JPH05596Y2 - - Google Patents

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to an automatic transmission for a vehicle, and more specifically, to a technology for backing up the transmission so that normal control can be performed in the event of a failure in the position detection means of the transmission. .

<Prior Art> As an automatic transmission system for a vehicle that achieves both operability and fuel efficiency, the present applicant has developed a conventional mechanical clutch, transmission, and engine rotation pump that functions as a means for controlling engine rotation with a sensor. By adding an actuator and an actuator to electronically control these, the transmission can be manually shifted once (shifted up), and the shift pattern created by this manual operation can be stored in the shift map of the memory. We previously proposed an automatic transmission for a vehicle that automatically shifts the transmission according to a different shift pattern (see Utility Model Application No. 70,610/1986).

According to such an automatic transmission for a vehicle, when auto range is selected with the selector, the transmission is sequentially shifted up according to the shift pattern stored in the shift map in the memory, so the vehicle is not driven for a while. For example, there is no need for any gear shifting operations. It also functions as a semi-automatic system, allowing the driver to automatically shift to the desired shift position by simply specifying the desired shift position (shift range) using the selector, even when shifting manually. Therefore, the gear shifting operation is extremely facilitated.

The control flow when changing gears in such a system will be explained based on FIG. 5.

That is, when a shift change command is output from the shift change control means, the accelerator is forcibly fully closed in S1, and then the clutch, which is held in the engaged position, is operated to the OFF (disconnected) position in S2. do. After confirming that the clutch has completely moved to the OFF position, the actuator as a shift operation means is activated in S3 to set the transmission to the neutral position, and the clutch is moved to the neutral position in S4. Return to ON (connected) position.
After that, in S5, the synchro rotation speed Nsyc and the gear rotation speed Ng are compared, and if Nsyc<Ng (YES), the process proceeds to S11, which will be described later. If Nsyc>Ng, proceed to S6, fully open the accelerator, proceed to S7, again determine whether Nsyc<Ng,
If YES, the accelerator is now fully closed in S8, the gear is set in S9, and the accelerator is returned in S10 to complete the process. If NO, return to S6, wait until Nsyc<Ng, and proceed to S8.

On the other hand, if Nsyc<Ng in S5, in S11 the synchro rotation speed Nsyc plus a predetermined tolerance ΔN is compared with the gear rotation speed Ng, and Ng<
If Nsyc+ΔN (YES), proceed to S9 to set the gear, and return the accelerator to S10 to finish. If NO, wait until Ng<Nsyc+ΔN and proceed to S9 and S10.

<Problems to be Solved by the Invention> Incidentally, in such a system, the gear set is controlled as shown in FIG.

That is, to explain this, in S9-1,
The actuator of the transmission is turned ON, and in S9-2 it is determined whether the position switch of the transmission is ON. If the position switch is ON, the actuator is turned OFF and the next operation is started after the gear shift operation is completed. If the position switch is OFF, S9-4 is used for the specified time (for example, 0.5
(seconds) has elapsed, and if YES,
Proceed to S9-5 to turn off the actuator and perform error response processing control; if NO, S9-1,
Return to S9-2 and continue S9-2 until the specified time elapses.
Repeat the judgment.

In this way, this system not only saves time by detecting the completion of actuator operation using a position switch and moving on to the next operation, but also detects actuator failure. .

However, with such a gear shift control structure, it is not possible to tell whether the failure is in the actuator or the position switch, and even if a failure occurs in the position switch itself, it is assumed that the failure is in the actuator and the error handling process is carried out. Therefore, there is an inconvenience that normal control cannot be performed if the position switch itself fails.

The present invention was developed in view of these conventional problems, and the purpose is to create a structure that determines failures in the transmission position detection means, performs optimal control, and backs up the system so that normal control can be performed. shall be.

<Means for Solving the Problems> For this reason, the present invention is equipped with a clutch operation means for engaging and disengaging the clutch, a shift operation means for shifting the transmission, and an engine rotation control means for controlling the rotation of the engine. The shift change control means controls the three means to execute a shift change of the transmission based on the judgment of the synchronization judgment means which judges whether or not the gear has been shifted. In a vehicle automatic transmission system that performs control after the gear shift operation is completed when a gear set completion signal is issued, a gear set incomplete signal is output from the position detection means of the transmission, and the gear set completion signal is output from the transmission position detection means. a calculation means for calculating a coefficient representing the relationship between the two based on the rotation speed detected by the rotation sensor on the exit side; a comparison means for comparing the calculation coefficient by the calculation means with a preset setting coefficient; and the comparison means. After it is determined that the calculation coefficient is within a predetermined ratio of the set coefficient based on the comparison result from the means and this determination continues for a specified period of time, a failure determination signal for the position detection means is output, and the calculation coefficient is within a predetermined ratio of the set coefficient. failure determination means for outputting a non-failure determination signal of the position detection means when it is determined that the position detection means has exceeded a predetermined ratio, and a malfunction of the position detection means is determined based on the failure determination signal output from the determination means. The system is configured so that control is performed after the shift operation is completed, and failure response control of the shift operation means is performed based on the non-failure determination signal.

<Function> Then, if the position detection means of the transmission does not detect the completion of the shift after the shift operation by the shift operation means, a coefficient representing the relationship between the two is calculated based on the rotation speed detected by the two rotation sensors, This calculation coefficient is compared with a preset setting coefficient, and after it is determined that the calculation coefficient is within a predetermined percentage of the setting coefficient and this judgment continues for a specified time, a failure determination signal of the position detection means is output. is notified that the position detecting means is malfunctioning, the control after the shift operation is continued as it is, and when it is determined that the calculation coefficient exceeds a predetermined percentage of the set coefficient, it is determined that the position detecting means is not malfunctioning. A signal is output, and failure response control of the shift operating means is performed.

<Example> Hereinafter, an example of the present invention will be described based on FIGS. 2 to 4.

FIG. 2 is a block diagram showing the hardware of an embodiment of the present invention, and FIG. 3 is a control block diagram.

In these figures, a transmission 3 is attached to an engine 1 via a mechanical clutch 2, and the output shaft of the transmission 3 and a drive axle (not shown) are interlocked via a propeller shaft 4. . 5 is a fuel injection pump attached to the engine 1.

The clutch 2 includes a clutch position detection device 6 that detects whether the clutch 2 is in a connected (ON) state or a disconnected (OFF) state based on its stroke and outputs a clutch ON/OFF signal. It is equipped with a clutch control device 7 for ON/OFF operation.

The transmission 3 also includes a gear rotation speed detection device 8 that calculates and outputs the rotation speed of the gear from the rotation speed of the countershaft, and outputs vehicle speed data related to the vehicle speed based on the rotation speed of the output shaft. a vehicle speed detection device 9 and the transmission 3
The vehicle is equipped with a shift set control device 10 for shifting the shift position via an actuator as a shift operation means, and a position switch 11 as a shift position detection device for detecting and outputting the current shift position of the transmission 3. 12 detects the position of the clutch pedal 13 and activates the clutch pedal.
Clutch pedal position detection device that outputs ON/OFF signals, 14 is an accelerator pedal, 15 is an accelerator switching device, 16 is a selector installed in the driver's cab, and in addition to auto range, it also controls each shift position including the neutral position. It can be selected arbitrarily by manual operation. The selector 16 has a built-in switch corresponding to each shift range, and outputs the selected shift range as an electrical signal.

On the other hand, a control unit 17 that controls the clutch 2 and the transmission 3 controls the selector 16 and the clutch pedal position detection device 1.
a shift change control unit 18 that outputs a shift change command when shift change requirements are satisfied (shift designation operation etc. is normally performed) based on a signal from shift change control unit 1;
When a shift change command is output from 8, the synchronization state at the designated shift position is determined based on the outputs of the position switch 11, vehicle speed detection device 9, and gear rotation speed detection device 8, and the determination result is output. a transmission control circuit 20 that receives a synchronization determination signal output from the synchronization determination section 19 and supplies a drive signal to the shift set control device 10.
, a clutch control circuit 21 that controls the clutch control device 7 based on a command from the shift change control section 18, and a clutch control circuit 21 that controls the clutch control device 7 based on a command from the shift change control section 18, and switches the accelerator switching device 15 from manual to automatic mode to inject fuel when the shift change command is output. Engine 1 via accelerator control device 22 attached to pump 5
Accelerator control circuit 23 that supplies rotation control signals to
The main part consists of. The shift change control section 18 outputs an alarm signal to the transmission error lamp 24 or the clutch error lamp 25 when a malfunction occurs in the shift change operation. In addition, the shift change control section 1
8 sends a signal to a shift completion lamp (not shown) when the shift change operation is completed, and sends a signal to the double clutch command lamp 26 when the clutch operation and accelerator operation change to manual, indicating that the shift is completed and the double clutch is activated. In the case of an instruction, a signal is sent to the buzzer 27. 28 is an accelerator fully closed detection device that detects that the accelerator of the fuel injection pump 5 is fully closed; 29 is a shift range detection device that detects the shift range specified by the selector 16; and 30 is the same selector 16. 31 is a transmission 3; a shift lever return control device that moves the lever to a position corresponding to the actual shift position by the shift change control unit 18;
32 is an exhaust brake ON relay that activates the exhaust brake to promote the synchronization of the exhaust brake, and 32 is an exhaust brake OFF relay that temporarily releases the exhaust brake when performing a shift change while the exhaust brake is manually activated. 33 is the exhaust brake ON relay 31 and exhaust brake.
An exhaust brake control circuit 34 supplies a control signal to the OFF relay 32, and an exhaust brake control circuit 34 indicates that the exhaust brake is interlocked with the engine brake.
Exhaust brake interlocking designation button to instruct 3, 35
36 is a transmission position indicator that displays the position (shift position) of the transmission 3, and 36 is the shift completion lamp and buzzer 2.
This is a reset button for resetting 7 etc.

In the above configuration, manual operation, that is, lever 16a of selector 16 is operated to shift up according to a predetermined vehicle speed pattern, the vehicle speed at that time is stored in a memory provided in transmission control circuit 20, for example, and then When the lever 16a is set to auto range, the vehicle is controlled to automatically shift up using the vehicle speed pattern stored in the memory.

In addition, when operating as a semi-automatic system, that is, when transmission 3 is shifted according to the driver's will,
By simply specifying a desired shift position (shift range) using the selector 16, the shift change to the desired shift position is automatically performed.

Here, in the present invention, a gear set incomplete signal is output from the position switch 11, and is detected by the rotation sensors on the entrance and exit sides of the transmission 3, that is, the gear rotation speed detection device 8 and the vehicle speed detection device 9. calculation means for calculating a coefficient K representing the relationship between the two based on the rotational speeds Ng and Nv;
a comparison means for comparing the calculation coefficient by the calculation means and a preset setting coefficient Ko; and a comparison means that determines that the calculation coefficient is within a predetermined ratio of the setting coefficient based on the comparison result from the comparison means, and this judgment After continuing for a specified time, the position switch 11
failure determination means for outputting a failure determination signal of the position switch 11 and a non-failure determination signal for the position switch 11 when it is determined that the calculation coefficient exceeds a predetermined ratio of the set coefficient; Based on the failure determination signal, a failure of the position switch 11 is notified through an error display, etc., control is performed after the shift operation is completed, and based on the non-failure determination signal, transmission actuator failure response control is performed. It is configured to do this.

Next, the shift set control procedure will be explained based on the flowchart of FIG.

In S41, the actuator of the transmission is turned ON, and in S42, it is determined whether the position switch of the transmission is ON. Then, the position switch is turned on.
If so (YES), set the actuator in S43.
Turns off, performs gear change operation end processing control, and moves on to the next operation. If the position switch is not ON (NO), it is determined in S44 whether a specified time (for example, 0.5 seconds) has elapsed, and if YES, the process proceeds to S45 where the gear rotation speed detection device 8 and vehicle speed detection device From the detection signals of Ng and Nv from 9, a coefficient K representing the relationship between the two is calculated. If NO, return to S41 and S42 and execute S41 until the specified time elapses, and S42
Repeat the judgment.

In S46, the calculation coefficient K is compared with a preset normal coefficient Ko. In this case, the coefficient K
It is determined whether or not the coefficient Ko is within a predetermined percentage of the normal coefficient Ko, for example, ±2%. If the coefficient K is within ±2% of the normal coefficient Ko (YES), it is determined in S47 whether a specified time (for example, 0.5 seconds) has elapsed, and if YES, the gear set is It is determined that the position switch 11 is malfunctioning, so proceed to S48 and display an error message indicating that the position switch 11 is malfunctioning.
Proceed to S43, turn off the actuator, and proceed to the next control after the shift operation is completed. In other words, control continues. If NO in S47, the process returns to S45 and S46 and repeats the calculation in S45 and the determination in S46 until the regulation time has elapsed.

In S46, the coefficient K is ±2 of the normal coefficient Ko.
If it is not within % (NO), it is determined that the gear set is not completed and the actuator is malfunctioning, so proceed to S49, turn off the actuator, and move on to the next operation. Without,
That is, the control is not continued, and the actuator failure response processing is performed.

In addition, waiting for the specified time after the judgment of S46 is
Even when the gear set is not completed, the coefficient K may temporarily (momentarily) fall within ±2% of the normal coefficient Ko during the process of changing Ng, so make sure that it continues for a certain period of time. This is because it is necessary.

According to this configuration, if the position switch 11 does not detect the completion of the shift even after a predetermined time has elapsed after the shift actuator is turned on, the two rotation sensors, that is, the gear rotation speed detection device 8 and the vehicle speed detection device 9, It is determined whether the gear is set or not based on the calculation coefficient K calculated based on the signal, and if the gear is set, it is assumed that the position switch 11 has failed and the control continues after the end of the gear shift operation. Therefore, it can be determined whether the actuator or the position switch 11 has failed, and if a failure occurs in the position switch 11 itself, there is no need to shift to error response processing control and normal control can be performed. can be continued. In particular, the configuration is such that the failure determination signal for the position switch 11 is output after it is determined that the calculation coefficient is within a predetermined ratio of the set coefficient and this determination continues for a specified time. moment),
This has the advantage that it is possible to prevent the coefficient from falling within a predetermined ratio and erroneously judge that gear setting is complete, and that it is possible to reliably and accurately judge that gear setting is complete.

<Effects of the invention> As explained above, according to the invention, when the position detection means of the transmission does not detect the completion of the shift after the shift operation means has shifted,
This is because it is configured to determine whether or not the gear is set based on the calculation coefficients calculated based on the two rotation sensors, and based on the result, control after the gear change operation is completed or failure response control of the shift operation means is performed. , it is possible to perform optimal control by determining a failure in the position detection means of the transmission, and to back up to perform normal control. In particular, if the calculation coefficient is within a predetermined percentage of the set coefficient. Since the configuration is configured to output a failure determination signal for the position detection means after the determination is made and this determination continues for a specified time, the coefficient may temporarily (momentarily) fall within a predetermined ratio when the gear set is not completed. This has a great practical effect of improving controllability, since it is possible to prevent erroneously determining that gear setting is complete, and it is possible to reliably and accurately determine gear setting completion.

[Brief explanation of the drawing]

Figure 1 is a block diagram showing the configuration of the present invention;
3 is a block diagram of the control, FIG. 4 is a flowchart of the control, and FIG. 5 is a flowchart of the shift control of the conventional device. FIG. 6 is a flowchart showing the details of gear shift control in the same shift control flowchart as above. 1...Engine, 2...Clutch, 3...Transmission, 5...Fuel injection pump, 6...
Clutch position detection device, 7...Clutch control device, 9...Vehicle speed detection device, 10...Shift set control device, 11...Position switch, 16...
...Selector, 17...Control unit, 1
8...Shift change control section, 19...Synchronization determination section, 20...Transmission control circuit,
21...Clutch control circuit, 22...Accelerator control device, 23...Accelerator control circuit.

Claims (1)

[Scope of utility model registration request] Clutch operation means for engaging and disengaging the clutch, shift operation means for shifting the transmission, and engine rotation control means for controlling the rotation of the engine; It has a shift change control means that executes a shift change of the transmission by controlling two means, and when a gear set completion signal is issued from the transmission position detection means after the gear shift, the control after the end of the gear change operation is executed. In an automatic transmission for a vehicle, a gear set incomplete signal is output from the position detection means of the transmission, and a gear set completion signal is output from the transmission position detection means, and a gear setting completion signal is output from the transmission position detection means, and a gear setting completion signal is output from the transmission position detection means, and the gear setting completion signal is outputted from the transmission position detection means, and the gear set completion signal is outputted from the transmission position detection means, and the gear set completion signal is outputted from the transmission position detection means, and the gear set completion signal is outputted from the transmission position detection means, and the gear setting completion signal is outputted from the transmission position detection means. a calculation means for calculating a coefficient representing the relationship; a comparison means for comparing the calculation coefficient by the calculation means with a preset setting coefficient; and a calculation means for calculating a calculation coefficient at a predetermined ratio of the setting coefficient based on the comparison result from the comparison means. After it is determined that the value is within the specified range and this determination continues for a specified time, a failure determination signal for the position detection means is output, and when it is determined that the calculation coefficient exceeds a predetermined percentage of the set coefficient, it is determined that the position detection means is not malfunctioning. failure determination means for outputting a determination signal, notifying that the position detection means is malfunctioning based on the failure determination signal output from the determination means, and causing control to be performed after the end of the gear shifting operation;
An automatic transmission device for a vehicle, characterized in that it is configured to perform failure response control of a shift operation means based on a non-failure determination signal.