JPS63231041A - Control device for electronic automatic transmission - Google Patents

Abstract

PURPOSE:To easily check the operation in a steady pattern at the time of inspecting the operation of an automatic transmission after completing the assembly of a vehicle by enabling the canceling of the detection signal of a specific operating condition through the irregular operation of a specific operating element. CONSTITUTION:After completing the assembly of a vehicle, even when an automatic transmission is in a specific operating condition with a speed change control and a lock-up control being changed to a control different from all ordinary control, at the time of the inspection, etc. of the normal operation of the automatic transmission in that condition, prior to this, a specific operating element is operated by an irregular operation, i.e., an operating procedure which will not be carried out in an ordinary traveling condition, which is detected by an irregular operation detecting means 102. On receiving the output of the means 102, a cancel means 103 cancels the detection signal of the specific operating condition. Thereby, even in a specific operating condition, an ordinary control is not changed enabling all the speed change control and lock-up control to be carried out, and any failure can be immediately detected after completing the assembly of a vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a control device for an electronic automatic transmission that is mainly installed in an automobile and that automatically changes gears depending on the operating conditions of the automobile and engine. It is.

(Prior Art) Conventionally, when a vehicle is assembled on a vehicle production line, the equipment installed on the vehicle is inspected for normal operation to confirm that there are no malfunctions. ing.

By the way, as described in Japanese Patent Publication No. 53-4589, an automatic transmission installed in a vehicle has a function such that when the engine is cold and the temperature of the engine cooling water is low,
There are known devices that prohibit upshifting to a high speed gear.

(Problem that 511 Mei attempts to solve) However, when inspecting the normal operation of the upshift control of an automatic transmission having the above-mentioned functions after the assembly of the vehicle is completed, it is necessary to Due to the function that prohibits operation, it is necessary to wait for the engine temperature to rise and then perform the inspection after warm-up has been completed, which reduces inspection efficiency and requires time spent waiting for the engine to warm up on the vehicle mass production line. The above-mentioned factors that make inspection difficult are not limited to the case where upshifting is prohibited when the engine is cold, but also apply when downshifting and lockup are prohibited when the engine is cold.

Therefore, when inspecting such operations, in order to enable upshifting, downshifting, and lockup operations even when the engine is cold, for example, regarding the sensor that detects the engine coolant temperature, its detection No. 43 is transmitted to the CPU, etc. By interposing a cover in the signal line manually input to the controller, the cover is opened (removed) during normal operation inspection to prevent the input of the cooling water temperature signal to the second controller.

It is conceivable to have the controller determine that the engine has warmed up and enable operations such as upshifting. It is also conceivable to provide a dedicated test switch, change the processing of the controller, and enable operations such as upshifting. However, this method requires an extra coverlet or switch for inspection only, which has the drawback of increasing costs. Also, after the inspection.

- There is a risk of forgetting to open the cover or switch.

The present invention has been made in view of this point.

A specific driving state detecting means for detecting a specific driving state of the vehicle, and a system that receives the output of the specific driving state detecting means and performs shift control or lock-up control in the specific driving state. : When inspecting the operation of the automatic transmission after the assembly of the vehicle is completed, etc., in an electronic automatic transmission having a control means for changing the control to a control different from the control at t.

By enabling all transmission control and lock-up control, it is possible to immediately inspect the normal operation of the vehicle after assembly is completed, and it is possible to easily detect automatic transmission failures even under specific driving conditions. The purpose of the present invention is to provide a control device for an electronic automatic transmission.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides an amorphous operation detection means for detecting an amorphous operation of a specific operation element in the electronic automatic transmission as described above.

A canceling means receives the output of the atypical operation detecting means and cancels the output of the specific driving state detecting means when the specific operation element is operated in an atypical manner.

(Function) Even if the automatic transmission is in a specific operating state after vehicle assembly is completed, and the shift control and lock-up control are changed to a control different from normal control, the automatic transmission in that state When inspecting the normal operation of a transmission, etc., if a specific operating element is operated in a non-standard manner, that is, in an operating procedure that would not be operated under normal driving conditions, it is necessary to The operation detecting means detects the operation, and upon receiving the output thereof, the canceling means cancels the detection signal of the specific operating state. Therefore, even in specific driving conditions, all gear shift control and lock-up control can be performed without changing the normal control. Failures can be easily detected.

(Example) Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows the overall configuration of an electronic automatic transmission according to the present invention. This electronic automatic transmission includes a torque converter 2 connected to an output J shaft 1 of an engine, and a A transmission gear mechanism 3 is provided.

The torque converter 2 has a pump 4. It includes a turbine 5 and a stator 6, and the stator 6 is supported by a transmission case 8 via a one-way clutch 7.

The speed change gear mechanism 3 has a base end connected to the output shaft l of the engine.
A solid shaft 10 is fixed to the transmission gear mechanism 3 and has a distal end extending through the center of the transmission gear mechanism 3 for driving an oil pump 9 disposed on a side wall of the transmission gear mechanism 3. On the outside of this solid shaft 10, a hollow turbine shaft is connected at its base end to the turbine 5 of the torque converter 2, whose distal end extends to the side wall of the speed change gear mechanism 3, and is rotatably supported by the side wall. 13 are provided. A Ravigneau-type planetary gear unit 14 is provided on this turbine shaft 13, and this planetary gear unit 14 is connected to a small-diameter sun gear 15, and a large-diameter planetary gear unit 14 arranged on the side of the small-diameter sun gear 15 far from the engine. diameter sun gear 16, long pinion gear 17, short pinion gear 18, and ring gear 1
It consists of 9. First and second clutch devices 20, 21 are arranged in parallel on the side of the planetary gear unit 14 that is far from the engine.

The first clutch device 20 is a clutch for forward running, and connects and disconnects power transmission between the small diameter sun gear 15 and the turbine shaft 13 via the first one-way clutch device 22.

On the other hand, the second clutch device 21 connects and disconnects power transmission between the small diameter sun gear 15 and the turbine shaft 13. Radially outwardly of the second clutch device 21,
A first brake device 23 is arranged. The first brake device 23 is a band brake, and includes a brake drum 23il connected to the large-diameter sun gear 16 and a brake band 23b applied to the brake drum. A third clutch device 24 is disposed radially outward of the first clutch device 20 and on the side of the first brake device W123.
Reference numeral 4 denotes a clutch for backward running, which connects and disconnects power transmission between the large-diameter sun gear 16 and the turbine shaft 13 via the brake drum 23a of the first brake device 23.

Radially outward of the planetary gear unit 14,
A second brake device 25 is arranged to engage and disengage the carrier 14a of the planetary gear unit 14 and the case 3a of the transmission gear mechanism 3.

Between the first and second brake devices 23,25, the carrier 14 is arranged in parallel with the second brake device 25.
A second one-way clutch device 26 for engaging and disengaging the case 3a and the case 3a is disposed n. A fourth clutch device 27 is disposed on the side of the planetary gear unit 14 on the engine side to connect and disconnect dynamic power transmission between the carrier 14a of the planetary gear unit 14 and the turbine shaft 13. An output gear 28 connected to the ring gear 19 is disposed on the side of the fourth clutch device 27 on the engine side, and the output gear 28 is attached to an output shaft.

Further, the turbine shaft 13 is configured to be directly connected to the output shaft l of the engine without going through the torque converter 2 by a lock-up clutch 29 as required.

The transmission gear mechanism 3 having the structure described above has four forward speeds and one reverse speed, and includes the first to fourth clutch devices 20, 21, 24, 27 and the first to second brake devices 23.
．． Table 1 shows the operational relationship between each gear position, clutch, and brake in one or more configurations in which a desired gear position can be obtained by appropriately operating the gears 25.

51 is a controller that receives the outputs of a throttle sensor 52 that detects the throttle valve opening and a turbine sensor 53 that detects the turbine rotation speed as a vehicle speed sensor, and accordingly controls the 1-2 solenoid valve 54, the 2-3 solenoid valve 55, and A control means lot is activated which controls the 3-4 solenoid valve 56 and performs shift control and lock-up control via the hydraulic control circuit 57.

Further, the controller 51 controls the control means 101 which receives the output of the water temperature sensor 58 which detects the engine cold state as a specific operating state via the canceling means 103 described later, when the engine is cold, unlike normal control. , speed change control, and lock-up control are prohibited.

59 is a self-reset type hold switch that fixes to a constant state in each driving range state, 60 is a mode switch that selectively switches between power mode and economy mode, and these switches 59 and 60 (specific operating elements) are controlled by the controller. It is linked to 51. In addition, both these switches 5
9. A non-standard operation detection means 102 for detecting the non-standard operation of 60, that is, an operation using an operation procedure that would not be performed in a normal driving state, and the non-standard operation detection means 102
Cancellation method 1 for canceling the output J of the water temperature sensor 58 when both switches 59 and 80 are operated in a non-standard manner in response to the output of
32103, the controller 51 has. In addition,
Table 2 shows the relationship between each range and each mode.

The above non-standard operation detection means 102 and cancellation means 10
3 is configured as shown in FIG. 2, for example. That is, the hold switch 59 and the mode switch 6 are controlled by the first and second control circuits 61 and 62 and the first AND circuit 63.
The non-standard operation detection means 102 that detects the non-standard operation of 0 receives the output of the non-standard operation detection means 102 through the third control circuit 64 and the second AND circuit 65 and operates the hold switch 5.
9 and mode switch 60 are respectively configured to cancel the output of the water temperature sensor 58 as a specific driving state detection means.

In FIG. 2, first, when the hold switch 59 is turned on, a signal at the mls level is inputted to the first control circuit 61, but since it is inverted and inputted, 11 Q T
The signal from the mode switch 60 is not cleared and passes through as is.

The mode switch 60 is "0" when in economy mode.
When in the power mode, a signal of "1" level is outputted, so when the hold switch 59 is turned on and switched to the power mode, the first control circuit 61 outputs a "1" level signal. .

Once the hold flag input to the second bullet control circuit 62 is switched to the hold mode, it becomes No. 13 at the '0'' level. 59
If you keep pressing , it will not switch to hold mode, so press “
A signal at the l'' level is output.

Therefore, when a "1" level signal is input from the 1-car control circuit 61, 62 to the first AND circuit 63, the corresponding LAN
The D circuit 63 outputs a "0" level signal, which causes the third control circuit 64 to also output a "0" level signal, and when the signal from the water temperature sensor 58 is cold, it becomes "1".
level, but it is canceled by the "0" level No. 43 from the third control circuit 64, so the second AN
The water temperature flag output from the D circuit 65 is at the "0" level. Therefore, by using the water temperature flag instead of the signal from the water temperature sensor 58.

Cold signals are ignored and treated the same as warm conditions.

Further, if the non-standard operation is not performed, the third control circuit 6
4 outputs a "1" level signal, so the water temperature flag output from the second AND circuit 65 at the same time as cooling is "1".
For example, in the D range state, control is performed based on the power mode, economy mode, and hold mode shift diagrams shown in Figures 3 to 5. , L/Ll indicates lockup.

With the above configuration, first, before turning on the ignition switch, the hold mode switch 59 is pressed (kept pressed), and then the engine is started.

Operate the mode switch 60 to change from economy mode to power mode. If it is already in power mode, first change to economy mode and then change to power mode.

After that, the suppression of the hold switch 59 is released.

As a result, the cold signal from the water temperature sensor 58 is ignored until the ignition switch is turned off next time.
Control similar to that in the warm state is possible. Therefore, all speed change control and lock-up control can be performed and inspections thereof can be performed.

In the above embodiment, the hold switch 59 and the mode switch 60 were used in combination as specific operation elements.
In addition, when the accelerator pedal is released,
An idle switch that is set to N and a kickdown switch that is set to ON when the throttle opening is fully open are used in combination as specific operating elements, and when both of them are turned on, the controller 51 detects the cold signal of the water temperature sensor 58. may be canceled.

(Effects of the Invention) As described above, the present invention makes it possible to cancel the detection signal of a specific driving state by a non-standard operation of a specific operating element, so when inspecting the operation after vehicle assembly is completed, All gear shift control and lock-up control can be performed even when the vehicle is in operation, and operation in a steady pattern can be easily checked.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention, in which Fig. 1 is an overall configuration diagram showing a control device for an electronic automatic transmission, Fig. 2 is a circuit diagram showing an example of a control means, and Fig. 3 is a state in D range. FIG. 4 is a shift diagram of the economy mode in the D range state, and FIG. 5 is a shift diagram of the hold mode in the D range state. 2... Torque converter, 10... Speed change gear mechanism, 51... Controller, 54...
...1-2 Solenoid valve, 55...2-3
Solenoid valve, 56...3-4 solenoid valve,
57...Hydraulic control circuit, 58...Water temperature sensor, 59...Hold mode switch, 6
0... Mode switch, 101... Control means, 102... Non-standard operation detection means, 10
3...Cancellation method. 2nd closed vehicle speed (km/h) Figure 3 Vehicle speed (km/h) Figure 4 Vehicle speed (km/h) Figure 5

Claims (1)

[Claims] (1) Specific driving state detection means for detecting a specific driving state of the vehicle, and changing the shift control or lock-up control to a control different from normal control when the specific driving state is in response to the output of the specific driving state detection means. In an electronic automatic transmission, the electronic automatic transmission has a non-standard operation detecting means for detecting a non-standard operation of a specific operation element, and an output of the non-standard operation detecting means that detects the specified operation when the specific operation element is operated in an irregular manner. A control device for an electronic automatic transmission, comprising canceling means for canceling the output of the state detecting means.