WO2021054396A1

WO2021054396A1 - Gear position failure detection device

Info

Publication number: WO2021054396A1
Application number: PCT/JP2020/035272
Authority: WO
Inventors: 淳士渡辺
Original assignee: 株式会社ケーヒン
Priority date: 2019-09-20
Filing date: 2020-09-17
Publication date: 2021-03-25
Also published as: JP7299118B2; JP2021046935A; DE112020004458T5

Abstract

In this gear position failure detection device (1), a clutch state estimation unit (17g) includes a release area value calculation unit (17i) for calculating, on the basis of the output of a crank angle sensor (21), the value of a release area which is defined by the rotation speed of an engine and the valve opening degree of an intake control valve provided in the engine, and in which a main clutch (61) may be disengaged or half-clutched. When the throttle opening degree calculated on the basis of the output of a throttle opening degree sensor (22) deviates from the release range, the clutch state estimation unit (17g) determines that the main clutch (61) is connected, and allows the failure determination unit (17h) to execute a failure determination.

Description

Gear position failure detector

The present invention relates to a gear position failure detection device, and more particularly to a gear position failure detection device that detects a failure of a gear position sensor that detects a gear position of a driving force transmission device mounted on an automobile and provided with a manual multi-stage gear ratio switching mechanism. ..

In recent years, the operating state of an engine, which is an internal combustion engine mounted on an automobile such as a motorcycle, includes an engine rotation speed sensor that detects the rotation speed of the engine, an engine temperature sensor that detects the temperature of the engine, and an intake control valve provided in the engine. It is generally electronically controlled based on the output from various sensors such as a valve opening sensor for detecting the valve opening of the engine and an intake pressure sensor for detecting the intake pressure in the intake pipe provided in the engine. However, as one of such various sensors, a gear position sensor that detects the gear position of a driving force transmission device provided with a multi-stage gear ratio switching mechanism provided between the engine and the driving wheels is often used. There is.

The gear position detected by the gear position sensor is, for example, one of the important parameters for electronically controlling the operating state of the engine because the amount of fuel supplied to the engine is controlled accordingly. In order to determine whether or not the gear position sensor is operating normally, it has become an important matter for controlling the operating state of the engine to accurately detect the failure.

Under such circumstances, Patent Document 1 measures the average value of the amount of time change of the gear ratio with respect to the gear position determination method for determining the gear position based on the gear ratio obtained from the engine speed and the vehicle speed at the time of deceleration. A configuration for determining a gear position based on whether or not the absolute value of the value is equal to or higher than a predetermined threshold value is disclosed.

Further, Patent Document 2 relates to a first gear position calculation means for determining a gear position from data of a gear position sensor, a vehicle speed pulse sensor, an engine rotation speed sensor, and a gear position sensor with respect to a fuel injection control device for an internal combustion engine. The second gear position calculation means for determining the gear position based on the data of the vehicle speed pulse sensor and the data of the engine rotation speed sensor, the gear position determined by the first gear position calculation means, and the second gear. A configuration including a gear position selection means for determining a gear position based on a logical product with a gear position determined by a position calculation means is disclosed.

Japanese Unexamined Patent Publication No. 04-171352 Japanese Unexamined Patent Publication No. 2006-316665

However, according to the study of the present inventor, in the configuration disclosed in Patent Document 1, the gear position is determined based on the gear ratio obtained from the engine speed and the vehicle speed, but the manual multi-stage gear ratio switching mechanism When detecting the gear position of the driving force transmission device provided with the above, for example, when the driver disengages the clutch and goes down a slope, the correlation between the engine speed and the vehicle speed is broken. There is room for improvement because it is possible that an accurate judgment cannot be made with the gear ratio obtained from them.

Further, according to the study of the present inventor, in the configuration disclosed in Patent Document 2, the first gear position calculation means for determining the gear position from the data of the gear position sensor, the data of the vehicle speed pulse sensor, and the engine rotation speed sensor The second gear position calculation means for determining the gear position based on the above data is used, and it can be applied not only to the determination of the gear position but also to the failure detection of the gear position sensor. Regarding the configuration, the situation described in Patent Document 1 occurs, and there is room for improvement in determining the gear position and detecting the failure of the gear position sensor.

Further, according to a further study by the present inventor, if a misjudgment occurs in the determination of the gear position or the failure detection of the gear position sensor when the driver disengages the clutch and goes down the slope, It is conceivable to use the output of the clutch switch that can detect the engagement and disengagement of the clutch, but the output of a general clutch switch is a simple on / off signal, and the so-called half-clutch state cannot be detected. It may not be possible to say that using a switch is a sufficient countermeasure.

The present invention has been made through the above studies, and is a gear position that accurately detects a failure of a gear position sensor that detects the gear position of a driving force transmission device mounted on an automobile and provided with a manual multi-stage gear ratio switching mechanism. An object of the present invention is to provide a failure detection device.

In order to achieve the above object, the present invention is a gear position failure detection device that detects a failure of a gear position sensor that detects a gear position of a driving force transmission device mounted on an automobile and having a manual multi-stage gear ratio switching mechanism. It is connected to the first gear position calculation unit that calculates the gear position from the output of the gear position sensor, the output of the vehicle speed sensor that detects the vehicle speed from the rotation speed of the drive wheels of the automobile, and the drive force transmission device. A second gear position calculation unit that calculates an estimated gear position based on the output of an engine rotation speed sensor that detects the rotation speed of the engine, and the gear position and the first gear position calculated by the first gear position calculation unit. When the estimated gear position calculated by the gear position calculation unit of 2 is compared with the estimated gear position and the estimated gear position does not match, the failure determination unit determines that the gear position sensor has failed. The clutch state estimation unit includes a clutch state estimation unit that estimates whether or not a clutch mechanism that interrupts the transmission of driving force between the engine and the driving force transmission device is connected. Is a region defined by the rotational speed of the engine and the valve opening degree of the intake control valve provided in the engine, and is a region in which the clutch mechanism may be disconnected or in a half-clutch state. The clutch state estimation unit has a release area value calculation unit that calculates a release area value in a release range that is equal to or greater than the lower limit value of the release region and is less than or equal to the upper limit value based on the output of the engine rotation speed sensor. When the valve opening degree calculated based on the output of the valve opening degree sensor that detects the valve opening degree deviates from the release range, it is determined that the clutch mechanism is connected. The first aspect is to allow the failure determination unit to execute the failure determination.

Further, in the present invention, in addition to the first aspect, the release area value calculation unit is driven from the engine to the drive transmission device in response to the rotation speed of the engine and via the clutch mechanism. The release range is calculated so as to include the non-transmission valve opening, which is the valve opening that is assumed that no force is transmitted, and the release range is the first with respect to the rotation speed of the engine. The range is set between the estimated threshold value and the second estimated threshold value, the first estimated threshold value is set to a value obtained by adding a positive predetermined value to the non-transmission valve opening degree, and the second estimated threshold value is the said. The second phase is to set the value by adding a negative predetermined value to the non-transmission valve opening degree.

Further, in the present invention, in addition to the second aspect, the release region value calculation unit may be set in advance in response to the rotation speed of the engine and in response to a plurality of reference atmospheric pressures. The release range is calculated based on the atmospheric pressure correction reference opening degree, and the non-transmission valve opening degree is the plurality of atmospheric pressures detected by the atmospheric pressure sensor provided in the automobile. The third aspect is that the value is interpolated by the value between the atmospheric pressure correction reference openings of.

According to the gear position failure detection device according to the first aspect of the present invention, the clutch state estimation unit is a region defined by the rotation speed of the engine and the valve opening degree of the intake control valve provided in the engine. , The release area value in the release range above the lower limit of the release area and below the upper limit, which is the area where the clutch mechanism may be disengaged or half-clutched, is determined based on the output of the engine rotation speed sensor. When the clutch state estimation unit has a release area value calculation unit to calculate and the valve opening degree calculated based on the output of the valve opening degree sensor that detects the valve opening degree deviates from the release range, the clutch mechanism Is determined to be in the connected state and the failure determination unit is allowed to execute the failure determination. Therefore, the gear position sensor is surely failed only when the clutch mechanism is connected. The detection can be determined. As a result, it is possible to prevent an erroneous determination from occurring in the gear position sensor that detects the gear position of the driving force transmission device provided with the manual multi-stage gear ratio switching mechanism.

Further, according to the gear position failure detection device according to the second aspect of the present invention, the release region value calculation unit is driven from the engine to the drive transmission device via the clutch mechanism in accordance with the rotation speed of the engine. The release range is calculated so as to include the non-transmission valve opening, which is the valve opening that is assumed that no force is transmitted, and the release range is the first estimated threshold value and the second with respect to the engine speed. The range between the estimated threshold and the estimated threshold is set, the first estimated threshold is set to a value obtained by adding a positive predetermined value to the non-transmission valve opening, and the second estimated threshold is set to a negative predetermined value for the non-transmission valve opening. Since the value is set to the sum of the values, it is possible to calculate the release range for determining that the clutch mechanism is connected so as not to increase the calculation load.

Further, according to the gear position failure detection device according to the third aspect of the present invention, the release region value calculation unit is preset in accordance with the rotational speed of the engine and in response to each of a plurality of reference atmospheric pressures. The release range is calculated based on the plurality of atmospheric pressure correction reference openings, and the non-transmission valve opening degree is based on the atmospheric pressure detected by the atmospheric pressure sensor provided in the automobile. Since it is a value that is interpolated by the value between the atmospheric pressure correction reference opening, the calculation accuracy of the non-transmission valve opening for defining the release range for determining that the clutch mechanism is connected. It is possible to improve the accuracy of failure detection for detecting the failure of the gear position sensor.

FIG. 1 is a block diagram showing a configuration of a gear position failure detection device according to an embodiment of the present invention. FIG. 2A is a schematic cross-sectional view showing a driving force transmission device including a manual multi-stage gear ratio switching mechanism to which the gear position failure detection device according to the present embodiment is applied. FIG. 2B is a schematic view in which the disengagement region of the clutch mechanism applied to the gear position failure detection device in the present embodiment is defined by the engine speed and the throttle opening degree. FIG. 3 is a time chart showing the operation of the gear position failure detection device according to the present embodiment. FIG. 4 is a schematic view showing a non-transmission line in the disengagement region of the clutch mechanism applied to the gear position failure detection device in the present embodiment for each reference atmospheric pressure.

Hereinafter, the gear position failure detection device according to the embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

〔Constitution〕
First, the configuration of the gear position failure detection device according to the present embodiment will be described with reference to FIGS. 1 and 2A and 2B.

FIG. 1 is a block diagram showing a configuration of a gear position failure detection device according to the present embodiment. Further, FIG. 2A is a schematic cross-sectional view showing a driving force transmission device including a manual multi-stage gear ratio switching mechanism to which the gear position failure detection device according to the present embodiment is applied, and FIG. 2B is a schematic cross-sectional view according to the present embodiment. It is a schematic diagram which defined the release area of the clutch mechanism applied to a gear position failure detection device by engine rotation speed and throttle opening degree.

As shown in FIG. 1, the gear position failure detection device 1 in the present embodiment is mounted on an automobile such as a motorcycle and is composed of an electronic control device such as an ECU (Electronic Control Unit). The gear position failure detection device 1 includes a waveform shaping circuit 11, an A / D (Analog to Digital) converter 12, a waveform shaping circuit 13, an A / D converter 14, an A / D converter 15, a memory 16, and a CPU ( It is equipped with a Central Processing Unit) 17.

The waveform shaping circuit 11 shapes the waveform of the electric signal that is the electric signal detected by the crank angle sensor 21 and indicates the crank angle of the engine (internal combustion engine) of the automobile, and the electric signal thus shaped is sent to the CPU 17. input.

The A / D converter 12 A / D converts an electric signal detected by the throttle opening sensor 22 and indicating a valve opening (throttle opening) of an intake control valve provided in an automobile engine. Then, the electric signal converted to A / D in this way is input to the CPU 17.

The waveform shaping circuit 13 is an electric signal detected by the drive wheel vehicle speed sensor 23, and shapes the waveform of the electric signal indicating the rotation speed (drive wheel vehicle speed) of the drive wheels of the automobile, and the electric signal shaped in this way. Is input to the CPU 17.

The A / D converter 14 is an electric signal detected by the gear position sensor 24, and is an electric signal that indicates the gear position of a driving force transmission device that is provided with a manual multi-stage gear ratio switching mechanism and is connected to an automobile engine. The signal is A / D converted, and the electric signal thus A / D converted is input to the CPU 17.

Here, the driving force transmission device provided with the manual multi-stage gear ratio switching mechanism means a wet and manual transmission with a clutch mechanism such as a friction multi-plate type, and for example, a dog as shown in FIG. 2A. A type transmission can be shown.

In the dog-type transmission T shown in FIG. 2A, the shift pedal 31 is rotated in response to the shift operation by the driver of the shift pedal 31 which is a shift operation member, and the shift shaft 32 which is the rotation axis on the vehicle side is rotated. Rotates. The rotation of the shift pedal 31 accompanying the shift operation by the driver is transmitted to the shift arm 33 fixed to the shift shaft 32 as a rotation shaft.

Since a gear portion (not shown) is provided at one end of the shift arm 33, the rotation of the shift pedal 31 accompanying the shift operation by the driver is performed by the shift drum 41 via the gear portion of the shift arm 33. It is transmitted to the shift gear 34 fixed to the drum shaft 42, which is the rotating shaft, and at this time, the drum shaft 42, that is, the shift drum 41 rotates. The gear position sensor 24 outputs an electric signal indicating the rotation angle of the drum shaft 42 according to the shift stage (gear position) of the dog-type transmission T. As the gear position sensor 24, any sensor whose output signal has a linear characteristic can be preferably used, and a potentiometer or the like can be used in addition to the hall sensor.

Further, in this dog type transmission T, assuming that the input shaft 56 is equipped with the fixed transmission gear 51 and the drive shaft 57 is provided with the free transmission gear 52 and the slide transmission gear 53, the shift drum 41 is typically assumed. Is transmitted to the shift fork 44 which is arranged in the cam groove 43 formed therein and moves in accordance with the cam groove 43, and the shift fork 44 moves correspondingly, so that the slide transmission gear 53 is moved. It will be translated and moved while being mounted on the drive shaft 57. Then, when the slide transmission gear 53 is moved toward the free transmission gear 52 and they are in a position close to each other, these dog teeth are in a state where they can mesh with each other.

That is, the main clutch 61, which is a clutch mechanism having a friction multi-plate type clutch plate that interrupts the transmission of the driving force between the engine and the driving force transmission device, is in a state where the clutch plates are in contact with each other. When the dog teeth are in contact with each other and one of the dog teeth pushes the other dog tooth, the rotational force (driving force) of the crankshaft 71 is the main clutch 61, the input shaft 56, and the like. It is finally transmitted to the drive wheels via the fixed transmission gear 51, the free transmission gear 52, the slide transmission gear 53, and the drive shaft 57 in this order. Further, when the main clutch 61 is engaged and the dog teeth are in contact with each other and one of them is in a meshed state in which the other is pushed, the shift fork 44 sets the slide transmission gear 53 to the free transmission gear. The operating state of the engine may be controlled to facilitate shifting to another gear position so that it can be easily moved away from 52.

Here, the dog tooth may have a structure in which both of them are convex teeth, or one of them is a concave tooth accommodating the other convex tooth, or the dog tooth may have a structure in which both of them are convex teeth. Alternatively, a general synchronizer member may be used. As the main clutch 61, a wet friction multi-plate clutch having a wet friction multi-plate type clutch plate can be preferably used, but a dry type clutch may be used if necessary. Further, a series of components from the shift pedal 31 to the shift fork 44 constitute a shift mechanism S corresponding to a manual multi-stage gear ratio switching mechanism.

Next, as shown in FIG. 1, the A / D converter 15 A / D-converts an electric signal indicating the atmospheric pressure around the automobile detected by the atmospheric pressure sensor 25, and thus A / D-converts. The generated electric signal is input to the CPU 17.

The memory 16 is composed of a non-volatile storage device, and stores various control programs for controlling the operation of the gear position failure detection device 1 and control data such as map data.

By executing the control program stored in the memory 16, the CPU 17 includes an engine speed calculation unit 17a, a throttle opening calculation unit 17b, a vehicle speed calculation unit 17c, a gear position calculation unit 17d, and an estimated gear position calculation unit 17e. It functions as a clutch switch detection unit 17f, a clutch state estimation unit 17g, and a failure determination unit 17h.

The engine rotation speed calculation unit 17a calculates the engine rotation speed (engine rotation speed) of the automobile using the electric signal input from the waveform shaping circuit 11, and the engine rotation speed calculated in this way is the estimated gear position calculation unit. It is used in 17e and the clutch state estimation unit 17g.

The throttle opening calculation unit 17b calculates the throttle opening of the automobile using the electric signal input from the A / D converter 12, and the throttle opening calculated in this way is used by the clutch state estimation unit 17g.

The vehicle speed calculation unit 17c calculates the vehicle speed of the automobile using the electric signal input from the waveform shaping circuit 13, and the vehicle speed (driving wheel vehicle speed) calculated in this way is used by the estimated gear position calculation unit 17e.

The gear position calculation unit 17d calculates the gear position of the automobile using the electric signal input from the A / D converter 14, and the gear position calculated in this way is used by the failure determination unit 17h.

The estimated gear position calculation unit 17e typically takes a ratio between the engine speed calculated by the engine speed calculation unit 17a and the vehicle speed calculated by the vehicle speed calculation unit 17c, and which gear is the gear. The estimated gear position is calculated by determining whether or not it corresponds to the position with reference to map data or the like, and the estimated gear position calculated in this way is used by the failure determination unit 17h.

The clutch switch detection unit 17f is turned on only when the clutch lever, which is a clutch operating member (not shown), typically has an operating position corresponding to a full grip (an operating position in which the clutch lever is completely gripped). The operating position of the clutch lever is detected by using the electric signal input from the clutch switch 26. The operating position of the clutch lever detected by the clutch switch detection unit 17f in this way generally indicates disconnection and connection of the main clutch 61 corresponding to the clutch mechanism, that is, disengagement (separation / contact between the clutch plates). Therefore, the clutch switch detection unit 17f can detect the engagement and disengagement of the main clutch 61 by using the electric signal input from the clutch switch 26, but in the present embodiment, the clutch plates of the main clutch 61 are connected to each other. In order to reflect the half-clutch state (half-connected state) in which the clutch is in contact while rotating relative to each other, a clutch state estimation unit 17g is provided separately from the clutch switch detection unit 17f.

The clutch state estimation unit 17g uses the engine speed calculated by the engine speed calculation unit 17a to provide a region in which the main clutch 61 may be disengaged or in a half-clutch state, that is, the main clutch 61. Release of the main clutch 61 corresponding to a region in which the clutch plates of the main clutch 61 are not completely separated from each other and are not in contact with each other, or a half-clutch state in which the clutch plates of the main clutch 61 are in contact with each other while rotating relative to each other. The release area value calculation unit 17i for calculating the release area value indicating the area is provided. The clutch state estimation unit 17g is in a state in which the main clutch 61 is connected (clutch plate) when the throttle opening degree calculated by the throttle opening degree calculation unit 17b deviates from the range indicated by the release region value (release range). It is determined that the gears are in contact with each other and do not rotate relative to each other), and the failure determination unit 17h is allowed to execute the failure determination of the gear position sensor 24. The release area value calculation unit 17i may be provided as an external functional block separately from the clutch state estimation unit 17g.

The release area value calculation unit 17i is in a state in which the main clutch 61 is disconnected so that the driving force is not transmitted between the engine and the driving force transmission device, and the main clutch 61 is interposed between the engine and the driving force transmission device. A release area indicating a release area in which the main clutch 61 may be disengaged or in a half-clutch state so as to include a non-transmission throttle opening, which is a throttle opening that is assumed that the driving force is not transmitted. The value is calculated according to the engine speed. Specifically, the release area value calculation unit 17i includes the release area R3 of the main clutch 61 as shown in FIG. 2B, and the map data defined by the engine speed NE and the throttle opening TH forming a two-axis orthogonal coordinate system. Therefore, for example, assuming that an arbitrary engine speed is NE1, the release region value corresponding to the engine speed NE1, specifically, the lower limit value TH3 and the upper limit value TH2 of the release range (TH3 ≤ throttle opening TH ≤ TH2). Is calculated. With respect to the non-transmission throttle opening TH1, the driving force of the engine is balanced with the resistance force of the engine (mechanical frictional force, viscoelastic force of lubricating oil, etc.), and the driving force is generated between the engine and the driving wheels. It is assumed that the no-load throttle opening corresponding to the operating state of the engine that is not transmitted corresponds to the non-transmission throttle opening TH1, and the no-load throttle opening is set to the non-transmission throttle opening TH1. This is from the viewpoint that if a shift operation accompanied by a clutch operation is performed by the driver, the throttle opening is likely to be a value in the region of the no-load throttle opening and the throttle opening in the vicinity above and below it. This is because the no-load throttle opening is set to the non-transmission throttle opening TH. In other words, in the region deviating from the region of the no-load throttle opening and the throttle opening in the vicinity above and below it, the driver operates the clutch. It means that it is considered that there is no possibility that the shift operation is being performed.

Here, in the map data shown in FIG. 2B, the line L1 is a non-transmission line representing a line connecting a plurality of non-transmission throttle opening values provided corresponding to the engine speed NE, and the line L2 is such a non-transmission line. The upper limit line in the half-clutch state and the line L3, which represent a line connecting a plurality of values obtained by adding a positive predetermined value ΔTH1 to the transmission throttle opening, add a negative predetermined value ΔTH2 to the transmission throttle opening. It shows the lower limit line in the half-clutch state, which represents the line connecting the multiple values. Further, the region R1 shown in FIG. 2B is arranged so as to be connected to the region R3 on the side of the large value of the throttle opening TH, and indicates a positive torque zone in which the engine drives the drive wheels, and the region R2 is a region. A negative torque zone in which the engine is driven by the drive wheels is shown which is arranged in series with the throttle opening TH on the side where the throttle opening degree TH is small with respect to R3. However, the region R2 is not set because it does not appear below the medium rotation speed region of the engine speed NE. The release region R3, which is a region where the main clutch 61 may be disconnected or in a half-clutch state so as not to transmit the driving force between the engine and the driving force transmission device, is a non-transmission line L1. In addition to including, it is set as a region sandwiched between the upper limit line L2 in the half-clutch state and the lower limit line L3 in the half-clutch state. The non-transmission line L1 shows a linear characteristic line that increases as the engine speed NE increases, but is set as having an inflection point such that the slope increases at low and medium speeds of the engine speed NE. Has been done. The positive predetermined value ΔTH1 and the negative predetermined value ΔTH2 are regarded as corresponding to the range of the throttle opening in the vicinity of the non-transmission throttle opening, that is, the range of the throttle opening in the half-clutch state. It is a value that is set according to the specifications of the above, but typically, it is sufficient that the values are fixed values and the sizes of the two are set to be equal to each other. Such map data fits into common driving patterns such as a combination of stopping, accelerating, decelerating and coasting.

The failure determination unit 17h compares the gear position calculated by the gear position calculation unit 17d with the estimated gear position calculated by the estimated gear position calculation unit 17d, and if the gear position and the estimated gear position do not match, the gear position sensor 24 Is determined to be out of order.

〔motion〕
Next, the operation of the gear position failure detection device 1 in the present embodiment will be described with reference to FIG.

FIG. 3 is a time chart showing the operation of the gear position failure detection device in this embodiment.

In the gear position failure detection device 1 of the present embodiment, while the ignition switch of the automobile is in the ON state, the release area value calculation unit 17i releases the main clutch 61 corresponding to the engine speed NE at each predetermined control cycle. Calculate the release area value indicating the area. When the throttle opening TH deviates from the range of the release region value (release range), the clutch state estimation unit 17g is in a state where the main clutch 61 is connected (the clutch plates are in contact with each other and do not rotate relative to each other). (State), and in such a case, a failure determination such as a period before time t = t1, a period after time t = t7 and before time t = t8, and a period after time t = t9 shown in FIG. The unit 17h is allowed to execute the failure determination of the gear position sensor 24.

Here, in the example shown in FIG. 3, in the period before the time t = t1, the throttle opening TH calculated by the throttle opening calculation unit 17b shown in FIG. 3 (b) is the non-transmission line shown in FIG. 3 (a). Since the drive relationship between the engine and the drive wheels is smaller than the magnitude of the negative predetermined value ΔTH2 with respect to the non-transmission throttle opening value, which is the value on L1, the engine as shown in FIG. 2B has a drive relationship. It is in the negative torque zone R2 driven by the drive wheels, and the value of the negative torque zone flag FN shown in FIG. 3 (f) is 1 (otherwise, the value of the negative torque zone flag FN is 0). It has become. Further, in the period after the time t = t6, the throttle opening TH calculated by the throttle opening calculation unit 17b shown in FIG. 3B is a value on the non-transmission line L1 shown in FIG. 3A. Since the value is larger than the positive predetermined value ΔTH1 with respect to the throttle opening, the drive relationship between the engine and the drive wheels is the positive torque zone R1 in which the engine drives the drive wheels as shown in FIG. 2B. Correspondingly, the value of the positive torque zone flag FP shown in FIG. 3 (e) is 1 (otherwise, the value of the positive torque zone flag FP is 0). On the other hand, in the period from time t = t1 to time t = t6, the throttle opening TH calculated by the throttle opening calculation unit 17b shown in FIG. 3B is on the non-transmission line L1 shown in FIG. 3A. The upper limit of the non-transmission throttle opening, which is the value of, or the non-transmission throttle opening plus a predetermined positive predetermined value ΔTH1, and the lower limit of the non-transmission throttle opening plus a negative predetermined value ΔTH2. Since it is within the range between the engine and the drive wheels, the drive relationship between the engine and the drive wheels may be in a state in which the transmission of the drive force between the engine and the drive wheels is disconnected or in a half-clutch state as shown in FIG. 2B. It is in the release area R3, which is a certain area. Here, the change with time of the engine speed NE is shown in FIG. 3 (c), and the change with time of the driving wheel vehicle speed VSP is shown in FIG. 3 (d).

Further, in the period before the time t = t1 and the period after the time t = t4, the clutch lever was released (released) in the clutch switch signal CS detected by the clutch switch detection unit 17f shown in FIG. 3 (g). On the other hand, in the period from time t = t3 to time t = t5, the clutch switch signal CS detected by the clutch switch detection unit 17f is substantially the clutch lever. It is an on signal (for example, the output voltage is a positive predetermined value) indicating that the vehicle is completely gripped (fully gripped). Here, in the period from time t = t3 to time t = t5, the clutch plates of the main clutch 61 are completely separated from each other, and the driving force is transmitted between the engine and the driving force transmission device. However, in other periods, it is not possible to distinguish whether the main clutch 61 is in the half-clutch state or in the connected state (the clutch plates are in contact with each other and do not rotate relative to each other). Here, the gear position signal GS of the gear position sensor 24 shown in FIG. 3H indicates that the gear position is switched at time t = t8, and the gear position calculation unit is in the period before time t = t8. The gear position calculated by 17d indicates that the gear position is the second gear, and the gear position calculated by the gear position calculation unit 17d indicates that the gear position is the third gear in the period after the time t = t8.

Further, the estimated gear position (instantaneous estimated gear position value) calculated by the estimated gear position calculation unit 17e is the engine rotation speed calculation unit in the period before the time t = t2 and in the period from the time t = t6 to the time t = t8. The ratio of the engine speed calculated by 17a to the vehicle speed calculated by the vehicle speed calculation unit 17c falls within the predetermined range of the 2nd gear (normal range of the 2nd gear) shown in FIG. 3 (i), and the time t = t3. In the period from time t = t5 to time t = t5, and in the period after time t = t8, the ratio of the engine speed calculated by the engine speed calculation unit 17a to the vehicle speed calculated by the vehicle speed calculation unit 17c is shown in FIG. 3 (i). ) Is within the predetermined range of the 3rd gear (normal range of the 3rd gear), while the period from time t = t2 to time t = t3 and the period from time t = t5 to time t = t6 The ratio of the engine speed calculated by the engine speed calculation unit 17a to the vehicle speed calculated by the vehicle speed calculation unit 17c is outside the predetermined range of the 2nd gear (normal range of the 2nd gear) shown in FIG. 3 (i), and It is outside the predetermined range of the 3rd gear (normal range of the 3rd gear), deviates from these, and is in the process of transitioning from one of them to the other. Correspondingly, in the period before the time t = t2, the period from the time t = t3 to the time t = t5, and the period after the time t = t6, the gear normal region determination flag FD shown in FIG. The value of is 1 (the value of the gear normal region determination flag FD is 0 in other periods).

Here, in the gear position stabilization timer TM shown as the subtraction timer in FIG. 3 (l), the ratio of the engine speed calculated by the engine speed calculation unit 17a to the vehicle speed calculated by the vehicle speed calculation unit 17c is shown in FIG. Counting is started when entering or exiting the predetermined range of the 2nd gear (normal range of the 2nd gear) or the predetermined range of the 3rd gear (normal range of the 3rd gear) shown in (i) (in the figure). (Example of countdown of subtraction timer), time is up at time t = t4, time t = t7 and time t = t9 (count remaining is zero), and gear position stabilization timer even in the period before time t = t2 TM is timed up (the remaining count is zero). Correspondingly, the stable estimated gear position value ES shown in FIG. 3 (m) switches from the 2nd speed to the 3rd speed at the time t = t4, switches from the 3rd speed to the 2nd speed at the time t = t7, and the time t. = T9 switches from 2nd gear to 3rd gear, the period before time t = t2, the period from time t = t4 to time t = t5, the period from time t = t7 to time t = t8, and time t. In the period after = t9, the value of the estimated gear position updateability flag FE shown in FIG. 3 (n) is 1 (the value of the estimated gear position updateability flag FE is 0 in other periods).

Then, in addition to the value of the estimated gear position updateability flag FE shown in FIG. 3 (n), the degree of stability of the gear position signal GS (constancy of output voltage, etc.) is taken into consideration, and is shown in FIG. 3 (o). The value of the gear position final judgment permission flag FA is 1 in the period before time t = t1, the period from time t = t7 to time t = t8, and the period after time t = t9 (gear position in other periods). The value of the final judgment permission flag FA is 0). That is, during the period before time t = t1, the period from time t = t7 to time t = t8, and the period after time t = t9, the failure determination unit 17h is permitted to determine the failure of the gear position sensor 24. During this period, the failure determination unit 17h compares the gear position calculated by the gear position calculation unit 17d with the estimated gear position calculated by the estimated gear position calculation unit 17d, and the gear position and the estimated gear position are determined. If they do not match, it is determined that the gear position sensor 24 is out of order.

As is clear from the above description, in the gear position failure detection device 1 of the present embodiment, the clutch state estimation unit 17g is in a region defined by the rotation speed of the engine and the valve opening degree of the intake control valve provided in the engine. Therefore, the output of the crank angle sensor 21 is the release area value in the release range that is equal to or greater than the lower limit of the release region and is less than or equal to the upper limit, which is the region where the main clutch 61 may be disengaged or half-clutched. When the clutch state estimation unit 17g includes a release area value calculation unit 17i that calculates based on the above, and the throttle opening degree calculated based on the output of the throttle opening sensor 22 deviates from the release range, the main clutch 61 is set. Since it is determined that the gear is in the connected state and the failure determination unit 17h is allowed to execute the failure determination, the failure detection of the gear position sensor 24 is surely performed only when the main clutch 61 is connected. Can be determined. As a result, it is possible to prevent an erroneous determination of the gear position sensor 24 from occurring.

Further, in the gear position failure detection device 1 of the present embodiment, the release area value calculation unit 17i calculates the release range so as to correspond to the engine speed and include the non-transmission throttle opening degree. , The release range is set to a range between the upper limit value TH2 and the lower limit value TH3 for an arbitrary engine speed NE1, and the upper limit value TH2 sets a positive predetermined value ΔTH1 to the non-transmission throttle opening degree TH1. The lower limit value TH3 is set to the added value, and the lower limit value TH3 is set to the value obtained by adding the negative predetermined value TH2 to the non-transmission throttle opening TH1. Therefore, the main clutch 61 is connected so as not to increase the calculation load. It is possible to calculate the release range for determining that it is in.

[Modification example]
FIG. 4 is a schematic view showing a non-transmission line in the release region of the main clutch 61 applied to the gear position failure detection device in the present embodiment for each reference atmospheric pressure. In FIG. 4, the line L4 shows a non-transmission line at the reference atmospheric pressure A corresponding to the high-altitude atmospheric pressure, and the line L5 is the reference atmospheric pressure B corresponding to the low-lying atmospheric pressure higher than the reference atmospheric pressure A. The non-transmission line in.

In this modification, the release area value calculation unit 17i corresponds to a plurality of atmospheric pressure correction reference openings (example shown in FIG. 4) that correspond to the engine speed and are preset corresponding to each of the plurality of reference atmospheric pressures. Then, the range of the release region value is calculated based on the throttle opening degree TH = THH and THL). In this case, the non-transmission throttle opening degree is a value that is interpolated as a value between a plurality of atmospheric pressure correction reference openings shown in FIG. 4 based on the atmospheric pressure detected by the atmospheric pressure sensor 25. Specifically, in the example shown in FIG. 4, when the engine speed is NE1 and the atmospheric pressure detected by the atmospheric pressure sensor 25 is atmospheric pressure C, the value of the non-transmission throttle opening at atmospheric pressure C is , (THH-THL) × (BC) / (BA) + THL.

As is clear from the above description, in the gear position failure detection device 1 in this modified example, the non-transmission throttle opening degree for defining the release range for determining that the main clutch 61 is in the engaged state is defined. The calculation accuracy can be improved, and the accuracy of failure detection for detecting the failure of the gear position sensor 24 can be improved.

It should be noted that the present invention is not limited to the above-described embodiment in terms of the type, shape, arrangement, number, etc. of the members, and the gist of the invention is described by appropriately substituting the constituent elements with those having the same effect and effect. Of course, it can be changed as appropriate without deviation.

As described above, the present invention provides a gear position failure detection device that accurately detects a failure of a gear position sensor that detects a gear position of a driving force transmission device mounted on an automobile and provided with a manual multi-stage gear ratio switching mechanism. It is expected that it can be widely applied to automobiles due to its general-purpose universal nature.

1 ... Gear position failure detection device 11 ... Waveform shaping circuit 12 ... A / D (Analog to Digital) converter 13 ... Waveform shaping circuit 14 ... A / D converter 15 ... A / D converter 16 ... Memory 17 ... CPU ( Central Processing Unit)
17a ... Engine speed calculation unit 17b ... Throttle opening calculation unit 17c ... Vehicle speed calculation unit 17d ... Gear position calculation unit 17e ... Estimated gear position calculation unit 17f ... Clutch switch detection unit 17g ... Clutch state estimation unit 17h ... Failure determination unit 17i ... Release area value calculation unit 21 ... Crank angle sensor 22 ... Throttle opening sensor 23 ... Drive wheel vehicle speed sensor 24 ... Gear position sensor 25 ... Atmospheric pressure sensor 26 ... Clutch sensor 31 ... Shift pedal 32 ... Shift shaft 33 ... Shift arm 34 ... Shift gear 41 ... Shift drum 42 ... Drum shaft 43 ... Cam groove 44 ... Shift fork 51 ... Fixed transmission gear 52 ... Free transmission gear 53 ... Slide transmission gear 56 ... Input shaft 57 ... Drive shaft 61 ... Main clutch 71 ... Crankshaft S ... shift mechanism T ... dog type transmission

Claims

A gear position failure detection device that detects a failure of the gear position sensor that detects the gear position of a driving force transmission device that is mounted on an automobile and has a manual multi-stage gear ratio switching mechanism.
A first gear position calculation unit that calculates the gear position from the output of the gear position sensor, and
The estimated gear position is calculated based on the output of the vehicle speed sensor that detects the vehicle speed from the rotation speed of the drive wheels of the automobile and the output of the engine rotation speed sensor that detects the rotation speed of the engine connected to the driving force transmission device. The second gear position calculation unit and
When the gear position calculated by the first gear position calculation unit is compared with the estimated gear position calculated by the second gear position calculation unit, and the gear position and the estimated gear position do not match, , A failure determination unit that determines that the gear position sensor is defective,
A clutch state estimation unit that estimates whether or not a clutch mechanism that interrupts the transmission of driving force between the engine and the driving force transmission device is connected, and a clutch state estimation unit.
With
The clutch state estimation unit is a region defined by the rotational speed of the engine and the valve opening degree of an intake control valve provided in the engine, and is in a state in which the clutch mechanism is disconnected or in a half-clutch state. It has a release area value calculation unit that calculates the release area value in the release range that is equal to or more than the lower limit value of the release area that is a possibility area and is less than or equal to the upper limit value based on the output of the engine rotation speed sensor.
The clutch state estimation unit is in a state in which the clutch mechanism is connected when the valve opening degree calculated based on the output of the valve opening degree sensor that detects the valve opening degree deviates from the release range. A gear position failure detection device, characterized in that the failure determination unit permits the failure determination to execute the failure determination.
The release region value calculation unit is the valve opening degree that corresponds to the rotational speed of the engine and is assumed that the driving force is not transmitted from the engine to the drive transmission device via the clutch mechanism. The release range is calculated so as to include the non-transmission valve opening degree.
The release range is set to a range between the first estimated threshold value and the second estimated threshold value with respect to the rotational speed of the engine.
The first estimated threshold value is set to a value obtained by adding a positive predetermined value to the non-transmission valve opening degree.
The gear position failure detection device according to claim 1, wherein the second estimated threshold value is set to a value obtained by adding a negative predetermined value to the non-transmission valve opening degree.
The release area value calculation unit is based on a plurality of atmospheric pressure correction reference openings set in advance corresponding to the rotation speed of the engine and corresponding to each of the plurality of reference atmospheric pressures. Is to calculate
The non-transmission valve opening degree is a value that is interpolated by a value between the plurality of atmospheric pressure correction reference openings based on the atmospheric pressure detected by the atmospheric pressure sensor provided in the automobile. The gear position failure detection device according to claim 2.