WO2021106774A1

WO2021106774A1 - Automatic transmission control device and control method

Info

Publication number: WO2021106774A1
Application number: PCT/JP2020/043351
Authority: WO
Inventors: 安範村瀬; 濱野　正宏
Original assignee: ジヤトコ株式会社; 日産自動車株式会社
Priority date: 2019-11-29
Filing date: 2020-11-20
Publication date: 2021-06-03
Also published as: JP7300004B2; JPWO2021106774A1

Abstract

In the present invention, a transmission control unit has: an interlock determination unit that determines that a gear train is in an interlocked state when, during travel using a predetermined gear stage, the following conditions are continuously fulfilled for a predetermined time: a gear ratio abnormality condition, according to which the actual gear ratio deviates from a set gear ratio; and a deceleration condition, according to which vehicle deceleration is greater than or equal to a predetermined value during a non-braking operation; and a brake fluid pressure sensor value abnormality determination unit to which a brake fluid pressure sensor value for detecting a non-braking operation is inputted and that determines that the brake fluid pressure sensor value is abnormal if the correspondence relationship between the acceleration-deceleration behavior of the vehicle and the brake fluid pressure sensor value is inconsistent. The interlock determination unit does not allow an interlock determination when the brake fluid pressure sensor value is determined to be abnormal.

Description

Control device and control method for automatic transmission

The present invention relates to the control of an automatic transmission mounted on a vehicle.

WO2017 / 051755A1 is a control device for an automatic transmission that controls an automatic transmission including a torque converter and a stepped transmission mechanism provided on a power transmission path from the torque converter to the drive wheels. It is disclosed that the interlock determination in the stepped speed change mechanism is executed based on the deceleration of the output shaft of the stepped speed change mechanism and the change of the torque converter during the non-traveling range selection of the machine.

However, in WO2017 / 051755A1, when the interlock is determined based on the vehicle deceleration, it is determined that the interlock is not interlocked when the interlock occurs, or the interlock is determined when the interlock does not occur. There was a problem that there was.

The present invention has been made by paying attention to the above problems, and when determining the occurrence of an interlock during traveling, the interlock occurs and the interlock does not occur without making the information input system for the brake operation redundant. Sometimes the purpose is to prevent misjudgment of interlock.

In order to achieve the above object, the control device of the automatic transmission according to an aspect of the present invention controls a transmission system solenoid provided for each of a plurality of friction elements included in the stepped transmission mechanism, and controls the transmission system solenoids of the plurality of friction elements. It is provided with a transmission control unit that performs shift control for switching a plurality of gear stages by changing the engagement state.
The transmission control unit is defined by a gear ratio abnormality condition in which the actual gear ratio deviates from the set gear ratio while traveling in a predetermined gear stage, and a deceleration condition in which the vehicle deceleration becomes a predetermined value or more when the brake is not operated. When the time is continuously established, the interlock determination unit that determines the interlock state that the stepped speed change mechanism is in the interlock state and the brake operation information that detects the non-operation of the brake are input to determine the acceleration / deceleration behavior of the vehicle. It has a brake operation information abnormality determination unit that determines that the brake operation information is abnormal when the correspondence of the brake operation information does not match.
The interlock determination unit does not allow the interlock determination when the brake operation information abnormality determination unit determines that the brake operation information is abnormal.

According to the above aspect, since the above-mentioned solution is adopted, when determining the occurrence of the interlock during traveling, the interlock occurs and the interlock does not occur without making the information input system for the brake operation redundant. It is possible to prevent erroneous lock determination.

FIG. 1 is an overall system diagram showing an engine vehicle equipped with an automatic transmission to which the control device of the first embodiment is applied. FIG. 2 is a skeleton diagram showing an example of a gear train of an automatic transmission. FIG. 3 is a fastening table diagram showing a fastening state of friction elements for shifting in an automatic transmission at each gear stage. FIG. 4 is a shift map diagram showing an example of a shift map in an automatic transmission. FIG. 5 is a hydraulic control system configuration diagram showing a control valve unit of an automatic transmission. FIG. 6 is a block diagram showing a detailed configuration of a shift control unit of the transmission control unit. FIG. 7 is a flowchart showing the flow of the brake fluid pressure sensor value abnormality determination process executed in the brake fluid pressure sensor value abnormality determination unit of the shift control unit. FIG. 8 is a diagram showing a Hi-side diagnosis NG region and a Low-side diagnosis NG region in the brake fluid pressure sensor value abnormality determination process on the two-dimensional coordinate planes of the brake fluid pressure sensor value and acceleration / deceleration. FIG. 9 is a flowchart showing the flow of the shift control process executed in the shift control unit using the normal / abnormal determination result of the brake fluid pressure sensor value. FIG. 10 shows the transition action from the 5th gear to the neutral to the 8th gear when the first brake is erroneously engaged when the interlock is determined while traveling in the 5th gear. It is a time chart. FIG. 11 shows the transition action from the 5th gear to the neutral to the 2nd gear when the first brake is not erroneously engaged when the interlock is determined while the vehicle is running in the 5th gear. It is a time chart which shows.

Hereinafter, the control device for the automatic transmission according to the embodiment of the present invention will be described based on the first embodiment shown in the drawings.

The control device of the first embodiment is applied to an engine vehicle (an example of a vehicle) equipped with an automatic transmission by shift-by-wire and park-by-wire having gear stages of 9th forward speed and 1st reverse speed. is there. Hereinafter, the configuration of the first embodiment is described as "overall system configuration", "detailed configuration of automatic transmission", "detailed configuration of hydraulic control system", "detailed configuration of shift control unit", "brake fluid pressure sensor value abnormality determination processing". The description will be divided into "configuration" and "shift control processing configuration".

[Overall system configuration (Fig. 1)]
Hereinafter, the overall system configuration will be described with reference to FIG. As shown in FIG. 1, the drive system of the engine vehicle includes an engine 1 (driving drive source), a torque converter 2, an automatic transmission 3, a propeller shaft 4, and drive wheels 5. The torque converter 2 has a built-in lockup clutch 2a that directly connects the crankshaft of the engine 1 and the transmission input shaft IN of the automatic transmission 3 by fastening. The automatic transmission 3 incorporates a gear train 3a and a park gear 3b. A control valve unit 6 including a spool valve for shifting, a hydraulic control circuit, a solenoid valve, and the like is attached to the automatic transmission 3.

The control valve unit 6 has six clutch solenoids 20 provided for each friction element, one line pressure solenoid 21, a lubrication solenoid 22, and a lockup solenoid 23 as solenoid valves. That is, it has a total of nine solenoid valves. Each of these solenoid valves has a three-way linear solenoid structure, and operates in pressure adjustment in response to a control command from the transmission control unit 10.

As shown in FIG. 1, the electronic control system of the engine vehicle includes a transmission control unit 10 (abbreviation: "ATCU"), an engine control module 11 (abbreviation: "ECM"), and a vehicle behavior controller. 8 (abbreviation: "VDC") and CAN communication line 70 are provided. Here, the transmission control unit 10 is started / stopped by an ignition signal from the sensor module unit 71 (abbreviation: “USM”). That is, the start / stop of the transmission control unit 10 is defined as "wake-up / sleep control" in which the start variation increases as compared with the case of start / stop by the ignition switch.

The transmission control unit 10 is provided integrally with mechatronics on the upper surface of the control valve unit 6, and the main board temperature sensor 31 and the sub board temperature sensor 32 are provided on the unit board by a redundant system while ensuring independence from each other. .. That is, the main board temperature sensor 31 and the sub board temperature sensor 32 transmit the sensor value information to the transmission control unit 10, but unlike the well-known automatic transmission unit, the transmission hydraulic oil (ATF) is installed in the oil pan. Sends temperature information that is not in direct contact with. The transmission control unit 10 also inputs signals from the turbine rotation sensor 13, the output shaft rotation sensor 14, and the third clutch oil pressure sensor 15. Further, signals from the shifter control unit 18, the intermediate shaft rotation sensor 19, and the like are input.

The turbine rotation sensor 13 detects the turbine rotation speed (= transmission input shaft rotation speed) of the torque converter 2 and transmits a signal indicating the turbine rotation speed Nt to the transmission control unit 10. The output shaft rotation sensor 14 detects the output shaft rotation speed of the automatic transmission 3 and transmits a signal indicating the output shaft rotation speed No. (= vehicle speed VSP) to the transmission control unit 10. The third clutch oil pressure sensor 15 detects the clutch oil pressure of the third clutch K3 and transmits a signal indicating the third clutch oil pressure PK3 to the transmission control unit 10.

The shifter control unit 18 determines the range position selected by the driver's select operation on the shifter 181 and transmits the range position signal to the transmission control unit 10. The shifter 181 has a momentary structure, has a P range button 181b on the upper portion of the operation unit 181a, and has an unlock button 181c (only when N → R) on the side portion of the operation unit 181a. The range positions include an H range (home range), an R range (reverse range), a D range (drive range), and N (d) and N (r) (neutral range). The intermediate shaft rotation sensor 19 detects the rotation speed of the intermediate shaft (intermediate shaft = rotating member connected to the first carrier C1), and transmits a signal indicating the intermediate shaft rotation speed Nint to the transmission control unit 10 ( See FIG. 2).

The transmission control unit 10 monitors changes in the operating point (VSP, APO) due to the vehicle speed VSP and the accelerator opening APO on the shift map (see FIG. 4).
1. Auto upshift (due to vehicle speed increase while maintaining accelerator opening)
2. Foot release upshift (by accelerator foot release operation)
3. Foot return upshift (by accelerator return operation)
4. Power on / downshift (due to a decrease in vehicle speed while maintaining the accelerator opening)
5. Small opening sudden downshift (depending on the small amount of accelerator operation)
6. Large opening sudden downshift (depending on the amount of accelerator operation: "kickdown")
7. Slow downshift (due to slow accelerator operation and increased vehicle speed)
8. Coast downshift (due to a decrease in vehicle speed when the accelerator is released)
Shift control is performed according to a basic shift pattern called.

The vehicle behavior controller 8 detects the driver's operation and the vehicle speed, automatically controls the brake and the output of the engine 1, and when turning a slippery road surface or a curved road or avoiding an obstacle, the vehicle Control to reduce skidding. The vehicle behavior controller 8 has a brake fluid pressure sensor 81 as an input sensor, and acquires brake fluid pressure information necessary for brake control. Further, the transmission control unit 10 is connected to the CAN communication line 70, and when an information request is issued from the transmission control unit 10, the information of the brake fluid pressure sensor value is transmitted from the vehicle behavior controller 8 via the CAN communication line 70. It is transmitted to the transmission control unit 10. The brake fluid pressure sensor failure diagnosed by the vehicle behavior controller 8 is an electrical abnormality (short / disconnection) and a low side sticking abnormality.

The engine control module 11 inputs signals from the accelerator opening sensor 16, the engine rotation sensor 17, and the like.

The accelerator opening sensor 16 detects the accelerator opening caused by the driver's accelerator operation, and transmits a signal indicating the accelerator opening APO to the engine control module 11. The engine rotation sensor 17 detects the rotation speed of the engine 1 and transmits a signal indicating the engine rotation speed Ne to the engine control module 11.

The engine control module 11 is connected to the transmission control unit 10 via a CAN communication line 70 capable of exchanging information in both directions. The engine control module 11 has a torque limit control unit 110 that limits the engine torque by a predetermined upper limit torque when a torque limit request is input from the transmission control unit 10 via the CAN communication line 70. When an information request is input from the transmission control unit 10, information on the accelerator opening APO and the engine rotation speed Ne is output to the transmission control unit 10. Further, the information of the engine torque Te and the turbine torque Tt calculated by estimation is output to the transmission control unit 10.

[Detailed configuration of automatic transmission (Figs. 2 to 4)]
Hereinafter, the detailed configuration of the automatic transmission 3 will be described with reference to FIGS. 2 to 4. The automatic transmission 3 has a gear train 3a (stepped transmission mechanism) in which a plurality of gear stages can be set and a plurality of friction elements, and is characterized by the following points.
(a) A one-way clutch that mechanically engages / idles is not used as a shifting element.
(b) The first brake B1, the second brake B2, the third brake B3, the first clutch K1, the second clutch K2, and the third clutch K3, which are friction elements, are independently engaged / released by the clutch solenoid 20 at the time of shifting. The state is controlled.
(c) In the in-gear that maintains the engaged state in the engagement pressure control of the friction element, instead of outputting the maximum pressure command to the clutch solenoid, an intermediate pressure command equivalent to the input torque that can suppress clutch slippage is sent to the clutch solenoid 20. Output.
(d) The second clutch K2 and the third clutch K3 have a centrifugal canceling chamber that cancels the centrifugal pressure due to the centrifugal force acting on the clutch piston oil chamber.

As shown in FIG. 2, the automatic transmission 3 has, as planetary gears constituting the gear train 3a, the first planetary gear PG1 and the second planetary gear PG2 in order from the transmission input shaft IN to the transmission output shaft OUT. And, a third planetary gear PG3 and a fourth planetary gear PG4 are provided.

The first planetary gear PG1 is a single pinion type planetary gear, and has a first sun gear S1, a first carrier C1 that supports a pinion that meshes with the first sun gear S1, and a first ring gear R1 that meshes with the pinion.

The second planetary gear PG2 is a single pinion type planetary gear, and has a second sun gear S2, a second carrier C2 that supports a pinion that meshes with the second sun gear S2, and a second ring gear R2 that meshes with the pinion.

The third planetary gear PG3 is a single pinion type planetary gear, and has a third sun gear S3, a third carrier C3 that supports a pinion that meshes with the third sun gear S3, and a third ring gear R3 that meshes with the pinion.

The fourth planetary gear PG4 is a single pinion type planetary gear, and has a fourth sun gear S4, a fourth carrier C4 that supports a pinion that meshes with the fourth sun gear S4, and a fourth ring gear R4 that meshes with the pinion.

As shown in FIG. 2, the automatic transmission 3 includes a transmission input shaft IN, a transmission output shaft OUT, a first connecting member M1, a second connecting member M2, and a transmission case TC. .. As friction elements that are engaged / released by shifting, the first brake B1, the second brake B2, the third brake B3, the first clutch K1, the second clutch K2, and the third clutch K3 are provided. There is.

The transmission input shaft IN is a shaft in which the driving force from the engine 1 is input via the torque converter 2, and is always connected to the first sun gear S1 and the fourth carrier C4. The transmission input shaft IN is connected to the first carrier C1 via the second clutch K2 so as to be connectable and disconnectable.

The transmission output shaft OUT is a shaft that outputs the drive torque shifted to the drive wheels 5 via the propeller shaft 4 and the final gear (not shown), and is always connected to the third carrier C3. The transmission output shaft OUT is connected to the fourth ring gear R4 via the first clutch K1 so as to be able to connect and disconnect.

The first connecting member M1 is a member that constantly connects the first ring gear R1 of the first planetary gear PG1 and the second carrier C2 of the second planetary gear PG2 without interposing a friction element. The second connecting member M2 always connects the second ring gear R2 of the second planetary gear PG2, the third sun gear S3 of the third planetary gear PG3, and the fourth sun gear S4 of the fourth planetary gear PG4 without interposing a friction element. It is a member to do.

The first brake B1 is a friction element that can lock the rotation of the first carrier C1 with respect to the transmission case TC. The second brake B2 is a friction element capable of locking the rotation of the third ring gear R3 with respect to the transmission case TC. The third brake B3 is a friction element capable of locking the rotation of the second sun gear S2 with respect to the transmission case TC.

The first clutch K1 is a friction element that selectively connects the fourth ring gear R4 and the transmission output shaft OUT. The second clutch K2 is a friction element that selectively connects the transmission input shaft IN and the first carrier C1. The third clutch K3 is a friction element that selectively connects between the first carrier C1 and the second connecting member M2.

Based on FIG. 3, a shift configuration for establishing each gear stage will be described. The first speed (1st) is achieved by simultaneously engaging the second brake B2, the third brake B3, and the third clutch K3. The second speed (2nd) is achieved by simultaneously engaging the second brake B2, the second clutch K2, and the third clutch K3. The third speed (3rd) is achieved by simultaneously engaging the second brake B2, the third brake B3, and the second clutch K2. The 4th speed (4th) is achieved by simultaneously engaging the second brake B2, the third brake B3, and the first clutch K1. The fifth speed (5th) is achieved by simultaneously engaging the third brake B3, the first clutch K1 and the second clutch K2. The above 1st to 5th speeds are underdrive gears with a reduction gear ratio in which the gear ratio exceeds 1.

The 6th speed (6th) is achieved by simultaneously engaging the 1st clutch K1, the 2nd clutch K2, and the 3rd clutch K3. This sixth speed stage is a directly connected stage having a gear ratio of 1.

The 7th speed (7th) is achieved by simultaneously engaging the 3rd brake B3, the 1st clutch K1 and the 3rd clutch K3. The 8th speed (8th) is achieved by simultaneously engaging the first brake B1, the first clutch K1, and the third clutch K3. The 9th speed stage (9th) is achieved by simultaneously engaging the first brake B1, the third brake B3, and the first clutch K1. The 7th to 9th speeds described above are overdrive gears with a speed-increasing gear ratio of less than 1.

Further, among the gear stages from the 1st speed to the 9th speed, when the up shift is performed to the adjacent gear stage or the down shift is performed, as shown in FIG. 3, the shift shift is performed. .. That is, the shift to the adjacent gear stage is achieved by releasing one friction element and fastening one friction element while maintaining the fastening of two friction elements among the three friction elements. ..

The reverse speed stage (Rev) by selecting the R range position is achieved by simultaneously engaging the first brake B1, the second brake B2, and the third brake B3. When the N range position and the P range position are selected, basically all of the six friction elements B1, B2, B3, K1, K2, and K3 are in the released state.

A shift map as shown in FIG. 4 is stored and set in the transmission control unit 10, and shifting by switching gears from the 1st gear to the 9th gear on the forward side by selecting the D range is performed. This is done according to this shift map. That is, when the operating point (VSP, APO) at that time crosses the upshift line shown by the solid line in FIG. 4, an upshift shift request is issued. Further, when the operating point (VSP, APO) crosses the downshift line shown by the broken line in FIG. 4, a downshift shift request is issued.

[Detailed configuration of flood control system (Fig. 5)]
Hereinafter, the detailed configuration of the hydraulic control system will be described with reference to FIG. As shown in FIG. 5, the control valve unit 6 hydraulically controlled by the transmission control unit 10 includes a mechanical oil pump 61 and an electric oil pump 62 as hydraulic sources. The mechanical oil pump 61 is pump-driven by the engine 1, and the electric oil pump 62 is pump-driven by the electric motor 63.

The control valve unit 6 includes a line pressure solenoid 21, a line pressure regulating valve 64, a clutch solenoid 20, and a lockup solenoid 23 as valves provided in the flood control circuit. A lubrication solenoid 22, a lubrication pressure regulating valve 65, and a boost switching valve 66 are provided. Further, a P-nP switching valve 67 and a park hydraulic actuator 68 are provided.

The line pressure adjusting valve 64 regulates the discharged oil from at least one of the mechanical oil pump 61 and the electric oil pump 62 to the line pressure PL based on the valve operating signal pressure from the line pressure solenoid 21.

Here, the line pressure solenoid 21 is driven to adjust the pressure by a control command from the line pressure control unit 100 included in the transmission control unit 10. The line pressure control unit 100 controls the line pressure PL based on the target line pressure characteristic with respect to the magnitude of the input torque to the gear train 3a.

The clutch solenoid 20 is a transmission system solenoid that uses the line pressure PL as the original pressure and controls the fastening pressure and release pressure for each friction element (B1, B2, B3, K1, K2, K3). Although it is described in FIG. 5 that there is one clutch solenoid 20, each friction element (B1, B2, B3, K1, K2, K3) has six solenoids. Here, the clutch solenoid 20 is driven by adjusting the pressure according to a control command from the shift control unit 101 included in the transmission control unit 10, with the intention of improving fuel efficiency, with respect to a friction element that is engaged in the in-gear state. An intermediate pressure command corresponding to an input torque that can suppress clutch slippage is output to the clutch solenoid 20.

The lockup solenoid 23 controls the clutch differential pressure of the lockup clutch 2a by using the line pressure PL and the pressure adjusting excess oil created by the line pressure adjusting valve 64 when the lockup clutch 2a is engaged.

Here, the lockup solenoid 23 is driven to adjust the pressure by a control command from the lockup control unit 102 included in the transmission control unit 10. The lock-up control unit 102 controls the clutch differential pressure of the gear train 3a to maintain a zero-slip engagement state that allows a minute slip of the lock-up clutch 2a while traveling in a region of a predetermined vehicle speed or higher set in a low vehicle speed range. Execute regardless of gear stage or shift. That is, instead of the clutch differential pressure control that maintains the completely engaged state, the variable torque is absorbed by sliding the lockup clutch 2a with respect to the variable torque input to the gear train 3a.

The lubrication solenoid 22 has a function of creating a valve operating signal pressure to the lubrication pressure regulating valve 65 and a switching pressure to the boost switching valve 66, and adjusting the lubrication flow rate supplied to the friction element to an appropriate flow rate for suppressing heat generation. .. Then, it is a solenoid that mechanically guarantees the minimum lubrication flow rate that suppresses heat generation of the friction element at times other than continuous shift protection, and adjusts the lubrication flow rate added to the minimum lubrication flow rate.

The lubrication pressure regulating valve 65 can control the lubrication flow rate supplied to the power train (PT) including the friction element and the gear train 3a via the cooler 69 by the valve operating signal pressure from the lubrication solenoid 22. Then, friction is reduced by optimizing the PT supply lubrication flow rate by the lubrication pressure regulating valve 65.

The boost switching valve 66 increases the amount of oil supplied to the centrifugal cancel chambers of the second clutch K2 and the third clutch K3 by the switching pressure from the lubrication solenoid 22. This boost switching valve 66 is used when the amount of oil supplied is temporarily increased in a scene where the amount of oil in the centrifugal cancel chamber is insufficient.

The P-nP switching valve 67 switches the line pressure path to the park hydraulic actuator 68 by the switching pressure from the lubrication solenoid 22 (or park solenoid). The park lock that meshes the park gear 3b when the P range is selected and the park lock that disengages the park gear 3b when the park gear 3b is selected from the P range to a range other than the P range are released.

In this way, as a configuration of the control valve unit 6 that is mechanically connected to the shift lever operated by the driver and abolishes the manual valve that switches the D range pressure oil passage, the R range pressure oil passage, the P range pressure oil passage, and the like. There is. Then, when the D, R, and N ranges are selected by the shifter 181, the control of independently fastening / releasing the six friction elements based on the range position signal from the shifter control unit 18 is adopted to "shift. "By-wire" has been achieved. Further, when the P range is selected by the shifter 181, the P-nP switching valve 67 and the park hydraulic actuator 68 constituting the park module are operated based on the range position signal from the shifter control unit 18 to "park by".・ Achieved "wire".

[Detailed configuration of shift control unit (Fig. 6)]
Hereinafter, the detailed configuration of the shift control unit 101 of the transmission control unit 10 will be described with reference to FIG. As shown in FIG. 6, the shift control unit 101 includes a brake fluid pressure sensor value abnormality determination unit 101a (brake operation information abnormality determination unit), an interlock determination unit 101b, a solenoid function abnormality determination unit 101c, and normal shift control. A unit 101d, a limp home control unit 101e, and a speed change system solenoid control unit 101f are provided.

The brake fluid pressure sensor value abnormality determination unit 101a inputs information on the brake fluid pressure sensor value from the vehicle behavior controller 8, and when the correspondence between the acceleration / deceleration behavior of the vehicle and the brake fluid pressure sensor value does not match, the brake fluid pressure sensor Judge that the value is abnormal. Here, as for the acceleration / deceleration behavior of the vehicle, the output shaft rotation speed No. from the output shaft rotation sensor 14 is input, the time differential calculation process of the output shaft rotation speed No. is performed, and the rotation speed change (rotation speed increase) per unit time. : Acceleration behavior, rotation speed decrease: deceleration behavior).

The interlock determination unit 101b has a gear ratio abnormality condition in which the actual gear ratio deviates from the set gear ratio while traveling in the predetermined gear stage, and a deceleration condition in which the vehicle deceleration becomes equal to or higher than the predetermined value when the brake is not operated. If it is continuously established for a predetermined time, it is determined that the gear train 3a is in the interlock state. The interlock determination unit 101b inputs the determination result from the brake fluid pressure sensor value abnormality determination unit 101a, and when the brake fluid pressure sensor value is determined to be abnormal, the interlock determination is not permitted. On the other hand, when the brake fluid pressure sensor value abnormality determination unit 101a determines that the brake fluid pressure sensor value is normal, the interlock determination is permitted and the non-operation of the brake is detected when the brake fluid pressure sensor value is equal to or less than a predetermined value. To do. The predetermined value of the brake fluid pressure sensor value can be set to, for example, a value at which the brake is activated and the friction elements in the in-gear slide with each other to cause deceleration.

Here, the gear ratio abnormality condition in which the actual gear ratio deviates from the set gear ratio is the transmission input shaft rotation speed (turbine rotation speed Nt) during forward traveling by any of the 1st to 9th gears. ) And the transmission output shaft rotation speed (output shaft rotation speed No.), calculate the actual gear ratio. Then, if the difference between the calculated actual gear ratio and the set gear ratio at the predetermined gear stage at that time is less than the set value (± H% with respect to the set gear ratio at the normal time), it is determined that the gear ratio is normal. Then, when the difference between the calculated actual gear ratio and the set gear ratio in the predetermined gear stage at that time becomes equal to or greater than the set value, it is determined that the gear ratio is abnormal. The predetermined value of the vehicle deceleration is, for example, the deceleration threshold value for separating the brake slow deceleration and the interlock deceleration by acquiring the deceleration value in the interlock deceleration in which the gear train 3a is in the interlock state and the vehicle suddenly decelerates. Give by.

The solenoid function abnormality determination unit 101c determines that the solenoid function abnormality of the clutch solenoid 20 is determined when an abnormality of the gear ratio abnormality is confirmed during forward traveling by any of the 1st speed gear stages to the 9th speed gear stage. Here, to determine the abnormality of the gear ratio abnormality, the gear ratio abnormality time from the start of the gear ratio abnormality in the gear train 3a to the set time (> cumulative time) is accumulated during the in-gear excluding the shift transition period. , When the cumulative time exceeds the gear ratio abnormality abnormality confirmation timer time, the gear ratio abnormality abnormality is confirmed.

When it is determined that neither the normal shift control unit 101d is in the interlock state nor the solenoid function is abnormal, the normal shift control unit 101d performs upshift and downshift using the operating point (VSP, APO) at that time and the shift map shown in FIG. Normal shift control is executed. In the normal shift control, the engagement command / release command for the six

clutch solenoids

20a, 20b, 20c, 20d, 20e, 20f in each gear stage is determined according to the engagement table shown in FIG. Output to the system solenoid control unit 101f. 20a is a first brake solenoid, 20b is a second brake solenoid, 20c is a third brake solenoid, 20d is a first clutch solenoid, 20e is a second clutch solenoid, and 20f is a third clutch solenoid.

When the limp home control unit 101e is determined to be in an interlock state or is determined to be a solenoid function abnormality, the limp home control unit 101e executes an abnormality response limp home control common to the two types of abnormality determination modes. In the limp home control, when the interlock determination result or the solenoid function abnormality determination result is input, a release instruction for releasing all six

clutch solenoids

20a, 20b, 20c, 20d, 20e, and 20f is output. Then, when the transition to the neutral state is confirmed by the output of the release instruction, the intermediate shaft of the six friction elements is set to the transmission case TC based on the rotation / stop information from the intermediate shaft rotation sensor 19 possessed by the gear train 3a. Judgment of engagement / release of the first brake B1 to be fixed to. Next, the evacuation gear stage is determined based on the determination information of engagement / release of the first brake B1, and a command for shifting from the gear stage at that time to the determined evacuation gear stage is output to the transmission system solenoid control unit 101f. After that, it is fixed to the retract gear stage.

Here, when a solenoid function abnormality is determined, the actual gear ratio and the set gear ratio in the evacuation gear stage are again determined by the solenoid function abnormality determination unit 101c during forward traveling by the evacuation gear stage after shifting to the evacuation gear stage. Based on the difference, the gear ratio abnormality in the evacuation gear stage is determined. Then, when the gear ratio abnormality in the evacuation gear stage is determined and the release failure element is estimated, the limp home control unit 101e changes the evacuation gear stage based on the estimation of the release failure element, and the evacuation gear stage is changed. Shifts to the second evacuation gear stage changed from. On the other hand, if the solenoid function abnormality determination unit 101c determines the gear ratio abnormality in the retracted gear stage but the release failure factor is not estimated, the limp home control unit 101e determines that the line pressure control function is abnormal and the engine 1 The request for limiting the upper limit torque of is output to the torque limit control unit 110.

Here, in the limp home control unit 101e, whether the gear stage selected when the interlock or solenoid function abnormality is determined is the 8-speed gear stage or the 9-speed gear stage established with the first brake B1 engaged. Judge whether or not. Then, when a gear ratio abnormality is determined during traveling by the 8th gear or the 9th gear, the evacuation gear is determined to be the 3rd gear in the case of the 8th gear without shifting to the neutral state. In the case of a speed gear stage, the evacuation gear stage is determined to be the second speed gear stage, and the gears are changed to the determined gear stages. As shown in FIG. 3, a plurality of friction elements are fastened / determined by determining the 3rd gear stage in the case of the 8th gear stage and the 2nd speed gear stage as the evacuation gear stage in the case of the 9th gear stage. The combination relationship of release is the reverse combination relationship, and even if any friction element is erroneously engaged or released in the 8th gear stage or the 9th gear stage, if it is the 3rd speed gear stage or the 2nd speed gear stage. This is because it can be established. That is, when the gear stage selected when the transmission system solenoid abnormality is determined is the 1st speed gear stage to the 7th speed gear stage established with the 1st brake B1 released, the state is changed from the neutral state to the evacuation gear stage fixed. Transition. Then, the evacuation gear stage when the 1st speed gear stage to the 7th speed gear stage is set is determined separately for each gear stage when the first brake B1 is erroneously engaged and when it is not erroneously engaged.

The speed change system solenoid control unit 101f outputs a engagement command / release command for the six

clutch solenoids

20a, 20b, 20c, 20d, 20e, 20f based on a command from the normal speed change control unit 101d or the limp home control unit 101e. To do. The transmission system solenoid control unit 101f uses the line pressure PL as the original pressure during the in-gear that maintains the engaged state of the three friction elements in each gear stage, and issues an intermediate pressure command equivalent to the input torque that can suppress clutch slippage. Output to the clutch solenoid 20 (transmission system solenoid).

[Brake fluid pressure sensor value abnormality determination processing configuration (FIGS. 7 and 8)]
Hereinafter, a brake fluid pressure sensor value abnormality determination processing configuration executed by the brake fluid pressure sensor value abnormality determination unit 101a of the shift control unit 101 will be described with reference to FIG. 7. The brake fluid pressure sensor value abnormality determination process of FIG. 7 is repeatedly executed while the ignition is on (the ignition is being activated).

In step S1, following the start of processing, it is determined whether or not the prohibition condition is not satisfied. If YES (prohibition condition is not satisfied), the process proceeds to step S2 and step S6, and if NO (prohibition condition is not satisfied), the process proceeds to step S13.
Here, "prohibition condition not satisfied" means a case where none of the following conditions (1), (2), and (3) is satisfied, and "prohibition condition is satisfied" means the following (1). , (2), (3) when at least one of the conditions is met.
(1) When an abnormal value is received as the brake fluid pressure sensor value.
(2) When the CAN reception from the vehicle behavior controller 8 is abnormal.
(3) When the output shaft rotation sensor 14 is abnormal.

In step S2, following the determination that the prohibition condition is not satisfied in S1, it is determined whether or not the Hi side diagnosis permission condition is satisfied. If YES (Hi side diagnosis permission condition is satisfied), the process proceeds to step S3, and if NO (Hi side diagnosis permission condition is not satisfied), the process proceeds to step S13.
Here, the Hi-side diagnosis permission condition is given according to the following conditions (1), (2), and (3), and the Hi-side diagnosis permission condition is satisfied when the three conditions are satisfied, and any of the three conditions is satisfied. If it does not correspond, the Hi side diagnosis permission condition is not satisfied.
(1) When not in the P and R ranges.
(2) When the vehicle acceleration / deceleration is equal to or higher than the threshold value A set differently for each gear stage (see FIG. 8).
(3) When the vehicle speed VSP exceeds the threshold value J.

In step S3, following the determination that the Hi-side diagnosis permission condition is satisfied in S2, it is determined whether or not the Hi-side diagnosis normal / abnormal determination is established. If YES (Hi side diagnosis normal / abnormal judgment established), the process proceeds to step S4, and if NO (Hi side diagnosis normal / abnormal determination not established), the process proceeds to step S13. Here, when the vehicle acceleration / deceleration is on the acceleration side of the threshold value A or more, if the brake fluid pressure sensor value is the threshold value K or less, the Hi side diagnosis normal determination is established. Then, when the brake fluid pressure sensor value exceeds the threshold value B, the Hi-side diagnosis abnormality determination is established (see the Hi-side diagnosis NG region in FIG. 8). Since the deceleration characteristics of the vehicle are different in each gear stage when the interlock occurs, the threshold value K and the threshold value B are set differently in each gear stage.

In step S4, following the determination that the Hi-side diagnosis normal / abnormal determination is established in S3, it is determined whether or not a predetermined time or more has passed since the determination that the Hi-side diagnosis normal / abnormal determination was established. If YES (the predetermined time or more has passed), the process proceeds to step S5, and if NO (the predetermined time or more has not passed), the process proceeds to step S13.

In step S5, following the determination that the predetermined time or more has passed in S4, if the predetermined time or more has passed since the determination that the Hi side diagnosis normal judgment was established, the Hi side normal judgment flag is set and the Hi side diagnosis abnormality judgment is established. If a predetermined time or more has passed since the determination was made, the Hi side abnormality determination flag is set and the process proceeds to step S10.

In step S6, following the determination that the prohibition condition is not satisfied in S1, it is determined whether or not the Low side diagnosis permission condition is satisfied. If YES (the low side diagnosis permission condition is satisfied), the process proceeds to step S7, and if NO (the low side diagnosis permission condition is not satisfied), the process proceeds to step S13.
Here, the Low-side diagnosis permission condition is given according to the following conditions (1), (2), and (3), and the Low-side diagnosis permission condition is satisfied when the three conditions are satisfied, and any of the three conditions can be used. If it does not correspond, the condition for permitting diagnosis on the Low side is not satisfied.
(1) When not in the P and R ranges.
(2) When the vehicle acceleration / deceleration is less than the threshold value D set differently for each gear stage (see FIG. 8).
(3) When the vehicle speed VSP exceeds the threshold L.

In step S7, following the determination that the Low side diagnosis permission condition is satisfied in S6, it is determined whether or not the Low side diagnosis normal / abnormal determination is satisfied. If YES (low side diagnosis normal / abnormal judgment established), the process proceeds to step S8, and if NO (low side diagnosis normal / abnormal determination not established), the process proceeds to step S13.
Here, when the vehicle acceleration / deceleration is on the deceleration side below the threshold value D, if the brake fluid pressure sensor value is at least the threshold value M, the Low side diagnosis normal determination is established. Then, when the brake fluid pressure sensor value is less than the threshold value E, the Low side diagnosis abnormality determination is established (see the Low side diagnosis NG region in FIG. 8). Since the deceleration characteristics of the vehicle are different in each gear stage when the interlock occurs, the threshold value M and the threshold value E are set differently in each gear stage.

In step S8, following the determination that the Low side diagnosis normal / abnormal determination is established in S7, it is determined whether or not a predetermined time or more has passed since the determination that the Low side diagnosis normal / abnormal determination was established. If YES (the predetermined time or more has passed), the process proceeds to step S9, and if NO (the predetermined time or more has not passed), the process proceeds to step S13.

In step S9, following the determination that the predetermined time or more has passed in S8, if the predetermined time or more has passed since the determination that the Low side diagnosis normal judgment was established, the Low side normal judgment flag is set and the Low side diagnosis abnormality judgment is established. If a predetermined time or more has passed since the determination was made, the Low side abnormality determination flag is set and the process proceeds to step S10.

In step S10, following S5 and S9, it is determined whether or not the Hi side normal determination flag and the Low side normal determination flag are set together. If YES (two normal determination flags are set together), the process proceeds to S11, and if NO (one or both of the two normal determination flags are not set), the process proceeds to step S12.

In step S11, following the determination that the two normal determination flags in S10 are standing together, the normal determination confirmation flag of the brake fluid pressure sensor value is set to the normal determination confirmation flag = 1, and the process proceeds to return.

In step S12, following the determination that one or both of the two normal determination flags in S10 are not set, the normal determination confirmation flag of the brake fluid pressure sensor value is set to indicate that the brake fluid pressure sensor value is abnormal. The normal judgment confirmation flag shown is set to 0, and the process proceeds to return.

In step S13, following the determination of NO in any of S1, S2, S3, S4, S6, S7, and S8, the previous value of the normal determination confirmation flag is maintained, and the process proceeds to return.

[Shift control processing configuration (Fig. 9)]
Hereinafter, a shift control processing configuration executed by the shift control unit 101 of the transmission control unit 10 will be described with reference to FIG. The shift control process of FIG. 9 is started when the ignition is turned on (ignition activation).

In step S21, following the start of processing, it is determined whether or not the transmission system solenoid diagnostic condition is satisfied. If YES (transitional solenoid diagnostic condition is satisfied), the process proceeds to step S22, and if NO (transmission solenoid diagnostic condition is not satisfied), the process proceeds to step S28.
Here, as for the speed change system solenoid diagnostic condition, if the diagnosis prohibition condition is not satisfied and the diagnosis permission condition is satisfied, it is determined that the speed change system solenoid diagnosis condition is satisfied. Conditions such as a turbine rotation sensor abnormality, a vehicle speed sensor abnormality, and a line pressure solenoid electrical abnormality are given as diagnostic prohibition conditions. The diagnostic permission conditions are other than the P, R, and N ranges, and conditions such as a vehicle speed of a predetermined vehicle speed or higher, a turbine rotation speed of a predetermined value or higher, and an engine rotation speed of a predetermined value or higher are given. Then, even if one of the diagnosis prohibition conditions is satisfied, or even if one of the diagnosis permission conditions is not satisfied, it is determined that the diagnosis condition is not satisfied.

In step S22, following the determination in S21 that the transmission system solenoid diagnostic condition is satisfied or the determination in S24 that the predetermined time has not elapsed, whether or not the normal determination confirmation flag of the brake fluid pressure sensor value is 1. To judge. If YES (normal judgment confirmation flag = 1), the process proceeds to step S23, and if NO (normal judgment confirmation flag = 0), the process proceeds to step S27. The information of the normal determination confirmation flag of the brake fluid pressure sensor value is read from the brake fluid pressure sensor value abnormality determination unit 101a.

In step S23, following the determination that the normal determination confirmation flag = 1 in S22, it is determined whether or not the interlock determination condition is satisfied. If YES (interlock determination condition is satisfied), the process proceeds to step S24, and if NO (interlock determination condition is not satisfied), the process proceeds to step S27.
Here, the interlock determination conditions are a gear ratio abnormality condition in which the actual gear ratio deviates from the set gear ratio, and a deceleration condition in which the vehicle deceleration becomes the predetermined value or more when the brake fluid pressure sensor value is equal to or less than the predetermined value. Give in. Then, it is determined that the interlock determination condition is satisfied when both the gear ratio abnormality condition and the deceleration condition are satisfied.

In step S24, following the determination that the interlock determination condition is satisfied in S23, it is determined whether or not the predetermined time has elapsed while the interlock determination condition is satisfied. If YES (predetermined time has elapsed), the process proceeds to step S25, and if NO (predetermined time has not elapsed), the process returns to step S22.

In step S25, following the determination in S24 that the predetermined time has elapsed, the determination in S26 that IGN is ON, or the determination in S27 that the solenoid function abnormality determination condition is satisfied, the limp home control is executed, and the step is performed. Proceed to S26. As the limp home control for the interlock determination or the solenoid function abnormality determination, for example, a control for shifting to the evacuation gear stage fixing after shifting to the neutral state is executed.

In step S26, following the limp home control process in S25, it is determined whether or not the ignition is started and stopped (ignition off). If YES (IGN OFF), the process proceeds to the end, and if NO (IGN ON), the process returns to step S25.

In step S27, following the determination in S22 that the normal determination confirmation flag = 0 or the determination in S23 that the interlock determination condition is not satisfied, it is determined whether or not the solenoid function abnormality determination condition of the clutch solenoid 20 is satisfied. To do. If YES, the process proceeds to step S27, and if NO, the process proceeds to step S28.
Here, the solenoid function abnormality determination condition is that the gear ratio abnormality time after the gear ratio abnormality occurs during forward traveling by any of the 1st speed gear stages to the 9th speed gear stage is accumulated, and the cumulative time is accumulated. It is given on the condition that the gear ratio abnormality abnormality confirmation timer time has been reached.

In step S28, following the determination in S21 that the solenoid function abnormality determination condition is not satisfied or the determination that the solenoid function abnormality determination condition is not satisfied in S27, the operating point (VSP, APO) at that time and the shifting shown in FIG. 4 are performed. The normal shift control process for upshifting and downshifting is executed using the map, and the process proceeds to step S29.

In step S29, following the normal shift control process in S28, it is determined whether or not the ignition is started and stopped (ignition off). If YES (IGN OFF), the process proceeds to the end, and if NO (IGN ON), the process returns to step S21.

Next, "background technology and problem-solving measures" will be explained. Then, the operation of the first embodiment will be described separately by dividing it into "brake fluid pressure sensor value abnormality determination processing action", "shift control processing action", and "interlock generation action during traveling in the 5th gear".

[Background technology and problem-solving measures]
As an interlock determination technology when an interlock occurs in the gear train of an automatic transmission, it is determined that the gear ratio abnormality condition and the deceleration condition are continuously satisfied for a predetermined time while traveling in a predetermined gear stage. It is known to give as a condition. The gear ratio abnormality condition is a condition in which the actual gear ratio deviates from the set gear ratio in the predetermined gear stage, and the deceleration condition is a condition in which the vehicle deceleration becomes equal to or higher than the predetermined value when the brake is not operated.

However, in the above interlock determination technology, the determination that the brake is not operated is performed using the brake operation information from the brake system sensor or switch, but is the brake operation information itself normal? It has not been determined whether it is abnormal. Therefore, when the brake operation information indicates the brake operation when the brake is not operated, the deceleration by the interlock is mistaken as the deceleration by the brake, and it cannot be determined that the interlock state is reached. On the contrary, when the brake operation information indicates that the brake is not operated during the brake operation, there is a problem that the deceleration by the brake is mistaken as the deceleration by the interlock and the interlock state is erroneously determined.

In particular, with the aim of improving fuel efficiency, an intermediate pressure command equivalent to an input torque lower than the maximum pressure command is output to each clutch solenoid of multiple friction elements fastened at each gear stage to maintain the engaged state. Intermediate pressure clutch control shall be performed. In this case, when the brake operation is performed, a high braking force from the drive wheels is input to the gear train, so that the friction element is likely to slip, and the gear ratio abnormality condition is frequently satisfied. When the gear ratio abnormality condition is satisfied, the frequency of determining the deceleration condition increases, and the possibility of erroneously determining the interlock state when the brake operation information is abnormal increases. That is, there is a demand for surely preventing interlock erroneous determination while achieving improvement in fuel efficiency by suppressing the pressure applied to the friction element to a low level.

As a result of verifying the above-mentioned problems and solutions to the above-mentioned requirements, the present inventors, etc.
(A) As a prerequisite for interlock judgment, it is necessary to confirm whether the brake operation information itself is normal or abnormal.
(B) By using the acceleration / deceleration behavior of the vehicle, which is highly related to the presence / absence of the brake operation, it is possible to determine the normality / abnormality of the brake operation information without making the sensor or the like redundant.
(C) If the interlock judgment is not permitted when the brake operation information is judged to be abnormal, the normal / abnormal judgment result of the brake operation information can be reflected in the prevention of the interlock erroneous judgment.
I focused on that point.

Based on the above points of interest, the transmission control unit 10 of the present disclosure has a gear ratio abnormal condition in which the actual gear ratio deviates from the set gear ratio while traveling in a predetermined gear stage, and a vehicle deceleration when the brake is not operated. When the deceleration condition that exceeds the predetermined value is continuously satisfied for a predetermined time, the interlock determination unit 101b that determines the interlock state that the gear train 3a is in the interlock state, and the brake operation information that detects the non-operation of the brake. Is input, and when the correspondence between the acceleration / deceleration behavior of the vehicle and the brake operation information does not match, the brake operation information abnormality determination unit (brake fluid pressure sensor value abnormality determination unit 101a) for determining that the brake operation information is abnormal is provided. .. The interlock determination unit 101b has adopted a solution that does not allow the interlock determination when the brake operation information abnormality determination unit determines that the brake operation information is abnormal.

That is, if the correspondence between the acceleration / deceleration behavior of the vehicle and the brake operation information does not match, the brake operation information is determined to be abnormal. That is, the vehicle behavior when the brake is operated becomes a sudden deceleration behavior, and the vehicle behavior when the brake is not operated becomes a behavior other than the sudden deceleration behavior (slow deceleration, constant speed, acceleration) according to the accelerator operation. By using the correspondence between the vehicle behavior and the brake operation information, the brake operation information is normal even though one brake operation information is used as input information without providing a redundant configuration in which two or more sensors, switches, etc. are provided to compare signals. / Abnormality can be judged.

And if the brake operation information is determined to be abnormal, the interlock determination is not permitted. That is, when the brake operation information indicates the brake operation when the brake is not operated, it is possible to prevent the deceleration by the interlock from being mistaken as the deceleration by the brake. On the contrary, when the brake operation information indicates that the brake is not operated during the brake operation, it is possible to prevent the deceleration by the brake from being mistaken as the deceleration by the interlock.

As a result, when determining the occurrence of interlock during driving, it is possible to prevent erroneous interlock determination when interlock occurs and when interlock does not occur, without making the information input system for brake operation redundant. In particular, when an intermediate pressure command equivalent to an input torque that can suppress clutch slippage is output to the clutch solenoid 20 during in-gear that maintains the engaged state of the friction element, in the interlock determination that the frequency increases due to the occurrence of friction element slippage. It is possible to prevent erroneous judgment.

[Brake fluid pressure sensor value abnormality determination processing action (Fig. 7)]
The brake fluid pressure sensor value abnormality determination processing action will be described with reference to the flowchart of FIG. First, if the judgment required information is abnormal or the reception of the judgment required information is abnormal, and the prohibition condition for the brake fluid pressure sensor value abnormality judgment is satisfied, the process proceeds from S1 to S13 → return, and the normal judgment confirmation flag = It is set to 0. On the other hand, when the prohibition condition for determining the abnormality of the brake fluid pressure sensor value is not satisfied, the Hi-side diagnostic process from S1 to S2 or later and the Low-side diagnostic process from S1 to S6 or later are executed in parallel.

In the Hi side diagnosis process when the normal judgment confirmation flag = 0, if the Hi side diagnosis permission condition is satisfied and the Hi side diagnosis normal judgment is satisfied, the process proceeds from S1 to S2 → S3 → S4, and S4. Then, it is determined whether or not a predetermined time or more has passed while the two conditions are satisfied. Then, as long as the predetermined time or more does not elapse, the process proceeds from S4 to S13 → return, and the normal determination confirmation flag = 0 is maintained. However, when the predetermined time or more elapses, the process proceeds from S4 to step S5, and in S5, the Hi-side normality determination flag is set.

On the other hand, in the Hi side diagnosis process when the normal judgment confirmation flag = 1, if the Hi side diagnosis permission condition is satisfied and the Hi side diagnosis abnormality judgment is satisfied, the process proceeds from S1 to S2 → S3 → S4. , S4 determines whether or not a predetermined time or more has elapsed while the two conditions are satisfied. Then, as long as the predetermined time or more does not elapse, the process proceeds from S4 to S13 → return, and the normal determination confirmation flag = 1 is maintained. However, when the predetermined time or more elapses, the process proceeds from S4 to step S5, and in S5, the Hi side abnormality determination flag is set.

In the Low side diagnosis process when the normal judgment confirmation flag = 0, if the Low side diagnosis permission condition is satisfied and the Low side diagnosis normal judgment is satisfied, the process proceeds from S1 to S2 → S6 → S7 → S8. In S8, it is determined whether or not a predetermined time or more has elapsed while the two conditions are satisfied. Then, as long as the predetermined time or more does not elapse, the process proceeds from S8 to S13 → return, and the normal determination confirmation flag = 0 is maintained. However, when the predetermined time or more elapses, the process proceeds from S8 to step S9, and in S9, the Low side normality determination flag is set.

On the other hand, in the Low side diagnosis process when the normal judgment confirmation flag = 0, if the Low side diagnosis permission condition is satisfied and the Low side diagnosis abnormality judgment is satisfied, S1 to S2 → S6 → S7 → S8. In S8, it is determined whether or not a predetermined time or more has elapsed while the two conditions are satisfied. Then, as long as the predetermined time or more does not elapse, the process proceeds from S8 to S13 → return, and the normal determination confirmation flag = 0 is maintained. However, when the predetermined time or more elapses, the process proceeds from S8 to step S9, and in S9, the Low side abnormality determination flag is set.

When the Hi side normal judgment flag or the Hi side abnormality judgment flag is set by the Hi side diagnosis process, the process proceeds from S5 to S10. Further, when the Low side normal determination flag or the Low side abnormality determination flag is set by the Low side diagnosis process, the process proceeds from S9 to S10. In S10, it is determined whether or not the Hi-side normality determination flag and the Low-side normality determination flag are set together.

If it is determined in S10 that one or both of the Hi-side normality determination flag and the Low-side normality determination flag are not set, the process proceeds from S10 to S12, and in S12, the brake fluid pressure sensor value is abnormal. The normal judgment confirmation flag shown is set to 0. That is, when the Hi side abnormality determination flag or the Low side abnormality determination flag is set, the normal determination confirmation flag = 0. However, in S10, when it is determined that the Hi side normal judgment flag and the Low side normal judgment flag are both standing, the process proceeds from S10 to S11, and in S11, normal indicating that the brake fluid pressure sensor value is normal. Judgment confirmation flag = 1.

[Shift control processing action (Fig. 9)]
The shift control processing action will be described with reference to the flowchart of FIG. First, when the transmission system solenoid diagnostic condition is not satisfied during the ignition activation, the flow of proceeding from S21 to S28 to S29 is repeated. In S28, normal shift control for upshifting and downshifting is executed using the operating points (VSP, APO) at that time and the shift map shown in FIG.

While traveling in the D range, if the transmission system solenoid diagnostic condition is satisfied, the process proceeds from S21 to S22, and in S22, it is determined whether or not the normal determination confirmation flag of the brake fluid pressure sensor value is 1. When the normal determination confirmation flag = 1, the process proceeds from S22 to S23, and in S23, it is determined whether or not the interlock determination condition is satisfied. When the normal determination confirmation flag = 0, the process proceeds from S22 to S27, and in S27, it is determined whether or not the solenoid function abnormality determination condition is satisfied.

Therefore, when the transmission system solenoid diagnosis condition is satisfied, the normal judgment confirmation flag of the brake fluid pressure sensor value = 0, and the solenoid function abnormality judgment condition is not satisfied, the process proceeds to S21 → S22 → S27 → S28 → S29. The flow is repeated, and in S28, normal shift control is executed. Further, when the transmission system solenoid diagnostic condition is satisfied, the normal judgment confirmation flag of the brake fluid pressure sensor value = 1, the interlock judgment condition is not satisfied, and the solenoid function abnormality judgment condition is not satisfied, S21 → S22 → The flow of proceeding from S23 → S27 → S28 → S29 is repeated, and normal shift control is executed in S28.

On the other hand, during forward traveling with any of the 1st to 9th gears selected by the normal shift control, the gear ratio abnormality time after the gear ratio abnormality occurs is accumulated, and the cumulative time is accumulated. It is assumed that the solenoid function abnormality judgment condition that the gear ratio abnormality abnormality confirmation timer time has been reached is satisfied. In this case, the process proceeds from S27 to S25, and in S25, limp home control is executed by shifting to the neutral state and then shifting to the fixed retract gear stage instead of the normal shift control.

Furthermore, the gear ratio abnormality condition in which the actual gear ratio deviates from the set gear ratio and the normal judgment are confirmed during forward traveling by selecting one of the 1st gear to 9th gear by the normal shift control. It is assumed that the deceleration condition that the vehicle deceleration becomes equal to or more than the predetermined value is satisfied when the brake fluid pressure sensor value is equal to or less than the predetermined value. In this case, the process proceeds from S22 to S23 to S24 based on the establishment of the interlock determination condition, and it is determined in S24 whether or not the predetermined time has elapsed while the interlock determination condition is satisfied. Then, when it is determined in S24 that the predetermined time has elapsed, the process proceeds from S24 to S25, and in S25, the same limp home control as when the solenoid function abnormality determination condition is satisfied is executed instead of the normal shift control.

For example, if the first brake B1 is erroneously engaged when the interlock judgment is confirmed while driving in the 5th gear, the limp home control shifts from the 5th gear to the neutral state to the 8th gear fixed. Is performed (see FIG. 11). In addition, if the first brake B1 is not erroneously engaged when the interlock judgment is confirmed while driving in the 5th gear, the limp home shifts from the 5th gear to the neutral state to the 2nd gear fixed. Control is performed (see FIG. 12). The limp home control is continued until the ignition is started and stopped.

[Interlock generation action during running in the 5th gear (FIGS. 10 and 11)]
FIG. 10 shows the transition action from the 5th gear to the neutral to the 8th gear when the first brake B1 is erroneously engaged when the interlock is determined while the vehicle is running in the 5th gear. This will be described with reference to the time chart shown.

For example, during deceleration in the 5th speed of the D range, the actual gear ratio exceeds the threshold value of −H% from the set gear ratio in the 5th speed gear at time t1, and a gear ratio abnormality occurs, and the normal judgment is confirmed. It is assumed that the deceleration exceeds the predetermined value when the brake fluid pressure sensor value is equal to or less than the predetermined value. In this case, when the time elapses from time t1 with the gear ratio abnormality condition and the deceleration condition being satisfied and the time set by the sudden deceleration abnormality confirmation timer is reached at time t2, it is determined that the interlock is confirmed.

Therefore, at time t2, a release command is output to all of the six

clutch solenoids

20a, 20b, 20c, 20d, 20e, and 20f, and the fifth gear gear stage shifts to the neutral state. Then, the transition to the neutral state is confirmed at the time t3 when the predetermined time elapses from the time t2. From time t3, the intermediate axis rotation (= intami rotation) from the intermediate axis rotation sensor 19 is monitored, and when the intami rotation speed = 0 continues from time t3 to time t4 when a predetermined time elapses, time t4 Determines that the first brake B1 is erroneously engaged.

In this way, during deceleration in the 5th gear, after shifting to the neutral state based on the definite judgment of the interlock, it was determined that the first brake B1 was erroneously engaged, so the vehicle evacuated from the neutral state at time t4. The speed is changed to the 8th gear, which is the gear, and then the gear is fixed with the 8th gear as it is. Therefore, after the time t4, the 8th speed gear stage fixing with the 1st brake B1 in the engaged state is set as the evacuation gear stage, and the limp home running of the vehicle is ensured.

Next, when the interlock is determined while traveling in the 5th gear, the transition action from the 5th gear to the neutral to the 2nd gear fixing when the first brake B1 is other than erroneous engagement is performed. , The time chart shown in FIG. 11 will be described.

Therefore, at time t2, a release command is output to all of the six

clutch solenoids

20a, 20b, 20c, 20d, 20e, and 20f, and the fifth gear gear stage shifts to the neutral state. Then, the transition to the neutral state is confirmed at the time t3 when the predetermined time elapses from the time t2. From time t3, the intermediate axis rotation (= intami rotation) from the intermediate axis rotation sensor 19 is monitored, and when the intami rotation speed> 0 continues from time t3 to time t4 when a predetermined time elapses, time t4 Determines that the first brake B1 is released.

In this way, during deceleration in the 5th gear, it was determined that the first brake B1 was released after shifting to the neutral state based on the definite judgment of the interlock. Therefore, the evacuation gear was released from the neutral state at time t4. The speed is changed to the second speed gear stage, which is the speed, and then the gear stage is fixed with the second speed gear stage as it is. Therefore, after the time t4, the second speed gear stage fixing in which the first brake B1 is released is set as the evacuation gear stage, and the limp home running of the vehicle is ensured.

In addition, when the limp home control by the interlock judgment is the interlock judgment in the 8th gear stage or the 9th gear stage, and the interlock judgment in the 1st speed gear stage to the 7th speed gear stage (B1 erroneous engagement), the 1st speed In the case of interlock judgment (other than B1 erroneous fastening) in the gear stage to 7th gear stage, it is divided into the following.

<In the case of interlock judgment in 8th gear or 9th gear>
・ In the case of interlock judgment in the 8th gear stage, the 3rd gear stage is fixed ⇒ gear ratio abnormality ⇒ torque limit without shifting to the neutral state.
・ In the case of interlock judgment in the 9th gear stage, the 2nd speed gear stage is fixed ⇒ gear ratio abnormality ⇒ torque limit without shifting to the neutral state.

<In the case of interlock judgment (B1 erroneous engagement) in the 1st to 7th gears>
・ In the case of interlock judgment (B1 erroneous engagement) in the 1st gear stage, neutral state ⇒ 8th gear stage fixed ⇒ gear ratio abnormality ⇒ 9th speed gear stage fixed.
・ In the case of interlock judgment (B1 erroneous engagement) in the 2nd gear stage, neutral state ⇒ 8th gear stage fixed ⇒ gear ratio abnormality ⇒ 9th gear stage fixed.
・ In the case of interlock judgment (B1 erroneous engagement) in the 3rd gear stage, neutral state ⇒ 8th gear stage fixed ⇒ gear ratio abnormality ⇒ torque limit.
・ In case of interlock judgment (B1 erroneous engagement) in 4th gear, neutral state ⇒ 8th gear fixed ⇒ gear ratio abnormal ⇒ 3rd gear fixed.
・ In the case of interlock judgment (B1 erroneous engagement) in the 5th gear stage, neutral state ⇒ 8th gear stage fixed ⇒ gear ratio abnormality ⇒ 3rd speed gear stage fixed.
・ In case of interlock judgment (B1 erroneous engagement) in 6th gear, neutral state ⇒ 8th gear fixed ⇒ gear ratio abnormal ⇒ 3rd gear fixed.
・ In case of interlock judgment (B1 erroneous engagement) in 7th gear, neutral state ⇒ 8th gear fixed ⇒ gear ratio abnormal ⇒ 3rd gear fixed.

<In the case of interlock judgment (other than B1 erroneous fastening) in the 1st to 7th gears>
・ In the case of interlock judgment (other than B1 erroneous engagement) in the 1st gear stage, neutral state ⇒ 5th gear stage fixed ⇒ gear ratio abnormality ⇒ 6th speed gear stage fixed.
・ In the case of interlock judgment (other than B1 erroneous engagement) in the 2nd gear stage, neutral state ⇒ 4th gear stage fixed ⇒ gear ratio abnormality ⇒ 5th gear stage fixed.
・ In the case of interlock judgment (other than B1 erroneous engagement) in the 3rd gear stage, neutral state ⇒ 6th gear stage fixed ⇒ gear ratio abnormality ⇒ 7th speed gear stage fixed.
・ In the case of interlock judgment (other than B1 erroneous engagement) in the 4th gear stage, neutral state ⇒ 6th gear stage fixed ⇒ gear ratio abnormality ⇒ 3rd speed gear stage fixed.
・ In the case of interlock judgment (other than B1 erroneous engagement) in the 5th gear stage, neutral state ⇒ 2nd speed gear stage fixed ⇒ gear ratio abnormality ⇒ 1st speed gear stage fixed.
・ In case of interlock judgment (other than B1 erroneous engagement) in 6th gear, neutral state ⇒ 4th gear fixed ⇒ gear ratio abnormal ⇒ 3rd gear fixed.
・ In the case of interlock judgment (other than B1 incorrect engagement) in the 7th gear stage, neutral state ⇒ 3rd speed gear stage fixed ⇒ gear ratio abnormality ⇒ 2nd speed gear stage fixed.

As described above, the control device of the automatic transmission 3 of the first embodiment has the effects listed below.

(1) Controls transmission system solenoids (

clutch solenoids

20a, 20b, 20c, 20d, 20e, 20f) provided in each of a plurality of friction elements B1, B2, B3, K1, K2, K3 of the stepped transmission mechanism. A control device for an automatic transmission 3 including a transmission control unit 10 that performs speed change control for switching a plurality of gear stages by changing the fastening state of a plurality of friction elements.
The transmission control unit 10 has a gear ratio abnormality condition in which the actual gear ratio deviates from the set gear ratio while traveling in the predetermined gear stage, and a deceleration condition in which the vehicle deceleration becomes equal to or higher than the predetermined value when the brake is not operated. When it is continuously established for a predetermined time, the interlock determination unit 101b for determining that the stepped speed change mechanism (gear train 3a) is in the interlock state and the brake operation information for detecting the non-operation of the brake are input, and the vehicle accelerates / decelerates. When the correspondence between the brake operation information and the brake operation information does not match, the brake operation information abnormality determination unit (brake hydraulic pressure sensor value abnormality determination unit 101a) for determining that the brake operation information is abnormal is provided.
The interlock determination unit 101b does not allow the interlock determination when the brake operation information abnormality determination unit (brake fluid pressure sensor value abnormality determination unit 101a) determines that the brake operation information is abnormal.
Therefore, when determining the occurrence of an interlock during traveling, it is possible to prevent an interlock erroneous determination when the interlock occurs and when the interlock does not occur, without making the information input system for the brake operation redundant.

(2) The brake operation information abnormality judgment unit inputs the information of the brake fluid pressure sensor value, and if the correspondence between the acceleration / deceleration behavior of the vehicle and the brake fluid pressure sensor value does not match, the brake fluid pressure sensor value is determined to be abnormal. Brake fluid pressure sensor value abnormality determination unit 101a.
The interlock determination unit 101b permits the interlock determination when the brake fluid pressure sensor value abnormality determination unit 101a determines that the brake fluid pressure sensor value is normal, and the brake non-operation is performed when the brake fluid pressure sensor value is equal to or less than a predetermined value. Detect by being there.
Therefore, in the interlock determination, it is possible to detect that the brake is not operated by using the brake fluid pressure sensor value determined to be normal.

(3) The brake fluid pressure sensor value abnormality determination unit 101a sets a high side normal determination flag when the brake fluid pressure sensor value is equal to or less than the first threshold value (threshold K) when the vehicle is accelerating, and the vehicle decelerates. When the brake fluid pressure sensor value is equal to or higher than the second threshold value (threshold M) in the side behavior, the low side normal judgment flag is set.
If the high side normal judgment flag and the low side normal judgment flag stand together, the normal judgment is established, and the normal judgment confirmation flag of the brake fluid pressure sensor value is set.
If at least one of the high-side normal judgment flag and the low-side normal judgment flag is not set, the abnormality judgment is established and the normal judgment confirmation flag is lowered.
Therefore, by determining whether the brake fluid pressure sensor value is normal / abnormal on the high side and the low side of the brake fluid pressure sensor value, it is possible to determine whether the brake fluid pressure sensor value is normal or abnormal. It can be judged with high accuracy.

(4) The transmission control unit 10 has a limp home control unit 101e that secures vehicle running by fixing to the evacuation gear stage after the interlock determination.
When the stepped speed change mechanism (gear train 3a) determines the interlock state by the interlock determination unit 101b, the limp home control unit 101e releases all of the plurality of friction elements B1, B2, B3, K1, K2, K3. Output,
When the transition to the neutral state is confirmed by the output of the release instruction, the determination information of the engagement / release of a specific friction element (first brake B1) among the plurality of friction elements B1, B2, B3, K1, K2, K3 is confirmed. The evacuation gear stage is determined based on
After shifting to the evacuation gear stage determined from the transition to the neutral state, the gear is fixed to the evacuation gear stage.
Therefore, when it is determined that the stepped speed change mechanism (gear train 3a) is in the interlock state, it is possible to shift to limp home control and secure the drivability of the vehicle while avoiding sudden deceleration due to the interlock. ..

(5) The transmission control unit 10 issues an intermediate pressure command equivalent to an input torque that can suppress clutch slippage during in-gear that maintains the engaged state of the friction element (

clutch solenoids

20a, 20b, 20c, 20d, It has a transmission system solenoid control unit 101f that outputs to 20e, 20f).
For this reason, it is possible to prevent an erroneous determination in the deceleration determination in which the gear ratio abnormality condition is established more frequently due to the slippage of the friction element during the braking operation, and the frequency increases accordingly. In addition, in the case of an engine vehicle, it is possible to improve fuel efficiency by reducing the pump load by keeping the fastening oil pressure in the in-gear low.

The control device for the automatic transmission according to the embodiment of the present invention has been described above based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and design changes and additions are permitted as long as the gist of the invention according to each claim is not deviated from the claims.

In the first embodiment, the brake fluid pressure sensor value information is input as the brake operation information abnormality determination unit, and when the correspondence between the acceleration / deceleration behavior of the vehicle and the brake fluid pressure sensor value does not match, the brake fluid pressure sensor value is abnormal. An example of the brake fluid pressure sensor value abnormality determination unit 101a for determining the above is shown. However, the brake operation information abnormality determination unit is not limited to the brake fluid pressure sensor value as long as the information can detect the brake operation information. For example, a brake switch signal from the brake switch, a brake stroke value from the brake stroke sensor, or the like may be used.

In the first embodiment, the transmission control unit 10 outputs an intermediate pressure command equivalent to an input torque that can suppress clutch slippage to the clutch solenoid 20 during in-gear that maintains the engaged state in the fastening pressure control of the friction element. An example having a solenoid control unit 101f is shown. However, the transmission control unit can also be applied to an example having a shift control unit that outputs a maximum pressure command to the clutch solenoid during in-gear that maintains the engaged state in the fastening pressure control of the friction element.

In Example 1, as an automatic transmission, an example of an automatic transmission 3 which has 6 friction elements and achieves forward 9th speed and backward 1st speed by fastening 3 friction elements is shown. However, as an automatic transmission, an example may be obtained in which a plurality of forward stages and reverse stages are achieved by fastening two friction elements, and a plurality of forward stages and reverse stages are achieved by fastening four friction elements. It may be an example. Further, the automatic transmission may be an example of an automatic transmission having a stepped gear stage other than the forward 9th speed and the reverse 1st speed, or with an auxiliary transmission that combines a belt type continuously variable transmission and a multi-speed transmission. It may be a continuously variable transmission.

In the first embodiment, an example of the control device of the automatic transmission 3 mounted on the engine vehicle is shown. However, it can be applied not only to an engine vehicle but also as a control device for an automatic transmission of a hybrid vehicle, an electric vehicle, or the like.

The present application claims priority based on Japanese Patent Application No. 2019-216988 filed with the Japan Patent Office on November 29, 2019, and the entire contents of the application are incorporated herein by reference.

Claims

A transmission control unit that controls a speed change system solenoid provided for each of a plurality of friction elements included in a stepped speed change mechanism and controls a speed change to switch a plurality of gear stages by changing the fastening state of the plurality of friction elements. It is a control device of an automatic transmission equipped with
The transmission control unit is
When the gear ratio abnormality condition in which the actual gear ratio deviates from the set gear ratio while traveling in the predetermined gear stage and the deceleration condition in which the vehicle deceleration becomes equal to or higher than the predetermined value when the brake is not operated are continuously satisfied for a predetermined time. , An interlock determination unit that performs an interlock determination to determine that the stepped speed change mechanism is in an interlock state,
When the brake operation information for detecting the non-operation of the brake is input and the correspondence between the acceleration / deceleration behavior of the vehicle and the brake operation information does not match, the brake operation information abnormality determination unit for determining that the brake operation information is abnormal, and the brake operation information abnormality determination unit.
Have,
The interlock determination unit is a control device for an automatic transmission that does not allow the interlock determination when the brake operation information abnormality determination unit determines that the brake operation information is abnormal.
In the control device for the automatic transmission according to claim 1,
The brake operation information abnormality determination unit inputs information on the brake fluid pressure sensor value, and if the correspondence between the acceleration / deceleration behavior of the vehicle and the brake fluid pressure sensor value does not match, the brake fluid pressure sensor value is determined to be abnormal. Brake fluid pressure sensor value abnormality judgment unit
When the brake fluid pressure sensor value abnormality determination unit determines that the brake fluid pressure sensor value is normal, the interlock determination unit permits the interlock determination, and the brake non-operation is performed by the brake fluid pressure sensor value. An automatic transmission control device that detects when the value is below a specified value.
In the control device for the automatic transmission according to claim 2.
The brake fluid pressure sensor value abnormality determination unit sets a high-side normal determination flag when the brake fluid pressure sensor value is equal to or less than the first threshold value when the vehicle is accelerating, and the brake fluid pressure sensor value abnormality determination unit sets the high-side normal determination flag when the vehicle is decelerating. If the brake fluid pressure sensor value is equal to or higher than the second threshold value, the low side normality judgment flag is set.
When the high side normal judgment flag and the low side normal judgment flag stand together, the normal judgment is established, and the normal judgment confirmation flag of the brake fluid pressure sensor value is set.
A control device for an automatic transmission that determines that an abnormality determination is established and lowers the normal determination confirmation flag if at least one of the high-side normal determination flag and the low-side normal determination flag is not set.
In the control device for the automatic transmission according to any one of claims 1 to 3.
The transmission control unit has a limp home control unit that secures vehicle running by fixing to the evacuation gear stage after the interlock determination.
When the stepped speed change mechanism determines the interlock state by the interlock determination unit, the limp home control unit outputs a release instruction to release all the plurality of friction elements.
When the transition to the neutral state is confirmed by the output of the release instruction, the evacuation gear stage is determined based on the determination information of fastening / releasing of a specific friction element among the plurality of friction elements.
A control device for an automatic transmission that is fixed to the evacuation gear stage after shifting to the evacuation gear stage determined from the transition to the neutral state.
In the control device for the automatic transmission according to any one of claims 1 to 4.
The transmission control unit has an automatic transmission having a transmission system solenoid control unit that outputs an intermediate pressure command corresponding to an input torque capable of suppressing clutch slippage to the transmission system solenoid during in-gear that maintains the engaged state of the friction element. Machine control device.
A transmission control unit that controls a speed change system solenoid provided for each of a plurality of friction elements included in a stepped speed change mechanism and controls a speed change to switch a plurality of gear stages by changing the fastening state of the plurality of friction elements. It is a control method of an automatic transmission equipped with
When the gear ratio abnormality condition in which the actual gear ratio deviates from the set gear ratio while traveling in the predetermined gear stage and the deceleration condition in which the vehicle deceleration becomes equal to or higher than the predetermined value when the brake is not operated are continuously satisfied for a predetermined time. , The interlock determination for determining that the stepped speed change mechanism is in the interlock state is performed, and the interlock determination is performed.
When the brake operation information for detecting the non-operation of the brake is input and the correspondence between the acceleration / deceleration behavior of the vehicle and the brake operation information does not match, it is determined that the brake operation information is abnormal.
If the brake operation information is determined to be abnormal, the interlock determination is not permitted.
How to control an automatic transmission.