JPH023147Y2 - - Google Patents

Description

[Detailed explanation of the idea]

The present invention relates to a diagnostic device for an electronically controlled automatic transmission, and more specifically, the present invention relates to a diagnostic device for an electronically controlled automatic transmission.
The present invention relates to a diagnostic device for diagnosing and monitoring failures of. Automatic transmissions commonly used today are constructed by combining a power transmission mechanism such as a torque converter and a gear transmission mechanism having a gear mechanism such as a planetary gear mechanism. A hydraulic mechanism is normally used for speed change control of such automatic transmissions, and a solenoid valve (electromagnetic switching valve) switches the hydraulic circuit, thereby controlling frictional elements such as brakes and clutches associated with the gear transmission mechanism. The transmission means for changing the engine power is actuated as appropriate to switch the transmission path of the engine power, thereby obtaining the desired gear position. When switching the hydraulic circuit using a solenoid valve, an electronic device detects when the vehicle's running state exceeds a predetermined shift line, and a signal from this device selectively operates the solenoid valve. Normally, the hydraulic circuit is switched and the gears are changed accordingly. In conventional systems, the above-mentioned shift line is determined using vehicle speed-engine load characteristics as a control parameter, but since vehicle speed is a control parameter via the transmission, a different pattern is created for each gear. Therefore, control becomes complicated. In addition, since the engine load is detected by detecting the throttle opening, which is normally set in stages, if the above-mentioned shift line is made into a step shape, the difference between this step-shaped shift line and the engine There are parts where the deviation between the rotational speed and torque characteristics, that is, the engine characteristics, becomes quite large. This is particularly noticeable when the quantized data used is coarse. In order to eliminate the above-described drawbacks of conventional devices, Japanese Patent Publication No. 56-44312, Japanese Patent Application Laid-open No. 55-109854, etc., use engine speed-engine load characteristics,
A method using turbine rotation speed-engine load characteristics has been proposed. As in the above-mentioned Japanese Patent Publication No. 56-44312, Japanese Patent Application Laid-open No. 55-109854, etc., those that use engine speed-engine load characteristics and turbine speed-engine load characteristics as control parameters use data via a transmission. Since it is not used, only one shift line is required, and the control accuracy is also improved. However,
This advantage is based on the premise that the sensors that detect various control factors such as engine speed, turbine speed, and engine load are always operating normally. Based maintenance is required. As a device for detecting a failure in a power transmission device such as a transmission, the device shown in Japanese Patent Application Laid-Open No. 57-47058 is known. , which compares the driving rotation speed and the driven rotation speed and issues a failure alarm when the difference between these rotation speeds is outside the set range.It is a failure detection device for a single operating member, and when multiple operating members are targeted. When monitoring is performed in addition to this, there is a drawback that only one output terminal is required and the output section such as a display system becomes complicated. It is desirable for the failure detection device to have one output terminal from the viewpoint of usage and device configuration.When trying to obtain multiple outputs from one output terminal, such as for failure diagnosis and monitoring, the detection signal It is convenient to set a priority order and output the output according to this priority order. Furthermore, as a display means to convey detection signals (detected fault signals and monitor signals) to the diagnostician, conventionally, a special instrument was connected to the diagnostic equipment, a tester, etc. was connected, and the signals were displayed. I read that rather than using separate instruments like this,
It is preferable to use existing instruments such as those on the driver's seat instrument panel as they are for display. In view of these circumstances, the present invention aims to provide a diagnostic device for an electronically controlled automatic transmission that allows failure diagnosis and monitoring to be performed using one of the instruments on the instrument panel. It is. The diagnostic device of the present invention consists of a power transmission mechanism connected to the output shaft of the engine, a gear transmission mechanism connected to the output shaft of the power transmission mechanism, a clutch that switches the power transmission path of the gear transmission mechanism to operate the gear change, and a brake. an actuator for operating the transmission switching means; a solenoid valve for controlling the supply of pressure fluid to the actuator; and a rotational speed for detecting the rotational speed of any shaft of the gear transmission mechanism. A sensor, an engine load sensor that detects the load of the engine, the rotation speed sensor, and the engine load sensor compare inputs with pre-stored shift characteristics to determine whether or not a shift change is required. A controller that issues a control signal to drive and control the valve to perform automatic gear shifting, a failure detection section that detects a failure state of at least one of the sensor and the solenoid valve and outputs a failure signal, and at least one of the sensor and the solenoid valve. A monitor signal generation unit that detects the operating state of one side and outputs a monitor signal, a priority processing unit that gives priority to the failure signal over the monitor signal and outputs it from a single output terminal, and a measurement unit that outputs a monitor signal to one of the on-vehicle instruments. The present invention is characterized in that it includes a signal switching unit that switches and supplies the output and the output from the priority processing unit. According to the present invention, one of the instruments on the instrument panel of the driver's seat, etc.
The original output of this meter or the output of the diagnostic device (fault signal or monitor signal) can be switched and displayed as desired, so when diagnosing or monitoring a fault using the diagnostic device, simply by switching, the fault signal or monitor signal can be displayed. can be displayed on one of the instruments on the instrument panel, which is very convenient and does not require a special display device. Further, according to the present invention, the priority processing section is configured to output both the failure signal and the monitor signal from one output terminal, so the diagnostic device is simplified, and the above-mentioned both signals are The output is configured so that the failure signal is output with priority over the monitor signal, so if there is a failure, the location of the failure can be known first, and after the failure is repaired, the operating status can be monitored. can be done,
Convenient and practical to use. Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing a cross section and a hydraulic control circuit of an automatic transmission portion of an electronically controlled automatic transmission that is diagnosed by the diagnostic device of the present invention. The automatic transmission AT consists of a torque converter 10 that is a power transmission mechanism and a gear transmission mechanism, and the gear transmission mechanism includes a multi-stage gear transmission mechanism 20 and a transmission mechanism between the torque converter 10 and the multi-stage gear transmission mechanism 20. The overdrive planetary gear transmission mechanism 50 is provided with an overdrive planetary gear transmission mechanism 50. The torque converter 10 includes a pump 11 coupled to an engine output shaft 1, a turbine 12 disposed opposite the pump 11, and a stator 13 disposed between the pump 11 and the turbine 12. A converter output shaft 14 is coupled to the converter output shaft 14 . Converter output shaft 14 and pump 1
A lock-up clutch 15 is provided between the lock-up clutch 1 and the lock-up clutch 15. This lockup clutch 15 is
The clutch 1 is constantly pushed in the engagement direction by hydraulic pressure circulating within the torque converter 10.
5 is maintained in the released state by release hydraulic pressure supplied from the outside. The multi-stage gear transmission mechanism 20 includes a front planetary gear mechanism 2
1 and a rear planetary gear mechanism 22, and a sun gear 23 of the front planetary gear mechanism 21 and a rear planetary gear mechanism 22.
It is connected to the sun gear 24 by a connecting shaft 25. The input shaft 26 of the multi-stage gear transmission mechanism 20 is connected to the connecting shaft 25 via a front clutch 27 and to the internal gear 29 of the front planetary gear mechanism 21 via a rear clutch 28, respectively. The connecting shaft 25, that is, the sun gear 23,
24 and the transmission case is the front brake 30.
is provided. The planetary carrier 31 of the front planetary gear mechanism 21 and the internal gear 33 of the rear planetary gear mechanism 22 are connected to an output shaft 34, and a rear brake 36 is connected between the planetary carrier 35 of the rear planetary gear mechanism 22 and the transmission case.
A one-way clutch 37 is provided. The overdrive planetary gear transmission mechanism 50 is
A planetary carrier 52 that rotatably supports a planetary gear 51 is connected to the output shaft 14 of the torque converter 10, and a sun gear 53 is connected to an internal gear 55 via a direct coupling clutch 54. An overdrive brake 56 is provided between the sun gear 53 and the gear case, and the internal gear 55 is connected to the input shaft 26 of the multi-gear transmission mechanism 20. The multi-gear transmission mechanism 20 is of a conventionally known type and has three forward speeds and one reverse speed.
28 and the brakes 30 and 31 as appropriate, a desired gear stage can be obtained. In the overdrive planetary gear transmission 50, when the direct coupling clutch 54 is engaged and the brake 56 is released,
The shafts 14 and 26 are directly connected, and the brake 56
is engaged and the clutch 54 is released, the shaft 1
4 and 26 are combined into overdrive. The automatic transmission AT described above includes a hydraulic control circuit as shown in FIG. This hydraulic control circuit includes an oil pump 100 driven by an engine output shaft 1.
The pressure of hydraulic oil (pressure fluid) discharged from 00 to the pressure line 101 is adjusted by the pressure regulating valve 102 and guided to the select valve 103. The select valve 103 has shift positions of 1, 2, D, N, R, and P, and depending on each of the above-mentioned positions of the select valve,
Selectively supply hydraulic pressure to each valve as shown below. Port a is connected to an actuator 104 for actuating the rear clutch 28, and when the valve 103 is in the 1, 2, and D positions, the rear clutch 28
are held in engagement. Also, port a is 1-
It is also connected to the 2-shift valve 110 and pushes this spool to the right in the figure. Port b is connected to second lock valve 105 via line 140, and this pressure acts to force the spool of valve 105 downward in the figure. valve 105
When the spool of is in the down position, line 140
and the line 141, and the hydraulic pressure is connected to the front brake 3.
The front brake 30 is introduced into the engagement side pressure chamber of the actuator 108 of No. 0 to hold the front brake 30 in the operating direction.
Port c is connected to second lock valve 105,
This pressure acts to push the spool of the valve 105 upwardly. Additionally, port c is connected to a 2-3 shift valve 120 via a pressure line 106, which line 106 communicates with line 107 when a solenoid 120a of valve 120 is energized to move its spool to the left. , line 1
07 is the actuator 108 of the front brake 30
When hydraulic pressure is introduced into the pressure chamber, the actuator 108 operates the brake 30 in the release direction against the pressure in the engagement pressure chamber. The pressure in line 107 is also directed to actuator 109 of forward clutch 27,
This clutch 27 is engaged. The select valve 103 has a port d leading to the pressure line 101 in one position, and this port d
passes through line 112 to the 1-2 shift valve 110, and further passes through line 113 to the rear brake 36.
is connected to the actuator 114 of. The 1-2 shift valve 110 and the 2-3 shift valve 120 are electromagnetic valves, and the solenoids 110a and 1 are activated by a predetermined signal.
When 20a is energized, the spool is moved to switch the line, thereby causing a predetermined brake,
Or the clutch operates, 1-2, 2-3 respectively.
A gear shifting operation is performed. The hydraulic control circuit also includes a cutback solenoid valve 115 that stabilizes the hydraulic pressure from the pressure regulating valve 102, a downshift solenoid valve 116 for kickdown, and a valve that changes the line pressure from the pressure regulating valve 102 according to the magnitude of the intake negative pressure. A throttle valve 117 and a throttle back-up valve 118 to assist the throttle valve 117 are provided. Additionally, the hydraulic control circuit of this example includes a 3-4 shift valve 130 and an actuator 132 for controlling the clutch 54 and brake 56 of the overdrive planetary gear transmission 50. The engagement side pressure chamber of the actuator 132 is connected to the pressure line 101.
The brake 56 is pushed in the engaging direction by the pressure. This 3-4 shift valve is also 1-2, 2-3 above.
The shift valves 110 and 120 are similarly electromagnetic valves, and when the solenoid 130a is energized, the spool 131 of the valve 130 moves downward, the pressure line 101 and the line 122 are brought into communication, and hydraulic pressure is introduced into the line 122. The hydraulic pressure introduced into the line 122 acts on the release side pressure chamber of the actuator 132 of the brake 56, operating the brake 56 in the release direction and causing the actuator 131 of the clutch 54 to engage the clutch 54. Furthermore, the hydraulic control circuit of this embodiment is provided with an electromagnetic lock-up control valve 133, which is a solenoid valve, and when the solenoid 133a of the valve is energized, the hydraulic pressure in the pressure line 101 is transferred to the line 124 via the line 123. Introduced, lockup clutch 1
Move 5 in the release direction. Table 1 shows the operational relationship between each gear stage, clutch, and brake in the above circuit.

[Table] Figure 2 is a control system diagram showing the first embodiment of an electronically controlled dynamic transmission equipped with the diagnostic device of the present invention, in which analog display instruments are used on the instrument panel of the driver's seat. An example is shown below. A throttle opening sensor 203 is attached to the throttle 202 provided in the intake passage of the engine 201.
is connected to the throttle opening sensor 203.
The throttle opening degree, that is, the engine load is detected, and a detection signal is output to the controller 214 through the line 203a. The output shaft of the engine 201 is coupled to the pump 11 and lock-up clutch 15 of the torque converter 10,
When lock-up clutch 15 is engaged, torque converter 10 does not perform its function and engine power is directly transmitted to converter output shaft 14. When the lock-up clutch 15 is released, the engine output is the same as that of the pump 11, turbine 12, and stator 13 that make up the torque converter 10.
Due to this action, the torque is amplified according to the speed ratio and transmitted to the torque converter output shaft 14. The output of the torque converter output shaft 14 is input to the gear transmission mechanism, and as explained in FIG. 1, the power transmission path is switched and the transmission is performed. In this case, the actuation of the lock-up clutch 15 is activated by a signal outputted from the controller 214 through the line 205a to the solenoid 133a.
energized or demagnetized, that is, the solenoid valve 13
3, and automatic transmission
Gear shifting in AT is achieved by selectively driving the solenoids 110a, 120a, 130a by a signal output from the controller 214 through the line 210, that is, by driving the solenoids 110a, 120a, 130a.
This is done by selectively controlling the drive. The control signals to the solenoids 110a, 120a, 130a, and 133a are input signals from the throttle opening sensor 203 as an engine load sensor, and as a rotation speed sensor that detects the rotation speed of any shaft of the gear transmission mechanism. brake rotation speed sensor 2
04 or the turbine rotation speed sensor 206 through the lines 204a and 206a, respectively, and the signal input from the position sensor 213 of the shift lever 212 through the line 213a, these signals and preset shift data (speed change characteristics) compared to
This is issued by the controller 214 to determine whether or not a shift change is required within the shift zone determined by the shift lever position, and to perform an automatic gear shift. Further, a mode switch 211 may be provided, and in this case, the mode switch 211
is on the E _CON. side, set the shift line using the shift data above to a location where the engine output speed or turbine speed is low relative to the engine load to allow early shift up.
When on the P _pW. side, the gear shift line is set at a location where the engine output speed or turbine speed is high, and the shift up is slowed down to widen the output range at the same low speed gear. The sensors shown above (electromagnetic valves 110, 12
0, 130, 133 (more specifically, the solenoids 110a, 120a, 130a, 13 of each solenoid valve
The input/output terminals of the rotation speed sensors 204, 206, throttle opening sensor 203, mode switch 211, and shift lever position sensor 213) are also connected to the detection signal output section 216, and this detection signal output A failure signal and a monitor signal from the sensor, etc., are outputted from the section 216 to the signal switching section 220 in accordance with a predetermined priority order. The detection signal output section 216 and the signal switching section 220 form a diagnostic device, and the signal switching section 2
20 is a switch 217 which outputs the failure signal and monitor signal from the detection signal output section 216 to an instrument 218 (for example, speedometer or tachometer) on the instrument panel of the driver's seat. is 21
When the switch is on the 217b side), it is possible to output a measurement signal (for example, a vehicle speed signal when the instrument is a speedometer), which is the original signal of the instrument that enters through the line 219 (when the switch is on the 217b side). For this reason,
If the switch 217 is set to the 217a side, failure diagnosis and monitoring can be performed using one meter 218 on the instrument panel. FIG. 3 is a control system diagram showing a second embodiment of an electronically controlled automatic transmission having a diagnostic device of the present invention, in which a digital display instrument is used on the instrument panel of the driver's seat. Give an example. In this embodiment, the controller 214, its control system, engine, torque converter, and transmission are the same as those in the embodiment shown in FIG. 2, so the same parts are given the same numbers and the explanation thereof will be omitted. Similar to the embodiment shown in FIG. 2, the input/output terminals of the sensors, etc. are also connected to a detection signal output section 216, and from this detection signal output section 216, failure signals and monitor signals of the sensors, etc. are predetermined. Output 22 to the signal switching unit 220 according to the priority order
3 will be given. Detection signal output section 216 and signal switching section 2
20' forms a diagnostic device, and the signal switching section 220' includes a first AND circuit 221 and a first AND circuit 221.
It consists of a 2AND circuit 222, an OR circuit 225, and a switch 217. This signal switching unit 220' has an output 228 to one instrument 226 (for example, a speedometer, etc., which is digitally displayed in this case) on the driver's instrument panel and an input 219 to this instrument 226 (for example, when the instrument shows the speed If it is a meter, the vehicle speed input) is connected, and the first AND circuit 22
The output 223 of the detection signal output unit 216 and the inverted input of the terminal input 224 of the switch 217 are input to the second AND circuit 222.
input 219 to and terminal input 22 of switch 217
4 is input, and furthermore, the output of the first AND circuit 221 and the output of the second AND circuit 222 are input to the OR circuit 22.
5, and the output of this OR circuit 225 becomes the output 228 to the meter 226. This output 228
is input to the display circuit 227, where it is switched to a digital display signal and output to the instrument panel 226, and digital display boards 226a, 226b, 22
6c, it is displayed as a 3-digit symbol. Therefore, in the embodiment shown in the figure, the switch 217 is set to 2.
If it is set to the 17a side, the terminal input 224 becomes _low level, and a high level signal obtained by inverting this signal is input to the first AND circuit 221.
The signal (failure signal and monitor signal) from the detection signal output section 216 is output from the 1AND circuit 221, and this signal is sent to the OR circuit 225 and the display circuit 2.
27 and is displayed on the meter 226. At this time,
Since the terminal input 224 of the second AND circuit 222 is at the _low level, there is no output from it. Next, when the switch 217 is set to the 217b side, the above is reversed, and the instrument 226 displays the signal of the output 219 to the original instrument, and operates as the original instrument on the instrument panel (for example, speedometer, etc.) . in this way,
Also in this embodiment, failure diagnosis and monitoring can be performed using one instrument on the instrument panel by operating a switch. FIG. 4 shows a circuit diagram of a diagnostic device according to a first embodiment of the present invention.
1, a detection signal output section 216 consisting of a monitor signal generation section 450 and a priority processing section 510; and a signal switching section 220. A failure signal from a sensor or the like is input to the input terminals F ₀ to _{F 7} of the failure detection unit 401, and the failure signal is “1” when there is a failure and “0” when it is normal. The priority order determination circuit 414 of the failure detection unit 401
The processing circuit 500 has eight input terminals _I1 to _I8 and nine output terminals _O1 to _O9 . The input terminals I ₁ to _{I 8} of this processing circuit 500 are connected to the input terminals F ₀ to F ₇ for fault diagnosis, respectively, and the output terminals O ₁ to _{O 8} have one input terminal connected to the fault diagnosis. Gate circuit 501 connected to input terminals F ₀ to F ₇
The other input ends of a to 501h are connected.
The processing circuit 500 receives input signals at input terminals _I1 to _I8 , and outputs output signals according to the truth table shown in Table 2 from output terminals _O1 to _O9 . In Table 2, the "x" mark indicates that either a "0" or "1" signal may be used.

【table】

[Table] Therefore, when a fault signal is input to input terminal I ₁ , the output signal _shown in the No. 1 _row (only O ₁ is “1” and the others are “0”). below,
In the same way, inputs and outputs No. 1 to No. 9 are related, so the failure signals are prioritized in the order of I ₁ to I ₈ , and are transmitted from O ₁ to O ₈ corresponding to I ₁ to I ₈ . 1” signal is output. For example, if no fault signal is input to the input terminals I ₁ and I ₂ and a fault signal is input to the input terminal I ₃ , regardless of the signals at the other input terminals I ₄ to I ₈ . The gate control signal is output only from the output terminal _O3 . This output terminal O ₃
The gate control signal from gate circuit 501c is input to the other input terminal of gate circuit 501c, and as a result, gate control signal
Only terminal 01c is opened and the fault signal from the fault diagnosis input terminal F ₂ is output to the signal conversion circuit 415. Note that at this time, the output terminal _O9 also outputs a signal, but this signal will be described later. This signal conversion circuit 415 includes the priority order judgment circuit 4
Based on the failure signal from 14, a code signal corresponding to the failure location is output. This signal conversion circuit 415
A Morse code generator 416 is connected to the output terminal of the
Upon receiving the code signal, a Morse code is generated depending on the location of the failure. Priority order judgment circuit 45 of monitor signal generation section 450
1 includes a processing circuit 502 having the same structure as the processing circuit 500 described above except that the ninth output terminal O ₉ is not provided. The input terminal I ₁ of this processing circuit 502 ~
I ₈ is connected to monitor input terminals M ₀ to M ₇ via a data change tester 503. Output signals from sensors and the like are input to the input terminals M ₀ to _{M 7} . The data change tester 503 determines whether or not the input signals from the monitor input terminals _M0 to _M7 , that is, the data signals output by sensors, etc., are changing, and determines whether or not the input signals from the monitor input terminals M0 to M7 are changing.
Input terminals I _{1 -} of the processing circuit 502 corresponding to M ₀ - M ₇
The signal is output only to _I8 . That is, this data change tester 503 detects elements such as sensors that are currently operating by determining whether or not the input signals from the monitor input terminals M ₀ to M ₇ are changing. It outputs one or more signals indicating detected elements. When the processing circuit 502 receives two or more signals from the data change tester 503, it outputs a gate control signal according to the same truth table as the truth table (Table 2) of the processing circuit 500. Output terminal of processing circuit 502
Transmission gates 504a to 504h are connected to _O1 to _O8 , respectively, and the transmission gates 504a to 504h are connected to the monitor input terminals _M0 to _M7 ,
Upon receiving the above gate control signal from the data change tester 503, the gate is opened and the following monitor input terminal
The signals from M ₀ to M ₇ are passed through a signal switching circuit 452, which switches the signals from the monitor input terminals M ₀ to _{M 7} to a specific code signal and outputs it. It is something to do. The output terminal of the switching conversion circuit 452 is connected to the memory 45.
The output terminal of this memory 453 is connected to a duty ratio control circuit 454. The code signal output from the signal switching circuit 452 is once stored in the memory 453 and then input to the duty ratio control circuit 454. This duty ratio control circuit 454 operates at a frequency of 20 Hz, at which the vibration of the tester's needle is almost unnoticeable.
The duty ratio of the pulses is changed in accordance with the code signal, and a pseudo analog output having a value corresponding to the output of each sensor is generated. Here, the Morse code generated from the Morse signal generator 416 of the above-mentioned failure detection section 401 according to the fault location and the pseudo analog output generated from the duty ratio control circuit 454 of the above-mentioned monitor signal generation section 450 are given priority processing. The signal is prioritized in the section 510 and output to the terminal 217a of the switch 217. In the priority processing section 510, the output of the Morse signal generator is input to the AND circuit 506, and the output of the duty ratio control circuit 454 is input to the AND circuit 5.
07 is input. In addition, flip-flop 5
The R terminal of 05 and the reset circuit 509 are connected,
The S terminal is the ninth output terminal O ₉ of the processing circuit 500
and the terminal is connected to the AND circuit 50.
7 and the Q terminal are connected to the input of an AND circuit 506. The output of the AND circuit 507 and the output of the AND circuit 506 are input to the OR circuit 508, and then output from the OR circuit 508 to the switch terminal 217a. In this case, the ninth output terminal above
According to the truth table shown in Table 2, _O9 outputs a signal of Hi level, that is, "1", when a failure is detected in any sensor, etc., thereby lowering the terminal of the flip-flop 505 to the _Low level. As a result, the AND circuit 507 prevents the monitor system signal from being output to the switch terminal 217a, so that only the failure diagnosis system signal is output to the AND circuit 507.
06 and the OR circuit 508 to the switch terminal 217a. On the other hand, when no failure is found in any sensor, etc., the output terminal _O9 outputs a signal of _LOW level, that is, "0" according to the truth table, thereby inverting the Q terminal and the terminal. The terminal is set to the _LOW level and the terminal is set to the HI level, so that the output of the AND circuit 506 disappears and only the monitor signal is output to the switch terminal 217a. This switch terminal 217a is the switch 217
This allows it to be selectively connected to one instrument 218 on the driver's seat instrument panel, but this part (signal switching section 220) is the same as that shown in Fig. 2, and the same parts are given the same numbers. The explanation will be omitted. With this configuration, by switching the switch 217, for example, if the switch 217 is connected to the 217b side, the meter 218 will perform its original operation,
Diagnosis can be performed by connecting to the 217a side. When the switch 217 is connected to the 217a side, if there is a failure in the sensor etc., the failure detection unit 401
Since the Morse code generator 416 outputs a Morse code according to the failure location, giving priority to the signal from , and in order of priority of the failure location, this signal is read by the movement of the needle of the meter 218, and diagnosis is performed. This allows a person to easily identify the location of the failure. Then, when the failure is repaired or when there is no failure, the pseudo analog output of each sensor etc. is output from the duty ratio control circuit 454 of the monitor signal generation section 450 according to the priority order, so that the above-mentioned So-called monitoring can be performed by observing the movement of the needle of the meter 218 and detecting the operation of a sensor or the like. In the embodiment according to the present invention, failure diagnosis is performed on the solenoids 110a, 120a, 130a,
133a, the turbine speed sensor 206, the engine speed sensor 204, and the throttle opening sensor 203 are checked in this order with priority. That is, the solenoids 110a, 120a,
When 130a and 133a are out of order (broken wire, short circuit, etc.), a "1" signal is sent to the input terminal F _0. When the turbine rotation speed sensor 206 is out of order, a "1" signal is sent to the input terminal F ₁ .
When the engine speed sensor 204 is out of order, a signal of "1" is sent to the input terminal _F2 , and when the throttle opening sensor 203 is out of order, a signal of "1" is sent to the input terminal F2.
Output a “1” signal to each _F3 . According to this output, only the output with the highest priority is converted into a code signal according to the failure location (input terminal) by the signal switcher 415, and the Morse code generator 416
The Morse code generator 416 generates a Morse code corresponding to the location of the failure. In this case, for example, when the solenoid is out of order (when a fault signal is input to the input terminal _F0 ), a Morse signal of one pulse per cycle is sent as shown in Figure 5A, and when the turbine rotation speed sensor is out of order, (failure signal to input terminal F ₁ ), a Morse signal of 2 pulses per cycle as shown in Fig. 5B, and when the engine rotation speed sensor is faulty (failure signal to input terminal F ₂ ), as shown in Fig. 5. When the throttle opening sensor is out of order (input terminal
As shown in Fig _{. 5D} , the diagnosing person can easily read this signal by the movement of the needle of the meter 218 and detect the failure. You can know the location. In the case of a solenoid, the criterion for determining whether each sensor or the like is malfunctioning is to detect the output in response to the input of the circuit using the solenoid to determine whether it is normal or abnormal. For turbine speed sensor,
When the shift lever is in D, 2, or 1, the gear position is 1, 2, or 3, and the engine speed sensor is outputting 2500 rpm or more, the turbine If the output of the rotation speed sensor is 0, it is determined that there is a failure. In the case of an engine speed sensor, the output of the turbine speed sensor is
If the engine speed is 200 to 300 rpm or higher and the output of the engine speed sensor is 0 when the car is not stopped, it is determined that there is a failure. In the case of a throttle opening sensor, failure is determined by determining whether the voltage change value is normal or abnormal based on the resistance value between the sensor terminals. Next, when monitoring is performed after the failure has disappeared, the monitors in this embodiment include the turbine rotation speed sensor 206, engine rotation speed sensor 204, throttle opening sensor 203, shift lever position sensor 213, and mode switch. 211 is prioritized in the above order. The method of outputting the monitor signal is to switch the duty ratio of the approximately 20 Hz square wave output, which appears when the needle of the meter almost stops moving, into 11 steps: 0, 10, 20..., 100%. The stage signals are made to correspond to the movements of each sensor, etc. as pseudo analog signals, and are output in accordance with the movements of each sensor, etc., so that the needle of the tester changes almost continuously. In the case of engine rotation speed sensor or turbine rotation speed sensor, 0 to 5000 rpm is 1 to 5000 rpm.
In the case of the throttle opening sensor or mode switch, the change from fully closed to fully open or from Econ. to Pow. is made to correspond to the 11-step duty ratio signal of 100%, and the shift lever position sensor In this case, the D range corresponds to a 30% duty ratio, the 2nd range corresponds to a 60% duty ratio, and the 1st range corresponds to a 90% duty ratio. Therefore, the operation of each sensor, etc. can be monitored by reading the movement of the meter's needle in the same way as when diagnosing a failure. FIG. 6 shows a flowchart for fault diagnosis and monitoring. When the ignition switch is turned "ON", the diagnostic device is activated and the process proceeds from step S1 to step S2 to determine whether or not there is a failure in the sensor, etc. Check whether there is a fault signal input,
When a failure signal is input, the process advances to step S3 and a Morse code corresponding to the failure location is output. This signal continues to be output until the fault is repaired or the ignition key is turned OFF. When the failure is repaired or there is no failure, proceed to step S4 and set the turbine rotation speed.
Check whether TSP=0. Normally, since the engine is started and running, TSP≠0,
Proceeding to step S5, the aforementioned duty ratio control signal is output in accordance with the turbine rotational speed TSP, and can be read and monitored by a meter.
When the monitoring of the turbine rotation speed is completed, for example, by stepping on the brake and stalling the torque converter, TSP is set to 0, and step S is started.
Proceed to step 6. In step S6, the engine speed ESP
= 0, and since ESP≠0 normally, the process proceeds to step S7, and the engine speed is monitored in the same way as in the case of the turbine speed. Once the engine speed has been monitored, turn off the ignition key.
Turn it off, stop the engine, and set ESP=0.
Proceed to step S8. In step S8, it is determined whether the throttle opening is fully closed. For example, if the throttle is opened by depressing the accelerator pedal, the process proceeds to step S9, where a signal is output according to the opening and the throttle opening is monitored. When the user takes his or her foot off the accelerator pedal, the throttle is fully closed and the process proceeds to step S10. Step S
In step S10, in order to determine whether the shift lever is in one of P, R, and N, if the shift lever is moved between D, 2, and 1, the process proceeds to step S11.
A signal corresponding to each position is outputted and can be monitored. Then, when the shift lever is moved to one of P, R, and N, the process proceeds to step S12, and a signal corresponding to the position of the mode switch is outputted, so that the mode switch can be monitored. Although the circuit diagram of the diagnostic device in the case of the first embodiment has been shown above, the detection signal output section 216 is exactly the same in the case of the second embodiment, and the signal switching shown in FIG. If the section 220' is connected, fault diagnosis and monitoring can be performed in the same manner as in the first embodiment. Although detailed explanation is omitted,
In this case, since the display is digital, in the case of fault diagnosis, the Morse code is switched to a digital signal and displayed. For example, when a failure signal is input to F ₀ (when a solenoid failure occurs), 226a displays "E," 226b displays "-," 226c displays "1," and the display changes to "E-1." Indicates the failure location, and similarly below, when a failure signal is input to _F1 (turbine rotation speed sensor failure), "E-2" is displayed,
When F ₂ (engine speed sensor failure), “E-
3" is displayed, and when F ₃ (throttle opening sensor failure), "E-4" is displayed to inform the diagnostician of the failure location. In the case of a monitor signal, the rotation speed is displayed as is. (for example, "300" is displayed when the speed is 3000 rpm), and for other sensors, the display number can be set in advance according to their position, and the diagnostician can be informed of the operation by changing the display number. As an example, an electronically controlled automatic transmission that uses a torque converter as a power transmission mechanism and a planetary gear mechanism as a gear transmission mechanism has been mentioned, but an electronically controlled automatic transmission that uses a mechanical clutch instead of a torque converter is also used. It is clear that the diagnostic device of the present invention can be used in the same way in the case of a transmission system or an electronically controlled automatic transmission that uses a countershaft gear mechanism instead of a planetary gear mechanism.As explained in detail above, In addition, according to the present invention, fault diagnosis and monitoring can be performed using existing instruments such as those on the instrument panel of the driver's seat, so there is no need for a special display device for the above-mentioned diagnosis, and simple diagnosis is possible. In addition, since the priority processing section is configured to output both the failure signal and the monitor signal from one output terminal, the diagnostic device can be simplified, and the above-mentioned both signals can be output. When outputting the monitor signal, the system is configured to give priority to the failure signal with higher importance compared to the monitor signal, so if there is a failure, the failure is first recognized and repaired, and then the monitor signal is output. It is convenient and practical to use.

[Brief explanation of the drawing]

Fig. 1 is a sectional view and hydraulic circuit diagram of an automatic transmission portion of an electronically controlled automatic transmission that is diagnosed by the diagnostic device of the present invention, and Fig. 2 is an electronically controlled automatic transmission having the diagnostic device of the present invention. FIG. 3 is a control system diagram showing a second embodiment of an electronically controlled automatic transmission having a diagnostic device of the present invention; FIG. FIG. 5 is a graph showing an example of a signal generated from a Morse code generator, and FIG. 6 is a flowchart of an embodiment of fault diagnosis according to the present invention. 10...Torque converter, 15...Lock-up clutch, 100...Hydraulic pump, 103...
...Select valve, 110a, 120a, 130a,
133a... Solenoid, 203... Throttle opening sensor, 204... Engine rotation speed sensor,
206... Turbine rotation speed sensor, 211... Mode switch, 212... Shift lever, 214
... Controller, 216 ... Detection signal output section,
218, 226... Instrument, 220, 220'...
Signal switching section, 401... Failure detection section, 414...
Priority judgment circuit, 450...Monitor signal generation section, 5
10...Priority processing section.

Claims (1)

[Scope of utility model registration request] A power transmission mechanism connected to the output shaft of the engine,
A gear transmission mechanism connected to the output shaft of the power transmission mechanism, a clutch for switching the power transmission path of the gear transmission mechanism and operating the gear change, a transmission switching means comprising a friction element such as a brake, an actuator for operating the transmission switching means, an electromagnetic valve that controls the supply of pressure fluid to the actuator; a rotation speed sensor that detects the rotation speed of either shaft of the gear transmission mechanism; an engine load sensor that detects the load of the engine; A controller and a sensor that compare the input from the engine load sensor with the shift characteristics stored in advance, determine whether or not a shift change is required, and issue a control signal to drive and control the solenoid valve to perform automatic shift. A failure detection unit that detects a failure state of at least one of the solenoid valves and outputs a failure signal, a monitor signal generation unit that detects an operating state of at least one of the sensor and the solenoid valve and outputs a monitor signal, and a failure signal. a priority processing unit that gives priority to the monitor signal and outputs it from a single output terminal;
A diagnostic device for an electronically controlled automatic transmission, comprising a signal switching unit that switches and supplies a measurement output to the meter and an output from the priority processing unit.