JPS6298059A - Automatic speed change control device - Google Patents

Abstract

PURPOSE:To perform a fail-safe process, by providing such an arrangement that a guaranteeing means controls normal solenoids when an abnormality detecting means detects one of solenoids which is abnormal. CONSTITUTION:A solenoid control means 4 controls a solenoid M1 along predetermined shift pattern and shift lock pattern in accordance with detected values by a vehicle speed detecting means M2 and a load detecting means M3. When an abnormality detecting means M5 detects that at least one of solenoids is abnormal, a guaranteeing means M6 controls normal solenoids to establish a predetermined speed change condition. Accordingly, it is possible to prevent a shift into an inappropriate speed change condition due to a failure of a solenoid.

Description

DETAILED DESCRIPTION OF THE INVENTION Object of the Invention [Field of Industrial Application] The present invention provides an automatic transmission control device, in particular, drive control of a shift solenoid and a lock-up solenoid based on shift pattern data and lock-up pattern data. The present invention relates to a fail control system of an automatic transmission control device which controls an automatic transmission according to a combination pattern of shift 1 to solenoid drive state and lock-up solenoid drive state.

[Prior Art] Automobiles equipped with automatic transmissions generally shift gears based on a shift pattern that is set in advance based on the correlation between the traveling speed and the speed of the engine load. The vehicle is equipped with an automatic transmission control device that determines the position to be shifted down or shifted up, and controls the automatic transmission. As a further improvement to this type of vehicle, a lock-up solenoid is operated to release the transmission of engine power to the torque converter when in overdrive, and instead lock-up, i.e., mechanically connects the engine output directly to the automatic transmission. 2. Description of the Related Art There is known an automatic transmission control device that eliminates power transmission loss in a torque converter.

Control of these automatic transmission devices has been performed by driving and non-driving a plurality of solenoids provided in the automatic transmission device, such as a shift solenoid and a lock-up solenoid.

[Problems to be Solved by the Invention] However, if at least one of the plurality of solenoids becomes disconnected or short-circuited and fails, the speed change process based on a predetermined shift pattern or the lock-up process based on a lock-up pattern cannot be performed. Processing becomes impossible. As a result, inappropriate speed change processing and the like are performed. That is, for example, when the gear is shifted up from the first gear range to the overdrive range, a sudden drop in output occurs and the acceleration performance deteriorates, whereas when the gear is shifted down from the second gear range to the first gear range. This causes sudden deceleration.

As described above, there has been a problem in that the running performance and ride comfort of the vehicle deteriorate due to the failure of the solenoid.

Furthermore, locking up only when in overdrive is not necessarily a good idea considering the driving characteristics of a car; for example, in the case of an automatic transmission with four forward speeds, it is not necessarily a good idea to lock up only when in overdrive. Depending on the correlation between the traveling speed and the throttle opening degree, lock-up may be preferable in terms of fuel economy.

SUMMARY OF THE INVENTION An object of the present invention is to provide an automatic transmission control device that performs fail-safe processing that is effective in maintaining the driving performance and ride comfort of a vehicle when at least one of a plurality of solenoids provided in the automatic transmission device fails. .

[Means for solving the problem] The present invention, which was made to solve the problem described in F, is as illustrated in FIG. 6, as shown in FIG. a plurality of solenoids M1 that perform lock-up control of the I and lock-up mechanisms; vehicle speed detection means M2 that detects the speed of the vehicle; load detection means M3 that detects the engine load of the vehicle; The solenoid M is activated according to the vehicle speed and the engine load according to a predetermined shift pattern and lock-up pattern.
solenoid control means M4 for controlling driving/non-driving of the plurality of solenoids M1; abnormality detection means M5 for detecting individual abnormalities of the plurality of solenoids M1; and when abnormality detection means M5 detects an abnormality of at least one solenoid. controls the driving/non-driving of normal solenoids other than the one in which an abnormality has been detected,
The gist of the present invention is an automatic transmission control device comprising: a guaranteeing means M6 for setting the automatic transmission to a predetermined speed change state in response to an abnormality in the solenoid.

[Function] As illustrated in FIG. 6, the automatic transmission control device of the present invention adjusts the intermediate speed detected by the vehicle speed detection means M2 according to a shift pattern and a lockup pattern that are predetermined in relation to the vehicle speed and engine load. and load detection means M3
A solenoid control means M4 drives or de-drives a plurality of solenoids M1 of the automatic transmission according to the detected engine load.
When the abnormality detecting means M5 detects an abnormality in at least one solenoid, the guaranteeing means M6 controls the driving/non-driving of normal solenoids other than the solenoid in which the abnormality has been detected, and automatically It functions to set the transmission to a predetermined speed change state depending on the abnormality of the solenoid.

That is, when a solenoid in the automatic transmission malfunctions, normal solenoids other than the malfunctioning solenoid are controlled to shift to a predetermined shift state.

Accordingly, the automatic transmission control system of the present invention acts in response to a solenoid failure to prevent the automatic transmission from shifting into an undesired transmission state. The technical problems of the present invention are solved by each component of the present invention acting as described above.

[Example] Hereinafter, one embodiment of the present invention will be described based on the drawings.

FIG. 1 shows the configuration of an embodiment of a shift control system for an automobile to which an automatic shift control device according to the present invention is applied.

In the figure, 1 is an automatic transmission, 2 is an automatic transmission control II device, and a shift solenoid (hereinafter referred to as 1st shift 1 to solenoid) 3 of the automatic transmission 1 and other shift solenoids (
Hereinafter, it will be referred to as the second shift solenoid. ) 4 and the lock-up solenoid 5, 3 is the first shift solenoid, and the second shift solenoid 4 is used to control the 1st speed region, 2nd speed region, 3rd speed region or 4 is a second shift solenoid that selects and specifies the overdrive region, and 5 is a lock-up solenoid that drives a lock-up means (not shown) arranged in parallel with a torque converter (not shown). 6 is a key switch, 7 is a key switch, and selects either to control and transmit the engine output to the output shaft side via a torque converter or to directly connect and transmit it to the output shaft side without going through a torque converter. Brake switch, 8 is a brake lamp, 9 is a pattern select switch, which is used by the driver to select a desired driving mode from three types of driving modes, namely normal mode, power mode and economy mode, 10 is a throttle sensor. A slot that has one idle contact and three gray contacts and corresponds to a combination pattern of three gray contacts] ~
11 is the vehicle speed sensor 4 (hereinafter referred to as the 1st
It is called a vehicle speed sensor. ), which outputs the first traveling speed signal SP1 corresponding to the speedometer drive pulse signal, and 12 is a vehicle speed sensor (hereinafter referred to as the second width sensor), which is connected to the output shaft of the automatic transmission. 13 is a shift lever switch which generates a pulse signal with a frequency corresponding to the traveling speed, that is, a second traveling speed signal SP2, and 13 is a shift lever switch for reverse range (R range), drive range (D range) and lowest speed. Low range (L
range), with a second range (S range),
14 is a constant speed running control device which outputs an overdrive cut signal, that is, an O/D cut signal when a deceleration of 10 km/h or more occurs while the vehicle is running in an overdrive region; 15 is an engine control device; A device that outputs a signal to prohibit lock-up when the engine is low temperature, 1
Reference numeral 6 represents a tester connected to the automatic transmission control device 2 when performing diagnosis. Further, in the automatic transmission control device 2, 17 is a CPU and a rh.

M, a microcomputer consisting of RAM, 18 a constant voltage circuit, 19 an input buffer, 20 a reset circuit, 2
Reference numeral 1 represents a crystal generator, 22, 23 and 24 represent an output stage and disconnection/short circuit detection circuit, respectively, and 25 represents a diagnosis output buffer 7, respectively.

When the key switch 6 is turned on, the constant voltage circuit 18 is activated and the reset circuit 20 is activated to reset the microcomputer 17 and the output buffers /-22, 23, and 24.

The microcomputer 17 has a memory section ROM, a RAM, and a processing section CPU, and the memory section ROM is shown in FIG.
> to FIG. 2 <C> and lockup pattern data corresponding to the lockup patterns shown in FIG. 3 (A> to FIG. 3(C)) are prepared in advance. It is stored.

Here, the shift pattern shown in FIG. 2 (A> is a pattern that is selected when the driving mode is normal mode or economy mode and determines the shift position, and the stepped solid line corresponding to the symbol 1-2 in the figure is the pattern that determines the shift position. Similarly, the stepped solid line corresponding to 2-3 and the stepped solid line corresponding to 3-0/D represent the upshift position that determines the upshift from the 1st speed region to the 2nd speed region. 2-1.3 represents the upshift position 1 to 1, which determines the upshift from the 2nd speed region to the 3rd speed region, and the upshift point, which determines the upshift from the 3rd speed region to the overdrive region. -25 and O/D-3 respectively, the stepped broken lines indicate downshifts from the 2nd gear area to the 1st gear area, from the 3rd gear area to the 2nd gear area, and from the overdrive area to the 3rd gear area. It shows the downshift i position that determines the downshift i position.Furthermore, the shift 1 to
The pattern is selected when the driving mode is power mode and determines the shift position.
) The shift pattern shown in the figure is a pattern selected when the driving mode is power mode and the S range is selected by the shift lever switch 13, so that the highest speed is limited to the third speed range. be. And the stepped solid lines and broken lines in FIG. 2(B) and FIG. 2(C) and ]-2, 2-3, 3-0/D, 0
/D-3, 3-2, 2-1 are shown in Figure 2 (
This corresponds to what was mentioned above in A). As is clear from Figure 2 (B), the power mode shift pattern is as follows:
The entire shift position is located to the right in the drawing compared to the normal mode or economy mode shift pattern, and is configured to be shifted when the traveling speed is high.

On the other hand, the lock-up pattern as shown in Figure 3 (A> is a pattern that is selected when the driving mode is normal mode and determines the lock-up position,
The solid line corresponding to 3 represents the lock-up on position where the lock-up solenoid 5 is actuated while the automatic mode is running in the 2nd speed range, and similarly the solid line corresponding to the other symbols 3ON and O/DON respectively The lock-up on position for operating the lock-up solenoid 5 when driving in the third speed region and the lock-up on position for operating the lock-up solenoid 5 when traveling in the overdrive region are not shown. Also, the code 20F[, 3OFF and O/DOFF
The dashed lines corresponding to the 2nd and 3rd gears are respectively
This shows the lock-up-off position where the lock-up solenoid 5 is released when the vehicle is running in the speed region and in the overdrive region.

Furthermore, the lock-up pattern as shown in FIG. 3 (B) is a pattern that determines the lock-up position selected when the driving mode is the economy mode, while the lock-up pattern as shown in FIG. This pattern is selected when the -E mode is in the power mode, or when the S range is selected by the shift lever switch 13 when the mode is in the normal mode. and Figure 3(B) and Figure 3(C)
Solid line, broken line and 2ON, 3ON, 0/DON
, 2OFF, 3OFF, and O/DOFF correspond to those described above in FIG. 3 (A>).

It goes without saying that these [1 pick-up patterns] are set in consideration of the relationship between shift 1 and processing based on the shift pattern, the magnitude of engine torque, and lock-up interaction.For example, when an automatic transmission is When the first speed range is selected, each pattern is set to prevent lock-up in any driving mode to prevent engine stalling and knocking, and the shift position in economy mode is set to normal mode for all speed ranges. The lock-up position is set to a lower speed side than the lock-up positions that are opened during power mode and power mode. That is, in the economy mode, lock-up-on and lock-up-off occur at relatively low speeds, making it possible to realize economical driving even more effectively.

Next, an example of the processing operation of the arithmetic processing section of the microcomputer 17 will be sequentially explained with reference to the flowchart shown in FIG. 4 (A>).

F-1 First, after performing initial live processing (step 100), the second
Based on the travel speed signal SP2, a vehicle speed (SF3) calculation process (step 102) is performed to calculate the travel speed.

This arithmetic processing is performed using as a parameter the number of clocks calculated by the i RQ (SF3) interrupt routine (after) in flowchart 1. shown in FIG. 4(B).

1 to 2 Next, it is determined whether 1Qmsec has elapsed or not (step 104), and if it has not yet elapsed, timer processing is performed (step 110), but if it has elapsed, a predetermined flip-flop is inverted. (Step 106
) After indicating that the CPU is in a normal state, it is possible to take in the switch input (step 10B). Therefore, the pattern select switch 9, the throttle sensor 10.
Output signals from the first vehicle speed sensor 11, shift lever switch 13, constant speed cruise control device 14, and engine control device 15 are inputted from an input buffer 719.

Next, timer processing is performed to specify the timing of various processes to be performed by the CPU (step 110) F-3 Next, vehicle speed (SPI) calculation processing is performed based on the first traveling speed signal SPI from the first vehicle speed sensor 11. Then, the running speed is calculated (step 112).

F-4 Next, perform sudden accelerator processing, that is, when the accelerator pedal is suddenly released in the lock-up on state, the lock-up is turned off and the off state is maintained for 0.1 seconds (Stella 7114) F- 5 Then, based on the output signals from shift 1 to lever switch 13 taken in as described above, the shift lever is operated and a judgment is made (step 11).
6) When the shift lever is set to the L range and a buy decision is made, the shift lever [processing ( After performing step 118), shift judgment processing (step 13) is performed.
Move on to 2).

F-6 On the other hand, when the shift lever is not set in the shift range and a buy decision is made, the L decision is delayed (step 1).
20), it is still 0.5 since the L range was reretted.
sec has not elapsed or not, and if a buy decision is made while the L decision is delayed, perform the above-mentioned shift 1 to lever processing (
Step 118) and then shift judgment processing (Step 13).
Move on to 2). On the other hand, if a buy decision is made that is not delayed, pattern reach processing (step 122) is performed, in which shift pattern data corresponding to the shift patterns shown in FIGS. 2(A> to 2(C)) and FIG. ＞The lock-up pattern data corresponding to the lock-up pattern shown in FIG.
4) That is, based on the O/D cut signal from the constant speed driving control device 14, a process is performed to determine whether or not to forcibly downshift from the overdrive area to another driving area, and then shift 1 is performed. ~Lever S judgment (step 126
). In this step (Step 12G), the output signal from the shift lever switch 13 is used to determine whether the shift 1 lever is in the S range.
When a buy decision is made in the range reflex 1~, the shift lever 8 process (step 128), that is, the shift pattern data J- read out in the pattern reach (step 122) described above.
3 and lockup pattern data, the data related to the overdrive area is invalidated, and only the data related to each area of the 2nd speed area and 3rd speed area is used in shift judgment (step 132) and lockup processing (step 134), which will be described later. Process it into data. Then, the process moves to shift judgment processing (step 132>).On the other hand, if a buy judgment is made that the shift lever is not set in the S range, the process moves to a judgment that the S judgment is delayed (step 130).
If it is determined that the purchase is delayed, the process proceeds to the shift determination process (step 132) through the above-mentioned shift 1 to lever S processing (step 128), and if it is determined that the purchase is not delayed, the shift determination process is directly executed (step 132). Move to.

The F-7 shift judgment process (step 132) uses the shift pattern data searched by the pattern reach process (step 122) described above, the traveling speed data calculated by the vehicle speed (SF3) calculation process (step 102) described above, and the throttle sensor. Based on the throttle opening data corresponding to the throttle opening signal from 10 and the driving mode data corresponding to the driving mode designation signal from pattern select switch 9, it is determined whether to shift up or down, or to shift up or down. Decide whether to perform any of the down steps.

In this case, vehicle speed (SF3) calculation process (step 102)
The travel speed data calculated by the second vehicle speed sensor 12
If it is determined that the data is inaccurate due to a malfunction or the like, other traveling speed data used in the line by the above-mentioned SPI calculation (step 112) is substituted.

F-8 Next, lock-up processing (step 134), that is, locking is performed based on the lock-up pattern data read out by the pattern search processing (step 122) described above, throttle opening data, driving mode data, and driving speed data. It is determined whether to perform lock-up on or lock-up off, or whether to perform neither lock-up on nor lock-up off. To be more specific, the driving mode is normal mode, and the S range is
When a range other than L range is specified, see Figure 3 (
A> Lock-up processing is performed based on the lock-up pattern shown in the figure. To give one example, the intersection of the output shaft rotation speed and the throttle opening is a solid line corresponding to 3ON while driving in the 3rd speed region. When the boundary line is on the right side, the lock-up solenoid 5 is turned on, and when the above-mentioned intersection point is on the left side with the broken line corresponding to 3OFF as the boundary line, the lock-up solenoid 5 is turned off. When the intersection point is still located within the area surrounded by the solid line corresponding to 3ON and the broken line corresponding to 3OFF, the lock-up solenoid 5 is maintained in the previous driving state, that is, the on state or the off state. When the vehicle is running in the second speed range or the overdrive range, lockup processing similar to the lockup processing when the vehicle is running in the third speed range described above is performed.

However, when the vehicle is running in the first speed range, the lockup process is not performed because it is undesirable to perform the lockup process in terms of power transmission as described above, and the lockup process is not performed during other driving modes for the same reason.

When the driving mode is the economy mode, lock-up processing is performed based on the lock-up pattern shown in FIG. When the range is selected, lockup processing is performed based on a lockup pattern as shown in FIG. 3(C).

Each of these lockup processes is performed in the same way as the lockup process based on the lockup pattern data as shown in FIG.

F-9 Next, fail heave processing (step 136) is performed. This process will be explained below. Schiff 1 ~ Solenoid 3
．． 4 and Schiff 1~ have a relationship as shown in Table 1 below.

However, in Table 1, solenoid S1 represents the first shift solenoid 3, and solenoid S2 represents the second shift solenoid 4. When both solenoid S1 and solenoid S2 are operating normally, each solenoid S
The driving state of S1 and S2 is set to 17 UitL in advance so that the relationship with the shift is as shown in Table 1. For this reason, if a failure occurs in solenoid S1 or solenoid S2, resulting in a short-circuit or disconnection condition, there will be cases where a shift occurs or a downshift is performed according to the pattern in Table 1 at the same time as the failure occurs, and this upshift may occur, for example, when the first gear is shifted. If it goes from the range to the overdrive range, the output power will drop suddenly and sufficient acceleration will not be obtained.
On the other hand, if the downshift is from, for example, the second speed range to the first speed range, a sudden deceleration will occur. Taking this point into account, in order to minimize the driving disturbance as much as possible, as shown in Table 2 below, when a failure occurs, the transition to the failure shift is masked, and the shift to the control shift is forcibly performed. This is to prevent undesired upshifts or downshifts such as. Here, the detection circuit for detecting a failure of the solenoid is shown in FIG.
4, and its specific configuration is as shown in FIG.

This detection circuit not only simply detects a failure, but also determines the drive state of the solenoid based on the input signal from the microcomputer 17, that is, the solenoid drive control signal.

The configuration and processing operation of this circuit will be sequentially explained below. In Figure 5, 3.4.5.17.22.23 and 2
4 corresponds to the same reference numerals shown in FIG. 1, and 26 is a power supply transistor that supplies drive current to the solenoid 3.4 or 5. 27 is a control transistor that receives an input signal from the microcomputer 17, that is, drives the solenoid. The transistor 29 is a detection transistor whose switching is controlled by a control signal and which controls the switching of the power supply transistor 26 via a transistor 28. It detects the normal state, short-circuit state, and disconnection state of the solenoid 3.4 or 5, and outputs the solenoid state signal to a microcontroller. computer 1
7, 30 is a bypass transistor 1~transistor, which turns on when a short circuit failure occurs in solenoid 3.4 or 5, turns off the power supply 1~transistor 26, and protects the power supply transistor 26 from overcurrent destruction. each represents. In order to maintain the driving state of the solenoid 3.4 or 5 from the inactive state to the OFF state, the micro combi coater 17 outputs a high level signal as a solenoid drive control signal. In other words, this high-level signal maintains the control i to transistor 27 in the on state, the transistor 28 in the off state, the power supply transistor 26 in the off state, and the solenoid 3.4 or 5 in the off state. will be maintained. When the solenoid 3.4 or 5 is in a normal state while the solenoid 3.4 or 5 is in the off state, the detection transistor 29 is maintained in the off state, so a high level value signal continues to be output to the microcomputer 17 as a solenoid state signal. On the other hand, when a disconnection occurs in the solenoid 3.4 or 5, the detection transistor 29 turns on, so that a low level signal is output to the microcomputer 17. Therefore, the microcomputer 17 can determine that a disconnection failure has occurred in the solenoid 3.4 or 5 from the occurrence of the level reversal of the solenoid status signal. On the other hand, the occurrence of a short failure can be detected as follows.

When the solenoid 3.4 or 5 is maintained in the off state, the solenoid 3.4 in the microcomputer 17
Or, if it is determined that 5 should be inverted to the on state, that is, the operating state, a low level value signal is input from the microcomputer 17 as the solenoid drive control signal.

This low-level signal turns off the control transistor 27, turns on the transistor 28, turns on the power supply 1 transistor 26, and turns on the solenoid 3.4.
Or 5 is turned on. If the solenoid 3.4 or 5 is in a normal state at this point, the power supply transistor 2
Since the detection transistor 29 is turned on due to the rise in the collector voltage accompanying the turning on of the solenoid state signal, the solenoid state signal is inverted to the l]-level value. On the other hand, if the solenoid 3.4 or 5 is short-circuited at the above-mentioned time point, an overcurrent flows through the power supply transistor 26, and the forward voltage between the pace emitters of the bypass transistor 30 increases, turning on the bypass transistor 30, and the power supply transistor 26 turns on. Since the solenoid 3.4 or 5 is turned off, the power supply to the solenoid 3.4 or 5 is stopped and kept in the off state, and the power supply transistor 26 is protected from overcurrent. Further, since the detection transistor 29 is still maintained in an off state because the collector voltage of the power supply transistor 26 does not rise sufficiently, the solenoid state signal is still maintained at a high level value. Therefore, the microcomputer 17
Since the solenoid status signal is still maintained at a high level value without inversion, it is determined that a short circuit failure has occurred, and a high level value signal is output as the solenoid drive control signal. Thereafter, the microcomputer 17 periodically outputs a pulse signal having a pulse width, that is, a low level value time width of about 1 m5eC, as a solenoid drive control signal in order to investigate whether the short circuit failure has been recovered. If the solenoid 3.4 or 5 is still in a short-circuit state at the time of inputting this pulse signal, a circuit operation similar to that when the solenoid drive control signal is inverted to a low level value as described above is performed, and the detection transistor 29 is maintained off, so the solenoid status signal remains high. On the other hand, if the solenoid 3.4 or 5 is restored to its normal state at the time of falling, the power supply transistor 26 is turned on and maintained in the on state, and the solenoid 3.4 or 5 is reversed and maintained in the on state. At the same time, the detection transistor 29 is turned on and maintained in the on state.

Therefore, since the solenoid status signal is inverted and maintained at a low level value, the microcomputer 17 can determine that the solenoid 3.4 or 5 has recovered from the shorted state. Then, the microcomputer 17 outputs a low level signal as a solenoid drive control signal to operate the restored solenoid 3.4 or 5.

Furthermore, the fail-safe processing (step 136) explained above
) is actually a process that uses the solenoid status signal detected at the solenoid output (step 138) during the previous main routine execution as judgment data to determine the solenoid drive control signal to be output during the current main routine execution. , solenoid drive control signal output processing is performed at the next solenoid output (step 138).

F-10 Next, the solenoid output (step 13B) is executed to output the first shift lens according to the solenoid drive pattern determined in the shift judgment (step 132), lockup processing (step 134), and failsafe (step 136) as described above. 3 and a shift solenoid drive control signal to the second shift solenoid 4,
A lock-up solenoid drive control signal is output to the lock-up solenoid 5. Accordingly, these drive control signals determine the drive state of the solenoids 3.4.5 as described above.

F-11 Next, diagnosis processing (step 140)
Do the following.

In this process, it is first determined whether the traveling speed is less than 9 km/h or more than 9 km/h, and then
km/h and if solenoid 3.4 or 5 is faulty, the diagnosis output buffer 25
The output voltage, that is, the control output voltage, is maintained constant at 8V, and if the traveling speed is less than 9 km/h, the solenoids 3.4 and 5 are normal, and the vehicle speed sensor 11 or 12 is malfunctioning, the control output voltage is maintained at a constant OV, and if the traveling speed is less than 9 km/h, solenoids 3.4 and 5 are normal, and vehicle speed sensors 11 and 12 are normal, the voltage increases from OV to 8 V in proportion to the throttle opening. output,
For example, it is determined that OV should be output when it is fully open and the idle contact is on, 1V when it is fully open and the idle contact is off, and 8V when it is fully open. On the other hand, the driving speed is 9km/h
If this is the case, it is determined that a voltage proportional to the shift should be output as shown in Table 3 below. However, in Table 3, I/U corresponds to the case where the lock-up solenoid 5 is required to be in the on state, and 1st speed L/U corresponds to the case where the lock-up solenoid 5 is required to be in the on state, and 1st speed L/U corresponds to the case where the lock-up solenoid 5 is required to be in the on state.
This corresponds to a state in which a pseudo lock-up occurs due to the shift solenoid 3 and lock-up solenoid 5 being short-circuited.

Table 3 These "F11 cutting results are stored as data in the storage section RA.
It is stored in M and used in the diagnosis output '1lfiJ' (step 304) in the timer interrupt routine to be described later.

In other words, this diagnosis process (step 140
) is the timer interrupt routine's diagnosis output processing (
This can be considered as pre-processing, ie, internal processing, of step 304). Note that each of the above control output voltages is expressed as an analog voltage value obtained by converting a pulse voltage of about 30 Hz into an analog voltage level by selecting a duty ratio.

In this way, in the main routine, the processes and operations of F-C to F-11 described above are repeatedly performed.

FIG. 4(B) shows a flowchart of the i RQ (SF3) interrupt routine and the timer interrupt routine, which are performed in addition to the main routine described above. Both interrupt routines will be explained below.

The iRQ interrupt routine starts a series of processes at the rise or fall of the second traveling speed signal SP2, which is repeatedly input from the second vehicle speed sensor 12.

That is, first, register saving processing (step 200) is executed to save the contents of the data in the register into a predetermined register, and then it is determined whether or not there is a timer interrupt (step 202). When it is determined that there is a timer interrupt, the process shifts to the timer interrupt routine, performs each process and operation after the TH(-OFIn! process (step 302) shown in the figure) in the timer interrupt routine, and then interrupts as described below. Execute interval count determination (step 204).On the other hand, if it is determined that there is no timer interrupt, interrupt interval count determination (step 204>) is executed to determine, for example, whether the interrupt interval is less than 4 times or is 4 times. If it is determined that the interrupt interval is 4 times, the clock number calculation process (
Step 206) That is, a process of counting the number of clocks from the previous process to the current process is executed. In other words, the time width from when the first note pulse signal is input to when the fifth note pulse signal is input is calculated.

The number of clocks counted by this operation G1ff1 (step 206) is used as a parameter for vehicle speed calculation in the vehicle speed (SF3) calculation process (step 102) of the main routine described above. After executing the clock number calculation process (step 206) or after determining that the interrupt interval is less than 4 times by determining the number of interrupt intervals (step 204), the vehicle speed sensor 1-11
Diagnosis processing (step 208) regarding this is performed.

Then set the saved data to the original register (
step 316). In this way, in the iRQ interrupt routine, the second traveling speed signal from the second vehicle speed sensor 12 @
The first vehicle speed sensor 11 generates parameters for calculating the vehicle speed (SF3) based on 3p2.
Diagnosis processing related to

On the other hand, when a timer interrupt occurs at a predetermined timing, for example, at a time interval of 1.7 m5ec, a timer interrupt routine is executed for each timer interrupt.

First, the register save process (step 300) is executed, the illustrated TH+-0FH process (step 302), that is, the process that initializes the timer value of the reference clock, and the diagnosis output process (step 304), that is, the main routine and iRQ Based on the data obtained by executing the diagnosis process (step 140.degree. 208) of the input routine, a process is performed so that the control output voltage having the corresponding voltage level value can be outputted from the diagnosis output buffer 725 to the outside. Diagnosis and a signal indicating that the CPU is in normal operation are then output (step 306), iTM←iTM+1(
Step 308) That is, a process is performed to store the number of timer interrupts during one cycle of the main routine, and iRQT
M←i RQTM+1 (step 310), that is, the process of adding the vehicle speed calculation timer is performed, and SP1 sampling process (step 312), that is, the first traveling speed signal SPI from the first speed sensor 11 is sampled and the above-mentioned process is performed. The data is used as data for the SPI calculation step in the main routine, and a process for performing diagnosis regarding the second vehicle speed sensor 12 is executed. Then, it is determined whether the interrupt is a timer interrupt or an iRQ interrupt. In the former case, the saved register is restored (step 316), and the series of processing is completed. The process moves on to determining the number of interrupt intervals in the interrupt routine (step 204), and the processes after this (step 204) are performed in the same manner as described above. In this way, in the timer interrupt routine, the signal from the first vehicle speed sensor 11 @SP1
is sampled to generate data for the SP1 calculation step, and at the same time performs diagnosis for the signal SP2, and further outputs information related to the diagnosis processing to the diagnosis output buffer 25, and outputs the information to the CPU
outputs Wa indicating that it is operating normally.

In addition, throttle sensor 1 is used to detect engine load.
Instead of 0, other detectors such as a negative pressure sensor that detects the intake negative pressure in the intake pipe may be used.

As explained above, this embodiment is configured to perform fail-safe processing, so it is possible to sufficiently and easily prevent deterioration in driving performance and ride comfort caused by upshifting or downshifting due to solenoid failure, and Since lock-on engagement can be prohibited in the first speed range, the vehicle can maintain good running condition even if the solenoid fails.

Furthermore, as part of fail-safe processing, the vehicle speed sensors are duplicated, so that if one vehicle speed sensor fails, the other sensor can be used as a backup, which improves reliability in maintaining driving performance.

Additionally, the automatic transmission is controlled based on the optimal combination of shift pattern and lock-up pattern selected according to the set driving mode, reducing energy loss in the torque converter and improving power transmission efficiency. By doing so, fuel consumption efficiency can be improved.

In summary, according to this embodiment, diagnosis for the solenoid of an automatic transmission is possible! 2! Since the self-diagnosis of the solenoid is performed appropriately, it is possible to detect a faulty power point at an early stage, and the maintainability of the automatic transmission is improved.

Effects of the Invention As described in detail above, according to the present invention, even when a solenoid installed in an automatic transmission fails, the control is performed to maintain a predetermined gear shift state, so that even if a solenoid installed in an automatic transmission fails, control is performed so that a predetermined gear shift state is achieved. This has the excellent effect of preventing a transition to an inappropriate gear shift state and suppressing a sudden deterioration of the vehicle's driving performance and ride comfort.

Further, even if the solenoid fails, the vehicle is shifted to a predetermined gear shift state to ensure the running performance of the vehicle, so it is possible to improve the durability and reliability of a vehicle that does not have an automatic transmission.

[Brief explanation of drawings]

Figure 1 is a configuration diagram of an embodiment of the present invention, Figures 2 (A) and (B)
), (C) is a graph showing the shift pattern,
Figures 3 (A>, (B), and (C) are graphs showing the lockup pattern, Figures 4 (A) and (B) are flowcharts showing the control, and Figure 5 is the failure detection. 6 is a basic configuration diagram conceptually illustrating the contents of the present invention. Ml...Solenoid M2...Vehicle speed detection means M3...Load detection means M4... -Solenoid control means M5...Abnormality detection means M6...Security means 1...Automatic transmission device 2...Automatic transmission control device 3.4...Shift L-Solenoid 5...Lock-up solenoid 10 ...Throttle sensor] No. 11...First speed sensor 12...Second vehicle speed 17...Microcomputer 22.23.24...Output stage and disconnection/short circuit detection circuit

Claims (1)

[Scope of Claims] 1. A plurality of solenoids that perform switching control of a transmission mechanism and lock-up control of a lock-up mechanism of an automatic transmission; a vehicle speed detection means that detects the speed of a vehicle; and a vehicle speed detection means that detects an engine load of the vehicle. load detection means; and solenoid control means for controlling driving/non-driving of the solenoid according to the vehicle speed and the engine load according to a predetermined shift pattern and lockup pattern related to the vehicle speed and the engine load. , abnormality detection means for detecting individual abnormalities in the plurality of solenoids; and when the abnormality detection means detects an abnormality in at least one solenoid, driving or deactivating normal solenoids other than the solenoid in which the abnormality has been detected. An automatic transmission control device comprising: a guarantee means for controlling the drive and setting the automatic transmission to a predetermined transmission state according to the abnormality of the solenoid.