JPS5865354A - Automatic speed change control unit - Google Patents

Abstract

PURPOSE:To reduce a shock caused by a trouble in a shift valve by calculating the present shift position according to rev count and a car velocity to be compared with a decision shift position according to a former engine load and a car velocity, and outputting the optimum shift position when the present shift position and the decision shift position are not coincident. CONSTITUTION:Normally, according to engine load information from a throat sensor 9 and car velocity information from a car velocity sensor 11, an automatic speed change gear 1 is driven through a microcomputer at a decision shift position 114. In such apparatus, rotational frequency information from a rev count sensor 10 can be input to an automatic speed change control unit 2. A present shift position 121 is operated on the basis of the above rev count information and car velocity information to be compared with the above decision shift position, and judged 22 to be not coincident so as to output 123 the optimum shift position, thereby to drive the speed change gear 1. The optimum shift position is previously stored in RAM of a microcomputer 13 relative to shift solenoids 3, 4 corresponding to each operation load.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides an automatic transmission control device, in particular, a shift solenoid that drives a solenoid drive pattern corresponding to an optimal shift position when a shift pulp fails, thereby maintaining safe driving of a vehicle. As an automatic transmission control system for an automobile, a shift pattern determined based on the correlation between vehicle speed and engine load, such as throttle opening, is prepared in advance.

Based on this shift pattern, determine the shift position,
2. Description of the Related Art There is known an electronic automatic transmission in which a shift solenoid of an electronic automatic transmission is driven using a solenoid drive pattern corresponding to a shift position.

However, this type of automatic shift control device unilaterally drives the shift solenoid to determine the shift position, so if a failure occurs in the shift pulp itself, this failure cannot be recognized, and when the failure occurs, it suddenly For example, if the relationship between the shift position and the two shift pulps (first shift pulp and second shift pulp) is as shown in FIG. In some cases, when a failure occurs in the second shift pulp while driving in second gear and the second V-shift pulp switches from an activated state to an inactive state, the shift from the second gear to the first shift pulp occurs.
As a result, the vehicle is driven in the higher gear position, causing a sudden slump while driving, which impedes safe driving.

The present invention has been made in view of the above points, and an object of the present invention is to maintain safe driving by reducing as much as possible the problems caused by the occurrence of shift pulp failures as described above. Therefore, the automatic shift control device of the present invention determines the shift position based on the traveling speed information from the vehicle speed sensor and the engine load information, and drives the 7-foot solenoids in a corresponding solenoid drive combination pattern. , the current shift position is calculated based on the engine rotation speed information and the traveling speed information, and when the current shift position does not match the determined shift position, the 7-foot solenoid is activated in a solenoid drive combination pattern corresponding to the optimum shift position. It is characterized by being driven. An embodiment of the present invention will be described below with reference to FIGS. 2 to 6.

FIG. 2 shows the configuration of an embodiment of an automatic military automatic transmission system to which an automatic transmission control device according to the present invention is applied.

In the figure, (1) is an automatic transmission, which has a first shift solenoid (3) that drives a first shift valve and a second shift solenoid (4) that drives a second shift valve; This is an automatic transmission control device, which performs arithmetic processing on various input signals as described later, and outputs a control signal for the automatic transmission (1). (3) is a first shift solenoid and a second shift solenoid. (4)
(4) is the second shift solenoid, (5) is the key switch, (6) is the second shift solenoid, (6) is the second shift solenoid, (5) is the key switch, ) is a brake switch, (7) is a brake lamp, and (8) is a pattern select switch, which is used by the driver to select the desired mode from two driving modes, namely normal mode and power mode.

(9) is a throttle sensor that detects the throttle opening according to the combination pattern of three gray contacts, and (9) is an engine rotational speed sensor that detects the engine rotational speed using Igni V, an electronic signal, or an electromagnetic pickup method. ■ is a vehicle speed sensor, which is installed on the output shaft of the automatic transmission f111, and outputs a pulse signal with a frequency corresponding to the traveling speed; α is a shift lever switch, which is a reverse range (R range), drive range (D range), and highest speed gear.
The figures have a low range (L range) for specifying speed, and a second range (S range -v) for specifying third speed. In addition, in the automatic transmission control device 12), a3 is a microcomputer, I is a constant voltage circuit, (
(to) represents an input buffer, the α ring represents a reset circuit, aη represents a crystal oscillator, and Q time represents an output puffer.

Microcomputer aj has ROM, RAM and CP
The ROM equipped with U stores in advance shift pattern data corresponding to shift patterns as shown in FIGS. 3(A) to 3(C), as well as 10-gfm for executing processing. Here, The shift pattern shown in FIG. 3 (A) is a pattern that is selected when the driving mode is normal mode and determines the shift F position, and the stepped solid lines corresponding to the numbers 1-2 in FIG. Similarly, the stepped solid line corresponding to the other symbols 2-3 and the Iy1 step-like stepped line corresponding to 3-4 indicate the upshift position that determines the upshift from the second speed to the third speed. The upshift position determines the upshift to 4th speed and the upshift position determines the upshift from 3rd dA to 4th speed.

In addition, the stepped broken lines corresponding to codes 2-1, 3-2 and 4-3 are from 2nd fA to 1st speed, and from 3rd speed to 2nd speed.
4 and the downshift position that determines each downshift from fourth gear to third gear. Furthermore, Figure 3 (B)
The shift pattern shown in the figure is a pattern that is selected when the driving mode is the power mode and determines the shift position, while the shift pattern shown in FIG. This pattern is selected when the highest speed is limited to 3rd gear by selecting the S range. Dashed line and 1-2, 2-3,
The symbols 3-4, 4-3, 3-2, and 2-1 respectively correspond to those described above in FIG. 3(A). As is clear from FIG. 3(B), the power mode shift pattern is configured so that the entire shift position is located to the right in the drawing compared to the normal mode shift pattern, and is shifted when the traveling speed is high.

The microcomputer A3 has a key switch (5) of 1
When turned on, a constant voltage is applied by the constant voltage circuit a41c, and the reset circuit ae resets and starts processing, as shown in the flowchart of FIG. 4 in synchronization with the clock signal from the crystal energizer 4η. Execute processing such as

In FIG. 4, (101) represents an initialization step such as initializing various registers in the CPU and storing initial data in RAM. Normal mode information and Dv
Stores the range information and clears and starts the switch input capture timer.

(102) is vehicle speed (SP) and engine rotation speed (stock)
In the vehicle speed (SP) calculation, the vehicle speed (SP) is calculated using the clock number calculated by the iRQ (SP) and 111 included routine shown in FIG. The input signal from the engine rotation speed sensor Ql is sampled by Ti■;R (1,7ms) shown in FIG. ) is calculated. The calculated vehicle speed (SP) data and engine rotational speed (ER) data are stored in the vehicle speed storage area and the engine rotational speed storage area, respectively. .

(103) represents a step of determining whether the timer value of the switch input capture timer has passed, for example, 10m5, and designates switch input capture at 10 mg intervals.

(104) is obtained by reversing the predetermined flip 70
This is a step of asserting to the reset circuit aQ that the PU is in a normal state.

(105) is a step of importing input information from the input switch group into the CPU.For example, driving mode information from the pattern select switch (8), throttle opening information from the throttle sensor (9), and V-rear shift The shift lever position information from H is taken in and stored in the driving mode storage area, throttle opening storage area, and shift lever position storage area, respectively.

(106) is a step for performing various timer processing.

(107) is a step of determining whether the shift temp switch n is set to the L range based on the shift temp switch position information.(iog) is the step when the shift temp switch I is set to the L range Changing from L range position to other range position Il! This step is to perform shift lever L processing before 0.58 lapses.

(109) is a predetermined period of time, for example 0.
Step 2 (110) representing the step of determining whether or not 58 has elapsed is a step of transferring the shift pattern data corresponding to the driving mode information and shift lever position information from the ROM to the RAM and storing them. .
- (111) is a step of determining whether or not the shift lever switch Q3 is set to the S range based on the shift and lever position information.

(112) )! S'F lever switch (11"-
This is a step of determining whether or not a predetermined period of time, for example, 0.1S has not passed since the sword was changed from the S range position to another range position (113) +! 0 when the shift lever switch assembly is set to S range or after changing from S range position to another range position. Shift V before IS elapses
represents a step of performing ParS processing.

(114-) is a step in which the shift position is determined by referring to the shift pattern data in the RAM in addition to the vehicle speed (SP) data and throttle opening information.

(115) is the judgment 77F position information obtained by executing the previous step (114) and stored in the judgment shift position storage area in RAM, and the judgment VF position information obtained by executing the current step (114). This is a step of determining whether or not there is a mismatch.

(116) represents a step of checking the first failed pulp flag and the second failed pulp flag to determine whether there is a failed pulp.

(117) is a step of outputting a combination control signal corresponding to the determined shift position determined in step (114) to the output puffer member, and the output buffer trout operates the solenoid ( 3) and (4) are driven.

(118) represents the step of starting a timer (g4 shift position calculation timer) that specifies the timing at which the current shift position calculation is started in step (121) below.

(119) is a step for determining the presence or absence of a failed pulp, similar to step (116) above.

(120) is a step of determining whether or not the timer value of the current shift position calculation timer has elapsed for a predetermined period of time, for example, 0.5S.

(121) represents a step of calculating the current shift position based on the engine rotational speed (ER) data and vehicle speed (SP) data calculated in step (102).

(122) is a step of determining whether or not the judged shift position determined in step (114) matches the current shift position calculated in step (121).

(123) represents a step of performing an appropriate shift output in place of the determined shift output in step (117) when a failure occurs in the first shift pulp or the second V-ft pulp. This optimal shift output pattern is shown in Fig. 6 (A), (
B), (C), and (D). In other words, if the first shift pulp fails and continues to be operated undesirably, the drive current of a low level value is normally applied to the second shift solenoid (4) in the fourth gear, as shown in FIG. 6(A). Optimal shifter output is performed to supply a high-level drive current where it should be supplied, and the shift position in the event of a failure changes from 4th gear to 1st gear, but is forced to shift to 2nd gear. do. 41c, Figure 6 (B
) indicates the case where the first shift pulp fails and continues to be maintained in an inoperative state, and Fig. 6 (C) # and Fig. 6 (D)
respectively indicate the case where the 2nd 7th pulp fails and continues to be maintained in the working state U and the non-working state @.

(124) represents the step of setting a failure pulp flag corresponding to the failure pulp and storing the failure pulp when a failure pulp occurs.

Further, the fifth section represents a 1RQ (SP) interrupt routine that is executed every time a pulse signal, that is, vehicle speed information, is input from vehicle speed sensor 0, and a T1 Akatsuki interrupt routine that is executed once every 1.7 ms. In the flowchart of fig.

(201) is a step for saving various registers.

(202) represents a step of determining whether or not there is a timer interrupt.

(203) is a step of determining whether or not the interrupt interval has reached four times. (204) is a step every time the interrupt interval has reached four times.

This represents the step of calculating the number of clocks counted during this time. This calculation result is then used in step (102) above.
) is used as a bubble meter for vehicle speed (SP) calculation.

(205) is a step for retiring various registers.

(206) represents the step of incrementing the contents of the reference timer.

<207) represents the step of incrementing the content of the iRQ''!l!! congestion timer.

<208) represents the step of sampling the input signal from the engine rotation speed sensor (Ill), and the sampling information obtained by this sampling is used as a parameter for the engine rotation speed (ER) calculation in the above step (102). used.

(209) is Ti during execution of IRQ(SP) interrupt routine.
A step of determining whether or not MER interrupt is prioritized.

(210) represents the step of restoring the saved register.

The processing operation will be explained below by taking as an example a vehicle running state in which the normal mode is designated by the pattern selector switch (8) and the D range is designated by the shift lever switch wheel.

In this vehicle running state, the determined shift position determined in step (114) and the previous step (114)
) Each time it is determined that the judgment shift F position determined by executing ``The first solenoid drive combination pattern is executed sequentially and corresponds to one judgment shift position. The second shift F solenoid white 3)i4) is driven to perform a gear shift, and a timer for calculating the current shift position is started. When the timer value of the timer for calculating the current shift position exceeds 0.58, the determination result in step (120) is reversed to rYEsJ, and the current shift position and step (114) are inverted at Stella 7'' (121). ), it is determined whether or not the determined shift position matches the determined shift position.

In this way, in a normal travel record, each time it is determined that a shift is to be made, the first and second shift valves (3) and (4) are driven in a solenoid drive combination pattern corresponding to the determined shift position. Ru.

Next, processing operations in the event of a pulp failure will be described, taking as an example a case where the vehicle starts traveling in the second shift F pulp failure state.

Actually, when starting the vehicle, the 1st V foot solenoid (
3) A high-level solenoid drive current and a low-level solenoid drive current are supplied to the second V foot solenoid (4), respectively, and the first V foot valve and the second shift valve are placed in an operating state and a non-operating state, respectively. 1, the transmission transmission gear is set to 1st speed, and when the vehicle speeds up and step (114) determines that the judgment shift F position is 2nd speed, step (115) The determination result is reversed to rYEsJ, and after passing through step (116), step (117
) A solenoid control signal corresponding to the determined shift position, that is, the second speed is outputted. That is, the 17th foot solenoid (3) #c still supplies a high level solenoid drive current, and this time supplies a high level solenoid drive combination to the 2nd shift Y solenoid (4) 51C.
4. However, since the second shift F pulp is in an inoperable failure state, it is not switched to the operating state even if the second shift solenoid (4) w-high level solenoid drive current starts to be supplied as described above. Therefore, the transmission gear is still set at the first speed. and,
When the timer value of the current shift position calculation timer that started F in step (118) passes O, SS,
The determination result of step (12G) is reversed to rYEsJ,
The current shift position is calculated in step (121). As mentioned above, this calculation is based on the engine speed (ER) and vehicle speed (
The current shift position is determined by calculating the gear ratio of the transmission shift gear 1 using SP), and the current shift position that is the result of this calculation is the first speed. Therefore, since the current shift position is 1st gear and the determined shift position is 2nd gear, the determination result at step (122) is rNOJ.
Then, in the first step (123), a low level solenoid drive current is applied to the first shift solenoid (3) in order to switch the first shift pulp from the operating state to the inactive state as shown in FIG. 6(D). and force the transmission shifter 1 gear to shift up to 4th gear. Also, after executing step (123), step (124)
) Set the failure pulp flag corresponding to the second shift pulp to "1", and then proceed to step (116): F+
5 and step (119) are both rY.
EsJ, and each time it is determined that a gear shift should be performed, the optimal shift output is performed in step (123) H-, and the determined shift output in step (117) is masked.

In this way, when the second shift p/ 1st speed, 1st speed, 4th speed'' and 4th speed are respectively 1st speed, 4th speed, 4th speed and 4th speed. For this reason, 1. For example, it is possible to prevent a sudden shift from 2nd gear to 1st gear due to a failure occurring when the vehicle is decelerating and running in 2nd gear, which is normally relatively high speed, so that safe driving can be maintained. become.

On LJ, the 25th foot pulp is in an inoperable failure state IctQ
Although the description has been made for the case where the second shift t-pulp is in an operational failure state, that is, it is impossible to switch from the operational state to the inactive state, similar processing operations are performed. However, in this case, the shift F position at the time of failure is
), 2nd gear, 2nd gear, 3rd gear and 4th gear.
Therefore, the forcible shift shift change is not performed in the above-mentioned second shift F pulp inoperation failure state. In the case where the first V foot pulp is in an operational failure state or in an operational failure state 111vc, the same processing operation is performed. However, in the case of 1 operation failure state, Fig. 6 (A)
E As shown in the figure, the shift position that should be set to 4th gear under normal conditions is shifted down to 1st gear due to a failure, but the shift position is forcibly changed to 2nd gear. In addition, in the case of an inoperable failure state, the shift position of 5, which should normally be the first gear, is forced to be shifted up to the fourth gear when the failure occurs, but the shift position is forced to be changed to the third gear.

In the case where a pulp failure occurs while the vehicle is running, similar processing operations are performed, as shown in Figures 6 (A), (B), and (C).
), (D)K--optimal shift pattern diagram as shown in Figure 1. The second shift pulp is now driven.

As explained above, the automatic shift control device of the present invention determines the shift position based on the vehicle speed information from the vehicle speed sensor and the engine load information, and drives the shift solenoid according to the corresponding solenoid drive movement combination pattern. In the transmission control device, an engine rotation speed sensor is provided, and the current shift position is calculated based on the engine rotation speed information from the engine rotation speed sensor and the vehicle speed information, and the current shift position matches the determined shift F position. The solenoid drive combination corresponding to the optimum shift position is used to drive the trowel shift solenoid. Therefore, the occurrence of sudden upshifts or downshifts due to pulp failure can be suppressed as much as possible.

It is possible to sufficiently maintain safe driving.

Incidentally, it is possible to output the optimum shift F in accordance with the occurrence of a pulp failure and also to display the occurrence of the failure. Also, when Dou-Ipa operates the fault diagnosis switch after seeing the fault display.

It is also possible to add a fault diagnosis function that can determine whether or not the faulty pulp has been restored to its normal state.

[Brief explanation of the drawing]

FIG. 1 is a pulp drive pattern diagram for explaining the present invention, FIG. 2 is an embodiment of the configuration of an automatic transmission system for an automobile to which the automatic transmission control device according to the present invention is applied, and FIG. 3 (A
) or C) are shift pattern diagrams, and FIG. 4 is a flowchart for explaining the processing operation of the microcomputer shown in FIG. 2. FIG. 5 is a flowchart for explaining the interrupt routine, and FIG. 6 (A) to D) shows the optimum V
Pulp drive pattern diagrams for explaining the foot output are shown below. 3 1. Automatic transmission device 2. Automatic transmission control device 3.
4...Shift solenoid 9...Fist throttle sensor 10...Engine speed sensor 11...Vehicle speed sensor 13...Fist microcomputer agent Patent attorney Tsutomu Sadatsu Figure 3 fA-Figure 3 (B) Figure 3 (C) Output shaft rotation M (rprn) Figure 5 Figure 6

Claims (1)

[Claims] In an automatic shift control device that determines the shift position based on vehicle speed information and engine load information from a vehicle speed sensor and drives a 7-ftV node with a corresponding solenoid drive combination pattern, an engine rotation speed sensor is installed. The current shift position is calculated based on the engine speed information from the engine speed sensor and the above vehicle speed information, and the current shift position 1 is calculated.
An automatic "shift control device" characterized in that, when d does not match the determined shift position, the shift solenoid is driven in a solenoid drive combination pattern corresponding to the optimum shift position.