elements. In addition, the second planetary gear set GS2 includes a third planetary gear G3 and a fourth planetary gear G4 connected by a second connecting member M2 and configured by five rotating elements.

  The first planetary gear set GS1 has a torque input path that is input from the input shaft Input to the second ring gear R2. The torque input to the first planetary gear set GS1 is output from the first connecting member M1 to the second planetary gear set GS2.

  The second planetary gear set GS2 has a torque input path that is input from the input shaft Input to the second connecting member M2, and a torque input path that is input from the first connecting member M1 to the fourth ring gear R4. The torque input to the second planetary gear set GS2 is output from the third carrier PC3 to the output shaft Output.

  When the H & LR clutch C3 is released and the rotation speed of the fourth sun gear S4 is larger than that of the third sun gear S3, the third sun gear S3 and the fourth sun gear S4 generate independent rotation speeds. Therefore, the third planetary gear G3 and the fourth planetary gear G4 are connected via the second connecting member M2, and each planetary gear achieves an independent gear ratio.

  The input clutch C1 is a clutch that selectively connects and disconnects the input shaft Input and the second connecting member M2.

  The direct clutch C2 is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4.

  The H & LR clutch C3 is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4. A second one-way clutch F2 is arranged between the third sun gear S3 and the fourth sun gear.

  The front brake B1 is a brake that selectively stops the rotation of the first carrier PC1. The first one-way clutch F1 is disposed in parallel with the front brake B1.

  The low brake B2 is a brake that selectively stops the rotation of the third sun gear S3.

  The 2346 brake B3 is a brake that selectively stops the rotation of the third connecting member M3 (the first sun gear S1 and the second sun gear S2).

  The reverse brake B4 is a brake that selectively stops the rotation of the fourth carrier PC4.

(About the configuration of the control valve unit)
FIG. 2 is a circuit diagram showing a hydraulic circuit of the control valve unit CVU. The circuit configuration will be described below. In the hydraulic circuit of the first embodiment, an oil pump OP (or an electric oil pump) serving as a hydraulic source driven by the engine and an oil path for supplying the line pressure PL are switched in conjunction with the driver's shift lever operation. A manual valve MV and a pilot valve PV for reducing the line pressure to a predetermined constant pressure are provided.

  In addition, a first pressure regulating valve CV1 for regulating the engagement pressure of the low brake B2, a second pressure regulating valve CV2 for regulating the engagement pressure of the input clutch C1, a third pressure regulating valve CV3 for regulating the engagement pressure of the front brake B1, A fourth pressure regulating valve CV4 for regulating the engagement pressure of the H & RL clutch C3, a fifth pressure regulating valve CV5 for regulating the engagement pressure of the 2346 brake B3, and a sixth pressure regulating valve CV6 for regulating the engagement pressure of the direct clutch C2 are provided. Yes.

  In addition, either the first switching valve SV1, which switches the low brake B2 or the input clutch C1 to the state where only one of the supply oil passages is in communication, or the supply oil passage for the D range pressure and R range pressure for the direct clutch C2. A second switching valve SV2 that switches to a state that only communicates, and a third switching valve SV3 that switches the hydraulic pressure supplied to the reverse brake B4 between the hydraulic pressure supplied from the sixth pressure regulating valve CV6 and the hydraulic pressure supplied from the R range pressure. And the 4th switching valve SV4 which switches the hydraulic pressure output from 6th pressure regulation valve CV6 between the oil path 123 and the oil path 122 is provided.

  Further, based on a control signal from the ATCU 20, a first solenoid valve SOL1 that outputs a pressure regulating signal to the first pressure regulating valve CV1, and a second solenoid valve SOL2 that outputs a pressure regulating signal to the second pressure regulating valve CV2; The third solenoid valve SOL3 that outputs a pressure regulation signal to the third pressure regulation valve CV3, the fourth solenoid valve SOL4 that outputs the pressure regulation signal to the fourth pressure regulation valve CV4, and the pressure regulation to the fifth pressure regulation valve CV5 A fifth solenoid valve SOL5 that outputs a signal, a sixth solenoid valve SOL6 that outputs a pressure regulating signal to the sixth pressure regulating valve CV6, and a second signal that outputs a switching signal to the first switching valve SV1 and the third switching valve SV3. 7 solenoid valve SOL7 is provided.

  Each of the solenoid valves SOL2, SOL5, SOL6 is a three-way proportional solenoid valve having three ports, the first port is supplied with pilot pressure described later, the second port is connected to a drain oil passage, Each port is connected to a pressure receiving portion of a pressure regulating valve or a switching valve. The solenoid valves SOL1, SOL3, and SOL4 are two-way proportional solenoid valves having two ports, and the solenoid valve SOL7 is a three-way on / off solenoid valve having three ports.

  The first solenoid valve SOL1, the third solenoid valve SOL3, and the seventh solenoid valve SOL7 are normally closed types (closed when not energized). On the other hand, the second solenoid valve SOL2, the fourth solenoid valve SOL4, the fifth solenoid valve SOL5, and the sixth solenoid valve SOL6 are of a normally open type (open state when not energized).

(About oil passage configuration)
The discharge pressure of the oil pump OP driven by the engine is adjusted to the line pressure and then supplied to the oil passage 101 and the oil passage 102. The oil passage 101 includes an oil passage 101a connected to a manual valve MV that operates in conjunction with the driver's shift lever operation, an oil passage 101b that supplies the original pressure of the fastening pressure of the front brake B1, and an H & LR clutch C3. An oil passage 101c for supplying the original pressure of the fastening pressure is connected.

  The manual valve MV is connected to an oil passage 105 and an oil passage 106 that supplies an R range pressure selected during reverse travel, and switches between the oil passage 105 and the oil passage 106 in accordance with a shift lever operation.

  In the oil passage 105, there are an oil passage 105a that supplies the original pressure of the engagement pressure of the low brake B2, an oil passage 105b that supplies the original pressure of the engagement pressure of the input clutch C1, and an original pressure of the engagement pressure of the 2346 brake B3. An oil passage 105c for supplying, an oil passage 105d for supplying the original pressure of the engagement pressure of the direct clutch C2, and an oil passage 105e for supplying a switching pressure of a second switching valve SV2 described later are connected.

  In the oil passage 106, an oil passage 106a that supplies the switching pressure of the second switching valve SV2, an oil passage 106b that supplies the original pressure of the engagement pressure of the direct clutch C2, and an oil passage that supplies the engagement pressure of the reverse brake B4 106c is connected.

  An oil passage 103 for supplying pilot pressure is connected to the oil passage 102 via a pilot valve PV. The oil passage 103 has an oil passage 103a for supplying pilot pressure to the first solenoid valve SOL1, an oil passage 103b for supplying pilot pressure to the second solenoid valve SOL2, and an oil for supplying pilot pressure to the third solenoid valve SOL3. Passage 103c, an oil passage 103d for supplying pilot pressure to the fourth solenoid valve SOL4, an oil passage 103e for supplying pilot pressure to the fifth solenoid valve SOL5, and an oil passage 103f for supplying pilot pressure to the sixth solenoid valve SOL6 And an oil passage 103g for supplying a pilot pressure to the seventh solenoid valve SOL7.

  The first pressure regulating valve CV1 has a first port connected to the oil passage 105a, a second port connected to the drain circuit, and a third port connected to the oil passage 115a connected to the first switching valve SV1. And a fourth port to which the signal pressure of the first solenoid valve SOL1 is supplied, a fifth port to which an oil passage fed back from the oil passage 115a as a counter pressure of this signal pressure is connected, and a fourth port. A spring acting opposite to the hydraulic pressure is provided. In FIG. 2, when the first switching valve SV1 moves upward, the oil passage 105a communicates with the oil passage 115a, while when moved downward, the oil passage 115a communicates with the drain. Similarly, the second pressure regulating valve CV2 to the sixth pressure regulating valve CV6 are provided with the same configurations as the first port to the fifth port and the spring, and thus description thereof is omitted.

  The first switching valve SV1 includes a first port connected to the oil passage 115a, a second port connected to the drain circuit, a third port connected to the oil passage 115b, and a first port connected to the drain circuit. 4 ports, a fifth port connected to an oil passage 150a for supplying hydraulic pressure to the low brake B2, a sixth port connected to an oil passage 150b for supplying hydraulic pressure to the input clutch C1, and a seventh solenoid valve SOL7 A seventh port connected to the oil passage 140b that supplies the signal pressure and a spring that acts opposite to the hydraulic pressure supplied to the seventh port are provided. In FIG. 2, when the first switching valve SV1 moves to the left, the oil passage 115a and the oil passage 150a are communicated, and the oil passage 150b and the drain are communicated. On the other hand, when moving to the right, the oil passage 150a and the drain communicate with each other, and the oil passage 115b and the oil passage 150b communicate with each other.

  The second switching valve SV2 has a first port connected to the oil passage 105d for supplying the D range pressure, a second port connected to the oil passage 106d for supplying the R range pressure, and the sixth pressure regulating valve CV6. A third port connected to an oil passage 120 for supplying hydraulic pressure, a fourth port connected to an oil passage 105e for supplying D range pressure, and an oil passage 106a for supplying an R range pressure as a counter pressure of the fourth port. And a spring acting opposite to the hydraulic pressure supplied to the fourth port. In FIG. 2, when the second switching valve SV2 moves to the right, the oil passage 106b communicates with the oil passage 120, while when moved to the left, the oil passage 105d communicates with the oil passage 120.

  The third switching valve SV3 includes a first port connected to an oil passage 122 that supplies hydraulic pressure from the fourth switching valve SV4, a second port connected to an oil passage 106c that supplies R range pressure, and reverse. The third port connected to the oil passage 130 for supplying hydraulic pressure to the brake B4, the fourth port connected to the oil passage 140a for supplying the signal pressure of the seventh solenoid valve SOL7, and the fourth port d4 are supplied. A spring is provided to act against the hydraulic pressure. In FIG. 2, when the third switching valve SV3 moves to the right, the oil passage 106c and the oil passage 130 are communicated, and when moved to the left, the oil passage 122 and the oil passage 130 are communicated.

  The fourth switching valve SV4 has a first port connected to the oil passage 121 for supplying hydraulic pressure from the sixth pressure regulating valve CV6, a second port and a third port connected to the drain circuit, and an R range pressure. The fourth port to be supplied, the fifth port to which the D-range pressure is supplied, the spring acting opposite to the fourth port, the seventh port connected to the oil passage 122, and the oil passage 123 are connected. An eighth port is provided. In FIG. 2, when the fourth switching valve SV4 moves to the right, the oil passage 121 and the oil passage 123 communicate with each other and the oil passage 122 and the drain circuit communicate with each other. On the other hand, when the fourth switching valve SV4 moves to the left, the oil passage 121 and the oil passage The oil passage 123 and the drain circuit are in communication with each other.

Next, the operation will be described.
[Shifting action]
FIG. 3 is a diagram showing a fastening operation table of forward 7-speed backward 1-speed in the gear transmission for an automatic transmission according to the first embodiment, and FIG. 4 is a diagram showing operation tables of solenoid valves SOL1 to SOL7 at each gear stage. . When the clutches C1, C2, C3 and brakes B1, B2, B3, B4 are in a normal state, as shown in the engagement operation table of FIG. ) And release pressure (no mark).

<First gear>
In the first speed, different fastening elements act when the engine brake is applied (when the engine brake range position is selected) and when the engine brake is not applied (normally when the forward travel range position is selected). When the engine brake is actuated, it is obtained by engaging the front brake B1, the low brake B2, and the H & LR clutch C3 as shown in FIG. The first one-way clutch F1 provided in parallel with the front brake B1 and the second one-way clutch F2 provided in parallel with the H & LR clutch C3 are also involved in torque transmission. When the engine brake is not applied, the front brake B1 and the H & LR clutch C3 are released, only the low brake B2 is engaged, and torque is transmitted by the first one-way clutch F1 and the second one-way clutch F2.
At this time, as shown in the solenoid valve operation table of FIG. 4, the first to third solenoid valves SOL1 to SOL3 and the sixth and seventh solenoid valves SOL6 and SOL7 are turned on, and the others are turned off. The fastening pressure is supplied to the fastening elements.

<Second gear>
In the second speed, different engagement elements are engaged when the engine brake is applied (when the engine brake range position is selected) and when the engine brake is not applied (when the normal forward travel range position is selected). When the engine brake is actuated, it is obtained by engaging the low brake B2, the 2346 brake B3, and the H & LR clutch C3 as shown in FIG. The second one-way clutch F2 provided in parallel with the H & LR clutch C3 is also involved in torque transmission. When the engine brake is not operated, the H & LR clutch C3 is released, the low brake B2 and the 2346 brake B3 are engaged, and torque is transmitted by the second one-way clutch F2.
At this time, as shown in the solenoid valve operation table of FIG. 4, by turning on the first, second, fifth to seventh solenoid valves SOL1, SOL2, SOL5, SOL6, SOL7, A fastening pressure is supplied to the desired fastening element.

<3rd speed>
As shown in FIG. 3, the third speed is obtained by engaging the 2346 brake B3, the low brake B2, and the direct clutch C2.
In this third speed, since the 2346 brake B3 is engaged, the rotation input from the input shaft Input to the second ring gear R2 is decelerated by the second planetary gear G2. This decelerated rotation is output from the first connecting member M1 to the fourth ring gear R4. Further, since the direct clutch C2 is engaged, the fourth planetary gear G4 rotates together. Further, since the low brake B2 is engaged, the rotation input to the third ring gear R3 via the second connecting member M2 from the fourth carrier PC4 that rotates integrally with the fourth ring gear R4 is the third planetary gear G3. And output from the third carrier PC3. As described above, the fourth planetary gear G4 is involved in torque transmission but not in deceleration.
At this time, as shown in the solenoid valve operation table of FIG. 4, turn on the first, second, fourth, fifth and seventh solenoid valves SOL1, SOL2, SOL4, SOL5, SOL7 and turn off the others. Thus, the fastening pressure is supplied to the desired fastening element.

<4th speed>
As shown in FIG. 3, the fourth speed is obtained by engaging the 2346 brake B3, the direct clutch C2, and the H & LR clutch C3.
At the fourth speed, since the 2346 brake B3 is engaged, the rotation input from the input shaft Input to the second ring gear R2 is decelerated only by the second planetary gear G2. This decelerated rotation is output from the first connecting member M1 to the fourth ring gear R4. Further, since the direct clutch C2 and the H & LR clutch C3 are engaged, the second planetary gear set GS2 rotates integrally. Therefore, the rotation input to the fourth ring gear R4 is output from the third carrier PC3 as it is.
At this time, as shown in the solenoid valve operation table of FIG. 4, by turning on the second and fifth solenoid valves SOL2 and SOL5 and turning off the other, the fastening pressure is supplied to a desired fastening element.

<5-speed>
As shown in FIG. 3, the fifth speed is obtained by engaging the input clutch C1, the direct clutch C2, and the H & LR clutch C3.
At the fifth speed, since the input clutch C1 is engaged, the rotation of the input shaft Input is input to the second connecting member M2. Further, since the direct clutch C2 and the H & LR clutch C3 are engaged, the third planetary gear G3 rotates integrally. Therefore, the rotation of the input shaft Input is output from the third carrier PC3 as it is.
At this time, as shown in the solenoid valve operation table of FIG. 4, by turning off all the solenoid valves SOL1 to SOL7, a fastening pressure is supplied to a desired fastening element.

<6th speed>
As shown in FIG. 3, the sixth speed is obtained by engaging the input clutch C1, the H & LR clutch C3, and the 2346 brake B3.
In the sixth speed, since the input clutch C1 is engaged, the rotation of the input shaft Input is input to the second ring gear and also to the second connecting member M2. Further, since the 2346 brake B3 is engaged, the rotation decelerated by the second planetary gear G2 is output from the first connecting member M1 to the fourth ring gear R4. Further, since the H & LR clutch C3 is engaged, the second planetary gear set GS2 outputs the rotation defined by the rotation of the fourth ring gear R4 and the rotation of the second connecting member M4 from the third carrier PC3.
At this time, as shown in the solenoid valve operation table of FIG. 4, the fifth and sixth solenoid valves SOL5 and SOL6 are turned on, and the other solenoid valves SOL1, SOL2, SOL3, SOL4, and SOL7 are turned off. The fastening pressure is supplied to the fastening elements.

<7th speed>
As shown in FIG. 3, the seventh speed is obtained by engaging the input clutch C1, the H & LR clutch C3, and the front brake B1 (first one-way clutch F1).
In the seventh speed, since the input clutch C1 is engaged, the rotation of the input shaft Input is input to the second ring gear and also to the second connecting member M2. Further, since the front brake B1 is engaged, the rotation decelerated by the first planetary gear set GS1 is output from the first connecting member M1 to the fourth ring gear R4. Further, since the H & LR clutch C3 is engaged, the second planetary gear set GS2 outputs the rotation defined by the rotation of the fourth ring gear R4 and the rotation of the second connecting member M4 from the third carrier PC3.
At this time, as shown in the solenoid valve operation table of FIG. 4, the third and sixth solenoid valves SOL3 and SOL6 are turned on, and the other solenoid valves SOL1, SOL2, SOL4, SOL5, and SOL7 are turned off. The fastening pressure is supplied to the fastening elements.

<Reverse speed>
As shown in FIG. 3, the reverse speed is obtained by engaging the H & LR clutch C3, the front brake B1, and the reverse brake B4.
At this time, as shown in the solenoid valve operation table of FIG. 4, turn on the second, third and sixth solenoid valves SOL2, SOL3, SOL6 and turn off the other solenoid valves SOL1, SOL4, SOL5, SOL7. Thus, the fastening pressure is supplied to the desired fastening element. The seventh solenoid SOL7 is turned on at the initial stage of R range switching and turned off after completion of the fastening.

(About ATCU and MCU)
Next, the relationship between ATCU20 and MCU30 will be described. FIG. 5 is a schematic diagram illustrating the relationship between the ATCU and the MCU according to the first embodiment. The ATCU 20 includes a power supply circuit unit 20a connected to the battery power supply Vbat, a microcomputer 20b that performs various shift control processes, and a CAN controller 20c that transmits and receives necessary information to and from the CAN communication line. The wiring 21 that connects the battery power supply Vbat and the power supply circuit unit 20a has a branch wiring 22. The branch wiring 22 is connected to the microcomputer 20b. On the branch wiring 22, there are provided an ignition switch IGN and a relay 23 arranged in series with the ignition switch IGN. The branch wiring 22 includes a first internal wiring 22a connected to the microcomputer 20b in the ATCU 20, and a second internal wiring 22b branched from the first internal wiring 22a and connected to the CAN controller 20c.

  The MCU 30 includes a motor control unit 30a, a monitoring unit 30b that monitors an abnormality of the ATCU 20, and a CAN controller 30c that transmits and receives necessary information to and from the CAN communication line. A relay ON / OFF signal line 25 that outputs a connection / disconnection signal of the relay 23 is connected to the monitoring unit 30b. The monitoring unit 30b monitors the ATCU 20 via the CAN controller 30c, and outputs an ON signal to the relay 23 if normal. On the other hand, if it is abnormal, an OFF signal is output to the relay 23.

  Next, the reason for the above configuration will be described. A recent vehicle is equipped with a plurality of controllers for controlling a plurality of actuators. These exchange information with each other and enable control of the entire vehicle while grasping the control state of each other. Since each controller individually performs arithmetic processing, it is necessary to share common information that can be recognized by each controller. Therefore, the information is shared by the controllers by using the CAN communication line and outputting the information of each controller according to a predetermined rule.

  The ATCU 20 outputs information related to the automatic transmission to the CAN communication line. At this time, even if an abnormality occurs in the ATCU 20, if the abnormal signal is recognized as normal and is output to the CAN communication line, the other controllers operate based on erroneous information. Therefore, it is necessary to stop the CAN controller 20c in advance so as not to output erroneous information to the CAN communication line when an abnormality occurs. Here, since the ATCU 20 inputs information from a number of sensors and the like and performs shift control and the like according to the running state of the vehicle, etc., the microcomputer 20b has a lot of calculation processing and takes time for initialization and the like. On the other hand, the MCU 30 specializes in controlling the operating state of the pump motor, and therefore requires less time for initialization and the like than the ATCU 20. Therefore, a configuration is adopted in which the abnormality of the ATCU 20 is monitored by the MCU 30 which is another control unit, and the operation of the CAN controller 20c of the ATCU 20 can be stopped when the abnormality of the ATCU 20 occurs.

  Next, in order to monitor the abnormality of the ATCU 20 and stop the operation of the CAN controller 20c, it is necessary to transmit a CAN communication stop request from the MCU 30 to the CAN controller 20c. It is conceivable that a dedicated line for receiving a command signal from the MCU 30 is opened in the ATCU 20 and the dedicated line is connected to the CAN controller 20c. However, a plurality of signal lines are already wired in the connector for connecting the ATCU 20 to the outside, and the design of the connector itself must be changed when opening a new port. In addition, when an electromechanically integrated configuration incorporating the ATCU 20 in the automatic transmission is adopted, the connector design change is required up to the design change of the unit case on the automatic transmission side.

  Therefore, the relay 23 is provided in the branch wiring 22 of the ignition switch IGN that is wired in advance for starting the microcomputer 20b, and the relay 23 ON / OFF signal is provided by providing the second internal wiring 22b that branches from the first internal wiring 22a. Is supplied to the CAN controller 20c. When the relay 23 is added to the branch wiring 22, it is not necessary to change the design of the connector itself. If only the wiring inside the microcomputer 20b is changed, the design change of the connector itself is not necessary. In the CAN controller 20c, when it is confirmed that the ignition switch IGN is OFF, the communication by the CAN communication line may be cut off.

(Can communication stop control process in case of error)
FIG. 6 is a flowchart showing the CAN communication stop control process at the time of abnormality according to the first embodiment. This flowchart is started immediately after the normal activation of the microcomputer 20b of the ATCU 20. At this time, the MCU 30 is completely activated, and the CAN controller 20c of the ATCU 20 can transmit and receive information related to abnormality diagnosis from the CAN controller 30c of the MCU 30 even before the start of normal communication.

In step S1, the MCU 30 selects question data in order from the questions prepared in advance, and transmits them to the ATCU 20 from the CAN controller 30c.
In step S2, the ATCU 20 receives the question data transmitted from the MCU 30, performs a predetermined calculation using the data, and calculates answer data for the question data.
In step S3, the ATCU 20 transmits the calculated answer data from the CAN controller 20c to the MCU 30.

In step S4, the MCU 30 receives the answer data transmitted from the ATCU 20, and checks whether the answer data is correct. Steps S1 to S4 are abnormality diagnosis processing.
In step S5, if the answer data is correct in the MCU 30, this control flow is terminated, and the abnormality diagnosis is continued by repeating the transmission of the question data to the ATCU 20 again.
In step S6, the MCU 30 outputs an OFF signal to the relay 23 and shuts off the relay 23.

  In step S7, the CAN controller 20c of the ATCU 20 detects that the relay 23 is cut off, specifically that the ignition switch signal is turned OFF, and the CAN controller 20c of the ATCU 20 stops the CAN communication. For example, the ignition switch signal is connected to the CAN communication valid / invalid terminal of the CAN driver IC in the CAN controller 20c. As a result, when the ignition switch IGN is turned OFF, the CAN communication stops.

  In step S8, the microcomputer 20b of the ATCU 20 detects that the relay 23 is cut off, and stops the transmission / reception processing of the CAN communication signal of the microcomputer 20b itself. Further, the microcomputer 20b of the ATCU 20 detects that the relay 23 has been cut off, transmits a signal for turning off the internal power to the power supply circuit unit 20a, and the power of the ATCU 20 is turned off. In this way, the power of the ATCU 20 is turned off with the interruption of the relay 23, and the microcomputer 20b is also stopped. Therefore, if the CAN controller 20c malfunctions, an error occurs in the CAN communication transmission signal. Even when the CAN controller 20c does not stop even if the terminal 23 is shut off, the CAN communication can be stopped reliably.

  When an abnormality is detected in the ATCU 20 by the above process, the power of the ATCU 20 is turned off. At this time, the driver is notified of the abnormality of ATCU20. Note that when the power of the ATCU 20 is turned off, all the solenoid valves cannot be energized, and the automatic transmission achieves the fifth speed (see FIG. 4), so that the minimum vehicle movement can be achieved.

As described above, the effects listed below can be obtained in the first embodiment.
(1) ATCU20 (first electronic control unit) having a microcomputer 20b (arithmetic circuit) and a CAN controller 20c (signal transmission / reception circuit), a battery power supply Vbat (power supply) for supplying power to the ATCU20, and a microcomputer 20b Ignition switch IGN provided between battery power supply Vbat, relay 23 provided between ignition switch IGN and microcomputer 20b, connected to CAN controller 20c, and connected to battery power supply Vbat without relay 23 MCU30 (second electronic control unit) connected to relay ON / OFF signal line 25 (wiring) that transmits a signal to relay 23, and MCU30 has a normal signal output from CAN controller 20c If it is determined that the relay 23 is disconnected, the microcomputer 20b outputs a disconnection signal for disconnecting the relay 23. When the microcomputer 20b detects that the relay 23 is disconnected, the microcomputer 20b notifies the CAN controller 20c. The CAN controller 20c detects that the relay 23 has been cut off, or stops receiving the signal when receiving a command to stop outputting the signal from the microcomputer 20b. .
Therefore, since the CAN controller 20c detects that the relay 23 is turned OFF and stops outputting the signal, the microcomputer 20b fails and the signal output from the CAN controller 20c cannot be stopped by a command from the microcomputer 20b. The signal output can be stopped even if there is. Thereby, the influence which another electronic control apparatus receives can be reduced. Even if the CAN controller 20c fails and the relay 23 cannot be detected, the microcomputer 20b stops sending signals to the CAN controller 20c. You can stop.

(2) The ATCU 20 has a power supply circuit unit 20a (power supply circuit) as an internal power supply. The power supply circuit unit 20a is connected to the battery power supply Vbat without passing through the ignition switch IGN and the relay 23, and the internal power supply from the microcomputer 20b When a signal to turn off the power is received, the internal power is turned off.
Since the microcomputer 20b detects that the relay 23 is turned off and outputs a signal for turning off the power supply circuit unit 20a, even if the signal output to the CAN controller 20c cannot be stopped, the CAN controller Even if 20c cannot stop the signal output, the signal output from ATCU 20 can be forcibly stopped by turning off the power of ATCU 20.

(3) ATCU20 is an automatic transmission controller (transmission control device) that controls an automatic transmission, and MUC30 controls a pump motor for driving an electric oil pump that supplies oil to the automatic transmission. It is a motor controller.
When there is an abnormality in the ATCU 20, it is necessary to detect the abnormal state at an early stage and stop the signal output. Compared with ATCU20, MCU30 with limited functions can start MCU30 earlier than ATCU20. Therefore, the influence on other controllers can be suppressed by detecting an abnormal state at an early stage, turning OFF the relay 23, and stopping the output of the signal.

  The present invention has been described based on the first embodiment. However, the present invention is not limited to the above-described embodiment, and other configurations may be used. For example, in the first embodiment, the monitoring apparatus is configured by combining the ATCU 20 and the MCU 30, but the present invention may be achieved by combining other controllers. In the embodiment, the CAN communication line has been described. However, other communication methods can be applied in the same manner.

Claims (3)

A first electronic control unit including an arithmetic circuit and a signal transmission / reception circuit;
A power supply for supplying power to the first electronic control unit;
An ignition switch provided between the arithmetic circuit and the power source;
A relay provided between the ignition switch and the arithmetic circuit, and connected to the signal transmission / reception circuit;
A second electronic control unit connected to the power source without going through the relay and connected to a wiring for transmitting a signal to the relay;
With
The second electronic control unit determines whether the signal output from the signal transmission / reception circuit is normal or abnormal, and outputs a cutoff signal for shutting off the relay when determined to be abnormal, and the arithmetic circuit Outputs a command to stop signal output to the signal transmission / reception circuit upon detecting that the relay has been cut off, and the signal transmission / reception circuit detects that the relay has been cut off, or from the arithmetic circuit A control device for a vehicle, which stops the output of a signal when receiving a command to stop the output of the signal. The vehicle control device according to claim 1,
The first electronic control circuit has a power supply circuit as an internal power supply,
The control device for a vehicle, wherein the power supply circuit is connected to a power supply without passing through the ignition switch and the relay, and turns off the internal power supply when receiving a signal for turning off the internal power supply from the arithmetic circuit. The vehicle control device according to claim 1 or 2,
The first power supply control device is a transmission control device that controls a transmission,
The second electronic control device is a vehicle control device that is a pump control device of an electric oil pump that supplies oil to the transmission.

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