JPS6326451A - Malfunction detection device for integral control system for automatic transmission and engine - Google Patents

Abstract

PURPOSE:To detect malfunction of communication lines, by determining a pre scribed period of time in a region wherein control using various kinds of commu nication lines are not executed while an engine and an automatic transmission are controlled and repeating turning ON and OFF of the respective communica tion lines at least once in the period of time. CONSTITUTION:Even if signals are applied to respective control computers 7, 8 using communication lines 31-33, 41-43 during a period of time supposed to be a region wherein torque change control is not executed, it is not interpreted to be a throttle opening signal or an engine torque amount change signal. Each of the computer 7, 8 determines that if a signal transmitted from another computer is in an OFF state for a prescribed period of time, breaking of wire is caused and that if it is in an OFF state, short-circuit is caused so that a fail measure is taken and a waning (21) of it is given to a driver. Since the respective communicating wires are turned ON and OFF in a prescribed period of time, both the short-circuit and the breaking thereof can be securely detected.

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to a failure detection device for an integrated control system of an automatic transmission and an engine.

[Conventional technology]

Create a hydraulic λ control device! Automatic transmissions for vehicles are already widely known, which are configured to selectively switch the engagement state of the engagement device by rotating the friction lever to achieve one of a plurality of gears. . Furthermore, in such automatic transmissions for vehicles, various integrated control systems for the engine and automatic transmission have been proposed that change the engine torque during gear shifting (for example, Japanese Patent Laid-Open No. 55-69738). Changing the engine torque during gear shifting will affect each member of the automatic transmission, or
It is possible to control the amount of energy absorbed by the frictional engagement device. As a result, the shift can be completed in a short time and with a small shift shock, giving a good shift feeling with low driving noise, and improving the durability of the RF and friction engagement devices. Become. By the way, when configuring such a system, the control means that controls the engine, the 1LII that controls the automatic transmission, etc.
If the 111 means and furthermore the control means for changing the engine torque by a predetermined amount in accordance with the automatic gear shift are integrated, the computer will become too bulky and the cost will increase, and the storage space will be limited. Problems arise, such as being disadvantageous when mounted on a large number of vehicles. In addition, there are cases where engine torque control is not required due to the grade of the vehicle or the size of the engine output, so there are disadvantages to an integrated type when considering commonality and versatility. In view of this, a technique has been proposed in which these control means are distributed (for example, Japanese Patent Application No. 105543/1983).

[Problems to be Solved by the Invention] However, when the control means for controlling the engine and the control means for controlling the automatic transmission are configured separately, it is difficult to change the engine torque at the time of shifting. Various communication lines are inevitably required to communicate between both control means. Further, when such a communication line is provided, there is a problem that the communication line may be disconnected or short-circuited. As a result, in the case of a shift in which engine torque change control should normally be performed, a situation occurs in which the engine torque change control cannot be properly executed. When such a situation occurs, the absorbed energy group of the 1f drift engagement device on the automatic transmission side increases, which impairs the durability of the friction engagement device. Further, the problem arises that the shift time becomes longer and the shift is not completed in the accumulator's relaxation region, resulting in a greater shift shock. This is because, on the automatic transmission side, gear shift tuning specifications such as oil pressure are set with the expectation that the engine torque will be reduced to a predetermined value during the gear shift. Therefore, failures in these communication lines need to be detected as early as possible and without error. [Means for Solving the Problems] The present invention has been made in view of such problems, and the gist thereof is, as shown in FIG. 1, an engine control means for controlling an engine. , automatic transmission control means that is configured separately from the engine control means and controls the automatic transmission, the engine control uO means, and automatic transmission m [Ili! Various communication lines that communicate with the control means,
A failure detection device for an integrated control system of a self-help transmission and an engine, comprising means for determining a predetermined period of a control non-execution region in which the various communication lines are used; The present invention is provided with means for repeating ON-OFF of the communication line at least once, and means for detecting a failure of the communication line by the repetition.

[Operations and Effects of the Invention] In J3 of the present invention, a predetermined period of the non-execution area of control W in which each communication line is used is determined in detecting a failure. As a result, within this determined predetermined period, there is no room for any signal for performing the original iI control to enter the communication line. Therefore, there is no possibility that the signal output for failure detection will be confused with the signal for performing the original control, and error-free failure detection can be performed. Note that this predetermined period may naturally vary depending on the communication line for which failure detection is to be performed. Furthermore, since the various communication lines are turned ON and OFF at least once during the predetermined period, it is possible to accurately detect both short circuits and disconnections in the three communication lines. . In a preferred embodiment, the predetermined period of the non-execution region is when the ignition switch of the engine is turned on.
A certain amount of light is selected from . The time required for failure detection is extremely short. Therefore, by selecting a certain period from the time when the engine's ignition switch is turned on as the predetermined period of the non-execution region, the signal for executing the original control and the output for fault detection can be set. There will be no interference between the signals received. That is, this period of constant IMI can be specifically set when the engine is in a cranking state, so a signal for original tI control, for example, a signal for changing engine torque, is input during this period. This is because it is thought that there is no risk of this happening. Furthermore, if failure detection is performed within a certain period of time after the ignition switch is turned on, failures in various communication lines can be detected in advance before starting operation. Note that the non-execution region may also be, for example, when the throttle opening is less than or equal to a predetermined value. This is because when the throttle opening is less than a predetermined value, engine torque is generally not changed during gear shifting. In this case, if the throttle opening reaches a predetermined value or more within a predetermined time, the failure detection may be stopped at that point. Also, a preferred embodiment is to generate a warning when said failure is detected. By doing this,
As soon as a failure is detected, it can be communicated to the driving team. [Embodiment] Although there are various possible cases in which the self-help gear and the engine are integrally controlled, here, explanation will be given using engine torque change control during gear shifting as an example. FIG. 2 is an overall schematic diagram of an integrated automatic transmission and engine control device to which the present invention is adopted. The engine 1 and automatic transmission 2 are well known. The engine 1 is controlled by the engine control computer 7 to inject fuel at its injection valve 19.
The ignition timing in Company A and the distributor 20 is controlled, so that an engine output corresponding to the accelerator opening and engine rotational speed can be obtained. Further, in the automatic transmission 2, the solenoid valves 81 to S3 in the hydraulic control device 3 are controlled by the automatic transmission control computer 8.
As a result of changing the oil passage in the hydraulic control 8 position 3, the engagement state of each 1f friction engagement device is selectively changed, and a gear position corresponding to the vehicle speed and accelerator opening degree can be obtained. There is. That is, the engine control computer 7 has the engine rotation speed detected by the engine rotation sensor 9, the intake b11
? intake air amount by sensor 10, intake air temperature sensor 11
intake air temperature according to the throttle sensor 12, throttle opening according to the throttle sensor 12, vehicle speed according to the vehicle speed sensor 13, engine water temperature according to the engine water temperature sensor 14, brake switch 15
Brake ON signals are input. The engine control computer 7 determines the fuel injection DI In and ignition timing based on these signals. In addition, this engine control rule computer 7 includes:
The signal lines that transmit the solenoid signals of the solenoid valves 81 to S2 that are ON-FF controlled by the automatic transmission control computer 8, and the three signal lines 41 to 43 that transmit the engine torque change signal are also tightened. This information is used to determine when to shift the automatic transmission and to control the retardation during gear shifting. On the other hand, automatic transmission controller 1 Herol computer 8 has
In addition to the signals from the vehicle speed sensor 13, engine water temperature sensor 14, brake switch 15, etc., the shift lever position is determined by the shift position sensor 16, and the fuel efficiency Φ is determined by the pattern select switch 17. , a signal indicating permission to shift to overdrive by the overdrive switch 18 is input. Further, a throttle opening signal is inputted from the engine control computer 7 via communication lines 31 to 33. Based on these signals, the automatic transmission control computer 8 controls the electromagnetic valves 81 to 81 so that the gear position corresponding to the vehicle speed and accelerator opening is changed by 1 to 7.
S2 is turned ON-OF a, II M. Note that the solenoid valve S3 is used for engaging the lock-up clutch. FIG. 3 shows a control flow for failure detection in the apparatus of the above embodiment. Note that this control flow is executed in parallel in each computer 7.8. First, when the ignition switch is turned on, each computer 7.8 starts. Simultaneously with the start of both controllers 1-roll computer 7.8, a timer is started (steps 1 and 2). Then, in step 104, the value of flag F is queried. This flag F is a flag for determining a predetermined time t^ after the ignition switch is turned on. Since it is initially set to zero, the process proceeds to step 108, where it is determined whether the timer has reached a predetermined time (^).
If it is determined "No", the process proceeds to step 110, flag F is set to 1, and the process returns to step 104. As a result, the next step is to proceed from step 104 to step 106, in which a preset signal such as that shown in FIG. 4 is sent to the automatic transmission control computer 8 via the throttle opening signal lines 31 to 33. , and are transmitted to the engine control computer via engine torque change m signal lines 41-43, respectively. This transmission continues until it is determined in step 108 that the timer t has reached 8 for a predetermined period of time. This predetermined time t^ is preferably set to a time during which the engine is in a cranking state. During this period, it is unlikely that a shift accompanied by a change in engine torque is required, so it can be considered as a non-execution area for torque change control. Of course, during this predetermined time t^, even if signals such as those shown in FIG. Do not interpret this as a throttle opening signal or engine torque change a signal. When the predetermined time t^ has elapsed, the process proceeds to step 112. In step 112, both control computers 7
．． 8, if the signals sent from other computers 8.7 are OFF for a predetermined time [^, the wire is disconnected, and the signal is ON.
If it is, it is determined that there is a short circuit and the process proceeds to step 114. Moreover, if the ON-OFF state as shown in FIG. 4 is repeated, it is determined to be normal and this flow is ended. When it is determined in step 112 that there is a short circuit or a disconnection, countermeasures against 7 yells are taken in step 114, a warning to that effect is given to the driver in step 116, and this flow is ended. In this case, as a fail measure,
For example, the engine control computer 7 side does not execute retard control at all no matter what signal is sent as a change signal, while the automatic transmission control computer 8 side lowers the shift point to reduce the amount of energy absorption. Measures can be taken to reduce this. Note that countermeasures against mutual failure are not limited to the countermeasures described above, such as completely prohibiting changes in engine torque and changing the shift point to a correspondingly lower value. For example, when transmitting a large point retard for changing the engine torque using three engine [・lux change ■ signals @41 to 43], three engines are sent with the promise shown in Figure 5. By predetermining ON/OFF of the communication lines 41 to 43 and the ignition retard amount, it becomes possible to perform engine torque control according to the disconnection state of the communication lines 41 to 43. In this case, on the automatic transmission side, the shift point may be lowered by the amount that the engine torque change control cannot be performed completely. The results of failure determination on the engine control computer side and failure determination on the automatic transmission control computer side can be communicated to each other by setting up one communication line, respectively, and the results can be communicated to the other control computer side. It becomes possible to take measures against failures. In this embodiment, failure detection was performed when the engine was in the cranking state, but failure detection was performed during a "predetermined period of the non-execution area" of the original control.
In that case, anytime is fine.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the gist of the present invention, and FIG. 2 is a block diagram showing the gist of the present invention.
FIG. 3 is a schematic block diagram of a vehicle port (d) integrated control device for a transmission and an engine in which an embodiment of the present invention is adopted.
A flowchart showing the control flow in the above device, FIG.
Diagram showing an example of a repetitive signal for detecting a fault, No. 5
The figure is a diagram showing an example of transmitting the ignition retard angle using three communication lines. 7... Engine control computer, 8...
Automatic transmission control computer, 31-33...
- Throttle opening signal line, 41-43...Engine torque change opening signal line.

Claims (3)

[Claims] (1) An engine control means for controlling the engine, an automatic transmission control means for controlling an automatic transmission and configured separately from the engine control means, and communication between the engine control means and the automatic transmission control means. A failure detection device for an integrated automatic transmission and engine control system comprising various communication lines, comprising means for determining a predetermined period of a control non-execution area in which the various communication lines are used; , means for repeating ON-OFF of the various communication lines at least once, and means for detecting a failure of the communication line by the repetition, a failure of an integrated control system for an automatic transmission and an engine, characterized in that the system includes: Detection device. (2) The automatic transmission and engine integrated control system according to claim 1, wherein a certain period from turning on the ignition switch of the engine is selected as the predetermined period of the non-execution region. failure detection device. (3) A failure detection device for an integrated automatic transmission and engine control system according to claim 1 or 2, which issues a warning when the failure is detected.