JP6991676B2 - Control device for automatic transmission - Google Patents

Description

The present invention relates to a control device for an automatic transmission that performs functional diagnosis of an input rotation sensor that detects the rotation speed of an input member and an output rotation sensor that detects the rotation speed of an output member.

Conventionally, a control device for an automatic transmission that performs functional diagnosis of a transmission mechanism interposed between an input member and an output member is known (see, for example, Patent Document 1). In the control device of this automatic transmission, a drive source rotation sensor that detects the output rotation speed of the traveling drive source, an input rotation sensor that detects the rotation speed of the input member, and an output rotation sensor that detects the rotation speed of the output member. The function of the output rotation sensor is diagnosed by comparing the detected values of the three types of rotation sensors. In addition, another diagnostic method will be introduced to perform functional diagnosis of the output rotation sensor by itself. Then, the function diagnosis of the speed change mechanism is performed by combining the function diagnosis methods of the two types of output rotation sensors.

Japanese Unexamined Patent Publication No. 2001-99304

By the way, a torque converter having a lockup clutch is arranged between the traveling drive source and the input member. Further, a fastening element of an automatic transmission is interposed between the input member and the output member. Therefore, if the lockup clutch and the engaging element are not properly engaged, it is not possible to accurately compare and determine the detection values of the three types of rotation sensors. However, in the control device of the conventional automatic transmission, there is no mention of the functional diagnosis of the lockup clutch and the fastening element. Therefore, it may not be possible to properly perform the functional diagnosis of the input rotation sensor and the output rotation sensor.

The present invention has been made focusing on the above problems, and an object of the present invention is to provide a control device for an automatic transmission capable of appropriately performing functional diagnosis of an input rotation sensor and an output rotation sensor.

In order to achieve the above object, the present invention includes an input member, an output member, an automatic transmission, an input rotation sensor, an output rotation sensor, and a transmission controller.
Here, in the input member, the driving force from the traveling drive source is input via the torque converter having the lockup clutch.
The output member is connected to the drive wheels and transmits the driving force to the drive wheels.
The automatic transmission is arranged between an input member and an output member and has a plurality of gear trains and a plurality of clutches.
The input rotation sensor detects the rotation speed of the input member.
The output rotation sensor detects the rotation speed of the output member.
When there is a shift request, the transmission controller changes the clutch based on the detection values of the input rotation sensor and the output rotation sensor to execute the shift. It also has a sensor diagnosis unit that diagnoses the functions of the input rotation sensor and the output rotation sensor.
Then, the sensor diagnosis unit performs functional diagnosis of the input rotation sensor and the output rotation sensor when it is determined that the lockup clutch and the clutch are normal based on the output rotation speed of the traveling drive source and the rotation speed of the drive wheels. conduct.

In this way, the sensor diagnostic unit functions as an input rotation sensor and an output rotation sensor when it is determined that the lockup clutch and the clutch are normal based on the output rotation speed of the traveling drive source and the rotation speed of the drive wheels. Since the diagnosis is performed, it is possible to appropriately diagnose the functions of the input rotation sensor and the output rotation sensor by eliminating the deviation of the rotation speed caused by the abnormality of the lockup clutch or the clutch of the automatic transmission.

FIG. 3 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. (A) to (c) are explanatory views showing the relationship between the detected value and the actual value when it is determined that the sensor is abnormal. It is a skeleton diagram which shows an example of the automatic transmission of Example 1. FIG. It is a fastening table of the fastening element when achieving each shift stage in the automatic transmission of the first embodiment. It is explanatory drawing which shows an example of the shift map in the automatic transmission of Embodiment 1. FIG. It is a flowchart which shows the flow of the sensor diagnosis processing executed by the AT controller of Example 1. FIG. It is a table which shows the relationship between the rotation difference between rotation speeds and the diagnosis result of a sensor function.

Hereinafter, embodiments for implementing the control device for the automatic transmission of the present invention will be described with reference to Example 1 shown in the drawings.

(Example 1)
The control device in the first embodiment is applied to an engine vehicle (an example of a vehicle) equipped with an automatic transmission that realizes a shift speed of 9 forward speeds and 1 reverse speed. Hereinafter, the configuration of the first embodiment will be described separately by dividing it into an “overall system configuration”, a “detailed configuration of an automatic transmission”, and a “sensor diagnostic processing configuration”.

As shown in FIG. 1, the engine vehicle of the first embodiment includes an engine 1, a torque converter 2, an automatic transmission 3, a final deceleration mechanism 4, and left and right drive wheels 5. ing.

The torque converter 2 has a lockup clutch 7 that directly connects the engine output shaft 6a and the transmission input shaft 6b when the torque increasing function is not required.

The automatic transmission 3 is arranged between the transmission input shaft 6b (input member) and the transmission output shaft 6c (output member), and is engaged with or released from the planetary gears constituting the gear train. Has. Further, a control valve unit 8 is attached to the automatic transmission 3. The control valve unit 8 has actuators such as a spool valve, a hydraulic circuit, and a solenoid valve for shifting. Each actuator included in the control valve unit 8 operates in response to a control command from the AT controller 10 (transmission controller).

The final deceleration mechanism 4 is a mechanism that decelerates the rotation of the transmission output shaft 6c and gives a differential function to transmit the rotation to the left and right drive wheels 5. The rotation speed actually transmitted to the drive wheels 5 is adjusted by the final gear ratio if of the final deceleration mechanism 4.

As shown in FIG. 1, the engine vehicle includes an AT controller 10 (transmission controller), an engine controller 11, a VDC controller 12, and a CAN communication line C. The "AT" of the AT controller 10 is an abbreviation for "Automatic Transmission". Further, "VDC" of the VDC controller 12 is an abbreviation for "Vehicle Dynamics Control". Further, "CAN" of the CAN communication line C is an abbreviation for "Control Area Area Network".

The AT controller 10 monitors changes in the operating points (VSP, APO) determined by the vehicle speed (VSP) and the accelerator opening (APO) on the shift map (see FIG. 5) to perform shift control. The shift control is controlled by, for example, the following basic pattern.
1. 1. Auto upshift by increasing vehicle speed while maintaining accelerator opening.
2. 2. Upshifting by releasing the accelerator foot.
3. 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 when the accelerator operation amount is small.
6. Large opening sudden downshift (kickdown) when the accelerator operation amount is large.
7. Slow step 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.

Here, the shift control by the AT controller 10 is performed based on the detection values of the turbine rotation sensor 13 (input rotation sensor) and the output shaft rotation sensor 14 (output rotation sensor). That is, the AT controller 10 determines the start and end of the inertia phase during shifting, the completion of shifting, and the like based on the detection values of the turbine rotation sensor 13 and the output shaft rotation sensor 14, and issues a control command to the control valve unit 8. Output.

In addition to the signals from the turbine rotation sensor 13 and the output shaft rotation sensor 14, the AT controller 10 includes an ATF oil temperature sensor 15, an accelerator opening sensor 16, an inhibitor switch 17, an intermediate shaft rotation sensor 18, an engine rotation sensor 19, and wheels. A signal from the speed sensor 20 or the like is input. The signal of the engine rotation sensor 19 is input via the engine controller 11 and the CAN communication line C. Further, the signal from the wheel speed sensor 20 is input via the VDC controller 12 and the CAN communication line C.

The turbine rotation sensor 13 detects the rotation speed of the turbine runner of the torque converter 2 (= the rotation speed of the transmission input shaft 6b), and sends a signal of the turbine rotation speed Nt to the AT controller 10. The output shaft rotation sensor 14 detects the rotation speed of the transmission output shaft 6c of the automatic transmission 3 and sends a signal of the output shaft rotation speed No to the AT controller 10. The vehicle speed is obtained by calculation based on the output shaft rotation speed No. The ATF oil temperature sensor 15 detects the temperature of the ATF (Automatic Transmission Fluid) and sends a signal of the ATF oil temperature TATF to the AT controller 10. The accelerator opening sensor 16 detects the accelerator opening due to the driver's accelerator operation, and sends a signal of the accelerator opening APO to the AT controller 10. The inhibitor switch 17 detects the range position selected by the driver's select operation on the select lever, select button, or the like, and sends a range position signal to the AT controller 10. The intermediate shaft rotation sensor 18 detects the rotation speed of the intermediate shaft (intermediate shaft = rotation member connected to the first carrier C1), and sends a signal of the intermediate shaft rotation speed Nint to the AT controller 10. The engine rotation sensor 19 detects the output rotation speed of the engine 1 and sends a signal of the engine rotation speed Ne to the AT controller 10. The wheel speed sensor 20 detects the rotation speed of the drive wheels 5 and sends a signal of the wheel speed Ws to the AT controller 10.

Further, in the first embodiment, the AT controller 10 has a sensor diagnosis unit 10a that performs functional diagnosis of the turbine rotation sensor 13 and the output shaft rotation sensor 14. Here, the functional diagnosis is to determine whether or not the detected value of each sensor is in a state of being deviated from the actual value (actual value). The state in which the detected value deviates from the actual value is when the deviation width between the detected value and the actual value deviates from a predetermined range. For example, when the dissociation width between the detected value and the actual value increases with the passage of time (see FIG. 2 (a)), or when the detected value and the actual value have a certain dissociation width (FIG. 2 (b)). ), Or when the detected value is completely different from the actual value (see FIG. 2C). When the detected value deviates from the actual value, the sensor is determined to be abnormal, and when the detected value does not deviate from the actual value, the sensor is determined to be normal.

Then, the sensor diagnosis unit 10a engages with the lockup clutch 7 based on the engine rotation speed Ne (output rotation speed of the traveling drive source) and the rotation speed of the drive wheels 5 (hereinafter referred to as "wheel rotation speed Nw"). When it is determined that the fastening element inside is normal, the function of the turbine rotation sensor 13 and the output shaft rotation sensor 14 is diagnosed. The determination that the lockup clutch 7 and the engaging element are normal is made when the rotation difference between the engine rotation speed Ne and the wheel rotation speed Nw is equal to or less than the first threshold value while the lockup clutch 7 and the engaging element are engaged. It is done in. Here, the wheel rotation speed Nw is calculated by calculation based on the wheel speed Ws. Further, "during fastening of the lockup clutch 7 and the fastening element" means that the lockup clutch 7 and the fastening element are both completely engaged.

Further, the sensor diagnosis unit 10a of the first embodiment performs functional diagnosis of the turbine rotation sensor 13 and the output shaft rotation sensor 14 when it is determined that the wheel rotation speed Nw is normal. The determination that the wheel rotation speed Nw is normal is determined by the detection value of the turbine rotation sensor 13 (hereinafter referred to as "turbine rotation speed Nt") and the detection value of the output shaft rotation sensor 14 (hereinafter referred to as "turbine rotation speed Nt") during the fastening of the fastening elements. , "Output shaft rotation speed No.") is equal to or less than the fourth threshold value, and the rotation difference between the output shaft rotation speed No. and the wheel rotation speed Nw is equal to or less than the third threshold value.

Then, the sensor diagnosis unit 10a determines that the turbine rotation sensor 13 is abnormal when the rotation difference between the turbine rotation speed Nt and the engine rotation speed Ne exceeds the second threshold value while the lockup clutch 7 is engaged. .. Further, the sensor diagnosis unit 10a determines that the output shaft rotation sensor 14 is abnormal when the rotation difference between the output shaft rotation speed No. and the wheel rotation speed Nw exceeds the third threshold value.

The engine controller 11 performs engine torque limit control and the like by coordinated control with shift control in addition to various controls of the engine 1 alone. The AT controller 10 and the engine controller 11 are connected via a CAN communication line C capable of exchanging information in both directions. Therefore, when the torque information request is input from the AT controller 10, the engine controller 11 outputs the estimated engine torque Te and turbine torque Tt information to the AT controller 10.

The VDC controller 12 controls the brake pressures of the left and right drive wheels 5 and the left and right driven wheels to control the vehicle behavior. The AT controller 10 and the VDC controller 12 are connected via a CAN communication line C capable of exchanging information in both directions.

[Detailed configuration of automatic transmission]
As shown in FIG. 3, the automatic transmission 3 has, as planetary gears constituting the gear train, the first planetary gear PG1 and the second planetary gear PG2 in order from the transmission input shaft 6b toward the transmission output shaft 6c. And a third planetary gear PG3 and a fourth planetary gear PG4.

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. 3, the automatic transmission 3 includes a transmission input shaft 6b, a transmission output shaft 6c, a first connection member M1, a second connection member M2, and a transmission case TC. .. Further, the automatic transmission 3 has a first brake B1, a second brake B2, a third brake B3, a first clutch K1, a second clutch K2, and a second brake B1, a second brake B2, a third brake B3, and a second clutch K2 as fastening elements to be fastened or released by shifting. It is equipped with 3 clutches K3.

The transmission input shaft 6b 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 6b is connected to the first carrier C1 via the second clutch K2 so as to be connectable and detachable.

The transmission output shaft 6c is a shaft that outputs the driving force shifted to the drive wheels 5 via the propeller shaft and the final deceleration mechanism 4, and is always connected to the third carrier C3. The transmission output shaft 6c is connected to the fourth ring gear R4 via the first clutch K1 so as to be connectable and detachable.

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 fastening 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 fastening element. It is a member to do.

The first brake B1 is a friction fastening element capable of locking the rotation of the first carrier C1 with respect to the transmission case TC. The second brake B2 is a friction fastening 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 fastening 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 fastening element that selectively connects the fourth ring gear R4 and the transmission output shaft 6c. The second clutch K2 is a friction fastening element that selectively connects the transmission input shaft 6b and the first carrier C1. The third clutch K3 is a friction fastening element that selectively connects between the first carrier C1 and the second connecting member M2.

FIG. 4 is a fastening table of the fastening elements when the automatic transmission 3 achieves the forward 9th speed in the D range and the reverse speed in the R range by combining three of the six fastening elements at the same time. .. Hereinafter, a shift configuration for establishing each shift stage will be described with reference to FIG. In addition, in FIG. 4, the fastening element to be fastened by “●” is shown, and the fastening element to be released by a blank is shown.

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 stage (2nd) is achieved by simultaneously engaging the second brake B2, the second clutch K2, and the third clutch K3. The third speed stage (3rd) is achieved by simultaneously engaging the second brake B2, the third brake B3, and the second clutch K2. The 4th speed stage (4th) is achieved by simultaneously engaging the second brake B2, the third brake B3, and the first clutch K1. The fifth speed stage (5th) is achieved by simultaneously engaging the third brake B3, the first clutch K1 and the second clutch K2. The above 1st to 5th gears 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 first clutch K1, the second clutch K2, and the third 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 third brake B3, the first clutch K1 and the third 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 above 7th to 9th speeds are overdrive speeds with an increasing gear ratio of less than 1.

Further, among the gears from the 1st gear to the 9th gear, when the upshift is performed to the adjacent gears or the downshift is performed, as shown in FIG. 4, the shift shift is performed. That is, when shifting to an adjacent gear, one fastening element is released and the other fastening element is fastened while maintaining the fastening of two fastening elements among the three fastening elements. Achieved by doing.

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, all of the six fastening elements B1, B2, B3, K1, K2, and K3 are released.

The AT controller 10 stores a shift map as shown in FIG. The shift by switching the shift stage from the 1st speed to the 9th speed on the forward side by selecting the D range is performed according to this shift map. That is, when the operating point (VSP, APO) crosses the upshift line shown by the solid line in FIG. 5, an upshift shift request is issued. Further, when the operating point (VSP, APO) crosses the downshift line shown by the broken line in FIG. 5, a downshift shift request is issued.

[Sensor function diagnostic processing configuration]
FIG. 6 is a flowchart showing the flow of the sensor function diagnosis process executed by the sensor diagnosis unit 10a of the AT controller 10 of the first embodiment. Hereinafter, each step in FIG. 6 will be described.

In step S1, it is determined whether or not the fastening command is output to at least one of the fastening elements of the automatic transmission 3. If YES (with a conclusion command), the process proceeds to step S2. If NO (no fastening command), the function of the sensor such as the turbine rotation sensor 13 cannot be diagnosed, and the process proceeds to the end.
The case where the fastening command is not output is when the shift range selects the N range position or the P range position. At this time, the rotational relationship between the turbine rotation speed Nt and the output shaft rotation speed No. changes depending on the fastening state of the fastening element, and accurate rotation difference determination cannot be performed.

In step S2, following the determination that there is a fastening command to the fastening element in step S1, the absolute value of the value obtained by subtracting the multiplication value of the output shaft rotation speed No. and the target gear ratio from the turbine rotation speed Nt is obtained in advance. It is determined whether or not it is equal to or less than the set fourth threshold value. If YES (| Nt- (No × target gear ratio) | ≦ 4th threshold value), the process proceeds to step S3. In the case of NO (| Nt- (No x target gear ratio) |> 4th threshold value), the sensor function diagnosis cannot be performed and the process proceeds to the end.
Here, "No x target gear ratio" is a value obtained by coaxially converting the output shaft rotation speed No. with respect to the turbine rotation speed Nt. Further, the "fourth threshold value" is set to a value of about 2 to 3% of the turbine rotation speed Nt. That is, when | Nt- (No x target gear ratio) | ≤ 4th threshold value, the coaxial conversion value between the turbine rotation speed Nt and the output shaft rotation speed No. is almost the same value, and the turbine rotation sensor 13, the fastening element, It is estimated that all the output shaft rotation sensors 14 are normal. On the other hand, when | Nt- (No x target gear ratio) |> 4th threshold value, the coaxial conversion value between the turbine rotation speed Nt and the output shaft rotation speed No is in a state of divergence, and the turbine rotation sensor 13, the fastening element, It is presumed that at least one of the output shaft rotation sensors 14 is abnormal.

In step S3, following the determination of | Nt- (No × target gear ratio) | ≦ 4th threshold in step S2, the multiplication value of the wheel rotation speed Nw and the final gear ratio if is calculated from the output shaft rotation speed No. It is determined whether or not the absolute value of the subtracted value is equal to or less than the preset third threshold value. If YES (| No− (Nw × if) | ≦ third threshold value), the process proceeds to step S4. In the case of NO (| No- (Nw × if) |> third threshold value), the process proceeds to step S6.
Here, "Nw x if" is a value obtained by coaxially converting the wheel rotation speed Nw with respect to the output shaft rotation speed No. Further, the "third threshold value" is set to a value of about 2 to 3% of the output shaft rotation speed No. That is, when | No− (Nw × if) | ≦ third threshold value, the coaxial conversion value between the output shaft rotation speed No. and the wheel rotation speed Nw is almost the same value, and the output shaft rotation sensor 14 and the wheel speed sensor 20 Are all presumed to be normal. On the other hand, when | No- (Nw × if) |> third threshold value, the output shaft rotation speed No. and the wheel rotation speed Nw are in a state where the coaxial conversion value deviates from each other, and the output shaft rotation sensor 14 or the wheel speed sensor 20 It is presumed that at least one is abnormal.

In step S4, following the determination of | No− (Nw × if) | ≦ third threshold value in step S3, it is determined whether or not a predetermined predetermined time has elapsed. If YES (predetermined time has elapsed), the process proceeds to step S5. If NO (predetermined time has not passed), the process returns to step S1.
Here, the "predetermined time" is a time required for eliminating the judgment error in step S3, and can be arbitrarily set, for example, 0.5 seconds.

In step S5, following the determination that the predetermined time has elapsed in step S4, it is determined that the wheel speed sensor 20 is normal, and the process proceeds to step S7.
The determination that "the wheel speed sensor 20 is normal" is determined by "estimation that the turbine rotation sensor 13, the fastening element, and the output shaft rotation sensor 14 are all normal" in step S2 and "output" in step S3. It is based on the estimation that both the shaft rotation sensor 14 and the wheel speed sensor 20 are normal.

In step S6, following the determination of | No- (Nw × if) |> third threshold value in step S3, it is determined that the wheel speed sensor 20 is abnormal, and the sensor function diagnosis cannot be performed. Proceed to.
The determination that "the wheel speed sensor 20 is abnormal" is determined by "estimation that the turbine rotation sensor 13, the fastening element, and the output shaft rotation sensor 14 are all normal" in step S2 and "output" in step S3. It is based on the estimation that at least one of the shaft rotation sensor 14 and the wheel speed sensor 20 is abnormal. That is, since the output shaft rotation sensor 14 is estimated to be normal in step S2, when at least one of the output shaft rotation sensor 14 and the wheel speed sensor 20 is estimated to be abnormal in step S3, the wheel speed sensor 20 has an abnormality. It can be judged that it has occurred.

In step S7, following the determination that the wheel speed sensor 20 in step S5 is normal, it is determined whether or not the engagement command is output to the lockup clutch 7. If YES (with a conclusion command), the process proceeds to step S8. If NO (no fastening command), the sensor function diagnosis cannot be performed and the process proceeds to the end.
The case where the fastening command is output is when the torque increasing function by the torque converter 2 is not required. When the lockup clutch 7 is released, the rotational relationship between the engine rotation speed Ne and the wheel rotation speed Nw changes depending on the degree of fluid slippage of the torque converter 2, and accurate rotation difference determination cannot be performed.

In step S8, following the determination that there is a engagement command to the lockup clutch 7 in step S7, whether or not the engagement command is output to at least one of the engagement elements of the automatic transmission 3. To judge. If YES (with a conclusion command), the process proceeds to step S9. If NO (no fastening command), the sensor function diagnosis cannot be performed and the process proceeds to the end.
The case where the fastening command is not output is when the shift range selects the N range position or the P range position as in step S1. Further, at this time, the rotational relationship between the engine rotation speed Ne and the wheel rotation speed Nw changes depending on the fastening state of the fastening element, and accurate rotation difference determination cannot be performed.

In step S9, following the determination that there is a fastening command to the fastening element in step S8, the absolute value of the value obtained by dividing the engine rotation speed Ne by the target gear ratio and subtracting the wheel rotation speed Nw is set in advance. It is determined whether or not it is equal to or less than the first threshold value. If YES (| (Ne ÷ target gear ratio) -Nw | ≤ first threshold value), the process proceeds to step S10. In the case of NO (| (Ne ÷ target gear ratio) -Nw |> first threshold value), it is considered that the sensor function diagnosis cannot be performed, and the process proceeds to the end.
Here, "Ne ÷ target gear ratio" is a value obtained by coaxially converting the engine rotation speed Ne with respect to the wheel rotation speed Nw. Further, the "first threshold value" is set to a value of about 2 to 3% of the wheel rotation speed Nw. That is, when | (Ne ÷ target gear ratio) -Nw | ≤ 1st threshold value, the coaxial conversion value between the engine rotation speed Ne and the wheel rotation speed Nw is almost the same value, and the engine rotation sensor 19 and the lockup clutch 7 , The fastening element, and the output shaft rotation sensor 14 are all presumed to be normal. On the other hand, when | (Ne ÷ target gear ratio) -Nw |> first threshold value, the engine rotation speed Ne and the wheel rotation speed Nw are in a state where the coaxial conversion value deviates from each other. It is presumed that at least one of the fastening element and the output shaft rotation sensor 14 is abnormal.

In step S10, following the determination of | (Ne ÷ target gear ratio) -Nw | ≤ first threshold value in step S9, the absolute value of the value obtained by subtracting the engine rotation speed Ne from the turbine rotation speed Nt is set in advance. It is determined whether or not the second threshold value is exceeded. If YES (| Nt-Ne |> second threshold value), the process proceeds to step S11. If NO (| Nt-Ne | ≦ second threshold value), the process proceeds to step S13.
Here, the "second threshold value" is set to a value of about 2 to 3% of the turbine rotation speed Nt. That is, when | Nt-Ne |> second threshold value, the turbine rotation speed Nt and the engine rotation speed Ne are separated from each other, and at least one of the turbine rotation sensor 13, the lockup clutch 7, and the engine rotation sensor 19 is used. It is presumed to be abnormal. On the other hand, when | Nt-Ne | ≤2nd threshold value, the turbine rotation speed Nt and the engine rotation speed Ne are substantially the same values, and the turbine rotation sensor 13, the lockup clutch 7, and the engine rotation sensor 19 are all normal. It is estimated to be.

In step S11, following the determination of | Nt-Ne |> second threshold value in step S10, it is determined whether or not a predetermined predetermined time has elapsed. If YES (predetermined time has elapsed), the process proceeds to step S12. If NO (predetermined time has not passed), the process returns to step S7.
Here, the "predetermined time" is a time required for eliminating the determination error in step S10, and can be arbitrarily set.

In step S12, following the determination that the predetermined time has elapsed in step S11, the turbine rotation sensor 13 determines that the abnormality has occurred, and the process proceeds to the end.
The determination that "the turbine rotation sensor 13 is abnormal" is determined in step S9 as "estimation that the engine rotation sensor 19, the lockup clutch 7, the fastening element, and the output shaft rotation sensor 14 are all normal". It is based on "estimation that at least one of the turbine rotation sensor 13, the lockup clutch 7, and the engine rotation sensor 19 is abnormal" in S10. That is, it is estimated that the engine rotation sensor 19 and the lockup clutch 7 are normal in step S9. Therefore, when at least any one of the turbine rotation sensor 13, the lockup clutch 7, and the engine rotation sensor 19 is estimated to be abnormal in step S10, it can be determined that the turbine rotation sensor 13 has an abnormality.

In step S13, following the determination of | Nt-Ne | ≤ 2nd threshold value in step S10, the absolute value of the value obtained by subtracting the multiplication value of the wheel rotation speed Nw and the final gear ratio if from the output shaft rotation speed No. However, it is determined whether or not the preset third threshold value is exceeded. If YES (| No- (Nw × if) |> third threshold value), the process proceeds to step S14. If NO (| No− (Nw × if) | ≦ third threshold value), the process proceeds to step S16.
Here, "Nw x if" is a value obtained by coaxially converting the wheel rotation speed Nw with respect to the output shaft rotation speed No. Further, the "third threshold value" is set to a value of about 2 to 3% of the output shaft rotation speed No. That is, when | No- (Nw × if) |> third threshold value, the coaxial conversion value between the output shaft rotation speed No. and the wheel rotation speed Nw is in a state of divergence, and the output shaft rotation sensor 14 or the wheel speed sensor 20 It is presumed that at least one of them is abnormal. On the other hand, when | No- (Nw × if) | ≦ 3rd threshold value, the output shaft rotation speed No and the wheel rotation speed Nw have substantially the same coaxial conversion value, and the output shaft rotation sensor 14 and the wheel speed sensor 20 have the same values. Both are presumed to be normal.

In step S14, following the determination of | No− (Nw × if) |> third threshold value in step S13, it is determined whether or not a predetermined predetermined time has elapsed. If YES (predetermined time has elapsed), the process proceeds to step S15. If NO (predetermined time has not passed), the process returns to step S7.
Here, the "predetermined time" is a time required for eliminating the determination error in step S13, and can be arbitrarily set.

In step S15, following the determination that the predetermined time has elapsed in step S14, it is determined that the output shaft rotation sensor 14 is abnormal, and the process proceeds to the end.
The determination that "the output shaft rotation sensor 14 is abnormal" is determined in step S9 as "estimation that the engine rotation sensor 19, the lockup clutch 7, the fastening element, and the output shaft rotation sensor 14 are all normal". It is based on "estimation that at least one of the output shaft rotation sensor 14 and the wheel speed sensor 20 is abnormal" in step S13. That is, since the wheel speed sensor 20 is estimated to be normal in step S9, when at least one of the output shaft rotation sensor 14 or the wheel speed sensor 20 is estimated to be abnormal in step S13, the output shaft rotation sensor 14 is abnormal. Can be determined to have occurred.

In step S16, following the determination of | No- (Nw × if) | ≦ third threshold value in step S13, it is determined that both the turbine rotation sensor 13 and the output shaft rotation sensor 14 are normal, and the process proceeds to the end. ..
Here, the determination that "the turbine rotation sensor 13 and the output shaft rotation sensor 14 are normal" is that "the engine rotation sensor 19, the lockup clutch 7, the fastening element, and the output shaft rotation sensor 14 are all normal" in step S9. "Estimation that the turbine rotation sensor 13, lockup clutch 7, and engine rotation sensor 19 are all normal" in step S10, and "output shaft rotation sensor 14 and wheel speed sensor" in step S13. It is based on "estimation that all 20 are normal".

Next, the "problems of self-function diagnosis of the turbine rotation sensor and the output shaft rotation sensor" will be described, and subsequently, the "function diagnosis processing action of the sensor" of the first embodiment will be described.

[Problems of self-function diagnosis of turbine rotation sensor and output shaft rotation sensor]
In the automatic transmission 3 of the first embodiment, the turbine rotation speed Nt and the output shaft rotation speed No. are monitored during the shift control, and the fastening and releasing of the fastening elements are controlled based on these rotational relationships. Therefore, it is necessary to guarantee the functions of the turbine rotation sensor 13 that detects the turbine rotation speed Nt, the output shaft rotation sensor 14 that detects the output shaft rotation speed No, and the like. Then, when an abnormality occurs in these sensors, it is considered that proper control of the fastening elements cannot be guaranteed, and measures such as limiting the execution of shifting are taken, for example, a problem such as a plurality of fastening elements becoming interlocked. Can be prevented.

On the other hand, when performing the function diagnosis of the turbine rotation sensor 13 and the output shaft rotation sensor 14, the function diagnosis is performed based on the rotation difference obtained by comparing the detection values of the plurality of sensors. FIG. 7 shows the relationship between the rotation difference between various rotation speeds and the diagnosis result of the sensor function. In FIG. 7, “◯” indicates a normal determination. "X" indicates the possibility of abnormality.

That is, the turbine rotation speed Nt and the engine rotation speed Ne are theoretically substantially the same value. Therefore, if these rotation differences are equal to or less than the second threshold value, both the engine rotation sensor 19 for detecting the engine rotation speed Ne and the turbine rotation sensor 13 for detecting the turbine rotation speed Nt are determined to be normal. Further, at this time, it is considered that the lockup clutch 7 of the torque converter 2 arranged between the engine 1 and the automatic transmission 3 is properly engaged. Therefore, the lockup clutch 7 is also determined to be normal.
On the other hand, when the rotation difference between the turbine rotation speed Nt and the engine rotation speed Ne exceeds the second threshold value, the cause lies in any of the engine rotation sensor 19, the turbine rotation sensor 13, and the lockup clutch 7. I can't tell if it is. Therefore, the possibility of abnormality is determined for all of the engine rotation sensor 19, the turbine rotation sensor 13, and the lockup clutch 7.

Further, the coaxial conversion values of the turbine rotation speed Nt and the output shaft rotation speed No. are theoretically substantially the same. Therefore, if these rotation differences are equal to or less than the fourth threshold value, both the turbine rotation sensor 13 and the output shaft rotation sensor 14 for detecting the output shaft rotation speed No. are determined to be normal. Further, at this time, it is considered that the fastening element of the automatic transmission 3 arranged between the transmission input shaft 6b and the transmission output shaft 6c is appropriately fastened. Therefore, the fastening element is also determined to be normal.
On the other hand, when the rotation difference of the coaxial conversion value between the turbine rotation speed Nt and the output shaft rotation speed No exceeds the fourth threshold value, the cause is the turbine rotation sensor 13, the output shaft rotation sensor 14, and the fastening element. I can't tell which one it is in. Therefore, the possibility of abnormality is determined for all of the turbine rotation sensor 13, the output shaft rotation sensor 14, and the fastening element.

Further, the coaxial conversion values of the output shaft rotation speed No. and the wheel rotation speed Nw are theoretically substantially the same. Therefore, if these rotation differences are equal to or less than the third threshold value, both the output shaft rotation sensor 14 and the wheel speed sensor 20 for detecting the wheel speed Ws for calculating the wheel rotation speed Nw are determined to be normal.
On the other hand, when the rotation difference of the coaxial conversion value between the output shaft rotation speed No. and the wheel rotation speed Nw exceeds the third threshold value, the cause lies in either the output shaft rotation speed sensor 14 or the wheel speed sensor 20. I can't tell. Therefore, the possibility of abnormality is determined in both the output shaft rotation sensor 14 and the wheel speed sensor 20.

On the other hand, when it is assumed that the wheel speed sensor 20 is normal, the function diagnosis of the output shaft rotation sensor 14 becomes possible based on the rotation difference of the coaxial conversion value between the output shaft rotation speed No. and the wheel rotation speed Nw. Become. Further, by using the result of the functional diagnosis of the output shaft rotation sensor 14 based on the rotation difference of the coaxial conversion value between the output shaft rotation number No. and the wheel rotation number Nw, the turbine rotation speed Nt and the output shaft rotation number No. The function of the turbine rotation sensor 13 can be diagnosed based on the rotation difference of the coaxial conversion value of. Further, the functional diagnosis of the turbine rotation sensor 13 can be performed based on the rotation difference between the turbine rotation speed Nt and the engine rotation speed Ne by assuming that the engine rotation sensor 19 is normal.

However, even if it is assumed that the wheel speed sensor 20 is normal, for example, in order for the coaxial conversion values of the turbine rotation speed Nt and the output shaft rotation speed No to be substantially the same, the automatic transmission 3 is used. It is necessary that the fastening elements to be held are properly fastened. That is, if the fastening elements are not properly fastened, it may be determined that the sensor function is abnormal even if it is normal. Further, even if it is assumed that the engine rotation sensor 19 is normal, in order for the engine rotation speed Ne and the turbine rotation speed Nt to have substantially the same value, the torque arranged between the engine 1 and the automatic transmission 3 is arranged. The lockup clutch 7 of the converter 2 needs to be properly engaged. If the lockup clutch 7 is not properly engaged, the rotation difference between the engine rotation speed Ne and the turbine rotation speed Nt will fluctuate according to the engagement state of the lockup clutch 7, and the sensor function is normal. May also be determined to be abnormal.

Therefore, when performing the functional diagnosis of the turbine rotation sensor 13 and the output shaft rotation sensor 14, the lockup clutch 7 and the engaging element of the automatic transmission 3 must be normally engaged with each other. That is, unless the functions of the lockup clutch 7 and the fastening element are guaranteed, there arises a problem that the function diagnosis of the turbine rotation sensor 13 and the output shaft rotation sensor 14 cannot be appropriately performed.

[Sensor function diagnostic processing action]
Hereinafter, the function diagnosis processing action of the sensor performed by the sensor diagnosis unit 10a will be described with reference to the flowchart of FIG.

In the control device of the first embodiment, when the function diagnosis of the turbine rotation sensor 13 and the output shaft rotation sensor 14 is performed, each process of steps S1 to S2 and step S3 shown in the flowchart of FIG. 6 is performed in order. That is, the sensor diagnosis unit 10a has a large rotation difference between the turbine rotation speed Nt and the output shaft rotation speed No, and a rotation difference between the output shaft rotation speed No. and the wheel rotation speed Nw. Judge in order.

Then, during the fastening of the fastening element, the rotation difference between the turbine rotation speed Nt and the output shaft rotation speed No. is equal to or less than the fourth threshold value, and the coaxial conversion between the output shaft rotation speed No. and the wheel rotation speed Nw is performed. When the rotation difference of the values is equal to or less than the third threshold value, the processes of steps S4 to S5 are performed in order. That is, the sensor diagnosis unit 10a determines that the wheel speed sensor 20 is normal after a predetermined time has elapsed. If it is determined that the wheel speed sensor 30 is normal, it is considered that the value of the wheel speed Ws detected by the wheel speed sensor 20 is accurate. Therefore, it can be determined that the wheel rotation speed Nw calculated by calculation based on this accurate wheel speed Ws is normal.

On the other hand, when the fastening command to the fastening element is not output, or when the rotation difference of the coaxial conversion value between the turbine rotation speed Nt and the output shaft rotation speed No exceeds the fourth threshold value, the wheel speed Assuming that the function diagnosis of the sensor 20 cannot be performed, the function diagnosis process of the sensor is terminated.

Further, even if the rotation difference of the coaxial conversion value between the turbine rotation speed Nt and the output shaft rotation speed No is equal to or less than the fourth threshold value during the fastening of the fastening element, the output shaft rotation speed No. and the wheel rotation speed Nw are coaxial. When the rotation difference of the converted value exceeds the third threshold value, the process of step S6 is performed. That is, the sensor diagnosis unit 10a determines that the wheel speed sensor 20 is abnormal. When the wheel speed sensor 20 has an abnormality, it is considered that the value of the wheel speed Ws detected by the wheel speed sensor 20 is not accurate. Therefore, it can be determined that the wheel rotation speed Nw calculated by calculation based on the inaccurate wheel speed Ws is abnormal. Therefore, it is assumed that the function diagnosis of the turbine rotation sensor 13 and the output shaft rotation sensor 14 cannot be performed, and the function diagnosis process of the sensor is terminated.

As described above, in the control device of the first embodiment, when the function diagnosis of the wheel speed sensor 20 cannot be performed or when it is determined that the wheel speed sensor 20 is abnormal, the function diagnosis process of the sensor is terminated. Thereby, the functional diagnosis of the turbine rotation sensor 13 and the output shaft rotation sensor 14 can be performed after determining that the wheel speed sensor 20 is normal. Therefore, the function of the wheel speed sensor 20 can be guaranteed (= the accuracy of the rotation speed of the drive wheel 5 (wheel rotation speed Nw) can be guaranteed), and the accuracy of the function diagnosis of the turbine rotation sensor 13 and the output shaft rotation sensor 14 can be improved. Can be planned.

Then, when it is determined that the wheel speed sensor 20 is normal (= the wheel rotation speed Nw is normal), the processes of steps S7 to S8 and step S9 shown in the flowchart of FIG. 6 are performed in order. That is, the sensor diagnosis unit 10a determines in order whether or not there is a engagement command to the lockup clutch 7, whether or not there is a engagement command to the engagement element, and the magnitude of the rotation difference between the engine rotation speed Ne and the wheel rotation speed Nw.

Then, when the rotation difference of the coaxial conversion value between the engine rotation speed Ne and the wheel rotation speed Nw is equal to or less than the first threshold value during the engagement of the lockup clutch 7 and the fastening element, the sensor diagnosis unit 10a performs the process of step S9. It is determined as "YES", and the process proceeds to step S10. On the other hand, when the engagement command is not output to either the lockup clutch 7 or the engagement element, or when the rotation difference of the coaxial conversion value between the engine rotation number Ne and the wheel rotation number Nw exceeds the first threshold value, Assuming that the function diagnosis of the turbine rotation sensor 13 and the output shaft rotation sensor 14 cannot be performed, the function diagnosis process of the sensor is terminated.

Here, the rotation difference of the coaxial conversion value between the engine rotation speed Ne and the wheel rotation speed Nw is theoretically almost the same value. On the other hand, in the driving force transmission path from the engine 1 to the driving wheels 5, there is a lockup clutch 7 and a fastening element of the automatic transmission 3 in the middle. From this, when the rotation difference of the coaxial conversion value between the engine rotation speed Ne and the wheel rotation speed Nw becomes almost the same value (first threshold value or less) during the engagement of the lockup clutch 7 and the fastening element, It can be determined that the engine rotation sensor 19, the wheel speed sensor 20, the lockup clutch 7, and all of the fastening elements are normal (see FIG. 7).

That is, the sensor diagnosis unit 10a performs the processes from step S7 to step S8 and step S9 shown in the flowchart of FIG. 6 in order, so that the lockup clutch 7 and the fastening element are based on the engine rotation speed Ne and the wheel rotation speed Nw. Function diagnosis can be performed. Then, when it is determined that the lockup clutch 7 and the fastening element are normal, that is, when it is determined as "YES" in step S9, the sensor diagnosis unit 10a advances the process to step S10 to rotate the turbine. The function of the sensor 13 and the output shaft rotation sensor 14 is diagnosed.

As described above, in the control device of the first embodiment, the function of the turbine rotation sensor 13 and the output shaft rotation sensor 14 can be diagnosed after guaranteeing the functions of the lockup clutch 7 and the fastening element. As a result, due to a malfunction of the lockup clutch 7 or the fastening element (for example, a state in which a difference rotation occurs even though the engagement is instructed in a state where there is no difference rotation between the input side and the output side). Even though the detected values of the turbine rotation sensor 13 and the output shaft rotation sensor 14 do not deviate from the actual values (actual values), it is excluded from making an erroneous judgment that they are deviated, and the turbine rotation sensor The functional diagnosis of 13 and the output shaft rotation sensor 14 can be appropriately performed.

Further, in the first embodiment, it is determined that both the lockup clutch 7 and the engaging element are normal, and the engine rotation speed Ne and the wheel rotation speed Nw are coaxially converted while the lockup clutch 7 and the engaging element are engaged. This is performed when the rotation difference of the values becomes equal to or less than the first threshold value. Therefore, the functional diagnosis of the lockup clutch 7 and the fastening element can be performed based on two parameters (engine rotation speed Ne and wheel rotation speed Nw), and the number of parameters used at the time of functional diagnosis can be minimized. As a result, it is possible to suppress an error that occurs at the time of functional diagnosis of the lockup clutch 7 and the fastening element, and to make an accurate diagnosis.

Then, when it is determined that the lockup clutch 7 and the engaging element are normal in the control device of the first embodiment, the process of step S10 shown in the flowchart of FIG. 6 is performed. That is, the sensor diagnosis unit 10a determines the magnitude of the rotation difference between the turbine rotation speed Nt and the engine rotation speed Ne.

Then, when the rotation difference between the turbine rotation speed Nt and the engine rotation speed Ne exceeds the second threshold value, the processes of steps S11 to S12 are performed in order. That is, the sensor diagnosis unit 10a determines that the turbine rotation sensor 13 is abnormal after the predetermined time has elapsed.

On the other hand, when the rotation difference between the turbine rotation speed Nt and the engine rotation speed Ne is equal to or less than the second threshold value, the process of step S13 is performed. That is, the sensor diagnosis unit 10a determines the magnitude of the rotation difference between the output shaft rotation speed No. and the wheel rotation speed Nw.

Then, when the coaxial conversion value of the output shaft rotation speed No. and the wheel rotation speed Nw exceeds the third threshold value, the processes of steps S14 to S15 are sequentially performed. That is, the sensor diagnosis unit 10a determines that the output shaft rotation sensor 14 is abnormal after the predetermined time has elapsed.

On the other hand, when the coaxial conversion value between the output shaft rotation speed No. and the wheel rotation speed Nw is equal to or less than the third threshold value, the process of step S16 is performed. That is, the sensor diagnosis unit 10a determines that both the turbine rotation sensor 13 and the output shaft rotation sensor 14 are normal.

As described above, in the control device of the first embodiment, when the rotation difference between the turbine rotation speed Nt and the engine rotation speed Ne exceeds the second threshold value while the lockup clutch 7 is engaged, the turbine rotation sensor 13 is abnormal. Judge that there is. Therefore, the functional diagnosis of the turbine rotation sensor 13 can be performed based on two parameters (turbine rotation speed Nt and engine rotation speed Ne), and the number of parameters used at the time of functional diagnosis can be minimized. As a result, it is possible to suppress an error that occurs during the functional diagnosis of the turbine rotation sensor 13 and make an accurate diagnosis.

Further, in the control device of the first embodiment, when the coaxial conversion value between the output shaft rotation speed No. and the wheel rotation speed Nw exceeds the third threshold value, the output shaft rotation sensor 14 is determined to be abnormal. Therefore, the function diagnosis of the output shaft rotation sensor 14 can be performed based on two parameters (output shaft rotation speed No. and wheel rotation speed Nw), and the number of parameters used at the time of function diagnosis can be minimized. As a result, it is possible to suppress an error that occurs when diagnosing the function of the output shaft rotation sensor 14, and to make an accurate diagnosis.

As described above, in the control device of the automatic transmission 3 of the first embodiment, the effects listed below can be obtained.

(1) An input member (transmission input shaft 6b) in which the driving force from the traveling drive source (engine 1) is input via the torque converter 2 having the lockup clutch 7.
An output member (transmission output shaft 6c) connected to the drive wheels 5 and transmitting the driving force to the drive wheels 5
An automatic transmission 3 arranged between an input member (transmission input shaft 6b) and an output member (transmission output shaft 6c) and having a plurality of gear trains (planetary gears) and a plurality of fastening elements.
An input rotation sensor (turbine rotation sensor 13) that detects the rotation speed of the input member (transmission input shaft 6b), and
An output rotation sensor (output shaft rotation sensor 14) that detects the rotation speed of the output member (transmission output shaft 6c), and
When there is a shift request, the transmission controller (AT controller 10) that executes the shift by changing the fastening element based on the detection values of the input rotation sensor (turbine rotation sensor 13) and the output rotation sensor (output shaft rotation sensor 14). , Equipped with
The transmission controller (AT controller 10) has a sensor diagnosis unit 10a that performs functional diagnosis of the input rotation sensor (turbine rotation sensor 13) and the output rotation sensor (output shaft rotation sensor 14).
In the sensor diagnosis unit 10a, the lockup clutch 7 and the fastening element are normal based on the output rotation speed (engine rotation speed Ne) of the traveling drive source (engine 1) and the rotation speed (wheel rotation speed Nw) of the drive wheels 5. When it is determined that there is, the function of the input rotation sensor (turbine rotation sensor 13) and the output rotation sensor (output shaft rotation sensor 14) is diagnosed.
Thereby, the functional diagnosis of the input rotation sensor (turbine rotation sensor 13) and the output rotation sensor (output shaft rotation sensor 14) can be appropriately performed.

(2) While the lockup clutch 7 and the fastening element are being engaged, the sensor diagnosis unit 10a has the output rotation speed (engine rotation speed Ne) of the traveling drive source (engine 1) and the rotation speed of the drive wheels 5 (wheel rotation speed Nw). When the rotation difference of the coaxial conversion value with and is equal to or less than the first threshold value, it is determined that the lockup clutch 7 and the engaging element are normal.
As a result, the number of parameters used at the time of functional diagnosis of the lockup clutch 7 and the fastening element can be minimized, and the diagnosis can be made accurately.

(3) The sensor diagnosis unit 10a has a detection value (turbine rotation speed Nt) of the input rotation sensor (turbine rotation sensor 13) and an output rotation speed (engine 1) of the traveling drive source (engine 1) while the lockup clutch 7 is engaged. When the rotation difference from the rotation number Ne) exceeds the second threshold value, the input rotation sensor (turbine rotation sensor 13) is determined to be abnormal.
As a result, the number of parameters used at the time of functional diagnosis of the input rotation sensor (turbine rotation sensor 13) can be minimized, and the diagnosis can be made accurately.

(4) The sensor diagnosis unit 10a is a rotation difference between the detection value (output shaft rotation number No.) of the output rotation sensor (output shaft rotation sensor 14) and the rotation number of the drive wheel 5 (wheel rotation number Nw). When exceeds the third threshold value, the output rotation sensor (output shaft rotation sensor 14) is determined to be abnormal.
As a result, the number of parameters used at the time of functional diagnosis of the output rotation sensor (output shaft rotation sensor 14) can be minimized, and the diagnosis can be made accurately.

(5) The sensor diagnosis unit 10a has a detection value (turbine rotation speed Nt) of the input rotation sensor (turbine rotation sensor 13) and a detection value (output shaft rotation sensor 14) of the output rotation sensor (output shaft rotation sensor 14) while the fastening element is fastened. The rotation difference of the coaxial conversion value from the rotation number No.) is equal to or less than the fourth threshold value, and the detection value (output shaft rotation number No.) of the output rotation sensor (output shaft rotation sensor 14) and the rotation number of the drive wheel 5 (wheels). When the rotation difference of the coaxial conversion value from the rotation number Nw) is equal to or less than the third threshold value, it is determined that the rotation number of the drive wheel 5 (wheel rotation number Nw) is normal.
When it is determined that the rotation speed of the drive wheel 5 (wheel rotation speed Nw) is normal, the functions of the input rotation sensor (turbine rotation sensor 13) and the output rotation sensor are diagnosed.
As a result, the function of the wheel speed sensor 20 can be guaranteed (= the accuracy of the rotation speed of the drive wheel 5 (wheel rotation speed Nw) is guaranteed), and the accuracy of the function diagnosis of the turbine rotation sensor 13 and the output shaft rotation sensor 14 is improved. Can be planned.

The control device for the automatic transmission 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 Example 1, a function diagnosis of the wheel speed sensor 20 is performed, and after it is determined that the wheel speed sensor 20 is normal, the function diagnosis of the turbine rotation sensor 13 and the output shaft rotation sensor 14 is shown. However, it is not necessary to carry out the functional diagnosis of the wheel speed sensor 20. That is, it may be determined whether or not the lockup clutch 7 and the fastening element are normal, assuming that the wheel speed sensor 20 is normal.

Further, in the first embodiment, an example in which a signal from the wheel speed sensor 20 is input via the VDC controller 12 and the CAN communication line C is shown, but the present invention is not limited to this. The signal from the wheel speed sensor 20 may be input to the AT controller 10 via, for example, an ABS (Antilock Brake System) controller, a TCS (Traction Control System) controller, or the like, or may be directly input to the AT controller 10. May be done.

In the first embodiment, as an automatic transmission, an example of an automatic transmission 3 having 9 forward speeds and 1 reverse speed is shown. However, the automatic transmission may be an example of an automatic transmission having a stepped speed change other than the forward 9th speed / backward 1st speed, or as an example of a continuously variable transmission having a forward clutch and a reverse brake as fastening elements. May be good.

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

1 Engine (driving drive source)
2 Torque converter 3 Automatic transmission 4 Final deceleration mechanism 5 Drive wheels 6a Engine output shaft 6b Transmission input shaft (input member)
6c transmission output shaft (output member)
7 Lock-up clutch 10 AT controller (transmission controller)
10a Sensor diagnostic unit 13 Turbine rotation sensor (input rotation sensor)
14 Output shaft rotation sensor (output rotation sensor)
19 Engine rotation sensor 20 Wheel speed rotation sensor

Claims (5)

With an input member, the driving force from the traveling drive source is input via a torque converter having a lockup clutch.
An output member connected to the drive wheels and transmitting the drive force to the drive wheels,
An automatic transmission arranged between the input member and the output member and having a plurality of gear trains and a plurality of fastening elements.
An input rotation sensor that detects the number of rotations of the input member, and
An output rotation sensor that detects the number of rotations of the output member, and
When there is a shift request, the transmission controller that executes the shift by changing the fastening element based on the detection values of the input rotation sensor and the output rotation sensor is provided.
The transmission controller has a sensor diagnosis unit that performs functional diagnosis of the input rotation sensor and the output rotation sensor.
When the sensor diagnostic unit determines that the lockup clutch and the fastening element are normal based on the output rotation speed of the traveling drive source and the rotation speed of the drive wheel, the input rotation sensor and the output An automatic transmission control device characterized by performing functional diagnosis of a rotation sensor. In the control device for the automatic transmission according to claim 1,
During the engagement of the lockup clutch and the fastening element, the sensor diagnostic unit rotates the output rotation speed of the traveling drive source by coaxially converting the output rotation speed with respect to the rotation speed of the drive wheel and the rotation speed of the drive wheel. A control device for an automatic transmission, wherein when the difference is equal to or less than a first threshold value, it is determined that the lockup clutch and the fastening element are normal. In the control device for the automatic transmission according to claim 1 or 2.
When the rotation difference between the detection value of the input rotation sensor and the output rotation speed of the traveling drive source exceeds the second threshold value while the lockup clutch is engaged, the sensor diagnosis unit causes the input rotation sensor to malfunction. A control device for an automatic transmission, characterized in that it is determined to be. In the control device for an automatic transmission according to any one of claims 1 to 3.
The sensor diagnostic unit outputs the output when the rotation difference between the detection value of the output rotation sensor and the value obtained by coaxially converting the rotation speed of the drive wheel with respect to the detection value of the output rotation sensor exceeds the third threshold value. An automatic transmission control device characterized by determining that a rotation sensor is abnormal. In the control device for an automatic transmission according to any one of claims 1 to 4.
The sensor diagnostic unit has a fourth rotational difference between the detection value of the input rotation sensor and the value obtained by coaxially converting the detection value of the output rotation sensor with respect to the detection value of the input rotation sensor while the fastening element is fastened. When the rotation difference between the detection value of the output rotation sensor and the value obtained by coaxially converting the rotation speed of the drive wheel with respect to the detection value of the output rotation sensor is equal to or less than the third threshold value, the drive wheel is equal to or less than the threshold value. Judging that the rotation speed of is normal,
A control device for an automatic transmission, characterized in that functional diagnosis of the input rotation sensor and the output rotation sensor is performed when it is determined that the rotation speed of the drive wheels is normal.

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