JPH11230328A - Emergency operation device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To avoid disablement of vehicle travelling caused by short circuit or the like of an emergency operating means of the emergency functioning device of an automatic transmission through a simple structure. SOLUTION: This emergency operation device is composed of a transmission control means 2 for controlling the shift condition of the transmission, transmission drive means MV1, MV2 for changing the shift condition correspondingly to control signals from the transmission control means 2, an emergency operating means 3 operated by a driver in emergency and outputs forced operation signals and operation signals to make transmission drive means MV1, MV2 operate preceding control signals from the transmission control means 2, and a forced operation permit means 6 permitting forced operation of transmission drive means MV1, MV2 by formed operation signals only when it is detected that both the forced operation signal and the operation signal are outputted together.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an emergency operating device for an automatic transmission, which is suitable for use in a mechanical automatic transmission.

[0002]

2. Description of the Related Art Conventionally, mechanical automatic transmissions that perform automatic transmission using the same gear mechanism as a manual transmission have been developed and put into practical use. In such a mechanical automatic transmission, a clutch actuator for automatically connecting and disconnecting a clutch is provided, and a gear shift actuator for changing a meshing state (i.e., a gear position) of a gear is provided. Automatic shifting is performed by controlling via electric signals.

[0003] These actuators are operated by using a fluid pressure such as air pressure or hydraulic pressure as a drive source, and the operation thereof is controlled by changing a supply state of the fluid pressure. . The gear shift actuator is provided with a plurality of electromagnetic valves for controlling the supply state of the fluid pressure, and a gear shift unit (or GSU) is constituted by such a gear shift actuator and the electromagnetic valves.

In such a gear shift unit of a mechanical automatic transmission, two systems of electromagnetic valves are provided in response to an abnormal situation such as a failure of the electromagnetic valve. For example,
If the gear shift unit requires six solenoid valves MVa to MVf, the first group of solenoid valve groups MVa1 and MVb
, MVf1 and the second system solenoid valve group MVa
, MVb2,..., MVf2 are provided in parallel, and when controlling the gear shift actuator, one of the solenoid valve groups is set as a control target, and the other solenoid valve group is set as a backup solenoid valve. Let it be.

[0005] If one of the solenoid valves fails while controlling one group of solenoid valves, the control target is switched to the other group of solenoid valves and shift control is continued. That is, by providing two solenoid valves in this way, the solenoid valve group of one system and the solenoid valve group of the other system mutually function as a backup solenoid valve.

Incidentally, a control signal to such an electromagnetic valve is transmitted to a control unit (ECU) as control means.
Output from In the ECU, a target shift speed is set by an arithmetic unit (CPU) provided therein,
In U, an operation control signal to each solenoid valve is set so as to shift to the target shift speed. Therefore, this ECU and C
If the PU itself breaks down, the control signal cannot be set, and it is possible that the shift control becomes impossible or the vehicle cannot run.

In order to cope with such a situation, an emergency switch (emergency operation means) is conventionally provided. Here, the emergency switch is C
It outputs a signal for simultaneously and forcibly operating the solenoid valves of both systems prior to the control signal from the PU. Further, in the case where the two-system solenoid valve is provided as described above,
For example, one of the first system solenoid valves (for example, MVa1) fails, and one of the second system solenoid valves (for example, MVb)
If 2) fails, the actuator cannot be operated normally regardless of whether the first or second solenoid valve group is used.

In such a case, the second solenoid valve MVa2 may be operated for MVa and the first solenoid valve MVb1 may be actuated for MVb. In order to independently operate desired solenoid valves in the valve group, complicated control logic is required. Therefore, in such a case, by operating both of the two solenoid valve groups by the forced operation signal output by the driver operating the emergency switch, another solenoid valve corresponding to the failed solenoid valve is operated. Is activated, and the solenoid valves of the respective systems perform a mutual backup function. For example, in the above case, both the solenoid valves MVa1 and MVa2 and the solenoid valves MVb1 and MVb1
Since both Vb2 are driven, the actuator can be operated by the normal solenoid valves MVa2 and MVb1.

FIG. 3 is a schematic block diagram for explaining a conventional technique provided with such an emergency switch. Hereinafter, the function of the emergency switch will be briefly described with reference to FIG. I do. In the figure, reference numeral 101 denotes control means (or a controller or simply ECU) for controlling the operation of the actuator, and 102 denotes control means 101
A CPU 103 provided therein is an emergency switch as emergency operation means, and 104 is other sensors and switches. Reference numeral 105 denotes a GSU, MV1 and MV2 denote a first-system solenoid valve and a second-system solenoid valve attached to the GSU 105, and MV1 denotes the solenoid valve MV.
MV2 is a solenoid valve representative of Va1 to MVf1, and MV2 is a solenoid valve representative of the above-described solenoid valves MVa2 to MVf2.

First, at normal times, information from the various sensors 104 is taken into the ECU 101,
Various calculations and processes are performed by the CPU 102 in the U101 to set the target shift speed. Then, a drive signal is output from the CPU 102 to one of the solenoid valve groups so that the target shift speed is achieved, whereby the shift speed is changed.

If one of the solenoid valves fails, the control object is switched to the other solenoid valve by the CPU 102, and the speed control is continued by the other solenoid valve. Further, when one of the solenoid valves of both systems has failed and the backup solenoid valves function normally (for example, when MVa1 and MVb2 have failed), that is, the solenoid valves of both systems are simultaneously driven. If the actuator can be operated by
When the driver operates the emergency switch 103, the solenoid valves of both these systems are simultaneously driven to perform a gear shift.

Here, the emergency switch 103
Is a dial-type switch engraved with, for example, the number of the shift speed. The dial is set to the number of the shift speed desired by the driver, so that a shift control signal (forced operation signal) is transmitted directly to the solenoid valves MV1 and MV2. Is output.
That is, by operating the emergency switch 103, a signal for forcibly operating the solenoid valves MV1 and MV2 of both systems is output in preference to the control signal from the CPU 102. You can do it.

In the unlikely event that the ECU 101 or the CPU 10
If the motor 2 itself breaks down, the driver can directly switch gears by operating the emergency switch 103. On the other hand, as shown in the figure, the emergency switch 103 is also connected to the CPU 102, and when the emergency switch 103 is operated, the emergency switch 103 is operated separately from the above-mentioned forced operation signal. Is output to the CPU 102.

Here, such an operation signal is sent to the CPU 10
The output to 2 is for the following reason. That is, as shown in FIG.
Is output to the solenoid valves MV1 and MV2 through the ECU 101 on the circuit connection, but this control signal is not processed and output in the CPU 102 or the like in the ECU 101, but is output from the emergency valve. Switch 10
3 is a control signal set by the driver.

On the other hand, in the CPU 102, the solenoid valve MV
1, MV2 is monitored, and for the solenoid valve not operating according to the control signal from the CPU 102,
It is determined that a failure has occurred. On the other hand, since the operation of the electromagnetic valves MV1 and MV2 by the emergency switch 103 is not based on the control signal from the CPU 102, the electromagnetic switch MV1 is operated by the emergency switch 103 when the CPU 102 is functioning normally. , MV2 is driven, it is determined that the solenoid valves MV1 and MV2 have been operated without permission, and the malfunction of the solenoid valves is erroneously determined. In this case, since it is determined that the two systems MV1 and MV2 including the backup have failed in the solenoid valve MV,
It is determined that shifting is impossible, and the vehicle cannot run.

In this case, the emergency switch 103 does not function sufficiently, so that the CPU 102 has the emergency switch 1 as described above.
When the operation signal of the emergency switch 103 is detected and the operation of the emergency switch 103 is detected, the two-system solenoid valve M
Even if V1 and MVa2 are driven at the same time, a failure is not determined.

[0017]

However, such a conventional technique has the following problems. For example, although the ECU 101 and the solenoid valves MV1 and MV2 are functioning normally, the emergency switch 10
Harness between ECU 3 and ECU 101 is short-circuited (short-circuit)
In this case, the state becomes the same as when the emergency switch 103 is turned on, a forced operation signal is output, and the two solenoid valves MV1 and MV2 are forcibly driven.

In such a case, since no operation signal is output from the emergency switch 103, the CPU
In 102, it is determined that the two solenoid valves MV1 and MV2 have been operated without permission even though the emergency switch 103 has not been operated, and it is erroneously determined that the solenoid valves MV1 and MV2 have failed, and that the vehicle cannot travel. Problem. Of course, in the case described above, the ECU 101 and the solenoid valve M
V1 and MV2 are functioning normally, and despite the fact that there is no hindrance to the actual running, the vehicle runs only when the harness of the emergency switch 103 provided as an emergency measure is short-circuited. I want to avoid situations that make it impossible.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and an emergency operating device for an automatic transmission is provided which can prevent the vehicle from running due to a short circuit of the emergency operating means with a simple configuration. The purpose is to provide.

[0020]

In the emergency operating device for an automatic transmission according to the present invention, the speed change state of the transmission is normally controlled by the transmission control means according to the driving state of the vehicle.
Then, the transmission driving means is driven in accordance with the control signal from the transmission control means, and the shift state is changed. Further, in an emergency, when the driver operates the emergency operation means, a forced operation signal is output, and the transmission driving means operates in preference to the control signal from the transmission control means.
At this time, the forced operation permission means outputs the forced operation signal to the transmission drive means only when both the operation signal and the forced operation signal are output from the emergency operation means. Even if the operation signal is output, the forced operation permission means does not output the forced operation signal to the transmission driving means, thereby preventing malfunction of the transmission driving means. Thus, it is possible to avoid a situation in which the vehicle cannot travel.

[0021]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a functional block diagram schematically showing a main part of an automatic transmission according to an embodiment of the present invention; FIG. 5 is an example of a flowchart for explaining an operation of a main part function of the present apparatus. Since the automatic transmission to which the present device is applied is a known technology, a detailed description of the automatic transmission will be omitted.

In FIG. 1, 1 is a control means (or a controller or simply an ECU), 2 is a CPU as a transmission control means provided in the ECU 1, 3 is an emergency switch as an emergency operation means, Are other sensors and switches. 5 is a gear shift unit (GSU), and MV1 and MV2 are a first system solenoid valve and a second system solenoid valve attached to the GSU5,
MV1 is the solenoid valves MVa1 to MVf1 described in the related art.
The solenoid valve MV2 representatively represents the solenoid valve MVa2
To MVf2. In addition, G
Transmission drive means is constituted by SU5 and MV1 and MV2.

The components having the same names as those shown in FIG. 3 have the same functions as those described with reference to FIG. 3, respectively. Omitted. Now, as shown in FIG. 1, in this apparatus, an AND circuit 6 as a forced operation permitting means is added to the conventional technique shown in FIG.

The AND circuit 6 is configured to receive both a forced operation signal and an operation signal from the emergency switch 3. The AND circuit 6 outputs these two signals. Only when both are input, a forced operation signal is output to each of the solenoid valves MV1 and MV2. With this configuration, even if the harness between the emergency switch 3 and the ECU 1 is short-circuited and the forced operation signal is output from the emergency switch 3, the forced operation signal is output to the AND circuit 6. Since only AND is input, this AND
The circuit 6 determines that the condition for forcibly operating the solenoid valves MV1 and MV2 is not satisfied, and does not output this forcible operation signal.

As described above, in the AND circuit 6, the forced operation signal from the emergency switch 3 is a normal signal output by operating the driver, or an erroneous signal output due to a short-circuit of the harness or the like. Since it is possible to determine whether or not the vehicle is unable to travel due to an erroneous signal, it can be avoided. The emergency operating device of the automatic transmission according to one embodiment of the present invention is configured as described above. Therefore, at the time of normal operation, that is, when the entire automatic transmission system is functioning normally, various sensors 4 are used. From the ECU 1 and the CPU 2 processes the information to set a target gear position.

Then, the CPU 2 outputs a control signal to one of the solenoid valves (electromagnetic valve group) MV1 attached to the GSU 5 so as to achieve the target shift speed, thereby executing shift control. If one of the solenoid valves MV1 fails, the control signal from the CPU 2 is output to the backup solenoid valve MV2 of the other system, whereby the shift control is continued.

Further, if the solenoid valve group of one system and the solenoid valve group of the other system both fail, and the solenoid valve of another system corresponding to the failed solenoid valve is normal, the driver is notified of the emergency. By simultaneously operating the solenoid valve groups of both systems in response to the forced operation signal of the switch 3, manual shifting by the driver is performed. And ECU1 and CPU2
In the event that the driver itself breaks down, the driver operates the emergency switch 3 to output a forced operation signal, and the solenoid valve is controlled in preference to the control signal set by the CPU 2. In the emergency switch 3, the driver can select a gear position, so that even in an emergency, the gear position can be manually changed according to the driver's intention.

In the present device, for example, when the harness between the ECU 1 and the emergency switch 3 is short-circuited and a forced operation signal is output irrespective of the driver's intention, the AND circuit 6 forcibly operates. Since the output of the operation signal is prohibited, malfunction of the solenoid valves MV1 and MV2 is prevented. That is, in this case, since the operation signal of the emergency switch 3 is not input to the AND circuit 6,
The AND circuit 6 determines that the condition for outputting the forced operation signal is not satisfied, and prohibits the output of the forced operation signal.

Thus, it is possible to prevent malfunction of the solenoid valve due to a short circuit of the harness of the emergency switch 3 or the like. Further, by preventing such an erroneous operation of the solenoid valve, a situation in which the vehicle cannot travel can be avoided. That is, conventionally, when the solenoid valve malfunctions due to a short circuit of the harness of the emergency switch 3 or the like, the operation signal of the emergency switch 3 is not input to the CPU 2 and only the forced operation signal is output. Therefore, the CPU 2 determines that the solenoid valves MV1 and MV2 have been operated without permission, and these solenoid valves MV1 and MV2
Is determined to have failed. In this case, since there is no backup electromagnetic valve, the CPU 2 determines that shift control cannot be performed and the vehicle cannot run.

On the other hand, in the present apparatus, only when the forced operation signal is output based on the operation of the emergency switch 3, the forced operation signal is transmitted to the solenoid valves MV1 and MV1 of the GSU 5.
The output to the MV 2 can prevent such a malfunction of the solenoid valve, and can prevent a situation in which the vehicle cannot travel. Now, the operation of the present apparatus will be described with reference to the flowchart of FIG. 2. First, in step S1, it is determined whether or not a forced operation signal has been output. Proceeding to S2, normal shift control is executed.

If the forced operation signal has been output, the process proceeds to step S3, where it is determined whether an operation signal for the emergency switch 3 has been output. When the operation signal is output, it is determined that the emergency switch 3 has been operated by the driver's intention, and the forced operation signal is output in step S4, and the emergency shift control is executed in step S5. You.

If it is determined in step S3 that the operation signal of the emergency switch 3 has not been output, it is determined in step S6 that an abnormality such as a short-circuit of the harness has occurred, and in step S7, For example, a warning light in the instrument panel is activated to notify the driver of the abnormality. As described above, according to the emergency operating device of the automatic transmission according to the present invention, the solenoid valves MV1 and MV2 due to the short circuit of the harness of the emergency switch 3 and the like are provided with the simple configuration of providing the AND circuit 6 as the forced operation permitting means. Can be prevented from malfunctioning. Further, by preventing such malfunctions of the solenoid valves MV1 and MV2, the CPU 2 controls the solenoid valves MV
1, MV2 will not be erroneously determined to have failed,
This makes it possible to avoid a situation in which the vehicle cannot travel.

The emergency operating device of the automatic transmission according to the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the gist of the present invention. For example, in the above description, a case has been described in which two systems of electromagnetic valve groups constituting the transmission driving means are provided, but the present invention is applied to an automatic transmission provided with only one system of such electromagnetic valve groups. However, the number of systems of the solenoid valve group is not limited. In the above description, the case where the present invention is applied to a mechanical automatic transmission has been described. However, the present invention may be applied to an automatic transmission using a fluid pressure, for example.

[0034]

As described above, according to the emergency operating device for an automatic transmission of the present invention, the forced operating signal is shifted only when the forced operating signal is output based on the operation of the emergency operating means. With the extremely simple configuration of providing the forced operation permitting means for outputting to the machine driving means, it is possible to prevent malfunction of the transmission driving means due to a short circuit of the harness of the emergency operating means. Further, by preventing such a malfunction of the transmission driving means, the transmission control means does not erroneously determine that the transmission driving means has failed,
There is an advantage that a situation in which the vehicle cannot travel can be avoided.

[Brief description of the drawings]

FIG. 1 is a functional block diagram schematically showing a main configuration of an emergency operating device of an automatic transmission according to an embodiment of the present invention.

FIG. 2 is an example of a flowchart for explaining an operation of a main part function in the emergency operating device of the automatic transmission as one embodiment of the present invention.

FIG. 3 is a functional block diagram schematically illustrating a configuration of a conventional emergency operating device of an automatic transmission.

[Explanation of symbols]

2 CPU as transmission control means 3 Emergency switch as emergency operation means 5 Gear shift unit (G
SU) 6 AND circuit as forcible operation permitting means MV1, MV2 Solenoid valve constituting transmission driving means

Claims (1)

[Claims] 1. A transmission control means for controlling a shift state of a transmission according to a driving state of a vehicle, and a transmission drive means for changing the shift state driven by a control signal from the transmission control means. Emergency operation means which is operated by a driver in an emergency and outputs a forced operation signal and an operation signal for actuating the transmission drive means in preference to a control signal from the transmission control means; and the forced operation signal And only when it is detected that both the operation signal and the operation signal have been output, comprises a forced operation permitting unit that permits a forced operation of the transmission drive unit by the forced operation signal. Emergency actuator of automatic transmission.