JP6935764B2 - Vehicle processing equipment - Google Patents

Description

The present invention relates to a vehicle processing device.

Conventionally, for example, an automatic transmission control device has input a periodic output signal output from a rotation speed sensor attached to an input shaft or / and an output shaft of a transmission mechanism, and the output timing of this periodic output signal has been input. In this interruption process, for example, the rising / falling edges of the vehicle speed pulse are counted, and the vehicle speed is calculated by specifying the number of counts of the vehicle speed pulse per unit cycle.

Japanese Unexamined Patent Publication No. 2009-19523 Japanese Unexamined Patent Publication No. 2012-218467

However, as the speed of the vehicle increases, the number of interrupt processes based on the above-mentioned rotation speed sensor increases, so that the processing load increases. A technique for reducing the processing load at a high load is disclosed in, for example, Patent Document 1, but the technique according to Patent Document 1 is based on the engine speed in order to reduce the processing load related to the engine control device. Therefore, it is difficult to solve the above-mentioned problems because the identification process by the identifyr is performed or the identification process is not performed at a predetermined cycle.

An object of the present disclosure is to provide a vehicle processing device capable of reducing a processing load even if the vehicle speed increases and the number of sensor interrupt processing by the rotation speed sensor increases.

The invention according to claim 1 is intended for a vehicle processing device used for shift control of an automatic transmission. The vehicle speed calculation unit calculates the vehicle speed based on the periodic output signal from the rotation speed sensor of the input shaft and / and the output shaft of the transmission mechanism. When the first interrupt processing unit determines that the vehicle speed is lower than the threshold value, the first interrupt processing unit executes a predetermined interrupt processing at the interrupt processing timing by the periodic output signal of the rotation speed sensor. Further, when the second interrupt processing unit determines that the vehicle speed is higher than the threshold value, the second interrupt processing unit performs a predetermined interrupt processing timing by thinning out a part of the interrupt processing timing by the periodic output signal of the rotation speed sensor. Execute interrupt processing.

Further, when the condition for the vehicle speed to be in the vehicle speed range including the shift point to be changed by the speed change mechanism (hereinafter referred to as the shift range) is satisfied, the second interrupt processing unit starts the interrupt restart time immediately after the vehicle speed calculation process of the vehicle speed calculation unit. The predetermined interrupt processing is omitted until the elapse of the above period, and the predetermined interrupt processing is performed at the continuous interrupt processing timing by the periodic output signal output immediately before the timing of the next vehicle speed calculation processing by the vehicle speed calculation unit. Execute the process. Therefore, since the second interrupt processing unit omits the predetermined interrupt processing, the processing load can be reduced even if the vehicle speed increases and the number of sensor interrupt processing by the rotation speed sensor increases.

Block configuration diagram schematically showing the vehicle control system according to the first embodiment D range shift line Flowchart of periodic processing Flowchart of thinning judgment processing Flow chart of rotation speed sensor interrupt processing Flowchart of thinning execution judgment processing Explanatory drawing of interrupt count execution timing in mode A Flowchart of thinning counter processing in mode B1 Explanatory drawing of interrupt count execution timing in mode B1 Flowchart of start time setting process in mode B2 Explanatory drawing of interrupt count execution timing in mode B2 Explanatory drawing showing the relationship between vehicle speed and processing load D range transmission line shown in the second embodiment Flowchart showing processing operation

Hereinafter, some embodiments of the vehicle processing device constituting the vehicle control system 1 will be described.

(First Embodiment)
1 to 12 show explanatory views of the first embodiment. FIG. 1 shows a part of the vehicle control system 1. As shown in FIG. 1, the vehicle control system 1 mainly includes an engine system 2 as a prime mover and an automatic transmission 3 for transmitting the rotational drive torque of the output shaft of the engine system 2 to wheels (not shown). The automatic transmission 3 includes a torque converter 3a and a transmission mechanism 3b, and is configured by connecting a TCU (Transmission Control Unit: hereinafter referred to as a control device) 4. The control device 4 is an electronic control device used for shift control of the automatic transmission 3.

Further, a range detection device 5a and a sensor signal detection device 5b are connected to the control device 4 through, for example, a network N in the vehicle. In addition, the control device 4 detects an input rotation speed sensor 6 that detects the rotation speed of the input rotation shaft input from the torque converter 3a to the transmission mechanism 3b, and detects the rotation speed of the output rotation shaft output from the automatic transmission 3. The output rotation speed sensor 7 and the like are connected, and the vehicle speed and acceleration can be calculated from the sensor signals of the input rotation speed sensor 6 and / and the output rotation speed sensor 7.

The engine system 2 controls the intake air amount of the engine output by controlling the electronic throttle valve according to the operation amount of the accelerator or the like by an electronically controlled throttle system (not shown), and controls the rotational driving force of the engine output shaft. The engine system 2 is an internal combustion engine such as a gasoline engine or a diesel engine. The rotational driving force of the output shaft of the engine system 2 is transmitted to the input shaft of the automatic transmission 3. The torque converter 3a transmits the rotational driving force of the output shaft of the engine system 2 to the input shaft of the transmission mechanism 3b through a liquid (not shown).

The transmission mechanism 3b includes a plurality of gears using planetary gears for switching the gear ratio between the input shaft and the output shaft, a plurality of clutches and brakes connected to each of these gears, and these clutches and brakes. A hydraulic circuit (not shown) for controlling is provided, and the gear ratio of the input / output shaft is switched according to the engagement / disengagement of the clutch being controlled by the hydraulic circuit.

The range detection device 5a detects a range corresponding to the position of the shift lever operated by the driver, for example, and outputs the range to the network N. For example, in the case of an AT vehicle with MT mode, the position of this shift lever is "+" and "-" in M mode together with parking (P) range, reverse (R) range, neutral (N) range, and D range (D). "And so on. The control device 4 can input the information of the detection range of the range detection device 5a through the network N.

The sensor signal detection device 5b inputs various sensor information such as accelerator opening information by the accelerator opening sensor and throttle opening information by the throttle opening sensor, and outputs the information to the network N. The sensor signal detection device 5b unifies one or a plurality of electronic control units (ECUs) that collectively or individually input various sensor signals, and is shown for convenience of explanation. The control device 4 can acquire these sensor signals through the network N.

The control device 4 is mainly composed of one or a plurality of microcomputers including a CPU 9 having a built-in free-run timer and the like, and a memory 10 such as a RAM, a ROM, and a flash memory. The memory 10 is used as a non-transitional substantive recording medium. The control device 4 realizes various functions (for example, functions as a vehicle speed calculation unit, a first interrupt processing unit, and a second interrupt processing unit) by executing a program stored in the memory 10 by the CPU 9. Based on the detection result of the range detection device 5a described above, the control device 4 sequentially raises the gear stage of the automatic transmission 3 when an instruction of "+" is given in the M mode, and automatically shifts when an instruction of "-" is given. The gear stage of the machine 3 is lowered in sequence.

In the D range, the control device 4 sequentially switches from the 1st range to the 6th range by the D range shift line stored in the memory 10. FIG. 2 shows a simplified D-range shift line from 3rd to 4th. As shown in FIG. 2, the D-range shift line has a characteristic that the required throttle opening generally increases as the vehicle speed increases. As shown in such a D range shift line, it is necessary for upshifting (for example, 1st → 2nd, 2nd → 3rd, 3rd → 4th) and downshifting (for example, 2nd → 1st, 3rd → 2nd, 4th → 3rd). The vehicle speed and throttle opening are predetermined.

The control device 4 acquires the gear stage required by the range detected by the range detection device 5a among the multi-stage gear stages of the automatic transmission 3, and corresponds to the gear stage so as to realize this gear stage. The combination of the engaged / disengaged states related to the clutch and the brake is executed. For example, when the gear stage is instructed to be 3rd, the control device 4 switches the engaged / disengaged state of the clutch and the brake corresponding to the forward 3rd speed 3rd.

The control device 4 executes a process of calculating the vehicle speed based on the periodic output signals of the rotation speed sensors 6 and 7, and the contents of this process will be described below. First, as shown in FIG. 3, the control device 4 executes periodic processing by interrupting a timer at predetermined predetermined cycles (for example, 10 ms). In FIG. 3, the control device 4 executes the previous vehicle speed calculation process in S1 to S6, and then executes the thinning determination process in S7. FIG. 4 schematically shows the thinning determination process. For example, while the vehicle is traveling at a low speed, the control device 4 determines in S11 of FIG. 4 that the vehicle speed is less than the threshold value and the vehicle speed is low. Then, in S16a, the start time Start time is set to the current timing indicated by the free run timer.

Further, when the input shaft and the output shaft of the speed change mechanism 3b rotate, the rotation speed sensors 6 and 7 of the input shaft / output shaft output a pulse as a periodic output signal. When the control device 4 detects the rising and falling edges of the pulse, it executes the rotation speed sensor interrupt process shown in FIG.

<Processing in mode A>
The control device 4 executes the thinning execution determination process in S21 of FIG. FIG. 6 shows the thinning execution determination process. When the control device 4 determines that the mode is A in S30 of FIG. 6, the control device 4 turns on the interrupt permission flag in S31. This interrupt permission flag is a flag for setting whether or not to allow interrupts after processing. The control device 4 clears the thinning counter provided for the mode B1 in S32, and ends the thinning execution determination process. That is, by performing this thinning execution determination process, the normal interrupt process of the rotation speed sensors 6 and 7 is permitted.

The control device 4 returns the process to S22 of FIG. 5 and determines whether or not the interrupt permission flag is turned on. Here, the control device 4 determines YES, counts up the number of interrupts in S23, sets the end time endtime as the interrupt timing this time in S24, and sets the forward / reverse rotation of the input shaft / output shaft in the transmission mechanism 3b in S25. Judgment processing is performed. In this way, the predetermined interrupt processing according to S23 to S25 is executed.

That is, when the interrupt processing by the output signals of the rotation speed sensors 6 and 7 occurs in the control device 4, the interrupt permission flag is turned on after the start time Start time, so that the predetermined interrupts shown in S23 to S25 of FIG. 5 are turned on. By executing the interrupt process of, the number of interrupts is counted up in S23.

After that, when the timer interrupt of the periodic processing is generated, the control device 4 determines the mode in S1 of FIG. Since the control device 4 determines the mode A if the vehicle speed is low, the number of rotation pulses is set to the interrupt number / (Endtime-Starttime) in S2. That is, the number of interrupts counted per hour is calculated as the number of rotation pulses. After that, the control device 4 can accurately calculate the vehicle speed from the number of rotation pulses in S6.

In order to perform the preparation process for the next cycle, the control device 4 sets the start timing (cycle processing timing) of the periodic process as the current timing acquired from the free run timer in S4, clears the number of interrupts in S5, and ends the end time. Clear Endtime. Even after that, the control device 4 executes the thinning determination process in S7 and repeats the periodic process.

FIG. 7 shows the relationship between the rotation speed interrupt processing and the periodic processing in mode A. As shown in FIG. 7, the control device 4 executes the interrupt processing of the rotation speed sensors 6 and 7 a plurality of times during the periodic processing by the timer interrupt in the mode A, but the timing of the periodic processing By dividing the count value of the number of interrupts up to the end time before the end time by (Endtime-Starttime), the number of rotation pulses can be obtained, and the vehicle speed can be calculated from this. See the number of times NA1 in FIG.

<About processing in mode B1>
For example, when the vehicle travels at high speed, the control device 4 determines in S11 of FIG. 4 that the vehicle speed is equal to or higher than the threshold value, determines that the vehicle speed is high, determines YES in S11, and determines the "shift range" in S12. Calculate the vehicle speed of. During this time, the control device 4 acquires throttle opening information from the sensor signal detection device 5b, determines a shift point along the D range shift line from the throttle opening information, and in S13, a predetermined vehicle speed including this shift point. It is determined whether or not the vehicle is within the range of the region (see the range of mode B2 in FIG. 2: the vehicle speed region satisfying this condition is referred to as a “shift region”).

The control device 4 refers to the current vehicle speed information, determines NO in S13 if the condition within this shift region is not satisfied, sets the mode B1 in S14b, and sets the vehicle speed information in S15a. Is used to calculate the number of times N1 of how many times the processing is thinned out. The plurality of times N1 indicates the cycle and frequency of performing the interrupt processing by the periodic output signals of the rotation speed sensors 6 and 7, and the predetermined interrupt processing is executed at a rate of once for each of the plurality of times N1. However, it indicates that other processing is thinned out, that is, a certain percentage of interrupts are disallowed and the predetermined interrupt processing is omitted, and the predetermined interrupt processing is performed at the timing when a part of the periodic output signal is thinned out. Indicates that

The number of times N1 is set to be changeable according to the accuracy for calculating the vehicle speed, and the control device 4 increases the number of times N1 when the vehicle speed is relatively high, and increases the number of times N1 when the vehicle speed is relatively low. It is desirable to make it smaller. Then, even if the vehicle speed increases, the number of interrupts can be reduced, and the number of processes can be reduced, so that the processing time can be reduced. Then, the control device 4 sets the start time Start time in S16b as the current timing obtained from the free run timer. This start time Start time indicates the pulse counting start timing of the rotation speed sensors 6 and 7.

When there is a sensor interrupt of the rotation speed sensors 6 and 7 in the mode B1, the control device 4 executes the thinning execution determination process in S21 of FIG. 5 and executes the thinning counter process using the number of times N1 in S33 of FIG. do. FIG. 8 shows the thinning counter processing of mode B1. As shown in FIG. 8, the control device 4 acquires the value of the thinning counter in S41, acquires the number of times N1 in S42, and interrupts in S44 when the value of the thinning counter is smaller than the number of times N1 in S43. The permission flag is turned off, and the thinning counter is counted up in S45.

On the contrary, when the value of the thinning counter becomes N1 in S43, the control device 4 determines NO in S43, turns on the interrupt permission flag in S46, and clears (0) the thinning counter in S47. That is, when the actual number of interrupt processes by the periodic output signals of the rotation speed sensors 6 and 7 has not reached the number N1, the interrupt permission flag is turned off. Therefore, the control device 4 does not count up the number of interrupts by determining NO in S22 of FIG. This is because the processes of S23 to S25 are not executed. When the number of interrupt processes reaches N1, the interrupt permission flag is turned on, and the control device 4 determines YES in S22 of FIG. 5 to count up the number of interrupts in S23.

As a result, the control device 4 calculates at the timing of the periodic processing in which the next timer interrupt occurs, using the formula of rotation pulse number = interrupt number × N1 / (Endtime-Starttime) in S3 of FIG. .. The reason for multiplying the number of times N1 is that the number of interrupt processing of the rotation speed sensors 6 and 7 is not counted when the interrupt is disallowed. As a result, even if the interrupt is disallowed and the processing is omitted, the number of rotation pulses can be calculated by multiplying this number of times N1, and then the vehicle speed can be calculated in S6. Thereby, the vehicle speed can be calculated using the number of times N1. In such a high-speed region, even if a predetermined interrupt process is omitted, the interval between the processes is not relatively long, so that the measurement accuracy of the rotation speed pulses of the rotation speed sensors 6 and 7 is less affected. , The vehicle speed calculation accuracy can be maintained at the same level as before.

In order to perform the preparation process for the next cycle, the control device 4 sets the cycle processing timing as the current timing in S4, clears the number of interrupts in S5, and clears the end time End time. After that, the control device 4 executes the thinning determination process in S7 and repeats the periodic process.

FIG. 9 shows the relationship between the rotation speed interrupt processing and the periodic processing in the mode B1. In FIG. 9, the solid line arrow indicates the timing for executing the predetermined interrupt process (processes S23 to S25) in the rotation speed interrupt process, and the broken line arrow indicates the predetermined interrupt process (processes S23 to S25) in the rotation speed interrupt process. The timing at which the processing of S23 to S25) is not executed is shown.

As shown in FIG. 9, the control device 4 normally counts up the number of interrupts by the number of times of the solid line arrow + broken line arrow during the periodic processing by the timer interrupt, but the number of interrupts N1 Only every time, a predetermined interrupt process including a count-up process of the number of interrupts is executed.

Therefore, the control device 4 can obtain the number of rotation pulses by dividing the number of rotation speed interrupt processing times N1 up to the end time Endtime immediately before the timing of the periodic processing by (Endtime-Starttime). The vehicle speed can be calculated. The count-up process of the number of interrupts during this period can be reduced to 1 / N1 times as compared with the count-up process of the standard number of interrupts, the number of times of the predetermined interrupt process can be reduced, and the total processing time can be reduced. Can be reduced.

<About processing in mode B2>
For example, when the vehicle travels at high speed, the control device 4 determines in S11 of FIG. 4 that the vehicle speed exceeds the threshold value and is a high vehicle speed, determines YES in S11, and calculates the vehicle speed in the "shift region" in S12. .. The control device 4 acquires throttle opening information from the sensor signal detection device 5b, determines a shift point along the D range shift line from the throttle opening information, and in S13 of FIG. 4, the vehicle speed includes this shift point. It is determined whether or not the vehicle is in a predetermined shift range.

If the current vehicle speed is within this shift range, the control device 4 determines YES in S13, sets the mode B2 in S14c, and calculates the interrupt restart time N2 from the vehicle speed in S15b. The interrupt restart time N2 indicates the time from the processing timing of S15b to the timing of enabling the next interrupt, and other processing is thinned out until the interrupt restart time N2 is reached, that is, Indicates that interrupts are disallowed and processing is omitted. The interrupt restart time N2 may be a fixed time, but may be changed so as to be proportional to the vehicle speed according to the accuracy for calculating the vehicle speed. Further, the interrupt restart time N2 is adjusted so as to execute a predetermined interrupt process of NB2 (see FIG. 11) a certain number of times or more immediately before the periodic process while the vehicle speed is in the shift region. It is desirable to be there.

Here, the number of times NB2 may be predetermined to be a minimum number of times (for example, 10 + x times: x is 0 to a predetermined time) at which the vehicle speed can be measured with a desired measurement accuracy in the shift region. When the vehicle speed satisfies the condition of entering this shift range, the automatic transmission 3 is more likely to execute the shift process. Since it is necessary to mesh the internal gear of the speed change mechanism 3b when performing the speed change process, it is desirable to further improve the vehicle speed measurement accuracy. Therefore, it is desirable that the number of times NB2 is at least the minimum number of times that can be measured with a desired measurement accuracy that satisfies the required vehicle speed measurement accuracy. Therefore, this number of times NB2 may be changed depending on the vehicle speed.

Then, the control device 4 turns on the start setting permission flag in S17. This start setting permission flag is a flag for permitting the setting of the start time Start time. At the time of processing in S17, the start time Start time has not yet been set.

When the control device 4 receives a sensor interrupt of the rotation speed sensors 6 and 7 in the mode B2, the control device 4 executes the thinning execution determination process in S1 of FIG. 5, and uses the interrupt restart time N2 in S34 of FIG. 6 to start the start time. To set.

FIG. 10 shows in detail the start time setting process of mode B2. As shown in FIG. 10, the control device 4 acquires the current timing in S51, the start timing of the periodic processing in S52, and the interrupt restart time N2 in S53. Then, when the interrupt restart time is less than N2 as a result of subtracting the start timing of the periodic processing from the current timing, the control device 4 determines NO in S54 and turns off the interrupt permission flag in S55.

Therefore, when the condition of S54 is not satisfied, the interrupt is disallowed by turning off the interrupt permission flag. Therefore, even if the rotation speed sensors 6 and 7 are interrupted, NO is determined in S22 of FIG. 5, and the number of interrupts is not counted up. When the time elapses and the condition of S54 is satisfied, the control device 4 determines YES in S54 and turns on the interrupt permission flag in S56.

Then, on condition that the start setting permission flag is turned on (YES in S57), the control device 4 sets the start time Starttime as the current timing in S58 and turns off the start setting permission flag in S59.

Then, the control device 4 finishes the process of S34 of FIG. 6 and clears the thinning counter in S35. After that, when the interrupt processing of the rotation speed sensors 6 and 7 occurs, the interruption processing of FIG. 5 is executed. However, after the interrupt permission flag is turned on in S56 described above, the rotation speed sensors 6 and 7 Each time a sensor interrupt is generated, a predetermined interrupt process (S23 to S25 in FIG. 5) is executed. These predetermined interrupt processes are performed every time the sensor interrupts of the rotation speed sensors 6 and 7 occur until the next periodic process is executed.

As a result, when the mode is B2, the control device 4 can accurately obtain the number of rotation pulses by calculating the number of rotation pulses in S2 of FIG. 3 by the number of interrupts / (Endtime-Starttime). In this mode B2, the control device 4 delays the start time Start time from the start timing of the periodic processing by the interrupt restart time N2. Therefore, the control device 4 calculates the number of rotation pulses by obtaining the number of rotation pulses from the start time Start time to the end time End time, and then the control device 4 calculates the vehicle speed in S6 of FIG. Thereby, the vehicle speed can be calculated while delaying the start time Start time by using the interrupt restart time N2.

Further, as a preparatory process for the next vehicle speed calculation process, the control device 4 sets the cycle process timing as the current timing in S4, clears the number of interrupts in S5, and clears the end time End time. After that, the control device 4 executes the thinning determination process in S7 and repeats the periodic process.

FIG. 11 shows the relationship between the rotation speed interrupt processing and the periodic processing in the mode B2. In FIG. 11, the solid line arrow indicates the timing for executing the predetermined interrupt process (processes S23 to S25) in the rotation speed interrupt process, and the broken line arrow indicates the predetermined interrupt process (processes S23 to S25) in the rotation speed interrupt process. The timing at which the processing of S23 to S25) is not executed is shown.

As shown in FIG. 11, the control device 4 normally executes a predetermined interrupt process a plurality of times during the periodic process by the timer interrupt in the mode B2, but the interrupt restart time N2 The predetermined interrupt process is executed only after the elapse of.

Therefore, the control device 4 can obtain the number of rotation pulses by dividing the number of interruptions related to the sensor interruptions of the rotation speed sensors 6 and 7 up to the end time Endtime by (Endtime-Starttime). The vehicle speed can be calculated by. Since the number of interrupts (see the broken line arrow in FIG. 11) for executing a predetermined interrupt process between the start timing of the periodic process and the interrupt restart time N2 can be reduced, the number of processes can be reduced, and as a result, the number of processes can be reduced. The overall processing time can be reduced.

That is, in this mode B2, even if the vehicle speed becomes higher than the threshold value, the predetermined interrupt processing can be omitted from the start timing of the periodic processing to the interrupt restart time N2. As a result, at least, the processing to be executed in the rotation speed interrupt processing by the periodic output signal immediately after the vehicle speed calculation processing can be thinned out.

Further, the control device 4 will perform interrupt processing at the continuous interrupt processing timing by a plurality of periodic output signals output immediately before the timing of vehicle speed calculation processing in the next periodic processing. A predetermined interrupt process can be executed a certain number of times NB2 immediately before the periodic process. Therefore, even when the condition that the vehicle speed is within the shift region is satisfied, the time required for the predetermined interrupt processing of the number of times NB2 can be made substantially constant, and as a result, the total processing time can be reduced.

<Explanation of processing load reduction effect on vehicle speed>
FIG. 12 schematically shows the transition of the processing load amount executed by the control device 4 when the vehicle speed gradually increases. When the vehicle speed is, for example, the first threshold value Vt1 or less (~ timing t1), the predetermined interrupt processing shown in S23 to S25 of FIG. 5 is executed every time the rotation speed interrupt processing of the rotation speed sensors 6 and 7 is performed. , The processing load of the control device 4 increases in proportion to the increase in the vehicle speed. Note that FIG. 12 also shows the amount of processing load that increases in proportion to the increase in vehicle speed by the broken line P1.

When the vehicle speed is higher than the first threshold value Vt1 but is equal to or lower than the second threshold value Vt2, which is relatively low (timing t1 to t2), the control device 4 operates in the mode B1. As described above, the control device 4 executes a predetermined interrupt process (S23 to S25 in FIG. 5) only once for each N1 time in this mode B1. At this time, if the number of times N1 = 2 as shown in FIG. 12, the processing load can be reduced to about 1/2. However, if the vehicle speed increases, the processing load also increases linearly in proportion to the vehicle speed.

Further, when the vehicle speed further increases beyond the second threshold value Vt2, the control device 4 operates in the mode B2. At this time, as described above, the control device 4 starts counting the number of interrupts after the interrupt restart time N2 has elapsed from the start timing of the periodic processing, but even if the vehicle speed changes, it is constant immediately before the periodic processing. Since the predetermined interrupt processing (S23 to S25 in FIG. 5) is executed only twice in the range NB, the processing load during this period can be made substantially constant without depending on the vehicle speed.

Further, when the vehicle speed further increases beyond the third threshold value Vt3 (timing t3 to t4), the control device 4 operates in the mode B1. Similar to the above, the control device 4 executes the sensor interrupt process once every N1 times in this mode B1. At this time, if the vehicle speed is relatively high but N1 = 2, the processing load can be reduced to about 1/2. Further, when the vehicle speed rises above the fourth threshold value Vt4, which is higher than the third threshold value Vt3, the control device 4 further increases the value of the number of times N1 in mode B1 (for example, N1 = 3) to reduce the processing load to 1 / N1. Can be reduced. FIG. 12 shows an example in which the processing load after the timing t4 can be reduced to 1 / N1 = 1/3.

When the conventional technique is applied, as shown by the broken line P1 in FIG. 12, as the vehicle speed increases, the processing load also increases in proportion to the vehicle speed. Since the predetermined interrupt processing (processing of S23 to S25 in FIG. 5) can be partially omitted by using the time N2, the processing load can be reduced.

<Example>
Hereinafter, an embodiment when applied to an actual vehicle will be described. In an actual vehicle, there is a deviation in the calculation process of the vehicle speed with respect to the rotation speed due to the difference in the differential gear ratio and the size of the wheels. In this case, although the calculation formula of the vehicle speed with respect to the rotation speed is different, when the vehicle speed = 100 km / h, The rotation speed of the output shaft of the speed change mechanism 3b is about 4000 rpm.

The number of pulses for one rotation of the input shaft / output shaft of the speed change mechanism 3b is determined by the number of teeth of the gears constituting the speed change mechanism 3b, but when the number of teeth is 54, each of the input shaft / output shaft Generates 54 pulses per revolution. Therefore, the number of pulses generated in one minute is 4000 × 54 = 216000 pulses / min, and the number of pulses generated in 10 msec is 36 pulses.

When the inventor configured the control device 4 using a microcomputer operating at a 200 MHz clock, the actual time required for this microcomputer to perform one rotation speed interrupt process was 7.5 μsec. Further, since the control device 4 executes the interrupt processing at both the rising and falling timings of the pulse and also executes the interrupt processing for the two axes of the input axis and the output axis, the sensor interrupt processing time per 10 msec is , 36 × 7.5 μsec × 4 = 1.08 msec.

On the other hand, when the vehicle speed = 10 km / h, the number of pulses generated per minute is 4000 × 54 × (4/100) = 21600 pulses / min, and the rotation speed interrupt processing time per 10 msec is calculated in the same manner. , 0.108 msec. Therefore, when comparing the processing load by the rotation speed interrupt processing when the vehicle speed is 10 km / h and when the vehicle speed is 100 km / h, the increase rate of the processing load when the vehicle speed is 100 km / h is about 10%. Therefore, when the vehicle speed increases, the increase in the processing load of 10% can be reduced by increasing the number of times N1 as described above.

<Summary and effect of this embodiment>
When the control device 4 determines that the vehicle speed is a low vehicle speed less than the threshold value, the control device 4 performs a predetermined interrupt process at the interrupt process timing by the periodic output signals of the rotation speed sensors 6 and 7 (S23 to S25 in FIG. 5). Processing) is executed, and when it is determined that the vehicle speed is higher than the threshold value, a predetermined interrupt is performed at the timing when a part of the interrupt processing timing by the periodic output signals of the rotation speed sensors 6 and 7 is thinned out. The processing is executed, and the vehicle speed is calculated based on the interrupt processing results (S6). Therefore, when the vehicle speed is high, the processing load can be reduced by omitting the predetermined interrupt processing. As a result, the processing load can be reduced while maintaining the vehicle speed measurement accuracy. Moreover, when the condition that the vehicle speed enters the shift region is satisfied, the controllability of the shift process can be maintained because the vehicle speed measurement accuracy is improved.

Further, in the mode B1, the control device 4 performs the predetermined interrupt processing at the interrupt processing timing of once out of the number of times N1 (≧ 2), so that the processing load can be reduced. Moreover, since the number of rotation pulses is counted by multiplying the number of times N1, the vehicle speed can be measured while suppressing the decrease in the measurement accuracy of the vehicle speed as much as possible.

Further, in the mode B2, the control device 4 starts and executes the periodic processing, and then performs a predetermined interrupt processing (S23 in FIG. 5) of the interrupt processing timing by the periodic output signal until the interrupt restart time N2 elapses. ~ S25 processing) is thinned out. As a result, it is possible to partially omit the processing executed at the interrupt processing timing by the periodic output signal immediately after the vehicle speed calculation processing of the periodic processing.

Further, the control device 4 calculates the vehicle speed in the next periodic process by performing a predetermined interrupt process (processes S23 to S25 in FIG. 5) of the interrupt process timing by the periodic output signal after the interrupt restart time N2 has elapsed. Perform until just before processing. As a result, the predetermined interrupt processing (S23 to S25 in FIG. 5) can be executed at the continuous interrupt processing timing by the periodic output signal output immediately before the timing of the next vehicle speed calculation processing. The control device 4 uses the interrupt processing result of two NBs obtained by executing the predetermined interrupt processing at the continuous interrupt processing timing to measure the vehicle speed even at a high vehicle speed. The vehicle speed can be calculated accurately without dropping.

(Second Embodiment)
13 and 14 show additional explanatory views of the second embodiment. As shown in FIG. 13, the D range shift line is stored in the memory 10 as an input unit. As described in the first embodiment, this D range shift line shows the relationship between the vehicle speed and the throttle opening required when the gear stages are sequentially changed in the D range, and FIG. 13 shows the gear stage. A part of the D range shift line when shifting up, 3rd → 4th, 4th → 5th, 5th → 6th, and a part of the D range shift line when downshifting the gear stage, 4th → 3rd. Shown. Further, in the present embodiment, the control device 4 performs various functions (for example, functions as a gear stage acquisition unit, an opening degree acquisition unit, and a shift region control unit) by executing a program stored in the memory 10 by the CPU 9. Realize.

FIG. 14 shows the processing operation in a flowchart. For example, the control device 4 assumes that the range detected by the range detection device 5a is the D range, and when the current gear stage is acquired as 4th in S61, the gear stage to be output next in S62 is sequentially changed. It is predicted to be 3rd or 5th. The control device 4 acquires the current throttle opening in S63, and then in S64, the vehicle speed region including the shifting point to be shifted by the shifting mechanism 3b based on the current gear stage and the current throttle opening, that is, the shifting region. To control.

Here, when the current gear stage is set to 4th and the next output gear stage is predicted to be 3rd or 5th, the control device 4 predicts these 4th → 3rd and 4th → 5th as shown in FIG. It is desirable to control the shift region for each shift line that changes to.

At this time, the control device 4 may control a predetermined vehicle speed range centered on the vehicle speed at the shift points of these shift lines as the vehicle speed region, but as shown in FIG. 13, the predetermined vehicle speed range including the shift points may be controlled. It may be controlled as a shift region. For example, when shifting up from 4th to 5th, it is better to secure more shift area on the low speed side than the high speed side of the shift point, and when shifting down from 4th to 3rd, it is better to secure a higher speed side than the low speed side of the shift point. It is better to secure more shift area.

By doing so, the control device 4 satisfies or does not satisfy the conditions that the throttle opening and the vehicle speed are within the controlled shift region, that is, the vehicle speed is within the shift region or outside the shift region. Whether or not to omit the predetermined interrupt processing (processing of S23 to S25 shown in FIG. 5) can be dynamically changed depending on whether or not.

As described above, according to the present embodiment, the control device 4 uses the D range shift line stored in the memory 10 to control the shift region based on the gear stage and the throttle opening. It is possible to dynamically change whether or not to omit the interrupt processing (processes S23 to S25 shown in FIG. 5).

(Other embodiments)
The present invention is not limited to the above-described embodiment, and for example, the following modifications or extensions are possible.
The throttle opening degree shown in the above-described embodiment is substantially proportional to the accelerator opening degree indicating the opening degree of the accelerator operated by the driver. Therefore, although the throttle opening degree is illustrated in the above-described embodiment, the sensor information of the accelerator opening degree may be acquired from the sensor signal detection device 5b and used for the above-mentioned control.

The configurations and functions of the plurality of embodiments described above may be combined. An embodiment in which a part of the above-described embodiment is omitted as long as the problem can be solved can also be regarded as an embodiment. In addition, any conceivable embodiment can be regarded as an embodiment without departing from the essence of the invention specified by the wording described in the claims.

Although the present disclosure has been described in accordance with the above-described embodiments, it is understood that the present disclosure is not limited to the embodiments and structures. The present disclosure also includes various modifications and modifications within a uniform range. In addition, various combinations and forms, as well as other combinations and forms, including one element, more, or less, are also within the scope and ideology of the present disclosure.

In the drawings, 4 is a TCU (vehicle processing device), 9 is a CPU, and 10 is a memory (input unit).

Claims (3)

A vehicle processing device (4) used for shift control of an automatic transmission.
The vehicle speed calculation unit (S6) that calculates the vehicle speed based on the periodic output signal from the rotation speed sensor of the input shaft and / and the output shaft of the transmission mechanism, and
The first interrupt processing unit (S21 to S25) executes a predetermined interrupt processing at the interrupt processing timing by the periodic output signal of the rotation speed sensor when it is determined that the vehicle speed is lower than the threshold value. When,
When it is determined that the vehicle speed is higher than the threshold value, the predetermined interrupt processing is executed at the timing when a part of the interrupt processing timing by the periodic output signal of the rotation speed sensor is thinned out. A 2-interrupt processing unit (S21 to S22, S23 to S25, S33 to S35) is provided.
When the vehicle speed satisfies the condition that the vehicle speed region including the shift point to be shifted by the shift mechanism (hereinafter referred to as the shift region) is satisfied.
The second interrupt processing unit omits the predetermined interrupt processing (S21 to S22) immediately after the vehicle speed calculation process of the vehicle speed calculation unit until the interrupt restart time (N2) elapses, and calculates the vehicle speed. The vehicle processing device executes the predetermined interrupt processing at the continuous interrupt processing timing by the periodic output signal output immediately before the timing of the next vehicle speed calculation processing by the unit (S21 to S25). When the vehicle speed satisfies the condition of entering the vehicle speed region of the high vehicle speed outside the shift region,
The vehicle according to claim 1, wherein the second interrupt processing unit executes the predetermined interrupt processing at a rate of once at a plurality of times (N1) of the interrupt processing timings based on the periodic output signals. Processing equipment. Gear stage acquisition unit (S61) that acquires the current gear stage, and
An opening acquisition unit (S63) for acquiring the current accelerator opening or throttle opening, and
An input unit (10) for inputting a shift line indicating the relationship between the current opening degree and the vehicle speed at the time of upshifting and downshifting, and
A shift region control unit (S64) that dynamically controls the range of the shift region according to the gear stage acquired by the gear stage acquisition unit and the opening degree acquired by the opening degree acquisition unit using the shift line of the input unit. ), The vehicle processing apparatus according to claim 1 or 2.

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