JPS6192930A - Abnormality display device of shift control device for auxiliary speed change gear - Google Patents

Abstract

PURPOSE:To previously detect occurrence of abnormality by displaying said occurrence of the abnormality related to a clutch switch in the case of a clutch operation signal not stored in memory means when a change of the state of a vehicle is detected in conformity with the clutch operation. CONSTITUTION:When a clutch pedal is operated during travelling of a vehicle wherein a gear stage of transmission is altered by manual shift operation, a controller 34 judges at first based on a rotation signal from a rotary sensor 47 whether or not a vehicle reaches a prescribed vehicle speed. If judgement is YES, a clutch switch 42 is turned on to judge whether or not a clutch operation signal is stored in memory means, and, if YES, the clutch switch 42 and wire harness, etc., related thereto are judged to be normal. While, judged NO, they are judged to be abnormal, whereby a buzzer is forced to produce a sound and an alarm lamp 56 is lighted.

Description

TECHNICAL FIELD The present invention relates to an abnormality display device for a shift control device for an auxiliary transmission.

Prior Art A shift command that commands a desired shift position in a vehicle sub-transmission that is inserted together with a clutch in the power transmission path from the engine to the drive wheels of a vehicle and achieves multiple gears in response to the operation of a solenoid. A shift control device configured to switch the sub-transmission to the desired shift position by supplying a drive signal to the solenoid based on at least two signals: a signal and a clutch operation signal representing a clutch operation output from a clutch switch. is considered.

Problems to be Solved by the Invention However, in such a conventional shift control device,
Due to a malfunction in the clutch switch or the wire harness that connects it, a clutch operation signal indicating clutch pedal operation may not be supplied to the controller even though the clutch pedal is being operated, and such a situation may occur. When a predetermined shift change operation including operation of the mode changeover switch is performed to change the shift position of the sub-transmission, the change operation of the shift position (gear stage) of the sub-transmission becomes impossible, and the cause of the change becomes impossible. There was a problem that could not be easily solved.

Means for Solving the Problems The present invention has been made against the background of the above-mentioned circumstances, and its gist is as shown in the claim correspondence diagram of FIG. (2) storage means for storing the clutch operation signal; (3) abnormality display means for displaying an abnormality related to the clutch switch; 4) When a change in the vehicle state due to the operation of the clutch is detected, the above 1. The present invention further includes display control means for causing the abnormality display means to display an abnormality when the clutch operation signal is not stored in the means a.

Operation and Effects of the Invention With this arrangement, if a change in the vehicle state due to clutch operation is detected and the clutch operation signal is not stored in the storage means, the display control means will detect an abnormality related to the clutch switch. The occurrence is displayed on the abnormality display means. Therefore, failures related to the clutch switch for detecting clutch pedal operation, which is an important requirement for a predetermined shift changeover operation, can be easily known in advance.

EXAMPLE Hereinafter, an example of the present invention will be described in detail based on the drawings.

In FIG. 2, an auxiliary transmission 10 provided in a vehicle is connected to a diaphragm actuator 12 via an operating rod 14, and the diaphragm actuator 12 performs power shift (high gear ratio side, that is, engine high speed rotation side). The gear ratio can be selectively switched to two stages: economy shift (low gear ratio side, ie, low engine speed rotation side). The auxiliary transmission 10 is inserted together with the main transmission in a power transmission path from an engine (not shown) to the drive wheels, and mainly switches the driving mode of the vehicle between a power driving mode and an economy driving mode. The diaphragm actuator 12 includes a diaphragm 16 to which an operating rod 14 is fixed, and a first pressure chamber 18 and a second pressure chamber 20 divided by the diaphragm 16.
It is equipped with When the first pressure chamber 18 is set to a higher pressure than the second pressure chamber 20 and the diaphragm 16 is moved to the second pressure chamber 20 side, the sub-transmission 10 is switched to the economy shift position, and conversely, the diaphragm 16 is moved to the economy shift position. When it is moved to the 1st pressure chamber 18 side, it is switched to the power shift position. Such switching is done using solenoid 22.2.
4 is carried out by the combination of actuation of electromagnetic switching valves 26 and 28, each with a directional control valve 26 and 28. That is, the first pressure chamber 18
is selectively connected to a vacuum tank 30 and a filter 32 via an electromagnetic switching valve 26,
The second pressure chamber 20 can be selectively switched to a vacuum tank 30 and a filter 32 via an electromagnetic switching valve 28. Therefore, the solenoid 22 is energized according to the drive signal S81, and the solenoid 24
is in a de-energized state, negative pressure in the vacuum tank 30 is supplied to the first pressure chamber 18 via the electromagnetic switching valve 26, and atmospheric pressure is supplied to the second pressure chamber 20 via the filter 32 and the electromagnetic switching valve 28. Since the diaphragm 16 is moved to the first pressure chamber 18 side, the auxiliary transmission 10
is switched to the power shift position. Conversely, when the solenoid 24 is energized according to the drive signal S82 and the solenoid 22 is de-energized, the negative pressure in the vacuum tank 30 is transferred to the second pressure chamber 2 via the electromagnetic switching valve 28.
0 and atmospheric pressure is supplied to the first pressure chamber 18 via the filter 32 and the electromagnetic switching valve 26, the diaphragm 16 is moved to the second pressure chamber 20 side and the sub-transmission 10 shifts to economy. The position can be switched. Note that when both the solenoids 22 and 24 are in a non-energized state, no thrust is generated in the diaphragm 16, and the previous shift state is maintained in the auxiliary transmission 10. Further, the vacuum tank 30 is connected to a vacuum pump (not shown) or an intake pipe of an engine, and is constantly provided with negative pressure.

The vehicle is provided with a controller 34 for shift control that is constituted by a so-called microcomputer including ROM, RAM, and CPU. Various sensors are connected to the controller 34. For example, the sub-transmission 10
A power shift position signal spw is supplied from a detection switch 36 provided at the power shift position for detecting that the switch is actually switched to the power shift position. Similarly, sub-transmission 10
An economy shift position signal SEC is supplied from a detection switch 38, which is provided at the position of the economy shift position and detects that the shift position has actually been changed to the economy shift position. Further, an oil temperature switch 40 provided in the sub-transmission 10 indicates that the temperature of the hydraulic oil in the sub-transmission 10 is below a certain temperature, for example, 10°C.
A low temperature signal SLT is supplied in the following cases, and a clutch operation signal SCL indicating that the clutch pedal is being moved, that is, the clutch is being operated, is supplied from the clutch switch 42 provided in the clutch pedal device. Further, the mode switch 44, which is a shift command switch for the auxiliary transmission 10, indicates whether the push button 46 for switching to the power shift has been operated, in other words, whether it is in the power driving mode or the economy driving mode. A driving mode signal SM○, that is, a shift command signal is supplied. Furthermore, rotation sensors 47 and 48 are provided near the output shaft of the main transmission and the crankshaft of the engine, respectively.
, pulse-like rotation signals SRV and SRE having frequencies corresponding to the rotations of the output shaft and the crankshaft are supplied to the controller 34, respectively. Vehicle speed (vehicle condition) is detected based on the rotation signal SRV, and engine operation is detected based on the presence or absence of the rotation signal SRE. In this embodiment, the rotation sensors 47 and 48 are composed of reed switches.

The controller 34 processes the input signal using the temporary storage function of the RAM according to a program stored in advance in the ROM, and sends the drive signal 3 to the electromagnetic switching valves 26 and 28.
31, 332, and also supplies an indicator signal LP or LE to the power mode indicator lamp 50 and the economy mode indicator lamp 52, so that the power mode indicator lamp 50 indicates that the auxiliary transmission 10 has actually been switched to the power shift position. At the same time, the economy mode display lamp 52 is made to display that the sub-transmission 10 has actually been switched to the economy shift position. moreover,
The controller 34 supplies a sound signal BC and an alarm signal CC to a buzzer 54 and an alarm indicator lamp 56 as abnormality indicating means, and causes both to display an abnormality indication by sound and light. Note that a terminal voltage of a battery (not shown) is supplied to a terminal 58 of the controller 34 via an ignition key (IG) and a conductor 60, and the discharge state of the battery can be determined from the amount of voltage drop. ing.

The operation of this embodiment will be explained below with reference to the flowcharts of FIGS. 3 and 4.

As shown in FIG. 3, the main routine includes step S1 for clearing the clutch flag FC by initialization.
is provided, and the content of the clutch flag FC is set to "0" by executing step S1. The main routine also includes a step for determining whether the clutch switch 42 is in operation, that is, whether the clutch operation signal SCL is "ON" and the clutch pedal (not shown) is being depressed. S2 is provided. In step S2, the clutch switch 42
○In the FFJ state, that is, when the clutch operation signal SCL is not in a state indicating clutch pedal operation, step S3
The execution of is skipped and the contents of clutch flag FC are "
However, if it is determined in step S2 that the clutch switch 42 is in the rclJ state, step S3 is executed and the content of the clutch flag FC is set to "1". The main routine also includes a group of steps (not shown) for switching the shift position of the auxiliary transmission 10, and in accordance with the execution of these step groups, the operation of the mode changeover switch 44, the operation of the clutch pedal, A drive signal SS1 or SS2 for switching to a desired shift position, such as a power shift position or an economy shift position, is output to a solenoid 22 or 24 based on the temperature of hydraulic oil in the sub-transmission 10. . In addition, the detection switch 36
．． Based on the power shift position signal SPW or economy shift position signal SF, C from 38, the sub-transmission 10
A power mode indicator lamp 50 or an economy mode indicator lamp 52 to indicate the actual shift position in the
is driven to turn on, and the drive signal SSI or SS2 output for switching the shift position is stopped.

The main routine is provided with a step group for diagnosis, and when an abnormal state of the shift control device is detected, a message to that effect is displayed. The steps shown in FIG. 4 are included in the group of steps.

In FIG. 4, when step SDI is executed, it is determined whether the vehicle speed V has reached a predetermined constant value Vs from zero. Generally, in a vehicle where the gear position of the transmission is changed by a manual shift operation, a clutch operation is always required to reach a constant vehicle speed from a zero speed state. The constant value of vehicle speed Vs is set at a value that allows it to be determined that the vehicle speed has increased from zero by shifting the transmission accompanied by clutch operation. Step SDI
When it is determined that the vehicle speed V has reached a constant value Vs from zero, that is, it is determined that the vehicle has reached a constant vehicle speed VS based on the rotation signal SRV supplied from the rotation sensor 47 when the Kurasochi pedal is operated. If so, step SD2 is executed, but if not, the process returns to the main program.

In step SD2, the clutch flag FC
is "1" or not, in other words, when the vehicle speed ■ reaches a constant value vehicle speed Vs, the clutch switch 42
is turned "ON" and it is determined whether or not the crack operation signal SCL is stored in the storage means. clutch flag F
If it is determined that C is "1", the operation of the clutch switch 42 and the related wire harness etc. is normal, and the program is returned to the main program, but it is determined that the clutch flag FC is not "11". If so, step SD3 is executed and an abnormality display is performed. That is, even if it is determined that a latch operation is involved, such as in a state where the vehicle speed ■ reaches a constant value Vs from zero, the clutch switch 42 appears to be in the upper position.
, FJ, the clutch switch 42 or the clutch switch 42 such as a wire harness connected to it
It is determined that a failure related to this has occurred. In step SD3, the sound signal BC and the alarm signal CC are supplied to the buzzer 54 and the alarm display lamp 56, and the buzzer 54 generates an alarm sound indicating the occurrence of a failure related to the taratsusui/nochi.
The g indicator lamp 56 lights up to indicate the abnormality. Therefore, in this embodiment, steps SDI to SD3 are executed in the RAM provided in the controller 34 when a change in the vehicle state due to clutch operation is detected.
If the Kurasochi operation signal SCL is not stored in the storage means constituted by some of the flags, the display control means is configured to cause the abnormality display means to display an abnormality.

As described above, according to the present embodiment, the abnormality related to the clutch switch 42 is determined and displayed in the controller 34, so that the driver etc. can control the clutch pedal operation, which is an important requirement for a prescribed shift change operation. It is possible to easily know in advance that a failure related to the clutch switch 42 for performing detection has occurred.

Although one embodiment of the present invention has been described above in detail based on the drawings, the present invention can also be applied to other aspects.

For example, in the flowchart of FIG. 4 described above, step SDI may be replaced with a step of detecting whether the acceleration of the vehicle at a predetermined gear (for example, low gear) has become approximately zero.

The vehicle state in which the acceleration is approximately zero is associated with clutch operation, and can be clearly distinguished from a negative acceleration state such as when the accelerator pedal is released when the clutch is engaged.

Further, in the above-described embodiment, the vacuum tank 30, which should be provided with negative pressure, constitutes the pressure source, but it may be a pressure tank for positive pressure. In such a case, the pressure tank may be connected instead of the filter 32, and the filter 32 may be connected instead of the vacuum tank 30, or the pressure tank may be connected instead of the vacuum tank 30, and the electromagnetic switching valve The drive signal or the connecting piping may be reversed so that the operating conditions of 26°28 are reversed.

The above-mentioned embodiment is merely one embodiment of the present invention, and various modifications may be made to the present invention without departing from the spirit thereof.

[Brief explanation of drawings]

FIG. 1 is a diagram corresponding to claims of the present invention. FIG. 2 is a circuit diagram showing the configuration of an embodiment of the present invention. 3 and 4 are flowcharts illustrating the operation of the embodiment of FIG. 2. 10: Sub-transmission 22.24: Solenoid step SDI, SD2. Sn2: (Display control means)

Claims (2)

[Claims] (1) A shift that commands a desired shift position in a vehicle sub-transmission that is inserted together with a clutch in the power transmission path from the vehicle engine to the drive wheels and achieves multiple gears in response to the operation of a solenoid. Shift control of a type in which the auxiliary transmission is switched to the desired shift position by supplying a drive signal to the solenoid based on at least two signals: a command signal and a clutch operation signal representing a clutch operation output from a clutch switch. The apparatus includes: vehicle state detection means for detecting a change in vehicle state due to operation of the clutch; storage means for storing the clutch operation signal; abnormality display means for displaying an abnormality related to the clutch switch; and display control means for causing the abnormality display means to display an abnormality if the clutch operation signal is not stored in the storage means when a change in the vehicle state due to clutch operation is detected. Abnormality display device for transmission shift control device. (2) The vehicle state detection means detects the time when the speed of the vehicle reaches a predetermined constant value from zero as a change in the vehicle state due to the operation of the clutch. An abnormality display device for a shift control device for an auxiliary transmission according to paragraph 1.