JPH09144871A - Backing up method at the time of abnormality of vehicle speed sensor in semiautomatic transmission system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To back up a shift even in the case where a vehicle speed sensor line disconnection occurs in gear under the neutral conditions. SOLUTION: When a vehicle speed sensor line disconnection occurres in a gear neutral condition in traveling a vehicle (steps 101 and 102), a clutch is turned off to set a gear to the highest speed stage once (steps 105-108), to a shift command from a driver after the occurrence of the abnormality (step 104), determine a vehicle speed from a clutch rotation frequency and the gear ratio of a shift stage (step 109). A suitable target stage is determined based on this determined vehicle speed and a shift command in the step 104 (steps 110-115), to reset the gear to this determined objective stage (steps 116-120), and then to turn on the clutch (steps 121 and 122).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a backup method when a vehicle speed sensor is abnormal in a semi-automatic transmission system.

[0002]

2. Description of the Related Art In automobiles, particularly large-sized bus lines, starting and stopping are frequently performed, and gear shifting operations are repeated a considerable number of times during driving. This shift operation is performed by a change lever on the driver's seat, and a long rod is connected to the change lever from the change lever at a distance of about 10 m from the rear portion of the vehicle body, and the shift stage of the transmission is switched via this rod. Therefore, both the operating force and the stroke of the change lever are large, which causes the driver's fatigue.

Therefore, in recent years, instead of connecting the change lever and the transmission with a rod, the change lever unit and the control unit are connected by electric wiring, and the change lever is connected to the control unit according to the operation of the change lever in the change lever unit. A finger control in which a position signal is not sent, and a shift control signal (shift control signal) is generated by the control unit, and the generated shift control signal is sent to the gear shift unit, so that the gear position of the transmission is switched. -A transmission system (hereinafter referred to as FCT) is adopted.

In this FCT, a shift control signal is generated based on the change lever position signal from the change lever unit, and the generated shift control signal is sent from the control unit to the gear shift unit. Then, by this shift control signal, the select cylinder in the gear shift unit and the solenoid valve attached to the shift cylinder are selectively driven, the supply state of compressed air from the air tank is switched, and the piston position in the cylinder is switched. As a result, the shift fork of the selective actuation unit moves, and the shift speed of the transmission is switched. If this FCT is used, the gear shifting operation is replaced with a mechanical remote control mechanism by an electric pneumatic control mechanism, the operating force and shift stroke can be greatly reduced, and driving fatigue can be reduced.

In this FCT, the gear shift stage of the transmission is switched by depressing the clutch pedal, as in a normal manual transmission system. That is, when switching the transmission gear stage, the clutch pedal is depressed, the clutch is disengaged, and the change lever is operated. On the other hand, JP-A-6-24131
In the "semi-automatic transmission device" and the like disclosed in Japanese Patent Publication No. 4, the FCT is a semi-automatic transmission system so that the operation of the clutch pedal or the change lever during high speed traveling is eliminated.

That is, the shift speed is switched manually by the manual operation during the low speed running where the clutch meat requires delicate control, and the shift speed is automatically changed during the high speed running when the clutch meat does not require the delicate control. I am trying to switch columns. in this case,
To automatically switch gears during high-speed running, determine the travel stage according to the operating state, and issue a control command to the determined travel stage to the clutch actuator and gear shift unit attached to the clutch to disengage the clutch. It is performed by controlling the contact operation and the gear shift operation of the gear shift unit.

[0007]

In this semi-automatic transmission system, as described above, the same operation as that of the manual vehicle can be performed. For this reason, while the vehicle is traveling, the driver may voluntarily step on the clutch pedal and continue the traveling with the change lever in the neutral position (N position) with the gear disengaged, that is, in the gear neutral state. For example, a driver may continue to run on a long downhill while keeping a gear neutral state. However,
When the vehicle speed sensor is disconnected while continuing to run on a long downhill in a gear neutral state, the control unit cannot detect that the vehicle speed is increasing. For this reason, the control unit ends up shifting to a gear stage before gear disengagement in response to a gear shift instruction from the driver who operates the change lever after the vehicle speed sensor is disconnected. In this case, since the gear is engaged in the low speed shift stage even though the vehicle speed is increasing, the transmission may be damaged.

When the vehicle speed sensor is disconnected while the vehicle is running and the gear is engaged, it is considered to calculate the vehicle speed from the gear ratio based on the clutch rotational speed and the gear position at that time. However, if the vehicle speed sensor is disconnected in the gear-neutral state, the gear is not engaged, and therefore the vehicle speed cannot be calculated from the clutch rotational speed and the gear ratio of the shift stage at that time. That is, in the past, when the vehicle speed sensor is disconnected while the gear is engaged, it is possible to back up the shift by calculating the vehicle speed from the clutch rotation speed and the gear ratio of the shift stage at that time, but the gear neutral. If the vehicle speed sensor is disconnected in this state, the shift cannot be backed up.

The present invention has been made to solve the above problems, and an object thereof is to provide a semi-automatic transmission capable of backing up a shift even when an abnormality occurs in a vehicle speed sensor in a gear neutral state. It is to provide a backup method when the vehicle speed sensor is abnormal in the system.

[0010]

In order to achieve such an object, the first invention (the invention according to claim 1) is, in the case where an abnormality occurs in the vehicle speed sensor in a gear neutral state while the vehicle is traveling, The clutch is disengaged in response to the gear shift instruction after the occurrence of the abnormality, the gear is temporarily put in a predetermined high speed stage, the vehicle speed is obtained from the clutch rotational speed at that time and the gear ratio of the shift stage, and it is determined based on the obtained vehicle speed. After re-entering the gear to a different gear, the clutch is brought into contact. According to the present invention, when an abnormality (for example, disconnection) occurs in the vehicle speed sensor while the vehicle is traveling in a gear-neutral state, the clutch is disengaged and a predetermined high speed stage is issued in response to a gear shift instruction from the driver after the abnormality. (For example, the highest speed) is once engaged, the vehicle speed is obtained from the clutch rotation speed at that time and the gear ratio of the gear, and the gear is re-entered to the appropriate gear determined based on the obtained vehicle speed. After that, the clutch is closed.

According to a second aspect of the present invention (the invention according to claim 2), when an abnormality occurs in the vehicle speed sensor while the vehicle is traveling and the gear is in a neutral state, the clutch is disengaged in response to a gear change instruction after the abnormality occurs, and the highest speed stage is reached. Once the gear is turned on, the vehicle speed is calculated from the clutch rotational speed at that time and the gear ratio of the gear, and the clutch is closed after the gear is re-entered to the appropriate gear determined based on the calculated vehicle speed. It is the one.
According to the present invention, when the vehicle speed sensor has an abnormality (for example, disconnection) in a gear-neutral state while the vehicle is traveling, the clutch is disengaged and a maximum speed is set in response to a shift instruction from the driver after the abnormality. Once the gear is turned on, the vehicle speed is obtained from the clutch rotation speed at that time and the gear ratio of the shift stage (highest speed stage), and after the gear is re-entered to the appropriate shift stage determined based on the obtained vehicle speed, The clutch is in contact.

According to a third aspect of the invention (the invention according to claim 3), when an abnormality occurs in the vehicle speed sensor while the vehicle is traveling and the gear is in a neutral state, the clutch is disengaged in response to a gear change instruction after the abnormality occurs, and the highest speed stage is reached. Once the gear is turned on, the vehicle speed is obtained from the clutch rotational speed at that time and the gear ratio of the gear, and the gear is re-entered to the appropriate gear that is obtained based on the obtained vehicle speed and the gear change instruction, and then the clutch is released. It was made to be in contact. According to the present invention, when the vehicle speed sensor has an abnormality (for example, disconnection) in a gear-neutral state while the vehicle is traveling, the clutch is disengaged and a maximum speed is set in response to a shift instruction from the driver after the abnormality. Once the gear is turned on, the clutch speed at that time and the shift speed (highest speed)
The vehicle speed is determined from the gear ratio of the clutch, and after the gear is re-entered to the appropriate shift speed determined based on the determined vehicle speed and the gear change instruction (drive instruction, shift up instruction, shift down instruction, etc.) at that time, the clutch Are contacted.

According to a fourth aspect of the invention (the invention according to claim 4), when an abnormality occurs in the vehicle speed sensor while the vehicle is running and the gear is in a neutral state, the clutch is disengaged in response to a gear change instruction after the abnormality occurs, and the highest speed stage is reached. Once the gear is turned on, the vehicle speed is obtained from the clutch rotation speed and the gear ratio of the shift stage at that time, and if the shift instruction is the drive range instruction, the shift determined from the vehicle speed-shift stage map according to the obtained vehicle speed. After the gear is reintroduced to the gear, if the shift instruction is an upshift instruction, the gear is reintroduced to the highest gear in which the engine speed does not fall below the specified value at the clutch engagement after the shift from the obtained vehicle speed. After that, if the shift instruction is a downshift instruction, the gear is re-engaged from the obtained vehicle speed to the lowest gear that does not cause engine overrun at the clutch engagement after shifting, and then the clutch is engaged. It is obtained by way.

According to the present invention, when an abnormality (for example, disconnection) occurs in the vehicle speed sensor while the vehicle is traveling and the gear is in a neutral state, the clutch is disengaged in response to a gear shift instruction from the driver after the abnormality occurs. The gear is once put into the high speed stage, and the vehicle speed is obtained from the clutch rotational speed at that time and the gear ratio of the shift stage (highest speed stage). At this time, if the shift instruction is the drive range instruction, the clutch is closed after the gear is re-entered to the shift step obtained from the vehicle speed-shift step map in accordance with the obtained vehicle speed. At this time, if the shift instruction is a shift-up instruction, after the gear is re-introduced to the highest shift stage where the engine speed does not fall below the specified value at the clutch contact after shifting from the obtained vehicle speed, the clutch Are contacted. At this time, if the shift instruction is a downshift instruction, the clutch is engaged after the gear is re-engaged to the lowest gear that does not cause engine overrun in the clutch engagement after shifting from the obtained vehicle speed. .

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, the present invention will be described in detail based on embodiments. FIG. 2 is a system configuration diagram showing an embodiment of a semi-automatic transmission system to which the present invention is applied. In the figure, 1 is an engine, 1
A is an electronic governor, 2 is a clutch, 2A is a clutch actuator (CLAC) attached to the clutch 2, 2B is a clutch stroke sensor, 2C is a 3-way valve, 2
D is a double check valve, 2E is a control valve, 3 is a transmission, 4 is a gear shift unit (GSU), 5 is a change lever unit (CLU),
6 is a semi-automatic transmission control unit (semi-automatic T / MECU), 7 is an electronic governor control unit (electronic governor ECU), 8 is a clutch pedal, 8A is a master cylinder attached to the clutch pedal 8, 9 is a brake pedal, 10 Is the accelerator pedal, 11
Is an alarm lamp, 12 is a gear position indicator, 13 is an air tank, and 14 is a vehicle speed sensor.

The change lever unit 5 has a shift pattern of the change lever 5A as shown in FIG.
(Neutral), R (Reverse), D (Drive), S (Run), UP (Shift Up), DO
It has 6 positions with WN (shift down). Of these, when the N position, the R position, the D position, and the S position are set, if the hand is released from the change lever 5A after the operation, the change lever 5A stops at this position. In contrast,
In the UP position and the DOWN position, when the hand is released from the change lever 5A, it automatically returns to the S position.

The electronic governor ECU 7 includes an accelerator pedal 1
The accelerator pedal depression amount signal corresponding to the depression amount of 0, the engine speed signal, and the vehicle speed signal from the vehicle speed sensor 14 are input, and the electronic governor 1A is controlled while performing serial communication with the semi-automatic T / M ECU 6.

The semi-automatic T / M ECU 6 includes a change lever position signal from the change lever unit 5, a brake on signal corresponding to the depression of the brake pedal 9, a gear position signal from the gear shift unit 4, and a clutch stroke sensor 2B. With stroke signal as input,
While performing serial communication with the electronic governor ECU 7,
When the vehicle is traveling at a low speed, the speed is manually switched (manual switching), and when the vehicle is traveling at a high speed or when the vehicle is in the D position, the speed is automatically switched.

That is, the semi-automatic T / M ECU 6 is
When traveling at a low speed, a T / M gear control signal (shift control signal) is generated based on the change lever position signal from the change lever unit 5 in consideration of the engine speed and vehicle speed, and the generated T / M gear control is performed. The signal is sent to the gear shift unit 4. Gear shift unit 4 is a semi-automatic T /
Upon receiving a T / M gear control signal from the MECU 6, the supply state of the compressed air from the air tank 13 is switched to switch the gear stage of the transmission 3. At the time of manually switching the shift speed, the clutch pedal 8 is stepped down, the clutch 2 is disengaged, and the change lever 5A is operated, as in a normal manual transmission system.

That is, when the clutch pedal 8 is depressed, hydraulic pressure is applied to the relay valve 2E through the hydraulic line L via the master cylinder 8A. In response to this oil pressure, the relay valve 2E supplies the compressed air from the air tank 13 to the actuator 2A via the double check valve 2D, and the clutch actuator 2A disconnects the clutch 2. The disengaged state of the clutch 2 is recognized by the semi-automatic T / M ECU 6 based on the clutch stroke signal from the clutch stroke sensor 2B. The semi-automatic T / M ECU 6 confirms the disengaged state of the clutch 2 and generates a T / M gear control signal to the gear shift unit 4 based on the change lever position signal from the change lever unit 5.

Further, the semi-automatic T / M ECU 6 determines the traveling stage according to the operating state during the high speed traveling and the D position traveling, and outputs the control command to the determined traveling stage to the clutch actuator 2A and the gear shift unit. Four
To the connection / disconnection operation of the clutch 2 and the gear shift unit 4
Control the gear shift operation of. That is, semi-automatic T
/ M ECU 6 grasps the operating state from the vehicle speed, the accelerator pedal depression amount, etc. during the high speed stage traveling and the D position traveling, and determines the traveling stage according to the grasped operating state. Then, the control command (clutch connection / disconnection control signal and T / M gear control signal) to the determined traveling stage is given to the 3-way valve 2C and the gear shift unit 4 to monitor the clutch rotation speed and the engine rotation speed while The connecting / disconnecting operation 2 and the gear shift operation of the gear shift unit 4 are controlled to automatically switch to a required traveling stage.

In this semi-automatic transmission system, the change lever 5A is in the S position or the D position during traveling, and it is not possible to recognize the current shift speed from the position of the change lever 5A. Therefore, in this embodiment, by using the gear position indicator 12,
The current gear is displayed. That is, the semi-automatic T / MECU 6 always recognizes the current gear position based on the gear position signal from the gear shift unit 4. The present gear position recognized by the semi-automatic T / M ECU 6 is displayed on the gear position indicator 12.

Next, the specific processing operation performed by the semi-automatic T / M ECU 6 will be described with reference to the flowchart shown in FIG. In step 101, the semi-automatic T / M ECU 6 checks whether or not the gear is in a neutral state. If the gear is in the neutral state in step 101, the process proceeds to step 102.

In step 102, it is checked whether the vehicle speed sensor is disconnected. Here, semi-automatic T / M ECU6
Determines that the vehicle speed sensor 14 is disconnected when the detected vehicle speed suddenly becomes zero while traveling at a certain vehicle speed or higher. If it is determined that the vehicle speed sensor is disconnected, the process proceeds to step 103, and the alarm lamp 11 is turned on.

When the warning lamp 11 is turned on, the driver
It is possible to know that the vehicle speed sensor 14 is disconnected. Here, the driver sets the change lever 5A to the D position or the U position.
When it is set to the P position or DOWN position, that is, the D range instruction (drive range instruction) as a gear shift instruction.
If a UP command, a UP command (shift up command), or a DOWN command (shift down command) is given, the semi-automatic T / M ECU 6
Gives a clutch disconnection instruction to the clutch actuator 2A in response to YES in step 104 (step 1
05).

Then, the semi-automatic T / M ECU 6 confirms that the clutch 2 is disengaged (step 106), and then gives the gear shift unit 4 a shift instruction to the highest speed (7th speed) (step 107). As a result, the gear shift unit 4 switches the gear stage of the transmission 3 to the highest speed stage. That is, the gear is put in the highest speed stage.
When the semi-automatic T / M ECU 6 confirms the completion of the gear shift by the gear shift unit 4 (step 108),
The vehicle speed is calculated from the clutch rotation speed at that time and the gear ratio of the shift stage (highest speed stage) (step 109).

If the shift instruction in step 104 is the D range instruction (step 110), the semi-automatic T / MECU 6 responds to the vehicle speed calculated in step 109 from the preset vehicle speed-gear stage map. The shift speed is calculated, and the calculated shift speed is set as the target shift (step 11
1).

If the shift instruction in step 104 is the UP instruction (step 112), the semi-automatic T / M ECU 6 determines that the engine speed is less than the specified value at the clutch engagement after shifting from the vehicle speed calculated in step 109. The highest gear that does not satisfy the above is set as the target gear (step 113).

If the shift instruction in step 104 is the DOWN instruction (step 114), the semi-automatic T / M ECU 6 determines that the engine speed is engine overrun due to the clutch engagement after the shift from the vehicle speed calculated in step 109. The lowest gear that does not occur is set as the target gear (step 11
5).

Then, the semi-automatic T / M ECU 6 checks whether or not the target gear obtained in steps 111 to 114 is the highest gear (7th gear) (step 1
16) If the gear is at the highest speed, it is considered that the gear shift is completed (gear re-entry is completed), and the clutch 2 is engaged (steps 121, 1).
22).

On the other hand, if the target gear is not the highest gear, a gear disengagement instruction is given (step 117), after confirming the completion of gear disengagement (step 118), a gear shift instruction to the target gear is given (step 117). 119), it is confirmed that the gear shift to the target gear is completed (gear re-entry is completed) (step 120), and the clutch 2 is engaged (steps 121 and 122).

In this embodiment, the operation when the vehicle speed sensor is disconnected in the gear neutral state has been described. However, when the vehicle speed sensor is disconnected in the gear-engaged state, the clutch rotational speed and the gear shift at that time are changed. It goes without saying that the vehicle speed is calculated from the gear ratio of the gear and the shift is backed up by the calculated vehicle speed.

In this embodiment, step 10
Although the gear shift instruction to the highest gear stage (7th gear) is issued in No. 7, the gear shift instruction may not necessarily be the highest gear gear but may be a gear shift instruction to the 5th gear or 6th gear. In this case, in step 109, the clutch rotational speed at that time and step 107
It goes without saying that the vehicle speed is calculated from the gear ratio of the gear shift instruction stage in.

In this embodiment, the case where the vehicle speed sensor has an abnormality has been described as an example of the case where a wire breakage has occurred, but various abnormalities of the vehicle speed sensor other than the wire breakage are conceivable.

[0035]

As is apparent from the above description, according to the present invention, when an abnormality occurs in the vehicle speed sensor while the vehicle is traveling and the gear is in the neutral state, the driver is instructed to change gears after the abnormality. , The clutch is disengaged and the gear is once put into a predetermined high speed stage, the vehicle speed is obtained from the clutch rotation speed at that time and the gear ratio of the shift stage, and the gear is re-set to the appropriate shift stage determined based on the obtained vehicle speed. After it is turned on, the clutch will be engaged, and even if an abnormality occurs in the vehicle speed sensor in the gear neutral state, it will be possible to back up the shift and damage the transmission in response to the driver's shift instruction. Instead, it is possible to perform a gear shift operation that suits the driver's will. That is, when the vehicle speed sensor is in an abnormal state, the gear shift can be backed up in both the gear closed state and the gear neutral state.

[Brief description of the drawings]

FIG. 1 is a flowchart for explaining a specific processing operation performed by a semi-automatic T / MECU.

FIG. 2 is a system configuration diagram showing an embodiment of a semi-automatic transmission system to which the present invention is applied.

FIG. 3 is a diagram showing a shift pattern of a change lever.

[Explanation of symbols]

1 ... Engine, 1A ... Electronic governor, 2 ... Clutch, 2A
... Clutch actuator (CLAC), 2B ... Clutch stroke sensor, 2C ... 3-way valve, 2D ... Double check valve, 2E ... Relay valve, 3 ... Transmission, 4 ... Gear shift unit (GSU), 5
Change lever unit (CLU), 6 ... Semi-automatic transmission control unit (semi-automatic T / M
ECU), 7 ... Electronic governor control unit (electronic governor ECU), 8 ... Clutch pedal, 8A ... Master cylinder, 9 ... Brake pedal, 10 ... Accelerator pedal, 11 ... Warning lamp, 12 ... Gear position indicator, 13 ...
Air tank, 14 ... Vehicle speed sensor.

Claims (4)

[Claims] 1. When an abnormality occurs in the vehicle speed sensor while the vehicle is traveling and the gear is in a neutral state, the clutch is disengaged in response to a gear change instruction after the abnormality occurs, and the gear is temporarily put in a predetermined high speed stage. A semi-automatic transmission system characterized in that the vehicle speed is obtained from the rotational speed and the gear ratio of the gear, and the gear is re-entered to the appropriate gear that is obtained based on the obtained vehicle speed, and then the clutch is engaged. Backup method when vehicle speed sensor is abnormal. 2. When an abnormality occurs in the vehicle speed sensor while the vehicle is traveling and the gear is in a neutral state, the clutch is disengaged in response to a gear change instruction after the abnormality is generated, and the gear is temporarily put in the highest speed stage to rotate the clutch. In the semi-automatic transmission system, the vehicle speed is calculated from the number of gears and the gear ratio, and the clutch is engaged after the gear is re-entered to the appropriate speed determined based on the calculated vehicle speed. Backup method when vehicle speed sensor is abnormal. 3. When an abnormality occurs in the vehicle speed sensor while the vehicle is traveling and the gear is in a neutral state, the clutch is disengaged in response to a gear change instruction after the abnormality is generated, and the gear is temporarily put in the highest speed stage to rotate the clutch at that time. It is characterized in that the vehicle speed is obtained from the number and the gear ratio of the shift stage, and the clutch is engaged after the gear is re-entered to an appropriate shift stage obtained based on the obtained vehicle speed and the shift instruction. Backup method for vehicle speed sensor failure in semi-automatic transmission system. 4. When an abnormality occurs in the vehicle speed sensor while the vehicle is traveling in a gear-neutral state, the clutch is disengaged in response to a gear change instruction after the abnormality is generated, and the gear is temporarily put in the highest speed stage to rotate the clutch at that time. The vehicle speed is calculated from the number of gears and the gear ratio of the gear, and if the shift instruction is the drive range instruction, the gear is re-entered to the gear determined from the vehicle speed-gear map according to the obtained vehicle speed, and then the gear shift is performed. If the instruction is a shift-up instruction, the gear-shift instruction is a shift-down instruction after the gear is re-entered to the highest gear stage where the engine speed does not fall below the specified value at the clutch engagement after shifting from the obtained vehicle speed. For example, it is characterized in that the clutch is engaged after the gear is re-entered to the lowest gear that does not cause engine overrun at the clutch engagement after shifting from the obtained vehicle speed. A vehicle speed sensor abnormality of the backup method in the semi-automatic transmission system.