JPS62195425A - Control device of engine on automatic transmission boarding vehicle - Google Patents

Abstract

PURPOSE:To prevent a sudden change and running performance in a running condition in the time of trouble by providing a trouble detecting means detecting a trouble time of an automatic transmission and a compensating means compensating an engine output according to a gear position controlled in the time of trouble. CONSTITUTION:A control unit 3 synthetically controls an automatic transmission 1 and an engine 2. A circuit 31 which drives and controls the automatic transmission 1 is contained in the control unit 3. A trouble detecting means 32 detecting a trouble time of the automatic 1 and a compensating means 33 compensating an engine output according to a gear position controlled in the time of trouble are contained. Accordingly, a sudden change and a change in a running condition can be controlled in the time of trouble.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Field of Application) The present invention relates to an engine control device for a vehicle equipped with an automatic transmission, and particularly to countermeasures against failure of the automatic transmission.

(Prior Art) In general, automatic gear shifting is equipped with a torque converter and a gear shifting mechanism operated by hydraulic pressure, and is controlled by a signal from a control unit that stores a gear shifting pattern set in advance according to the driving condition of the vehicle. Multiple solenoid valves built into the hydraulic circuit for driving the transmission are controlled to automatically shift gears. In such a vehicle equipped with an automatic transmission, the automatic transmission and the engine are controlled in an appropriate relationship, and furthermore, for example, JP-A It! As shown in Japanese Patent No. 156-96129, control is performed to improve running performance under normal conditions by reducing fuel consumption during upshifts to prevent torque shock. However, when the automatic transmission fails, the following problems occur.

In other words, if it becomes impossible to control the set gear position due to a failure of the solenoid valve, etc. mentioned above,
In addition to notifying the driver of this, it is necessary to take emergency measures such as driving the vehicle until the vehicle is moved to a repair shop. In this case, in the drive and control system of the automatic transmission, for example, when it becomes impossible to shift to 4th gear, it shifts to 3rd gear, and when it is impossible to shift to 1st gear, it shifts to 2nd gear. Conventionally, emergency measures have been taken to control the gear to another gear position, such as switching gears to third gear when it is impossible to shift to second gear. However, if the gear position changes due to a malfunction like this, the driving conditions will change accordingly, and the driving conditions may deviate from the driving conditions expected or the driving conditions requested by the driver may not be fully satisfied. There was a case. That is, for example, if the vehicle is controlled to the second speed when it is impossible to shift to the first speed as described above, the vehicle will start in the second speed, and the starting performance will be lower than that in the first speed. Furthermore, if a failure occurs while the vehicle is running at high speed in fourth gear and the vehicle is controlled to third gear, sudden engine braking will cause a driving shock.

(Object of the Invention) In view of the above-mentioned circumstances, the present invention provides an automatic transmission that enables relatively stable driving even when the automatic transmission is changed to a gear position different from the normal one due to a failure of the automatic transmission. It provides an engine control device for vehicles equipped with this system.

(Structure of the Invention) The present invention includes an automatic transmission that changes gears based on a preset gear shift pattern depending on the driving condition of the vehicle, and an automatic transmission that is unable to control the gear position to a set gear position. In a vehicle equipped with an automatic transmission, the gear position is controlled to a controllable gear position in the event of a failure of the transmission, and the gear position is controlled in the event of the failure, and the gear position is controlled in the event of the failure. and a correction means for correcting the engine output according to the engine output.

With this configuration, when the gear position is changed due to a failure in the automatic transmission, changes in the driving condition, etc. accompanying the change are compensated for by corrective control of the engine output.

(Embodiment) FIG. 1 shows the overall structure of an automatic transmission, an engine, and a control system therefor. In this figure, 1 is an automatic transmission, 2 is an engine, and 3 is a control unit that comprehensively controls the automatic transmission 1 and the engine 2. The above-mentioned automatic transmission tlll is composed of a gear transmission mechanism operated by a torque converter and a hydraulic drive mechanism, and a plurality of solenoid valves 4 incorporated in the hydraulic circuit of the drive mechanism are controlled by a control unit 3. In response, an actuator in the hydraulic circuit operates, thereby changing the gear position and performing a speed change. This automatic transmission 1 includes a vehicle speed sensor 5 that detects vehicle speed from the rotation of its output shaft, and an inhibitor switch 6 that detects neutral and parking states.
, a turbine rotation speed sensor 7 for detecting the turbine rotation speed of the torque converter is installed, and signals from these sensors are input to the control unit 3.

On the other hand, for the engine 2, a fuel system including an intake passage 8, an exhaust passage 9, a fuel injection valve 10, a fuel pump 11, etc., a spark plug 12, a distributor 13, etc.
An ignition system consisting of an igniter 14 and the like is leaked, and a throttle valve 15 is arranged in the intake passage 8. 16 is an air flow meter that detects the amount of intake air; 17 is a crank angle sensor attached to the distributor 13; 18 is a throttle opening sensor that detects the opening of the throttle valve 15; and 19 is provided in the antagonism passage 9. 02 sensors, and signals from these are also input to the control unit 3.

Furthermore, the control unit 3 includes a signal (1°2, D range signal) 2 that specifies the range of 1st speed, 2nd speed, or auto drive as a signal related to the automatic transmission 1.
1. A signal specifying power mode or economy mode, which will be described later, Q (P, E mode signal) 22, a signal 23 from a kickdown switch, a signal 24 from an overdrive cut switch, etc. are input. In addition to this,
Various signals necessary for controlling the automatic transmission l11 and controlling the engine 2 may be input into the control unit 1-3.

The control unit 3 then responds to various human forces,
A signal for controlling the automatic transmission 1 is output to the solenoid valve 4, while a signal for controlling the fuel system, ignition system, etc. of the engine 2 is output to the fuel injection valve 10, fuel pump 11, and igniter 1.
It is output to 4th grade.

Furthermore, when there is a failure in the automatic transmission 1, a failure display signal 25 for notifying the driver of the failure and a failure identification signal 26 for identifying the location of the failure are output.

The control unit 3 stores a shift pattern in which shift positions are preset according to vehicle running conditions such as vehicle speed and throttle valve opening. 1, a failure detecting means 32 detecting a failure when the gear position cannot be controlled to a set gear position, and a failure detecting means 32 for detecting the failure when the gear position cannot be controlled to a set gear position. A correction means 33 for correcting the engine output is also included. The failure detection means 32 includes a failure determination circuit that detects a failure in the solenoid valve 4 by checking the transmission state of the shift command signal, etc.;
It also includes means for detecting failures that cannot be detected by this circuit by internal processing as described below. The drive system of the transmission 1 receives the signal from the circuit 31 that controls the drive of the automatic transmission 1, and the drive system of the transmission 1 receives the command signal from the circuit 31 based on the detection of the failure, or controls the drive within the automatic transmission 1. The mechanism itself automatically moves gear A7 to another gear position.
It is designed to control the transmission mechanism. For example, when it becomes impossible to shift to 4th gear due to a failure of a particular solenoid valve 4, the shift is switched to 3rd gear, and when it becomes impossible to shift to 1st gear, the shift is switched to 2nd gear. The gear position is controlled to be the closest to the uncontrollable gear position, and if all the solenoid valves 4 fail (or the drive mechanism automatically enters the third gear position).

Further, at the time of the above-mentioned failure, the correction means 33 adjusts the advance value of the ignition timing related to the engine output and the fuel supply amount (fuel injection Q'' from the fuel injection valve 10) according to the controlled gear position.
< ) etc. are corrected and controlled. The correction jF control tmc by the correction means 33 is performed depending on the position of the gear that has become uncontrollable due to a failure and the situation at the time of the failure, as shown in a specific example below.

FIGS. 2 and 3 show the correction control g operation when the gear position of the high gear becomes uncontrollable during high-speed running. In other words, if the gear position is changed from 4th gear to 3rd gear due to a solenoid failure while driving at high speed, normal engine control would suddenly apply engine braking, which is not desirable. Therefore, in such cases, the engine output is corrected to increase according to the change in gear position. Specifically, the 4-speed automatic transmission 1
``C'' shows a case where 4th gear becomes uncontrollable.In addition to the processes shown in these figures, basic control of automatic shift 4!11 according to the driving condition based on the shift pattern,
Basic control of the combustion system and ignition system of the engine 2 is performed in the main routine, etc., but since these basic controls are conventionally known, they are omitted from the illustration.

In the routine shown in the flowchart of FIG. 2, information is received from the shift determination routine in the basic control of the automatic transmission 1 (step S1), and in step S2 it is determined that the automatic transmission 1 is currently in a state to be controlled to the fourth gear. If the result of the determination is No, the process returns to the main routine (step 83).

If the determination result in step S2 is YES, it is checked in step S4 whether or not the solenoid of the solenoid valve 4 for setting the fourth speed is malfunctioning. This determination is shown in Figure 3(a).
This is done based on information from the failure determination circuit as shown in the figure below. When the solenoid fails, the gear position is controlled to third speed by a command signal based on the failure detection or by automatic operation of the drive mechanism (step S5), and the processes from step 86 onwards are performed.

In step S6, it is checked for the first time whether or not the solenoid is turned ON.
In Step 7, the time Td until the start of correction is set in accordance with the delay in gear switching operation, and when the determination result in Step S6 is No, in Step S8, the above-mentioned time Td is decreased by the processing time of the routine. . Between ■ and 1 [d] above, the correction is started immediately before the actual gear change.
Make settings taking into consideration the following operational delays. That is, as shown in FIGS. 3(b) and 3(c), after the actuator of the drive mechanism moves from the fourth speed state to the third speed state,
Since there is a delay in the movement of the hydraulic system until the gear actually switches from 4th gear to 3rd gear, if the actuator moves in response to a command signal at the failure detection time t1 (Figure 3 (b)
(solid line) sets the above-mentioned time Td according to the delay of the above-mentioned hydraulic system. Also, the point at which the solenoid becomes inoperable [0
When the actuator moves automatically (dotted line in FIG. 3(b)), the above-mentioned time Td is set according to the time obtained by subtracting the delay in failure detection from the delay in the hydraulic system.

Next, in step S9, it is checked whether the vehicle speed is higher than a predetermined value or not. If the vehicle is running at a relatively low speed, sudden engine braking will not be applied even in third gear, so the main routine will proceed as it is. Return to

If the determination result in step S9 is YES, it is checked in step S10 whether or not the brake has been pressed. If the driver notices the malfunction and presses the brake, there is no need for correction, so the main routine continues as it is at this time. (See Figures 3(d) and (e)). If the judgment result in step S+o is No, the engine output correction process is performed, but in this case, there is a possibility that the gear position will change outside of the expected period due to failure detection timing, deviation in drive mechanism operation, etc. Taking this into consideration, in step S11 it is checked whether the gear position has changed depending on whether the rotation of the engine or turbine has suddenly increased W, and if the determination result is YES, the process moves to step S16, which will be described later.

If the determination result in step S11 is NO, step 1
Until the time Td becomes O as a result of the judgment in step 2, the process returns to the main routine, and when the time Td becomes O, the process moves to step S13 and changes the ignition timing advance value and fuel to the engine output direction. Correct to. In other words, Figure 3 (
As shown in d), the ignition timing is advanced and the fuel is adjusted in synchronization with the gear change. In this case, the third
As shown by the broken line in Figure (d), the advance angle value and the fuel may be gradually corrected. After gear cutting (
11 The correction may be canceled gradually.

Furthermore, if the determination result in step S4 is No, in order to detect a failure in the transmission that cannot be detected by the failure determination circuit, a check is made in step S14 to see if the rotation of the engine or turbine has suddenly increased. If the determination result is YES, it is checked in step S15 whether the engine operating state is steady or not, based on the throttle hearing level and the like.

If the rotation of the engine etc. suddenly slows down even in a steady state, this means that there is a malfunction, so the process moves to step S18, and otherwise returns to the main routine of 1.1. In step S16, the advance angle value and fuel are corrected according to the engine speed, and further in step S17
to control the gear position to 3rd speed.

With the above-described control, when the gear is switched from the fourth gear to the third gear due to a failure during high-speed driving, the engine output is increased and sudden engine braking is prevented.

Furthermore, FIGS. 4 and 5 show the correction control operation at the time of starting when it becomes impossible to shift to a lower gear position. In other words, if 1st gear is uncontrollable or 2nd gear is uncontrollable, the gear position at the time of starting is changed to the high gear side, which tends to delay the increase in vehicle speed and cause a sluggish start. Therefore, the engine output is corrected in this case.

In the routine shown in the flowchart of FIG. 4, information from the shift determination routine is received (step 520),
In step S21, the solenoid determines whether there is a failure or not.
If the determination result is No, the process returns to the main routine (step 522). The determination result in step S21 is YES
In this case, in step S23, it is checked whether the vehicle speed is lower than the set vehicle speed or the vehicle is stopped, and the determination result is YE.
In the case of S, it is checked in step S24 whether or not the second speed can be controlled. .

Then, if controllable to second gear is possible, the second gear is set, and the start and running fuel and advance angle values are corrected in second gear (step 525). In addition to switching to 3rd gear, starting in 3rd gear and fuel for driving,
The lead angle is corrected (step 526). The correction in step S25 or step S28 is performed in the direction of increasing the engine output, and the amount of correction is made larger in the case of third speed than in the case of second speed. d3, step S 23
If the result of the determination is No, the above correction is stopped by directly returning to the main routine. In the determination in step S23, hysteresis may be provided between the correction stop vehicle speed when the vehicle speed increases and the correction start vehicle speed when the vehicle speed is lowered.

Through such processing, as shown in FIGS. 5(a) to 5(C), in the event of a failure in which it is impossible to control the vehicle to the first or second gear, the vehicle speed will be maintained until the vehicle starts and reaches the set speed. The fuel and advance angle values are corrected in a direction that increases engine output, providing the driver with the desired performance. Also, if the vehicle speed exceeds the set speed, it is normal! Since the driving performance does not deteriorate significantly even if the vehicle is returned to i-R-U, the correction is stopped and an adverse effect on the engine is prevented.

In each of the above specific examples, both the ignition timing and the fuel are corrected, but only one is controlled by the correction amount Ut.
You may also make it +.

(Effects of the Invention) As described above, the present invention enables automatic gear shifting to be carried out when the automatic gear shifter is in a malfunction that makes it impossible to control to the set gear position.
Since the engine output is corrected according to the gear position being changed to a position different from the 7 position, it is possible to suppress sudden changes in running condition and changes in driving performance even in the event of the above-mentioned failure. This enables stable driving.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram showing an embodiment of the present invention, and FIG. 2 is a flowchart showing a specific example of correction f and II control when the gear position of the high speed gear becomes uncontrollable due to a failure during high-speed driving. Fig. 3 is a time chart of the correction control operation in this case, Fig. 4 is a flowchart showing a specific example of the correction control at the time of starting when the gear position on the low gear side becomes side disabled, and Fig. Correction control for cases 11! l]
This is a time chart of the production. DESCRIPTION OF SYMBOLS 1... Automatic transmission, 2... Engine, 3... Control unit, 10... Fuel injection valve, 14...
Igniter, 32... Failure detection means, 33... Correction means. Patent applicant Mazda Co., Ltd. Agent
People Patent Attorney Etsushi Kotani
Patent Attorney Chief 1) Masamukai Patent Attorney
Yasuo Itaya Figure 3

Claims (1)

[Claims] 1. Equipped with an automatic transmission that changes gears based on a preset shift pattern depending on the driving condition of the vehicle, and can be controlled in the event of a failure of the automatic transmission that makes it impossible to control to the set gear position. In a vehicle equipped with an automatic transmission that controls the gear position, the engine output is corrected according to the gear position controlled at the time of the failure, based on the detection means for detecting the time of the failure, and the output of the detection means. 1. A control device for an engine in a vehicle equipped with an automatic transmission, characterized in that a correction means is provided.