JP2002039364A - Transmission control device for on-vehicle automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reflect abnormal communication in transmission control even at occurrence of the abnormal communication and dispel trouble such as unstable behavior of a vehicle. SOLUTION: A CPU 11 for transmission control and a CPU 12 for engine control are attached to an engine ECU 10. The CPU 11 and the CPU 12 are connected to each other with DMA communication. The CPU 11 for transmission control conducts communication with other systems, an ECU 14, an ECU 15, and an ECU 16. The CPU 11 for transmission control generates a transmission control signal based on various data including data received from other CPU or other EOU, and directly control an oil pressure of a transmission by output of the control signal itself. Further, the CPU 11 determines whether abnormal communication exists or not. When the occurrence of the abnormal communication is determined, fail safe processing concerning to direct oil pressure control, clutch to clutch control, is carried out.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a vehicle-mounted automatic transmission.

[0002]

2. Description of the Related Art An automatic transmission of this type includes a hydraulically controlled transmission mechanism (transmission unit) including a large number of gear parts and clutch parts, and a valve body having various actuators for switching hydraulic circuits. are doing. And an in-vehicle ECU (transmission control controller)
Drives the actuator (solenoid, etc.) in the valve body to switch the hydraulic circuit, and after that switch, the final control hydraulic pressure is adjusted mechanically by a mechanism on the transmission side, such as a hydraulic valve or accumulator. Shift control has been performed.

In this case, in a vehicle-mounted automatic transmission, a mechanism on the transmission side such as a hydraulic valve or an accumulator generally serves as a safety mechanism, and the behavior of the vehicle is stabilized even against an erroneous output from a vehicle-mounted ECU. I was Therefore, in-vehicle E
On the CU side, a configuration was adopted in which a fail-safe function only needs to be provided for a sensor or actuator abnormality.

[0004]

However, in the above-mentioned conventional automatic transmission, the hydraulic control largely depends on the mechanism of the transmission mechanism, which is disadvantageous in terms of downsizing, weight reduction and cost reduction of the main body. Therefore, in recent years,
A mechanism in which the mechanism of a transmission mechanism is simplified in order to reduce the weight and its function is provided by electronic control by an in-vehicle ECU is being embodied. That is, the mechanism on the transmission mechanism side is simplified, and the vehicle-mounted E
Direct hydraulic pressure control, such as so-called clutch-to-clutch control, in which hydraulic pressure is directly controlled by driving an actuator (such as a linear solenoid) of a CU, or control in which more actuators are simultaneously controlled has been adopted. ing.

Recently, other controllers (other E-controllers) have been used.
More complicated shift control, such as exchanging information with a CU or a CPU via communication and performing shift control in cooperation with other controls, has also been performed.

[0006] For these reasons, under the current situation where more functions are required for the on-vehicle ECU, the influence of any abnormality on the shift control is also widening.
That is, if the in-vehicle ECU cannot correctly perform the shift control due to a communication abnormality, problems such as unstable behavior of the vehicle occur.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and has as its object to reflect a communication abnormality even in the case of occurrence of a communication abnormality in a shift control so that the behavior of the vehicle becomes unstable. It is an object of the present invention to provide a shift control device for an in-vehicle automatic transmission, which can solve the above-mentioned disadvantage.

[0008]

According to the first aspect of the present invention, a shift control controller outputs a control signal to various actuators to control switching of a hydraulic path. The transmission is shifted by the switching of the hydraulic path. In the present invention, in particular, the shift control controller generates a shift control signal based on various data including data received from another controller, and directly controls the hydraulic pressure of the transmission based on the output of the control signal (hydraulic control). Steps). Further, it is determined whether there is a communication abnormality with another controller, and when it is determined that an abnormality has occurred, a fail-safe process related to the hydraulic control step is performed (fail-safe step). In short, it is conceivable that the hydraulic control step by the shift control controller does not function correctly when the communication is abnormal, but in the present invention, the fail-safe process corresponding thereto can be suitably performed. As a result, even when a communication error occurs, it is reflected in the shift control,
Inconveniences such as unstable behavior of the vehicle can be eliminated.

[0009] The content of the fail-safe step is to prohibit the output of the shift pattern controlled by the clutch-to-clutch control. Alternatively, as described in claim 3, the execution of a specific shift pattern is prohibited. Note that the specific pattern is, for example, a shift pattern in which the engine brake is actively applied.

In this type of electronic control system, a shift control controller and an engine control controller are communicably connected to each other, and various parameters indicating an engine operating state are stored in the engine control controller. The transmission is transmitted to the shift control controller via the communication means, and the present invention can be suitably embodied in such a system. That is, if signal transmission / reception from the engine control controller to the shift control controller is not performed normally, fail-safe processing is performed.

[0011]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram illustrating an outline of a vehicle control system according to the present embodiment. In FIG. 1, an ECU for engine control (hereinafter, referred to as an ECU) is shown.
An engine ECU 10 includes a shift control CPU 11 (corresponding to a shift control controller) for performing shift control of a hydraulic transmission, and an engine control CPU 12 for performing engine fuel injection control, ignition control, and the like.
(Corresponding to an engine control controller). The shift control CPU 11 is an engine control CPU.
The CPU 12 is connected to the CPU 12 via DMA communication, and acquires engine operation information such as a throttle opening, an engine speed, and a water temperature from the engine control CPU 12 via DMA.

The engine ECU 10 includes another system ECU.
14 with serial communication. Other system E
The CU 14 includes a traction control ECU, an ABS control ECU, a VSC control ECU, and the like.
The PU 11 realizes shift control in cooperation with other controls by exchanging information with each other. In vehicles equipped with multiplex communication such as LAN, the engine E is connected to the multiplex communication network.
The CU 10 is connected and exchanges information with other system ECUs 15 and 16 via a multiplex communication network.

FIG. 2 is a block diagram showing more specific contents of the engine ECU 10. As shown in FIG. That is, FIG.
, Detection signals are input to the engine control CPU 12 from a throttle opening sensor 21, an engine speed sensor 22, a water temperature sensor 23, and the like. The engine control CPU 12 controls the fuel injection amount and the ignition timing of the engine based on these detection signals and the like.

The speed change control CPU 11 includes a vehicle speed sensor 24, an oil temperature sensor 25, an input shaft speed sensor 26,
A detection signal is input from the shift position switch 27 or the like. The shift control CPU 11 calculates a shift pattern corresponding to the current vehicle running state based on these detection signals and other data received from the engine control CPU 12 and the like through communication.
The control signal is output to the valve body 29 of FIG.

Here, the transmission 28 has, for example, a five-speed shifting mechanism, and the valve body 29 for switching the hydraulic circuit includes solenoids S1, S2, S3 and a linear solenoid SLU. In this case, the first to fifth speeds are shifted by the combination of ON / OFF of the solenoids S1 to S3. In the transmission 28 of the present embodiment, in particular, a part of a mechanism such as a hydraulic valve and an accumulator is reduced in order to reduce the size and weight, and its function is provided by electronic control of a linear solenoid SLU. The clutch-to-clutch control is adopted. For example, when performing the second speed output,
The control signal of the linear solenoid SLU is controlled at 0% to 100%.

FIG. 3 is a diagram showing an output example of a shift pattern. The transmission 28 is shifted to the first to fifth speeds by a combination of ON / OFF of the solenoids S1 to S3. At the time of 2nd speed output, the linear solenoid S
By controlling the LU together, the hydraulic pressure of the transmission 28 is directly controlled by the linear solenoid SLU. That is, in the shift control for the second speed (eg, 1⇔2 shift, 2⇔3 shift, etc.), clutch-to-clutch control is performed, and the output itself from the shift control CPU 11 becomes the movement of the transmission 28.

FIG. 4 is a flowchart showing a shift control routine, which is executed by the shift control CPU 11.
, For example, every 16 msec. In this process, it is determined whether there is an actuator abnormality, a sensor abnormality, or a communication abnormality, and when any abnormality occurs, a fail-safe process corresponding to the abnormality is performed.

First, at step 101, a shift determination is made based on various conditions based on the shift control specifications, and a shift pattern to be output is calculated. Actually, in addition to vehicle speed, oil temperature, input shaft rotation speed, shift position, CPU for engine control
Based on the throttle opening, engine speed, water temperature, and the like received from 12, for example, one of the first to fifth speed shift patterns shown in FIG. 3 is selected. The speed change pattern selected at this time also includes a second speed output pattern employing clutch-to-clutch control, and this step corresponds to a "hydraulic control step" of the present invention.

Next, in steps 102 to 104, it is determined whether or not a fail-safe process for various abnormalities should be performed. That is, in step 102, it is determined whether or not a fail-safe process is necessary for various actuator abnormalities. In step 103, it is determined whether or not a fail-safe process is necessary for various sensor abnormalities. Step 10
In step 4, it is determined whether or not a fail-safe process is necessary for a communication abnormality with another CPU or another ECU. Here, the presence / absence of each abnormality and the determination of the necessity of fail-safe relating thereto are separately determined by another abnormality determination routine. For communication abnormality, the fail-safe execution determination is made according to FIG. 5 and FIG. Communication abnormality determination is performed.

That is, the shift control CPU 11 activates FIG. 5 as a subroutine of step 104.
In FIG. 5, in step 201, it is determined whether or not there is a communication abnormality with another CPU.
It is determined whether or not there is a communication error between
Then, it is determined whether there is a communication abnormality with the multiplex communication network.
If it is determined in any of steps 201 to 203 that there is a communication error, the failsafe execution determination flag is set to O.
N is set (step 204). Steps 201 to 201
If it is determined in step 203 that there is no abnormality, the fail-safe execution determination flag is turned off (step 205). In this case, if the fail-safe execution determination flag is ON, it is determined in step 104 in FIG. 4 that the fail-safe processing is necessary.

The shift control CPU 11 starts up FIG. 6 at every interruption of various kinds of communication, and checks for abnormal communication at step 301. At this time, a parity error / overrun error / framing error / data ID mismatch error or the like is detected by a known method. It should be noted that other actuator abnormalities and sensor abnormalities are well-known, so illustration and description thereof are omitted.

Returning to the description of FIG.
If none of the fail-safe processes are required in step 4 (NO in all cases), the process directly proceeds to step 107, where a control signal is output to the valve body 29 based on the shift pattern set in step 101.

On the other hand, if a fail-safe process relating to an actuator abnormality or a sensor abnormality is required, the routine proceeds to step 105, where "fail-safe process 1" is performed.
Is carried out. In this case, for example, a failure shift pattern is set according to the contents of the actuator abnormality or the sensor abnormality, such as whether the solenoid is ON (an abnormality that cannot be turned OFF), OFF (an abnormality that cannot be turned ON), a disconnection abnormality of the sensor, and the like. . After that, a control signal is output based on the shift pattern for failure set by the "fail safe process 1" (step 107).

If a fail-safe process relating to a communication error is required, the process proceeds to step 106, where "fail-safe process 2", which is the "fail-safe step" of the present invention, is performed. That is, fail-safe processing such as prohibiting a specific shift pattern is performed. afterwards,
A control signal is output based on the shift pattern for fail time set by the "fail safe process 2" (step 107).

Here, a specific example of the fail-safe processing (the above-mentioned "fail-safe processing 2") performed when communication is abnormal will be described. In short, the shift control system according to the present embodiment employs clutch-to-clutch control for forming the second speed as described above. In such a system, the shift control CPU 11 uses erroneous information due to a communication error to shift gears. When the control is performed, it is conceivable that an unintended movement is transmitted to the transmission 28 as it is. For example, if the second speed pattern is erroneously output at a high vehicle speed, a shift shock or the like may occur unexpectedly. Therefore, as a “fail-safe process 2”, the output of the second speed pattern is prohibited when communication is abnormal, thereby suppressing the occurrence of unexpected shift shock or the like.

Alternatively, in a transmission having a configuration in which the engine brake is actively used by turning on a specific solenoid, it is conceivable that the engine brake is suddenly applied due to a communication abnormality. As a “fail-safe process 2”, execution of a specific shift pattern is prohibited so that unexpected engine braking is not applied. For example, as shown in FIG.
Speed AT) Solenoids S1, S for switching 1st to 4th speed
2 and solenoid S3 for engine brake ON / OFF
In order to realize a sporty shift feeling, the shift control system in which the solenoid S3 is turned on at the first speed and the second speed in the D range to apply the engine brake (a sense of sudden deceleration) is used for communication. The ON of the solenoid S3 is prohibited at the time of abnormality, thereby suppressing the unstable behavior of the vehicle.

Incidentally, in the processing of FIG. 4, which of the fail-safe processings 1 and 2 is to be performed may be determined in accordance with the content of each abnormality, and the sensor abnormality relating to clutch-to-clutch control is determined as a sensor abnormality. “Fail safe processing 2” may be performed even when an abnormality occurs.

According to the embodiment described in detail above, the following effects can be obtained. It is determined whether there is a communication abnormality with another CPU or another ECU, and when it is determined that an abnormality has occurred,
Fail-safe processing related to direct hydraulic pressure control (clutch-to-clutch control) has been implemented.
Even when a communication abnormality occurs, the communication abnormality is reflected in the shift control, so that inconvenience such as unstable behavior of the vehicle can be solved.

In the process shown in FIG. 4, the fail-safe process relating to the actuator abnormality and the sensor abnormality is performed in addition to the fail-safe process relating to the communication abnormality. become able to.

The present invention can be embodied in the following modes other than the above. In the above-described embodiment, the clutch-to-clutch control is used for the second speed output. However, the clutch-to-clutch control is also used for other shift patterns, and when a communication error occurs in the control, the above-described fail-safe processing is performed. May be implemented.

In the process of FIG. 4, the fail-safe execution determination flag is set separately according to the communication partner (contents of data). Thus, when there are a plurality of communication partners, it is possible to change the content of the fail-safe depending on the content of the data received from the communication partner in which the error has occurred.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing an outline of a vehicle control system according to an embodiment of the invention.

FIG. 2 is a configuration diagram showing more specific contents of an engine ECU.

FIG. 3 is a diagram showing an example of a shift pattern.

FIG. 4 is a flowchart showing a shift control routine.

FIG. 5 is a flowchart illustrating a fail-safe execution determination routine.

FIG. 6 is a flowchart illustrating a communication abnormality determination routine.

FIG. 7 is a diagram showing an example of a shift pattern.

[Explanation of symbols]

10: engine ECU, 11: shift control CPU (shift control controller), 12: engine control CPU
(Engine control controller), 14-16: Other system ECU, 28: Transmission (transmission), 2
9: valve body, S1 to S3: solenoid (actuator), SLU: linear solenoid (actuator).

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3G093 AA05 BA10 BA13 CA12 CB14 DA01 DA05 DA06 DB01 DB05 DB09 DB11 EA05 EA13 EB03 EC01 FA07 3J552 MA02 MA04 NB01 PB02 QB03 QC02 QC08 RA13 TB13 UA07 VA32Z VA62Z VB03X07 VCZ

Claims (4)

[Claims] A transmission which is mounted on a vehicle and is shift-changed by switching a hydraulic path; and a shift control controller which outputs a control signal to various actuators to control switching of the hydraulic path. A shift controller for a vehicle-mounted automatic transmission in which a controller for communication is communicably connected to another controller, wherein the shift control controller performs shift control based on various data including data received from the other controller. Generating a signal, a hydraulic control step of directly controlling the hydraulic pressure of the transmission by the output of the control signal itself, and determining whether there is a communication abnormality with the other controller,
A shift control device for an in-vehicle automatic transmission, wherein when it is determined that an abnormality has occurred, a fail-safe step of performing a fail-safe process relating to the hydraulic control step is performed. 2. The shift control device for a vehicle-mounted automatic transmission according to claim 1, wherein the shift control controller inhibits output of a shift pattern controlled by clutch-to-clutch control in the fail-safe step. 3. The shift control device for a vehicle-mounted automatic transmission according to claim 1, wherein the shift control controller inhibits execution of a specific shift pattern in the fail-safe step. 4. A shift control controller is connected to an engine control controller for controlling fuel injection and ignition timing of the engine, and various parameters indicating an engine operating state are transmitted from the engine control controller to the shift control controller. The shift control device for a vehicle-mounted automatic transmission according to claim 1, wherein the shift control device is transmitted to the controller via a communication unit.