JP6656812B2 - Information storage device for vehicles - Google Patents

Description

  The present invention relates to an information storage device used for a vehicle equipped with a transmission.

  A vehicle such as an automobile is equipped with a plurality of ECUs (Electronic Control Units) for controlling each unit. The plurality of ECUs include, for example, a transmission ECU for controlling a transmission mounted on the vehicle.

  The ECU is provided with a memory. In the ECU, when a malfunction occurs during control, for example, data such as a diagnostic trouble code indicating the content of the malfunction and freeze frame data indicating the state of the transmission at that time are stored in the memory. The data stored in the memory is read out from the memory by the diagnostic tool when a user complaint occurs due to a failure, and is used to determine the cause of the failure.

JP 2006-348987 A

  In the transmission, a problem may occur when the user repeats a special driving operation that is not expected by the vehicle manufacturer. However, it is unknown from the data stored in the memory how the driving operation is performed by the user. Therefore, when a malfunction caused by the user's special driving operation occurs in the transmission, it is difficult to find the cause of the malfunction, and it may take time to take appropriate measures for the malfunction.

  An object of the present invention is to provide an information storage device for a vehicle, which enables early implementation of a countermeasure for a malfunction that occurs in a transmission due to a special driving operation by a user.

  In order to achieve the above object, an information storage device for a vehicle according to the present invention is an information storage device used for a vehicle equipped with a transmission. A detecting unit that detects a specific phenomenon that may cause a malfunction of the machine; and a storage unit that accumulates and stores the number of occurrences or the duration of the specific phenomenon detected by the detecting unit.

  According to this configuration, the specific phenomenon is detected, and the number of occurrences of the specific phenomenon or the integrated value of the duration is stored in the storage unit. The specific phenomenon is a phenomenon caused by a special driving operation, and the accumulation thereof causes a malfunction of the transmission. If the integrated value of the number of occurrences or the duration of the specific phenomenon is stored in the storage means, when a user complaint occurs due to a failure, the integrated value is read from the storage means, and a special driving operation is performed based on the integrated value. Information such as the frequency of the operation can be obtained. Then, if the frequency of the special driving operation is known, for example, it is possible to carry out a reproduction test of the defect caused by the special driving operation, and to take appropriate measures against the defect at an early stage based on the result of the reproduction test. Can be implemented.

  ADVANTAGE OF THE INVENTION According to this invention, when a malfunction of a transmission arises, the frequency etc. which the special driving | operation operation was performed can be known. As a result, for example, a reproduction test of a failure due to the special driving operation can be performed, and appropriate failure countermeasures can be taken at an early stage based on the result of the reproduction test.

1 is a diagram illustrating a configuration of a main part of a vehicle on which a vehicle information storage device according to an embodiment of the present invention is mounted. FIG. 2 is a skeleton diagram showing a configuration of a drive system of the vehicle. It is a figure which shows the state of clutches C1-C3, brakes B1, B2, and one-way clutch F in P range, R range, N range, and D range. FIG. 2 is a block diagram illustrating a schematic configuration of an ATECU. FIG. 4 is a diagram showing contents stored in a backup RAM and an EEPROM.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<Main components of the vehicle>

  FIG. 1 is a diagram showing a configuration of a main part of a vehicle 1 on which a vehicle information storage device according to one embodiment of the present invention is mounted.

  The vehicle 1 is an automobile driven by the engine 2.

  The output of the engine 2 is transmitted to driving wheels (for example, left and right front wheels) of the vehicle 1 via a torque converter 3 and an automatic transmission (AT) 4. The engine 2 includes an electronic throttle valve 21 for adjusting the amount of intake air into the combustion chamber of the engine 2, an injector (fuel injection device) 22 for injecting fuel into intake air, and a spark plug 23 for generating electric discharge in the combustion chamber. And so on. In addition, the engine 2 is provided with a starter for starting the engine.

  The vehicle 1 is provided with a plurality of ECUs (electronic control units) each including a CPU, a ROM, a RAM, and the like. The ECU includes an engine ECU 11 and an ATECU 12. The plurality of ECUs are connected so as to be capable of bidirectional communication using a CAN (Controller Area Network) communication protocol.

  An accelerator sensor 13, an engine speed sensor 14, a throttle opening sensor 15, and the like are connected to the engine ECU 11.

  The accelerator sensor 13 inputs a signal corresponding to an operation amount of an accelerator pedal (not shown) to the engine ECU 11. Based on the signal input from the accelerator sensor 13, the engine ECU 11 sets the ratio of the operation amount to the maximum operation amount of the accelerator pedal, that is, 0% when the accelerator pedal is not depressed, and depresses the accelerator pedal to the maximum. The accelerator opening degree, which is a percentage with the time being 100%, is calculated.

  The engine speed sensor 14 inputs a pulse signal synchronized with the rotation of the engine 2 (the rotation of the crankshaft) to the engine ECU 11. The engine ECU 11 converts the frequency of the pulse signal input from the engine speed sensor 14 into the speed of the engine 2 (engine speed).

  The throttle opening sensor 15 inputs a signal corresponding to the opening of the electronic throttle valve 21 (throttle opening) to the engine ECU 11.

  The engine ECU 11 starts, stops, and adjusts the output of the engine 2 based on numerical values obtained from signals input from various sensors and various information input from other ECUs. It controls the throttle valve 21, the injector 22, the spark plug 23, and the like.

  The ATECU 12 is connected to a shift position sensor 16, a turbine speed sensor 17, an output speed sensor 18, an oil temperature sensor 19, and the like.

  The shift position sensor 16 inputs a signal corresponding to the position of the shift lever (select lever) to the ATECU 12. As the positions of the shift lever, for example, a “P” position, an “R” position, an “N” position, a “D” position, a “3” position, and a “2” position are provided. The P position, the R position, the N position, and the D position correspond to the P range (parking range), the R range (reverse range), the N range (neutral range), and the D range (forward range) of the shift range, respectively. The "3" position and the "2" position correspond to the third speed (3rd speed range) and the 2nd speed (2nd speed range), respectively. The shift lever can be operated between “P” position, “R” position, “N” position, “D” position, “3” position and “2” position. The ATECU 12 switches the shift range (gear position) according to the operation of the shift lever (shift operation).

  The turbine speed sensor 17 inputs a pulse signal synchronized with the rotation of the turbine runner 32 (see FIG. 2) of the torque converter 3 to the ATECU 12. The ATECU 12 converts the frequency of the pulse signal input from the turbine speed sensor 17 into a turbine speed, which is the speed of the turbine runner 32.

  The output speed sensor 18 inputs, for example, a pulse signal synchronized with the rotation of the output shaft 42 (see FIG. 2) to the ATECU 12. The ATECU 12 converts the frequency of the pulse signal input from the output speed sensor 18 into an output speed, which is the speed of the output shaft 42 (see FIG. 2).

  The oil temperature sensor 19 inputs a signal corresponding to the temperature (oil temperature) of the AT fluid used in the automatic transmission 4 to the ATECU 12.

  The ATECU 12 determines the running state of the vehicle (gear position, throttle opening, vehicle speed, turbine speed, shift position, etc.) based on numerical values obtained from signals input from various sensors and various information input from other ECUs. A valve included in a hydraulic circuit 24 for supplying hydraulic pressure to each part of the automatic transmission 4 in order to set a target gear according to the target gear and to change the gear of the automatic transmission 4 to the target gear (see FIG. (Not shown).

  The valves of the hydraulic circuit 24 include hydraulic control valves for adjusting the hydraulic pressure supplied to the clutches C1 to C3 and the brakes B1 and B2 (see FIG. 2). As the hydraulic control valve, a valve capable of controlling an output hydraulic pressure by a current value, for example, a linear solenoid valve is used.

<Configuration of drive system>

  FIG. 2 is a skeleton diagram illustrating a configuration of a drive system of the vehicle 1.

  The engine 2 has an E / G output shaft 25. The E / G output shaft 25 is rotated by the power generated by the engine 2.

  The torque converter 3 includes a pump impeller 31, a turbine runner 32, and a lock-up clutch 33. The E / G output shaft 25 is connected to the pump impeller 31, and the pump impeller 31 is provided so as to be integrally rotatable about the same rotation axis as the E / G output shaft 25. The turbine runner 32 is provided rotatable about the same rotation axis as the pump impeller 31. The lock-up clutch 33 is provided for directly connecting / disconnecting the pump impeller 31 and the turbine runner 32. When the lock-up clutch 33 is engaged, the pump impeller 31 and the turbine runner 32 are directly connected. When the lock-up clutch 33 is released, the pump impeller 31 and the turbine runner 32 are separated.

  When the E / G output shaft 25 is rotated in a state where the lock-up clutch 33 is released, the pump impeller 31 rotates. When the pump impeller 31 rotates, oil flows from the pump impeller 31 to the turbine runner 32. This oil flow is received by the turbine runner 32, and the turbine runner 32 rotates. At this time, an amplifying action of the torque converter 3 occurs, and a power larger than the power (torque) of the E / G output shaft 25 is generated in the turbine runner 32.

  In a state where the lock-up clutch 33 is engaged, when the E / G output shaft 25 is rotated, the E / G output shaft 25, the pump impeller 31 and the turbine runner 32 rotate integrally.

  An oil pump 5 is provided between the torque converter 3 and the automatic transmission 4. The pump shaft of the oil pump 5 is provided so as to be able to rotate integrally with the pump impeller 31. Thus, when the pump impeller 31 is rotated by the power of the engine 2, the pump shaft of the oil pump 5 rotates, and oil is discharged from the oil pump 5.

  The automatic transmission 4 is a 4-speed AT having four forward speeds / one reverse speed. The automatic transmission 4 includes an input shaft 41, an output shaft 42, a center shaft 43, and a Ravigneaux type planetary gear mechanism 44.

  The input shaft 41 is connected to the turbine runner 32 of the torque converter 3, and is provided so as to be integrally rotatable about the same rotation axis as the turbine runner 32.

  The output shaft 42 is provided in parallel with the input shaft 41.

  The center shaft 43 is spaced apart from the input shaft 41 on the side opposite to the engine 2 and is provided on the same rotation axis as the input shaft 41.

  The planetary gear mechanism 44 includes a front sun gear 51, a rear sun gear 52, a carrier 53, a ring gear 54, a long pinion gear 55, and a short pinion gear 56. The front sun gear 51 is fitted around the center shaft 43 so as to be relatively rotatable. The rear sun gear 52 is provided on the side opposite to the engine 2 with respect to the front sun gear 51, and is fitted around the center shaft 43 so as to be relatively rotatable. A center shaft 43 is connected to the carrier 53, and the carrier 53 is provided so as to be rotatable integrally with the center shaft 43. The carrier 53 rotatably supports the long pinion gear 55 and the short pinion gear 56. The ring gear 54 has an annular shape surrounding the periphery of the carrier 53 on the outer side in the rotation radial direction of the rear sun gear 52, and meshes with the long pinion gear 55. Long pinion gear 55 has a shaft length longer than that of short pinion gear 56, and meshes with front sun gear 51. Short pinion gear 56 meshes with rear sun gear 52 and long pinion gear 55.

  The first output gear 61 is held by the ring gear 54 so as to have a common rotation axis. The first output gear 61 is meshed with a second output gear 62 supported on the output shaft 42 so as not to rotate relatively. A third output gear 63 is supported by the output shaft 42 so as not to rotate relatively. The third output gear 63 is engaged with a ring gear 64 provided in the differential gear 6. Thus, the rotation of the ring gear 54 is transmitted to the differential gear 6 via the first output gear 61, the second output gear 62, the output shaft 42, and the third output gear 63.

  Further, the automatic transmission 4 includes three clutches C1 to C3, two brakes B1 and B2, and a one-way clutch F.

  The clutch C1 is switched between an engaged state (on) for connecting the input shaft 41 and the front sun gear 51 and a released state (off) for releasing the connection.

  The clutch C2 is switched between an engaged state (on) for connecting the input shaft 41 and the rear sun gear 52 and a released state (off) for releasing the connection.

  The clutch C3 is switched between an engaged state (on) for connecting the input shaft 41 and the center shaft 43 (carrier 53) and a released state (off) for releasing the connection.

  The brake B1 is switched between an engaged state (on) for braking the front sun gear 51 and a released state (off) for allowing rotation of the front sun gear 51.

  The brake B2 is switched between an engaged state (on) for braking the carrier 53 and a released state (off) for allowing rotation of the carrier 53.

  One-way clutch F allows only forward rotation of carrier 53 (rotation in the same direction as the output shaft of the engine).

  FIG. 3 is a diagram showing the states of the clutches C1 to C3, the brakes B1, B2, and the one-way clutch F in the P range, the R range, the N range, and the D range.

  In FIG. 3, “○” indicates that the clutches C1 to C3 and the brakes B1 and B2 are engaged. It also shows that the one-way clutch F is in a state in which the carrier 53 is preventing reverse rotation.

  In the P range and the N range, the clutches C1 to C3 and the brakes B1 and B2 are released.

  In the R range, the clutch C1 and the brake B2 are engaged, and the clutches C2 and C3 and the brake B1 are released.

  In the first speed range of the D range (first speed range), the clutch C2 is engaged, and the clutches C1, C3 and the brakes B1, B2 are released.

  In the second speed range of the D range (second speed range), the clutch C2 and the brake B1 are engaged, and the clutches C1, C3 and the brake B2 are released.

  In the third speed range of the D range (third speed range), the clutches C2 and C3 are engaged, and the clutch C1 and the brakes B1 and B2 are released.

  In the fourth speed range of the D range (fourth speed range), the clutch C3 and the brake B1 are engaged, and the clutches C1, C2 and the brake B2 are released.

<Schematic configuration of ATECU>

  FIG. 4 is a block diagram showing a schematic configuration of the ATECU 12.

  The ATECU 12 is a CPU 71, a ROM 72 in which a program executed by the CPU 71 is stored, a RAM 73 used as a work area when the CPU 71 executes the program, a backup RAM 74 in which stored contents are held by battery backup, and a nonvolatile memory. An EEPROM 75 and an I / O port 76 for inputting and outputting data are included.

<Specific phenomenon>

  FIG. 5 is a diagram showing contents stored in the backup RAM 74 and the EEPROM 75.

  In the ATECU 12, for example, while the start switch of the vehicle 1 is on, the CPU 71 determines whether a specific phenomenon is detected based on information input from various sensors or other ECUs provided in the vehicle 1. It is repeatedly confirmed whether or not. When a specific phenomenon is detected, the number of occurrences or the duration of the phenomenon is cumulatively stored in the backup RAM 74 in accordance with the detected phenomenon. That is, when a specific phenomenon is detected, the number of occurrences stored in the backup RAM 74 is incremented (+1) for the detected phenomenon, or the duration of the phenomenon is measured and measured. The added duration is added to the duration stored in the backup RAM 74, and the duration after the addition is newly stored in the backup RAM 74.

  For example, the following phenomena (1) to (10) are defined as specific phenomena.

(1) Poor reverse engagement (2) Excessive heating value of C3 clutch (3) Clutch slip at lock-up (4) Tire slip (5) Running in 3rd speed range (6) Running in 2nd speed range (7) Starting (8) Rotational limit at extremely low oil temperature (9) Rotational limit at garage shift (10) Maximum speed limit at high oil temperature

  For the phenomena (1) to (4) and (7) to (10), the integrated value of the number of occurrences is stored in the backup RAM 74, and for the phenomena (5) and (6), the continuation time is calculated. The value is stored in the backup RAM 74.

  Further, the number of occurrences or the duration of the specific phenomenon is also stored (stored) in the EEPROM 75, and when the number of occurrences or the duration of the specific phenomenon stored in the backup RAM 74 is updated, it is stored in the EEPROM 75. The number of occurrences or duration of a particular phenomenon is also updated.

  "Poor reverse engagement" is a phenomenon that occurs when the accelerator pedal is depressed relatively large immediately after the shift lever is shifted from the N position to the R position. When the shift lever is operated to shift from the N position to the R position, the ATECU 12 executes NR engagement control for engaging the brake B2. In the NR engagement control, for example, after the command pressure for controlling the hydraulic pressure supplied to the brake B2 is maintained at the initial pressure for a predetermined time after the start of the control, the command pressure is changed from the initial pressure for a predetermined time. Sweep control for increasing at a gradient (time change rate) is started. As the oil pressure increases by the sweep control, the transmission torque capacity of the brake B2 increases, and the turbine speed decreases. Normally, the reduction of the turbine speed stops within a predetermined time, and the brake B2 is almost completely engaged. If the accelerator pedal is depressed relatively large immediately after the start of the NR engagement control, the engine speed is greatly increased because the brake B2 is not engaged. Thus, when the engine speed exceeds a predetermined speed, the NR engagement control is immediately forcibly terminated, and the command pressure is increased to the maximum oil pressure. Alternatively, since the engine speed has increased significantly, the decrease in the turbine speed does not stop within a predetermined time from the start of the sweep control, the sweep control times out, and the command pressure is increased to the maximum hydraulic pressure. If the forced termination of the NR engagement control or the termination due to the timeout is repeated, the brake B2 may be burnt. Therefore, “reverse engagement failure” is regarded as a specific phenomenon, and the number of times that the NR engagement control is terminated forcibly or by timeout is stored as the number of occurrences of “reverse engagement failure”.

  “C3 clutch heat generation excess” means that the accelerator pedal is depressed, for example, when the vehicle is traveling on an up-and-down intermittent road where the up-and-down road is intermittent (a traveling road where an up-hill road and a down-hill road or a flat road are repeated). This is a phenomenon that occurs when the amount is changed frequently and the speed of the automatic transmission 4 is frequently switched between the second speed and the third speed. At the time of switching from the second speed to the third speed, the clutch C3 (C3 clutch) is engaged, and at the time of switching from the third speed to the second speed, the clutch C3 is released. As the engagement / disengagement of the clutch C3 is repeated, the amount of heat generated by the clutch C3 increases. When the state in which the heat generation amount of the clutch C3 exceeds the threshold value repeatedly occurs, the clutch C3 may be burned. Therefore, “C3 clutch heat generation excess” is a specific phenomenon, and the heat generation of the clutch C3 is obtained by calculation, and the number of times the heat generation of the clutch C3 exceeds the threshold is the number of occurrences of “C3 clutch heat generation over”. Is stored as

  The “clutch slip at lock-up” is a phenomenon caused by poor engagement of the lock-up clutch 33 of the torque converter 3. When the lock-up clutch 33 is engaged, the engine speed and the turbine speed match. However, due to poor engagement of the lock-up clutch 33, a difference rotation may occur between the engine speed and the turbine speed. If the state in which the differential rotation of a predetermined rotational speed (for example, 200 rpm) or more occurs due to the poor engagement of the lock-up clutch 33 continues for a predetermined time, the lock-up clutch 33 may be burnt. It is determined as a failure. Therefore, “the clutch slip at lock-up” is regarded as a specific phenomenon, and the number of times that the lock-up clutch 33 fails is stored as the number of occurrences of “clutch slip at lock-up”.

  Note that “clutch slip at lock-up” is not a “phenomenon caused by a special driving operation”, and thus may be excluded from “specific phenomena” in the present invention.

  “Tire slip” is a phenomenon that occurs when a vehicle travels on a low μ road or the like. On low μ roads such as snowy roads and unpaved roads, slipping of the drive wheels (tires) is likely to occur. When the slip of the drive wheels occurs, the vehicle speed detected by the vehicle speed sensor (not shown) greatly deviates from the actual vehicle speed, so that the automatic transmission 4 is not shifted to the speed corresponding to the vehicle speed, and the differential gear (differential gear) is not provided. Gear). Therefore, when the slip of the drive wheels occurs, the gear position fixing control for fixing the gear position of the automatic transmission 4 is performed. Further, when one of the drive wheels slips, a large differential rotation occurs between the left and right drive wheels, so that if the slip repeatedly occurs, seizure of the differential gear may occur. Therefore, “tire slip” is regarded as a specific phenomenon, and the number of times the gear position fixing control is activated is stored as the number of occurrences of “tire slip”.

  “Travel in the third gear range” is a phenomenon that occurs when the vehicle travels in a state where the shift lever is shifted to the “3” position and the gear position of the automatic transmission 4 is maintained at the third gear. If the vehicle continues traveling in that state, the speed of the automatic transmission 4 will not be shifted to a speed suitable for the vehicle speed, so a large load will be applied to the planetary gear mechanism 44 (see FIG. 2), and the planetary gear mechanism 44 Elements can be damaged. Therefore, “running in the third gear range” is a specific phenomenon. For example, the time held in the third gear is measured, and if the measured time exceeds a predetermined time, the time held in the third gear is measured. Is stored as the continuation time of “running in the third speed range” as the time the vehicle is traveling in a state where is maintained at the third speed.

  “Travel in the second gear range” is a phenomenon that occurs when the vehicle travels in a state where the shift lever is shifted to the “2” position and the gear position of the automatic transmission 4 is maintained at the second gear. For the same reason as "running in the third speed range", "running in the second speed range" is a specific phenomenon. For example, the time held in the second speed is measured, and the measurement time is a predetermined time. Is exceeded, the time held in the second speed is stored as the duration of the travel of the vehicle in the state of being held in the second speed, as the duration of “running in the second speed range”.

  The “rotation limitation immediately after starting” is a phenomenon that occurs when the accelerator pedal is depressed relatively large immediately after starting the engine 2. Immediately after the start of the engine 2, the oil pressure generated by the oil pump 5 is low, so that the oil pressure is not satisfactorily supplied to the torque converter 3 and the like. Therefore, when the accelerator pedal is depressed relatively large immediately after the start of the engine 2 and the engine speed exceeds the threshold, the engine speed is limited. Also, if the accelerator pedal is depressed relatively large immediately after the start of the engine 2, each part vibrates greatly. If the vibrations are repeated, the bush interposed between the torque converter 3 and the oil pump 5 (see FIG. (Not shown) may occur. Therefore, the “rotational limit immediately after starting” is regarded as a specific phenomenon, and the number of times that the engine rotational speed limit is activated immediately after the start of the engine 2 is stored as the number of occurrences of “rotational limit immediately after starting”.

  The “rotation limitation at extremely low oil temperature” is a phenomenon that occurs when the accelerator pedal is depressed relatively large while the oil temperature of the AT fluid in the automatic transmission 4 is extremely low (for example, less than −30 ° C.). It is. If the oil temperature of the AT fluid is extremely low, the volume of the ATF is small, so the oil level of the AT fluid stored in the oil pan becomes low, and the AT pump can suck the AT fluid from the oil pan well. It may not be possible. In this case, when the accelerator pedal is depressed and the clutch C2 (in the 1st to 3rd speed range) and the brake B2 (in the R range) are not engaged with sufficient margin, a large torque from the engine 2 is generated. When input to the automatic transmission 4, the clutch C2 and the brake B2 may slip. If the clutch C2 and the brake B2 repeatedly slip, there is a possibility that the seizure of the clutch C2 and the brake B2 may occur. Therefore, when the oil temperature of the AT fluid is extremely low, the engine speed is limited. The "rotation limit at extremely low oil temperature" is regarded as a specific phenomenon, and the number of times the engine speed is limited when the oil temperature of AT fluid is extremely low is "rotation limit at extremely low oil temperature". Is stored as the number of occurrences.

  "Rotation limit during garage shift" is when the shift range is switched from the D range to the R range via the N range, and from the R range to the D range via the N range when entering the garage. It is a phenomenon that occurs. When the shift range is switched from the D range to the R range, the clutch C1 and the brake B2 are engaged, and the clutch C2 is released. At this time, the engagement timing of the clutch C1 and the brake B2 on the engagement side varies depending on the magnitude of the residual pressure of the clutch C1 and the brake B2. When switching from the R range to the D range, the clutch C2 is engaged, and the clutch C1 and the brake B2 are released. At this time, the engagement timing of the clutch C2 on the engagement side varies depending on the magnitude of the residual pressure of the clutch C2. Therefore, if the accelerator pedal is depressed relatively large during switching of the shift range (during garage control), slippage occurs in the clutch C2, the brake B2, and the like, and the engine speed may increase significantly. If the engine speed exceeds the threshold, the engine speed is limited. If the clutch C2 and the brake B2 repeatedly slip, there is a possibility that the seizure of the clutch C2 and the brake B2 may occur. Therefore, the “rotation limit during garage shift” is a specific phenomenon, and the number of times the engine speed exceeds a threshold during garage control is stored as the number of occurrences of “rotation limit during garage shift”.

  “Maximum speed limit at high oil temperature” is a phenomenon that occurs when the vehicle runs at high speed in a state where the oil temperature of the AT fluid in the automatic transmission 4 is high (for example, 140 ° C. or higher). If the vehicle continues to run at high speed while the oil temperature of the AT fluid is high, the oil level rises abnormally due to the foaming and thermal expansion of the AT fluid, and the AT fluid may blow out from the breather to the outside. Therefore, when the oil temperature of the AT fluid exceeds the limit temperature, the maximum vehicle speed of the vehicle is limited. However, if the maximum speed limitation at high oil temperature and its release are repeated, the foaming and thermal expansion of the AT fluid progress, and the AT fluid may blow out from the breather to the outside. Therefore, “the maximum speed limit at high oil temperature” is a specific phenomenon, and the number of times the maximum speed limit at high oil temperature is executed is stored as the number of occurrences of “maximum speed limit at high oil temperature”. .

<Effects>

  As described above, a specific phenomenon is detected, and the number of occurrences of the specific phenomenon or the integrated value of the duration is stored in the backup RAM 74 of the ATECU 12. The specific phenomenon is a phenomenon that is caused by a special driving operation, and the accumulation of which causes a malfunction of the automatic transmission 4. If the integrated value of the number of occurrences or the continuation time of the specific phenomenon is stored in the backup RAM 74, when a user complaint occurs due to a problem, the integrated value is read from the backup RAM 74, and a special driving operation is performed based on the integrated value. It is possible to acquire the frequency of the operation and the environmental conditions. If the frequency of special driving operations and the environmental conditions are known, for example, a reproduction test of a defect caused by the special driving operation can be performed. Based on the result of the reproduction test, appropriate countermeasures can be taken. Can be implemented early.

  Further, the number of occurrences or the duration of the specific phenomenon is stored in the EEPROM 75 in addition to the backup RAM 74. Therefore, even if the contents stored in the backup RAM 74 are erased due to the complete discharge of the battery, the number of occurrences or the duration of a specific phenomenon is read out from the EEPROM 75 and, for example, a failure reproduction test by a special driving operation is performed. And appropriate measures can be taken at an early stage.

<Modification>

  As mentioned above, although one Embodiment of this invention was described, this invention can also be implemented in another form.

  For example, the information storage device for a vehicle according to the present invention is not limited to the vehicle 1 equipped with the automatic transmission 4, but includes a CVT (Continuously Variable Transmission), a CVT with an auxiliary transmission, and a DCT (Dual Clutch Transmission: The present invention can also be applied to vehicles equipped with an automatic transmission other than the automatic transmission 4, such as a dual clutch type transmission) and a power split type continuously variable transmission. The power split type continuously variable transmission includes a belt-type continuously variable transmission mechanism that continuously changes the power by changing the gear ratio, a constant transmission mechanism that changes the power at a constant speed ratio, and a continuously variable transmission mechanism. And an output gear mechanism that outputs power and / or power from a constant speed change mechanism, and is capable of transmitting the power of the drive source by dividing the power into two systems.

  Further, the information storage device for a vehicle according to the present invention can also be used for a vehicle equipped with an MT (Manual Transmission).

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

1 vehicle 4 automatic transmission (transmission)
12 ATECU (Vehicle information storage device)
71 CPU (detection means)
74 Backup RAM (storage means)
75 EEPROM (storage means)

Claims (1)

An information storage device used for a vehicle equipped with a transmission,
Detecting means for detecting a specific phenomenon that is caused by a special driving operation and that may cause a malfunction of the transmission due to its accumulation;
Storage means for integrating and storing the number of occurrences or the duration of the phenomenon detected by the detection means,
A plurality of the phenomena are predetermined on a program executed in the information storage device,
The information storage device for a vehicle, wherein the storage means stores the number of occurrences or the duration for each of the plurality of phenomena as items in order to perform a reproduction test of a defect due to the special driving operation. .

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