JPS6011264B2 - Abnormality judgment device for line pressure control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention uses a sensor to detect oil pressure (line pressure) that operates a friction means for changing the power transmission path of an electronic control device for an automatic transmission, and in particular a transmission gear mechanism. The present invention relates to an abnormality determining device for detecting the presence or absence of an abnormality in a signal from the sensor in a line pressure control device that controls a hydraulic pressure value corresponding to an engine load.

Here, an overview of a conventional automatic transmission and its electronic control device will be explained.

FIG. 1A shows a normally used power transmission system for an automatic transmission with three forward speeds and one reverse speed.

The torque converter 100 is composed of a pump pin bellow 104 connected to an engine crankshaft 101, a turbine lamp 103 connected to an input shaft 107, and a stator 102 attached to a fixed part via a one-way clutch 105. Mechanism 1201 transmits rotational force. The planetary gear mechanism 120 is composed of two planetary gear sets and five friction elements. Two sets of planetary gears are already well known, and as shown in FIG. , a rear pinion 114', and a Zang gear 113.

The friction elements include a band brake 108 that fixes the sun gear 113 when engaged, a front clutch 109 that connects and disconnects power from the intermediate shaft 107 driven by the torque converter 100' to the sun gear 113, and a front clutch 109 that connects the intermediate shaft 107 to the front internal gear 111. It consists of a rear clutch 110 that connects and disconnects power, a low reverse brake 115 that fixes the rear carrier 112' when engaged, and a one-way clutch 105 of the rear carrier 112' that only allows rotation in the rotational direction of the engine crankshaft 101. Rotational force is transmitted from the planetary gear mechanism 120 to the output shaft 118. The oil pump 106 supplies hydraulic oil to the torque converter 100, lubricating oil for each bearing, gear portion, each friction element 108, 109, 110, 115, and a hydraulic circuit described later. The parking pole 116 meshes with a parking gear external tooth 117 in a P (parking) range of a shift lever, which will be described later, and fixes the output shaft 118. FIG. 1B is a control hydraulic circuit for supplying hydraulic pressure to each friction element of the automatic transmission of FIG. 1A.

In this figure, for the sake of convenience, the same reference numerals (arithmetic numerals) are given to the respective pipes for the parts where the pressure in each pipe is equal, and these codes will be used in the following description. Furthermore, since the operating principle of each valve device is well known, detailed explanation will be omitted.
A constant pressure valve (breather regulator valve) 131 maintains the working oil pressure discharged from the pump 106 at a desired oil pressure (line pressure 6).

The hydraulic oil discharged from the oil pump 106 is transferred to the pipe 18
It acts on the land 131a of the valve spool through the valve spring 131b, pushes the valve spool down against the valve spring 131b, and drains the water from the drain port marked with an x.
By repeating this process, the line pressure 6 is kept in balance with the spring 131b. Conduit 20 is torque converter 1
The pressure in the torque converter 100 is maintained at a required level through the O-river, and a portion of the hydraulic oil is leaked through a ball valve to be used for lubricating the front clutch 109 and the rear clutch 110. When the accelerator pedal (not shown) is depressed, the throttle pressure 15 increases as will be described later.
This acts on the lower surface of one land of the plug 131c, assists the spring force of the spring 131b, and pushes up the valve spool, thereby reducing the gap to the drain port marked with x, and increasing the line pressure 6.

By a similar action, when a manual valve 132, which will be described later, is operated to the R (reverse) range, line pressure 6 is applied from the pipe line 5 to the lower surface of the other land of the plug 131c, and the spring force of the spring 131b is increased. Further assisting, line pressure 6
Further increase.

The manual valve 132 mechanically connects its valve spool 132a to a manual lever (not shown) for reciprocating motion, and applies the line pressure 6 to each pipe line 1, 2, 3, 4. , 5, the pressure is distributed as follows.

Pipe 1→1-2 shift valve 133, 2-3 shift valve 134, rear clutch 110 Pipe 2→2-3 shift valve 134 Pipe 3→throttle backup valve 136 Pipe 4→
Emergency valve 137 Pipe 5 → Pressure regulator valve 131, 1-2 Shift valve 133 Each of these pipes controls the line pressure 6 at each operating position (range) of the manual lever as shown by the circle in the table below. Supplied as appropriate.

As is clear from the table above, in the N (neutral) range,
All of the line pressure 6 is drained from the drain port of the manual valve 132, which is indicated by the symbol x.

Line pressure regulating valve (vacuum throttle valve) 135
generates a throttle pressure 15 proportional to the engine load from the line pressure 6, applies this throttle pressure to the land 131d of the valve spool of the constant pressure valve 131 as described above, and increases the line pressure 6 in proportion to the engine load. It is something to be adjusted. The valve spool 135a of this line pressure regulating valve 135 is operated by being connected to a negative pressure operated diaphragm actuator 1401. diaphragm 14
When the negative pressure acting on the valve 0a is small (when the engine load is large), the valve spool 135a moves toward the actuator 14.
0 is pushed down by the spring 140b in the lower position (the position shown in the right half of the figure), and the line pressure 6 is transmitted to the constant pressure valve 131' as the throttle pressure 15, and a high line pressure 6 is obtained. When the negative pressure acting on the diaphragm 140a is large (engine load is 4 cm), the valve spool 135a is pulled up by the diaphragm 140a and is in the raised position (the position shown in the left half of the figure), and the line pressure 6 is The line pressure 6 is lowered by the amount that flows into the line 16 and is transmitted to the constant pressure valve 131 as the throttle pressure 15, resulting in a lower line pressure 6. Engine manifold negative pressure is stored in a negative pressure tank 138 via a check valve 139, and is led to a diaphragm 140a of an actuator 140 via a solenoid valve 144 that opens when energized.

Furthermore, atmospheric pressure is introduced into this diaphragm 140a from a solenoid valve 143 that introduces the atmosphere when energized. The diaphragm 14 is controlled by controlling both solenoid valves 143 and 144.
The negative pressure acting on the diaphragm 140a is made to correspond to the engine load, that is, the larger the engine load is, the smaller the negative pressure acting on the diaphragm 140a is, thereby making the throttle pressure l5 correspond to the engine load. The throttle backup valve 136 allows the line pressure 6 to flow to the pipe line 3 and the valve spool 13 at the moment when the manual valve 132 is operated from the D range to the low range or from the D range to the 1 range.
6a is pushed up against the spring force of spring 136b to the position shown in the left half of the figure, creating a backup pressure 16 lower than line pressure 6 while leaking a portion of the line pressure to the drain port labeled x.

This backup pressure 16 is applied to the valve spool 13 of the aforementioned hydraulic pressure regulating valve (vacuum throttle valve) 135.
When 5a is in the raised position (when the engine load is low), it acts on the constant pressure valve (pressure regulator valve) 131 as throttle pressure 15, obtains a higher line pressure 6, and applies the brake band 108 or the low and reverse brake 115. prevent delays in operation. Furthermore, in the 1st range, when a 1-2 shift bubble 133 (described later) moves to the first speed side, line pressure 6 led from the manual valve 132 through the conduit 1 is communicated to the conduit 8.

In addition, in this 1 range, line pressure 6 acts on the valve spool 137a of the emergency valve 137, which will be described later, from the manual valve 132 through the pipe 4, and pushes down the valve spool 137a as shown in the left half of the figure. It is being Therefore, as mentioned above, the line pressure 6 leading to the line 8
is led to conduit 9. In this way, the line pressure 6 passes through the pipe line 9 and pushes the valve spool 136a of the throttle backup valve 136 to its upper limit position.
6 to the drain port with sign x, and the backup pressure is 1.
6 to prevent the generation of excessive line pressure. The emergency valve 137 operates not only in the 1st range and 1st speed as described above, but also in the R (reverse) range, the valve spool 137a is pushed down to the position by the line pressure led through the conduit 4. be.

As a result, in the R range, the line pressure led from the manual valve 132 through the conduit 5 is communicated to the conduit 19, and acts on the disengagement side of the front clutch 109 and the brake band 108. The 1-2 shift valve 133 and the 2-3 shift valve 134 are both manual valves 132 to N (neutral),
The line 6, which is constantly supplied through the conduit 1 in ranges other than the P (parking) and R (reverse) ranges, is controlled by the 1-2 shift solenoid 141 and the 2-3 shift solenoid 142 to the orifices 133a and 134a when not energized. The spools 133c and 134c are drained from the spring 13.
3b and 134b, it is held in the position shown in the right half of the figure.

However, when the shift solenoids 141 and 142 are energized, the orifices 133a and 134a are closed and line pressure is applied to the upper ends of each valve spool 133c and 134c, pushing them down to the position shown in the left half of the figure, thereby pushing each friction element ( Rear clutch 110, brake band 108, low and IJ birth brake 1 15)
It is possible to distribute pressure to As described above, at each operation position of the manual valve 132, the combinations of operations of the shift solenoid and each friction element are as shown in the table.

In the above table, ON indicates energization, OFF indicates non-energization, and 0 mark indicates the action of the corresponding element.

Note that when hydraulic pressure is applied to both the actuation and release of the band servo, it will be released due to the pressure receiving area. Next, the electronic device that controls the automatic transmission described above, that is, the shift position is determined according to the engine load and vehicle distance, and the shift solenoid 141 is activated.
, 142 are energized or de-energized, and the negative pressure acting on the actuator 14 is controlled by energizing or de-energizing the negative pressure solenoid 143 and the atmospheric solenoid 144;
An electronic control device that maintains the required line pressure will be explained.

Note that since the specific circuit configuration of this electronic control device is not necessary for understanding the present invention, only the control method thereof will be explained and detailed explanation will be omitted.

The circuit configuration of such an electronic control device may be the one described in the specification of Tokuiso Sho 54-41345 and the specification of Japanese Patent Application No. 54-39351, which were previously proposed by the applicant of the present application. . FIG. 2 schematically shows the electronic control unit 208, which includes a gear selection determination circuit 209 that determines the gear by energizing or de-energizing the shift solenoids 141 and 142, a negative pressure solenoid 143, and an atmospheric solenoid 1.
44 is energized or de-energized to control the line pressure.

The gear selection judgment circuit 209 receives a manual lever position signal (D
The range signal 202, 0 range signal 203, 1 range signal 204) selects a shift line that defines the relationship between engine load and vehicle speed as shown in FIGS. 3A and 3B, and By comparing it with the load 206, the gear stage is determined, and the shift solenodes 141, 142 are energized or de-energized by the output signals 141', 142' corresponding to each gear stage as shown in the table above.

An example of the shift line shown in Fig. 3A and Fig. 3B is Fig. 3A.
is for the D range, and B in Figure 3 is for the 0 and 1 ranges.

For example, for the ○ range, use the transmission shown in Figure 3A,
When the vehicle speed increases from point X to point X2 while the engine load remains constant and exceeds transmission a, the gear stage is shifted from 1st gear to 2nd gear. The shift line b similarly determines the shift from 2 far to 3 far. Shifting from 2-far to 1-far and from 3-selection to 2nd gear is determined based on shift lines a' and b', respectively, and these shift lines are shown in Figure 3A.
As is clear from this, the vehicle is lower and farther from the vehicle, and hysteresis is set during the dower shift.

Further, in the low range and the 1 range, the shift judgment is made in the same way using d, d' and c, c' of the shift lines shown in FIG. 3B, respectively. Next, the oil pressure control judgment circuit 21 receives an engine load signal 206 and a line pressure signal 207 with a value corresponding to the line pressure.
are input, the line pressure value of the line pressure signal 207,
Compare the line pressure value corresponding to the engine load obtained from the required line pressure characteristics with respect to the engine load shown in Fig. 4, and adjust the negative pressure solenoid as described above so that the line pressure corresponds to the size of the engine load. 143 and atmospheric solenoid 144 are energized or de-energized by output signals 143' and 144', and hydraulic pressure regulating valve 135 is operated.

In FIG. 4, the shaded area is a dead zone in which both soles 143 and 144 are not energized to prevent unnecessary power consumption. The manual lever position signals 202 to 204 described above are obtained by sensors such as switches that are turned on when the manual lever occupies each layer.

The vehicle speed signal 205 is obtained by a sensor such as a reed switch that is repeatedly turned on and off by a magnet that rotates together with the output shaft of the transmission. Also, the engine load signal 206
is obtained by detecting the throttle opening of the engine with a potentiometer-type sensor, or by receiving intake manifold member pressure by a diaphragm and detecting its displacement with a potentiometer-type sensor. The line pressure signal 207 is obtained by detecting the displacement of a diaphragm that receives direct oil pressure with a potentiometer, and also a potentiometer-type sensor that detects the diaphragm that receives negative pressure acting on the actuator 1401 of the line pressure regulating valve 135 and its displacement. It can also be obtained by detecting with . Although conventional automatic transmissions and their electronic control circuits are constructed as described above, they have the following problems.

When the electronic control circuit 208 does not operate due to a failure or a defect in the power supply, even if the shift solenoids 133 and 134 are de-energized and inoperative, the manual valve 13 described above
By operating 2, it is possible to drive using 3rd gear in D range, 2 far in 0 range, and 1 far in 1 range.

Also, at this time, each solenoid 1 of the line pressure regulating valve 136
43 and 144 are also de-energized and the line pressure is maintained, so there is no problem in normal running. However, when an abnormality occurs in each of the input signals 202 to 207 to the electronic control circuit 208, the following major problems occur during driving. That is, when each input signal line is disconnected or short-circuited or each sensor is malfunctioning, the corresponding input signal becomes an abnormal value, and erroneous line pressure control is performed based on this abnormal value. For example, if the line pressure signal 207 is input as a voltage proportional to the line pressure, if a short circuit occurs in the signal line, it will be determined that this corresponds to a high line pressure state, even if other input signals are normal. Because the line pressure is controlled to a low pressure, in extreme cases the friction elements of the automatic transmission may become slippery, making it impossible to run uphill or start the vehicle, which requires a large drive torque. Furthermore, if such a situation occurs when the vehicle is running downhill, even if the manual valve 132 is set to the 0 range, the low line pressure will cause the friction elements to slip, making it impossible to obtain engine braking, which is dangerous. Note that when the vehicle is traveling at a constant speed before such a state occurs, the driving torque required for this traveling is small, so it is difficult for the driver to notice the drop in line pressure in advance, which is dangerous. The present invention has been made by focusing on the above-mentioned problems of the electronic control device for automatic transmissions, and includes an abnormality detection circuit provided at the input section of the signal from the line pressure sensor of the electronic control device to detect the line pressure signal. An object of the present invention is to provide an abnormality determination device which detects an abnormal value and issues an abnormality detection signal.

In addition, in the embodiment described below, in addition to this abnormality detection signal, abnormality processing signals are issued to the gear selection judgment circuit and the hydraulic control judgment circuit in response to abnormality detection signals corresponding to other input signals, and a predetermined speed change is performed. An abnormality determining device for an electronic control device for an automatic transmission according to the present invention will be explained together with an abnormality processing device that maintains a predetermined high line pressure.

Hereinafter, the present invention will be explained according to examples.

FIG. 5 shows an electronic control device for an automatic transmission equipped with an abnormality determining device according to a first embodiment of the present invention, and details of this device are shown in FIGS. 5 to 10.

In addition, in FIG. 5, the same parts as in the conventional example previously explained with reference to FIG.
The automatic transmission will be described assuming that it is the same as the conventional example shown in FIG. In FIG. 5, 202 to 204 are shift lever position signals corresponding to the D range, low range, and 1 range, respectively, and the signal corresponding to the selected range is a high level signal (hereinafter abbreviated as "1" signal). The signal corresponding to the other unselected signal is a low level signal input (hereinafter abbreviated as "0" signal).

205 is a vehicle speed signal which is input as a voltage value corresponding to the vehicle distance, and 206 and 207 are a signal corresponding to the engine load and a line pressure signal, respectively, which correspond to the engine load and line pressure, respectively. Input as a voltage value.

The signal 206 corresponding to the engine load is a potentiometer-type throttle relation sensor that outputs the throttle opening and outputs a voltage value corresponding to the throttle opening, since the engine load is represented by the throttle relation or intake pressure of the engine. Alternatively, the displacement of the diaphragm in response to the intake manifold negative pressure can be detected by a potentiometer, and the engine load sensor can be a negative pressure sensor that outputs a voltage value corresponding to the intake pressure. The line pressure signal 207 can be generated by detecting the displacement of a diaphragm that responds to the line pressure using a potentiometer, or by responding to the negative pressure since the line pressure is determined by the negative pressure in the actuator 140 (see FIG. 1B). This can be obtained by detecting the displacement of a diaphragm using a potentiometer, or by using a line pressure sensor that outputs a voltage value corresponding to the line pressure. The gear selection judgment circuit 209 and the line pressure control judgment circuit 21, in the same way as explained with reference to FIG. 144.

The abnormal value detection circuit 1000 receives the manual lever position/false signal 202~
204, a vehicle distance signal 205, a throttle relation signal 206 as an engine load signal, and a line pressure signal 207 are input, and abnormal values of each signal are detected and an abnormal value detection signal 1052 is input.
emits a. Abnormal value detection circuit 1000', manual lever position signal abnormal value detection circuit 1010, throttle related signal abnormal value detection circuit 1020, vehicle remote signal abnormal value detection circuit 1030, and line pressure signal abnormal value detection circuit 1040, which will be described in detail later. These abnormal value detection circuits 1
Outputs 1010a to 1040a of 010 to 040 are input to an OR circuit 1052, and when at least one of these circuits issues a signal of "1" indicating an abnormality determination, the OR circuit 1052 sends a signal of "1" to the abnormality processing circuit 1051. An abnormal value detection signal 1052a is generated. Note that the timer 1060 transmits the clock signal 1060a to each abnormal value detection circuit 1010.
~1040, and these circuits receive a clock signal 1060.
It operates every time a is input. When the abnormal value detection signal 1050a is input, the abnormality processing circuit 1051 operates the shift solenoids 141 and 14 regardless of the signals from the gear selection judgment circuit 209 and the line pressure control judgment circuit 210.
2 is kept de-energized, the negative pressure solenoid 143 is also kept de-energized, and only the atmospheric solenoid 144 is energized. That is, at this time, as is clear from the above description of the automatic transmission shown in FIG. 1, the gear stage is maintained at 3rd speed and the line pressure is maintained at high pressure. Therefore, the manual valve 132 is used for 1st speed and 2nd gear.
can be obtained by operating the manual lever to the 1 range and 0 range positions, so 1st to 3rd gears can be obtained manually, and the vehicle can be driven until repairs are made, and during this time the line pressure remains at high pressure. Since this is maintained, there is no risk of the frictional elements slipping. FIG. 6 shows a specific example of the configuration of the abnormality processing circuit 1051.

Gear selection judgment circuit 209, line pressure control judgment circuit 21
The AND circuit 1051A has three 2-input AND circuits 1051A to 1051C and a 2-input OR circuit 10510, each of which receives a signal from 0 to one input terminal.
Inverter 1051 is connected to the other input terminal of ~1051C.
Immediately thereafter, a signal from the output terminal Q of the flip-flop circuit 1051F is inputted to the OR circuit 1051D via the output terminal Q of the flip-flop circuit 1051F. In the flip-flop circuit 1051F, both the set terminal S and the reset terminal R are edge triggered, and the terminal S is triggered by the rising edge of the input signal, and the terminal R is triggered by the falling edge of the input signal.

Engine ignition switch 1053 is connected to terminal R.
Connect the battery through the switch 105 and keep the switch 105 on while driving.
3 is closed, a predetermined voltage from the battery is applied. The output of the OR circuit 1052 is input to the terminal S, and when the abnormal value detection signal 1052a of "1" is input, the flip-flop circuit 1051F issues an output signal of "1". As is clear from such a configuration, the abnormality processing circuit 1051 performs the following operations.

That is, when the abnormal value detection signal 1052a is input, a signal of "1" is output from the flip-flop circuit 1051F, and this signal is inverted by the inverter 1051E. Regardless of the other input signals, the shift solenoids 141, 142 and the negative pressure solenoid 143 are de-energized, and the OR circuit 1051D is directly input with the "1" output signal of the flip-flop circuit 1051F. Energize. This state continues until the ignition switch 1053 is opened to stop the vehicle and the flip-flop circuit 1051F is reset. Figure 7 shows the manual lever position signal abnormal value detection circuit 1.
A specific configuration of 010 is illustrated below.

The manual lever position signals 202 to 204 are input to a manual lever position signal discrimination circuit 1011, and this circuit 1011 is connected to a counter 1012 together with a frequency dividing circuit 1014 inputted with a clock signal 1060a, and the counter 012 is connected to a comparator 1013. . The manual lever position signal determination circuit 1011 outputs a signal of "1" when two or more manual lever position signals are "1" signals, that is, when it determines that two or more manual lever positions are selected. do.
The frequency dividing circuit 1014 divides the clock signal 1060a into a frequency having a period sufficient for detecting a shift lever abnormality, and outputs a clock signal 1014a. The counter 012 performs an integrated count in synchronization with the clock signal 1014a while the discrimination circuit 1011 outputs a signal of "1", and the comparator 1013 outputs a signal of "1" when the output of the counter 1012 reaches a certain count value. OR circuit 105 for signal 1010a
Output to 2. By making the counter 1012 count up to a certain value in this way, it is possible to treat the transition of the two shift lever position signals to "1" as an abnormality during the manual lever operation process. Erroneous abnormality detection can be prevented. FIG. 8 illustrates a specific configuration of the throttle opening signal abnormal value detection circuit 1020. The vehicle distance signal 205 is input to a differentiating circuit 1021, the throttle relation signal 206 is input to a function setting circuit 1022 and a comparison circuit 1024, and the clock signal 1060a is input to a frequency dividing circuit 1028. The differentiation circuit 1021 and the function setting circuit 1022 are connected to the comparison circuit 1023, and the comparison circuits 1023 and 1024 are connected to the OR circuit 1025.
The circuit 1025 and the frequency divider circuit 1028 are connected to the counter 02.
6, and the counter 1026 is connected to a comparison circuit 1027, respectively. The differentiating circuit 1021 differentiates the vehicle speed signal 205 and outputs a voltage corresponding to the acceleration of the vehicle, and the function setting circuit 1022 outputs a set voltage according to the throttle opening signal 206.

Comparison circuit 1023 includes differentiation circuit 1021 and function setting circuit 1
022 is compared, and when the output voltage of the differentiating circuit 1021 is larger, a signal of "1" is output. Comparison circuit 1
024 outputs a signal of "1" when the throttle opening signal 206 is not within values corresponding to predetermined maximum and minimum values. A frequency divider circuit 1028 divides the frequency of the Cook signal 1060a and outputs a clock signal 1028a having a sufficient period. The counter 1026 integrates and counts the clock signal 1028a while the output signal of "1" is output from the OR circuit 1025, and when the count value reaches a certain value, the comparator circuit 1027 ORs the "1" signal 1020a. circuit 105
Output to 2. The predetermined maximum and minimum values that are compared with the throttle opening signal 206 in the comparator circuit 1024 correspond to fully open and fully closed throttle openings (not true fully closed, but small openings that maintain engine idling), respectively. Since the throttle opening signal 206 can only take values between these values under normal conditions, it is possible to detect an abnormality.

The output voltage value of the function setting circuit 1022 is a value corresponding to the acceleration obtained according to the throttle opening when the vehicle is running on a somewhat steep downhill road, that is, a fairly large acceleration value close to the maximum possible acceleration of the vehicle. This is a value that can only occur for a short period of time.

Therefore, the signals from comparison circuits 1023 and 1024 are
When this continues until the count value of the counter 1026 exceeds a certain value, this can be determined to be abnormal.

FIG. 9 illustrates a specific configuration of the far-vehicle signal abnormal value detection circuit 1030.

The manual lever position signal determination circuit 1031 receives the manual lever position signals 202 to 204, and determines that one of the travel ranges D, 0, and 1 is selected, that is, the manual lever position signals 202 to 204 are input to the manual lever position signal determination circuit 1031. When any one of 204 is a "1" signal, a "1" signal is output. Comparison circuit 1032 outputs a signal of "1" when throttle function signal 206 is equal to or greater than a certain value. Comparison circuit 10
33 is "1" when the vehicle distance signal 205 is a value corresponding to vehicle distance zero.
” signal is output. The comparison circuit 1034 is connected to the vehicle distance signal 20
When 5 exceeds the value corresponding to the maximum vehicle distance, a signal of "1" is output. The frequency dividing circuit 1039 uses the clock signal 1060a.
is divided into a clock signal 1039a having an appropriate period. The AND circuit 1035 receives and ANDs the output signals of the manual lever position signal discrimination circuit 1031 and the comparison circuits 1032 and 1033, and the OR circuit 1036 receives the output signals of the comparison circuit 103
4, and the output signal of the AND circuit 1035 are inputted and logically summed. The counter 037 performs cumulative counting in synchronization with the clock signal 1039a while the output signal of the OR circuit 1036 is "1". Comparison circuit 1038 outputs signal 1030a of "1" when the count value of counter 1037 reaches a certain value. With the above configuration, the comparison circuit 10
34, it is impossible for a vehicle speed signal to exceed a value corresponding to the maximum vehicle distance, so it is determined to be an abnormal value at this time, and in the AND circuit 1035, even if the throttle opening is above a predetermined value in the D, 0, and 1 ranges, Naturally, it is impossible for the vehicle speed to be zero under conditions where driving force is being transmitted to the wheels and the vehicle should be traveling, so this can also be determined to be an abnormal value. FIG. 10 illustrates a specific configuration of the line pressure signal abnormal value detection circuit 1040 according to the present invention.

The memory circuit 1041 includes a comparison circuit 1042 and a frequency division circuit 10.
50 constitutes a line pressure change detection circuit block which is a part of the gist of the device of the present invention, and the memory circuit 1041 is
The line pressure signal 207 is sampled and held in synchronization with the clock signal 1050a obtained by frequency dividing the clock signal 1060a by the frequency dividing circuit 1050, and the value is sent to the comparison circuit 1.
Output to 042. Comparison circuit 1042 is a comparison circuit 10
The output value of 41 is compared with the line pressure signal 207, and when they match, that is, when the line pressure has not changed within a predetermined time, a line pressure no change signal of "1" is output. The solenoid control signal check circuit 1043 is a frequency divider circuit 105
0 constitutes a line pressure regulating valve operation detection circuit which is a part of the gist of the device of the present invention.
4 is energized, and while this energization is maintained for the predetermined period of time, a line pressure regulating valve actuation signal of "1" is output. The comparator circuit 1045 constitutes a line pressure discrimination circuit block which is a part of the gist of the device of the present invention, and this circuit detects "1" when the input line pressure signal 207 is not between a predetermined maximum value and a predetermined minimum value. ” signal is output. The AND circuit 1046 constitutes a discrimination circuit block which is a part of the gist of the device of the present invention. The signals are input and ANDed, and the OR circuit 1047
is an AND circuit 1046, and a counter 1048 which receives the output signal of the comparison circuit 1045 and performs a logical sum is an OR circuit 1.
047, a comparator circuit 1049, and a frequency divider circuit 1050 constitute a timer circuit block which is a part of the gist of the device of the present invention, and the counter 048 is synchronized with the clock signal 1050a while the output of the OR circuit 1047 is a "1" signal. The comparator circuit 1049 outputs an abnormality determination signal 1040a of "1" when the count value reaches a certain value, that is, when the abnormality of the line pressure signal continues for a predetermined time or longer.
With the above configuration, the comparison circuit 1045 determines that it is abnormal when the line pressure signal is not within the range of values that can be taken under normal conditions (between the predetermined maximum value and minimum value), and AND circuit 1
In 046, when the comparison circuit 1042 detects that there is no change in the line pressure signal when there should naturally be a change in the line pressure signal in the check circuit 1043, it detects this and determines that there is an abnormality in the line pressure sensor or input signal line, When at least one of these abnormalities continues for more than the predetermined time, an abnormality determination signal 1040a of "1" can be output. It should be noted that the electronic control device equipped with the abnormality determination device of the present invention may be configured with a microcomputer instead of the above-described configuration, and the configuration in this case will be explained below with reference to FIGS. 11 to 17.

In FIG. 11, reference numeral 500 indicates the entire control circuit used in the device of the present invention, which performs normal gear selection judgment control, line pressure control judgment, and has a dedicated memory (ROM)
) 503 is an example in which abnormality detection and its processing are additionally stored.

In FIG. 11, 501 is a central processing unit (CPU),
It operates based on a control program written in the ROM 503, which will be described in detail later. The CPU 501 outputs digital manual lever position signals (D range signal 202, N range signal 203, 1 range signal 20) in synchronization with an interrupt signal from a timer 504 provided externally or within the control program.
4), and conversion to analog-to-digital conversion of the vehicle distance equivalent signal 205 which is an analog signal, the engine load (throttle function) signal 206 from the engine load sensor described above, and the line pressure signal 207 from the line pressure sensor described above. The binary value signals 205', 206', 207' obtained through the circuits 406, 407, 408 are sent to the variable memory (RAM) 5 through the input/output interface circuit (PiA) 505.
02, gear change selection judgment, line pressure control judgment,
Perform abnormality detection and processing, and perform the above 1-2 and 2-
Shift solenoid control signals 141' and 142' that control the energization of the three shift solenoids 141 and 142, line pressure control signals 143' and 144' that control the energization of the negative pressure solenoid 143 and the atmospheric solenoid 144, and a monitor signal 506 to the external monitor 506. ' is outputted via the input/output interface circuit PjA505. Next, the control circuit 50
Flow of the control program stored in the ROM 503 of
The charts will be explained with reference to FIGS. 12 and 13. 12th
The figure shows a control program 70 that performs the same control as the electronic control unit 208 described above with reference to FIGS. 2 to 4.
0 is a flowchart. That is, similarly to the gear stage selection judgment circuit 209 in FIG. 2, the gear stage is determined based on the relationship between the engine load and the vehicle transmission shown in FIG.
', 142' is set in the RAM 502 in the gear selection judgment step 702, and the target is determined based on the relationship between the line pressure and the engine load shown in FIG. The line pressure control signals 143', 144
' is set in the RAM 502. The control program 700 further includes a control program 600 which will be described later with reference to FIG.
Step 701 determines the presence or absence of an abnormal flag indicating the abnormal value detection state of each input set at a predetermined address of the RAM 502 issued at step 702, and each solenoid 141 to 14 set in the RAM 502 at steps 702 and 703.
Step 704 instructs the PiA 505 to output signals 141' to 144' instructing the operation of 4.

When it is determined in step 701 that the abnormality flag has already been set, the control program 600 shown in FIG. 13 is executed without performing steps 702 to 704.

The control program 600 starts processing in response to an interrupt signal generated by the timer 504 at regular intervals, and while the processing program 70 and the control program 600 are in progress, they are executed even in the middle of steps 702 and 703. After the program 600 takes a break and performs the final RTj (ReTmn or omln attempt rmpt) process 611, the process resumes from the original point.

For example, RTi
Although almost the same effect can be obtained by continuously executing step 701 following step 611, program 700 has complicated processing in steps 702 and 703 and takes a long processing time. If the program 700 is frequently interrupted for detection, there is a risk that normally required gear selection decisions and line pressure control may be delayed.

Therefore, in practice, it is preferable that the start of the program 600 is determined by the interrupt signal from the timer 504 as described above, and that the interval between the interrupt signals is set sufficiently longer than the processing time of the program 700. Next, the entire control program 600 and abnormal value detection of each of the input signals 202 to 207 will be explained with reference to FIG.

The control program 600 includes an abnormal value detection step 620 that detects abnormal values of each of the input signals 202 to 207 and issues an abnormal value detection signal (abnormal flag), and an abnormality processing step 630. Shift solenoid 141 in response to the value detection signal (abnormality flag)
, 142 are de-energized, and the atmospheric solenoid 144 is de-energized.
Each abnormality process signal (abnormality process instruction) is issued to instruct the driver to energize and to activate a monitor indicating an abnormal state.

Abnormal value detection step 62, each input signal 202 to 20
Manual lever position signal abnormal value detection step 601, throttle opening signal abnormal value detection step 602, vehicle distant signal abnormal value detection step 603, which detects the presence or absence of abnormal values. When an abnormal value is detected in the value detection step 604 and each of these abnormal value detection steps 601 to 604, a binary code abnormal value detection signal (abnormal flag) is stored in the RAM 50.
2, and an abnormal flag clearing step 605, which clears the abnormal flag set in the RAM 502 when no abnormal value is detected in each of the abnormal value detection steps 601 to 604. . Also, abnormality processing step 63
0 is a RAM that outputs shift solenoid control signals 141' and 142' that de-energize shift solenoids 141 and 142.
502, a line pressure control signal 143' that energizes the negative pressure solenoid 143 and de-energizes the atmospheric solenoid 144;
144' in the RAM 502; an external monitor activation processing step 609 in which a signal 506' for activating the external monitor to notify the driver of an abnormal condition is set in the RAM 502; and each of these steps 607 to 607. The output step 610 outputs the signals set in each address of the RAM 502 in step 609 via the PiA 505. Processing step 607,6
The effects of de-energizing the shift solenoids 141 and 142 and energizing and de-energizing the negative pressure solenoid 143 and the atmospheric solenoid 144 in accordance with 08 are the same as those of the embodiments described with reference to FIGS. 1 to 10, so a description thereof will be omitted. Note that the external monitor 506 is an external monitor that uses sound, display, or a combination of both, and transmits the occurrence of an abnormality to the driver by a signal output from the PiA 505 when an abnormality occurs.

Sound alarms include buzzers, chimes, etc.
There are various types of alarms, such as sounds recorded on a tape in advance, and various types of alarms, such as those that emit light and those that display pictures, and any of these may be used alone or in combination. Next, details of each abnormal value detection step 601 to 604 of the control program 600 will be explained.

Here, the control program 600' starts processing by a regular interrupt at a time interval △ as described above, but each abnormal value detection step 601 to 604 is performed by each input signal 2.
Depending on the characteristics of 02 to 207, it is not necessarily necessary to perform abnormal value detection every time at the time interval Δ, and in the example described below, abnormal value detection steps 601, 602, 603, 6
04 is a respectively. △“b・△,c・△,d−△time(a,
b. c and d are positive integers). In addition, each input signal 202, 203, 204, 205, 206
, 207 are each sampled at regular intervals and stored in each predetermined address of the RAM 502, as described above, and each sampling period is determined by the input signal 202.
, 203, 204, △a time, input signals 205, 20
In the case of 6,207, the time is Δc, Δb, and Δd, respectively. Note that the vehicle direction signal 205 and line pressure signal 207 are as follows.
Although FIGS. 15 and 17 will be described later, for convenience of abnormal value detection in abnormal value detection steps 602 and 604, they are stored as follows.

That is, each signal 205, 207 is sampled every Δc, Δd time, respectively, but each signal 205, 207 of RAM 502 is
Prepare two addresses for each 207, and press △c
, the new values v, p of each signal 205, 207 every time Δd,
The old value v'"p'" in the previous sampling period is stored and rewritten every sampling period △c, △d. Fig. 14 shows the abnormal value of the manual lever position signal in Fig. 13. This is a detailed flowchart of the detection step 601. In this step 601, the RAM 5
Five predetermined addresses of 02 are used as counters A, B, C, and D. The counter A uses the manual lever position signal stored in the RAM 502 at every predetermined sampling period Δa time to determine the cycle for detecting an abnormal value every aΔ time. That is, when an interrupt signal is input from the timer 504 every △ time, the count value of the counter A becomes a in step 601a.
If the count value is not a, the process proceeds to step 601b, where 1 is added to the count value, and the process proceeds to throttle related signal abnormal value detection step 602. When the count value is a, step 60
Proceed to step 1c, reset the count value to 0, and step 6
Proceed to 01d. That is, step 601d is not performed until the interrupt signal is received a times, and abnormal value detection is performed every aΔ time. In step 601d, two counters B and C are used. Counter B has manual lever position signals 202' to 202', in which the signal corresponding to the selected range among the D range, low range, and 1 range is "1", as in the example described above with respect to FIGS. 1 to 10. 204
' is used to designate the bits stored in the n-th bit (in this example, n is 1, 2, and 3) of a predetermined address in the RAM 502, and the counter C is configured so that the counter value is the manual lever position signal 202~ Indicates the number of "1" signals among 204 signals. In step 601d, the count value of counter B is set to 1, and the count value of counter C is set to 0.

Control then proceeds to step 601e, where the n-th manual lever position signal (for example, if n=1, the signal 20
2, if n=2, signal 203, if n:3, signal 204
) is "1" or not, and if it is not "1", the process advances to step 601g, and if it is "1", the process advances to step 601f. In step 601f, 1 is added to the count value of counter C, and in step 601g, 1 is added to the count value of counter B. Step 601h determines whether the count value of counter B is 4 or more, and when it is 4 or less, returns to step 601e, and steps 601e, 601f, 60
The cycle consisting of 1g and 601h is repeated until the count value of counter B becomes 4 or more.

By repeating this cycle, it is determined whether all the signals 202 to 204 are "1" at step 601e. When the count value of counter B becomes 4 or more in step 601h, the process proceeds to step 601i, where it is determined whether the count value of counter C is 2 or more. Here counter C
A count value of 2 or more indicates that the manual lever is selecting two positions at the same time, and as described above, it can be determined that the manual lever position signals 202 to 204 are abnormal values. Counter D is used in step 601j to eliminate transients in signals 202-204, as described above for the example of FIGS. 1-10.

In step 601j, it is determined whether the count value of counter D is equal to or greater than a predetermined value k. If it is equal to or greater than k, the process proceeds to step 606, where the abnormality flag is set as described above and abnormality processing step 630 is executed. It becomes like this. As is clear from the above description, step 601j
Even if the manual lever register signals 202 to 204 continue to be abnormal values, they will only advance every a・△ time, so eventually k
- When the abnormal value continues for a/△ time, the process proceeds to step 606. When the count value of the counter D is less than k, 1 is added to the count value in step 601k, and the process proceeds to step 602 for detecting a throttle sensitivity abnormal value. Also step 6
When the count value of the counter C is 2 in step 01i, the count value of the counter D is returned to 0 in step 6011. FIG. 15 is a detailed flowchart of the throttle related signal abnormal value detection step 602 of FIG. 13. In this step 602, two predetermined addresses in the RAM 502 are used as counters E and F. Counter Norima,
Similar to counter A described above with reference to FIG. 14, it is used to determine the cycle at which step 602 is executed. That is, in step 602a, it is determined whether the count value of counter E is a predetermined value b, and if it does not reach the predetermined value b, step 60 is performed.
2b, after adding 1 to the value of counter B, proceeding to vehicle speed signal abnormal value detection step 603, and when the predetermined value b is reached, proceeding to step 602c, returning the count value of counter E to 0, and step 602d. Proceed to. That is, abnormal value detection of the throttle relationship signal 206' is performed every b·Δ time. In step 602d, the new value v and old value VOLD of the vehicle speed signal 205' are read out from the RAM 502,
The vehicle speed change during the sampling period Δc time, that is, the acceleration value Q=v−VOLD, is calculated and stored in a predetermined calculation register of the central processing unit 501. Then, the control proceeds to step 60.
Proceed to 2e. In this step 602e, the ROM 503
When the throttle opening signal 206 stored in advance at a predetermined address is normal, the maximum value omax and minimum value 8min of the throttle opening signal 206', and the throttle opening signal 2
06' is compared with the value 0. Throttle related signal 206
If ' is aminSOS8max, it is assumed that the throttle opening signal 206 is normal, and the process proceeds to step 602f. When the throttle relationship signal 206' deviates from the above range, it is immediately determined that the throttle relationship signal 206 is abnormal;
The process advances to step 602g, which will be described later. Step 602f compares the acceleration setting value Qr stored in a predetermined address in the ROM 502 with the acceleration Q stored in the arithmetic register of the central processing unit 501. If >Qr, it is determined that the throttle related signal 206 is abnormal. Judgment and control step 60
Proceed to 2g. When Q<Qr, throttle related signal 20
6 is determined to be normal, and the process proceeds to step 602h, which will be described later.
The acceleration setting value r mentioned above is assumed to be a value corresponding to a sufficiently large acceleration.

This acceleration setting value Qr may be one value, but it is preferable to set it as follows. That is, Fig. 18 shows the relationship between vehicle distance, throttle function, driving force, and running resistance, and the speed changes with constant throttle functions of 2/8, 4/8, and 8/8. Each line (solid line) showing the driving force when the vehicle is moved upward, and the line (dotted line) showing the running resistance corresponding to a downward slope of 10 to 20%, which increases as the distance of the vehicle increases. As is clear from this figure, for the same throttle relation, the lower the vehicle distance, and for the same vehicle distance, the higher the throttle relation, the greater the driving force margin (R, , R2, R3), that is, the acceleration at which the vehicle speed can be obtained. Become. A value corresponding to this acceleration is stored in a predetermined address in the ROM 503, and in step 602f, this predetermined address is calculated from the throttle function and vehicle speed and taken out from the ROM 503 and set as the acceleration setting value Qr. By setting the acceleration setting value Qr in this way, the throttle function signal 206' becomes a value corresponding to a throttle opening smaller than the actual throttle opening.
In other words, when the value is abnormal, the actually obtained acceleration Q is naturally larger than the set value Qr, so the control goes to step 6.
Proceeds to 02g and can detect an abnormal value. On the other hand, the throttle opening signal 206' is higher than the actual throttle opening.
When is a value corresponding to a large throttle opening, that is, an abnormal value, QSQr occurs in step 602f and the abnormal value cannot be determined, but in this case, the line pressure is controlled higher than necessary and the shift control is also disturbed. , there is no problem as there is no problem with driving and there is no danger. As mentioned above, the reason for determining the acceleration setting value based on the running resistance corresponding to a downhill slope of 10 to 20% is because ``there are various slopes of the actual road surface, so all of these slopes must be considered.'' Since it is impossible to determine the acceleration setting value by
This is to reduce the possibility of false detection by setting r to a relatively large value.

Step 602g determines the count value of counter F provided at a predetermined address in RAM 502, and when the count value is equal to or greater than j, the process proceeds to step 606, where the abnormality flag is set as described above and abnormality processing step 630 is executed. Become so.

If the count value of counter F is less than i, step 602
At i, 1 is added to the cant value, and the process proceeds to step 603 for detecting an abnormal value of the vehicle distance signal. Further, if no abnormal value is detected in step 602e and further in step 602f, step 602
At 2h, the count value of the counter F is returned to 0, and then the process proceeds to step 603. As is clear from the above explanation, since the process proceeds to step 602d only every b·△ time,
The process from step 602g to step 606 in which the abnormality flag is set will only proceed every i·b·△ time even if the throttle opening signal 206' continues to be an abnormal value.

Therefore, even when the tires slip intermittently when starting on a slippery road surface with a low coefficient of friction between the tires and the road surface, if the count value i of the counter F is set to a large value, the throttle opening signal 206' will be abnormal. It is possible to prevent false detection of a value. Figure 16 shows the first
4 is a detailed flowchart of the vehicle speed signal abnormal value detection step 603 in FIG. 3; In this step 603, the RA
Two predetermined addresses of M502 are used as counter G and day. The counter G inputs the vehicle distance signal 205 stored in the RAM 502 at a predetermined sampling period Δc time by c・Δ
Used to determine the period for detecting abnormal values every hour. That is, when an interrupt signal is input from the timer 504 every Δ time, it is determined in step 603a whether or not the count value of the counter G is c. If the count value is not c, the process advances to step 603b; 1 is added to the count value in step 604, and the process proceeds to line pressure signal abnormal value detection step 604. When the count value is c, the process proceeds to step 603c, the count value is reset to 0, and the process proceeds to step 603d. In step 603d, a value vm corresponding to the maximum speed of the vehicle stored in a predetermined address of the ROM 503 in advance.
Compare ax with vehicle distance v stored in RAM 503. When it is determined in step 603d that v>vmax, it is immediately determined that the vehicle speed signal 205' is an abnormal value, and the process proceeds to step 603h, which will be described later. On the other hand, “vkuvmax
When this happens, the process advances to step 603e. Step 603e and subsequent step 603f process the manual lever position signals 202' to 202', which have already been confirmed not to be abnormal values.
' and the throttle relationship signal 206' to determine the conditions under which the vehicle should be running, and at this time step 603g
Proceed to. Step 603e proceeds to step 603f when the manual lever is in any of the forward travel ranges D, D, or 1, that is, when any of the manual lever position signals 202' to 204' is a "1" signal, and otherwise. Step 6 described later
Proceed to 03i. Step 603f compares the throttle opening with a predetermined value 8c stored in a predetermined address in the ROM 503, and when the throttle opening a is 828c, Step 60
Proceed to 3g, a<8. The process then advances to step 603i. Here, the predetermined value ac is a value corresponding to a throttle function that allows the vehicle to travel sufficiently. Therefore, step 603e
, 603f to step 603g indicates the conditions under which the vehicle should be running. In step 603g, it is determined whether the vehicle speed signal v stored in the RAM 502 corresponds to a vehicle speed of 0. Here, when the vehicle speed signal v=0,
That is, when it is determined in steps 603c and 603f that the vehicle is not running even under the condition that the vehicle should naturally be running, it is determined that the distance signal 205' is an abnormal value, and the control The process advances to step 603 where the value of is determined. Step 603h determines whether the count value of the sunset is greater than or equal to a predetermined value i, and when the count value is greater than or equal to a predetermined value j, the process proceeds to step 606 where an abnormality flag is set, and when it is less than the predetermined value i, the process proceeds to step 603.
The process advances to i, adds 1 to the count value, and advances to line pressure signal abnormal value detection step 604. Step 603i sets the count value of the counter day to 0 when it is determined in each of steps 603e, 603f, and 603g that the value is not an abnormal value.
Through steps 603h, 603i, and 603j, the process does not proceed to step 606 unless the j, c, △ time vehicle distance signal 205' continues and is determined to be an abnormal value. No conspiracy will be detected. FIG. 17 is a detailed flowchart of the line pressure signal abnormal value detection step 604 in FIG. 13 according to the present invention. In this step 604, the RAM 50
Two predetermined addresses of 2 are used as counters 1 and J. The counter 1 outputs the line pressure signal 207 stored in the RAM 502 every predetermined sampling period △d time by d・△
Used to determine the period for detecting abnormal values every hour. That is, when an interrupt signal is input from the timer 504 every △ time,
In step 604a, it is determined whether the count value of counter 1 is d, and if the cant value is not d, step 60
4b, in this step 604b, 1 is added to the count value of the counter 1, and the process proceeds to the next step 604c. In step 604c, the line pressure control signal 143 is set in ROM 502 as described above with respect to FIG.
', 144', and these signals 143', 144'
From negative pressure solenoid 143 or atmospheric solenoid 144
Determine which solenoid is operating. When an interrupt signal is received after Δ time from the timer 504, step 604d passes through steps 604a and 604b to step 6.
After determining which solenoid 143 or 144 is operating at 04c, it is compared with the solenoid that was operating △ hours ago, and if both are the same solenoid,
Proceed to step 604e, and if they are not the same, step 604
Proceed to f. Therefore, step 604e sets a predetermined address in the RAM 502 to 1 when the negative pressure solenoid 143 or the atmospheric solenoid 144 continues to be energized for Δ time or more. Hereinafter, for convenience of explanation, the value of this predetermined address will be set to the line pressure control flag (CONTF for short).
We will call it LG). On the other hand, in step 604f, the solenoids 143, . 144 are in a continuous energized state, the value of the flag CONTFLG in the RAM 502 is set to 0. When step 604e or step 604f is executed as described above, control proceeds to step 605 shown in FIG. 13. timer 5
Each time an interrupt signal from 04 is received, each step 604 described above is executed.
b, 604c, 604d, 604e, or 604f are repeated, and when it is determined in step 604a that the value of counter 1 has become d, control proceeds to step 604g, and in this step 604g, the value of counter 1 is set to 0. , and the process further advances to step 604h. Step 604
h, the new value p and old value p' of the line pressure signal 207 are
It reads from each address of the AM 502 and temporarily stores the difference, ie, the value Δp of the line pressure change, in the calculation register of the CPU 501. Next, step 604 performs a function corresponding to the line pressure discrimination circuit block in the above embodiment.
In i, the minimum value and maximum value of the line pressure signal corresponding to the minimum value Pmin and maximum value P skin x of the line pressure, respectively stored in predetermined addresses of the ROM 503, and "
The line pressure signal 207 regarding the line pressure P is compared with the line pressure signal 207, and if the value of the line pressure signal 207 is between the two values, this is tentatively normal and the process proceeds to step 604i. Since the pressure signal 207 has a value that cannot be taken under normal conditions, it is immediately determined to be an abnormal value and the process proceeds to step 6041, which will be described later. In step 604j, the function corresponding to the line pressure regulating valve operation detection circuit in the embodiment described above is performed as follows, and in step 604e described earlier, CONT
Whether FLG is set or not, that is, the operating state of the line pressure regulating valve continues for a predetermined period of time A,
It is determined whether or not 1 is set in the predetermined address of 02. If 1 is set, the process proceeds to step 604k'; otherwise, the process proceeds to 604n, which will be described later. Step 6
At step 04k, a function corresponding to the line pressure change detection circuit block in the above embodiment is performed, and at step 604h, it is determined whether the value ΔP of the line pressure change obtained previously is 0 or not, that is, whether there is no change in the line pressure. If ΔP=0, that is, there is no change in line pressure, the process proceeds to step 6041, and if Δp=0 and there is a change in line pressure, the process proceeds to step 604n. In these steps 604j and 604k, even if the line pressure signal 207 happens to be between the minimum value and the maximum value in step 604i, the negative pressure solenoid 143 and the atmospheric solenoid 144 are adjusted to change the line pressure. energized and the line pressure regulating valve is operating to change the line pressure (CONTFLG).
In step 604j, it is determined that the line pressure signal 207 is an abnormal value. Can be accurately determined. Step 6041 performs the functions corresponding to the discrimination circuit block and timer circuit block in the embodiment, and in step 604i it is determined that the line pressure signal is abnormal as described above, or in steps 604i and 604k the line pressure signal is determined to be abnormal. If it is determined that there is an abnormality, it is selected, and when this abnormality continues for a predetermined period of time described below, it is determined that the line pressure signal is abnormal. In other words, step 6041 is the counter J
It is determined whether or not the count value of is greater than or equal to 1.
・△・1 continuation <Sometimes the process proceeds to step 606, where the abnormality flag is set as described above and the abnormality processing step 60
3 will now be executed. If the count value of counter J is less than 1 in step 6041, step 604m
The process proceeds to step 605, in which 1 is added to the count value, and the process proceeds to abnormality flag clear step 605 shown in FIG. Step 604n is for returning the count value of counter J to 0. If CONTFLG is not 1 in step 604j, step 604k is omitted and it is determined that the value is not abnormal, or if there is a change in line pressure in step 604k. It works when it is determined that the value is not an abnormal value. Here, step 6041
, 604m, and 604n, when the line pressure signal 207 is determined to be an abnormal value once, that is, when the time is d・
△・The reason why abnormality processing is not performed except when an abnormal value is detected continuously for one hour is to prevent line pressure changes due to instantaneous rise or fall of line pressure or the operation of each solenoid 143, 144. This is to avoid misjudgment as an abnormal value except for time delays. As explained above, the first
For automatic transmissions as shown in Figures 2 to 10,
If the abnormality determination device for the electronic control device of the present invention is provided as described above with reference to FIG. 11 to FIG. As described above, based on this signal, the abnormality processing device causes the line pressure control judgment circuit to issue an abnormality processing signal, thereby causing the shift solenoids 141, 1
42 are de-energized and the atmospheric solenoid 144 is energized to maintain a predetermined gear position and a predetermined high line pressure, the above-mentioned disadvantages due to line pressure drop caused by an abnormal value of the line pressure signal can be avoided. Danger can be prevented.

In addition, in the present invention, the control of the negative pressure solenoid 143, the atmospheric solenoid 144, and the shift solenoids 141 and 142 is controlled according to the configuration of the related line pressure control valves, gear stage control valves, and pipelines. Of course, in order to obtain a high line pressure or a predetermined gear, a combination of energization and de-energization that is different from the embodiment may be used as appropriate.

[Brief explanation of the drawing]

Figure 1A is a schematic diagram of a general gear train of an automatic transmission;
Figure 1B is a hydraulic system diagram of the electronic transmission control device, Figure 2 is a block diagram showing the electronic control section of the transmission control device shown in Figure 1B, and Figure 3 is a shift line of the automatic transmission. 4 is a line pressure change characteristic diagram of an automatic transmission,
FIG. 5 is a block diagram showing the device of the present invention installed in the electronic control section of FIG. A block diagram showing another example in which the device of the present invention is configured by a microcomputer, FIGS. 12 to 17 are flow charts showing the control program thereof, and FIG. FIG. 100... Torque converter, 101... Engine output shaft, 106... Oil pump, 108, 109
,1 10,1 15... River friction means, 1 18...
...Transmission output shaft, 120...Planetary gear mechanism, 131...Constant pressure valve, 132...Manual valve, 135...Fin pressure adjustment valve , 138...
... Negative pressure tank, 140 ... Actuator, 1
41, stove 42...shift solenoid, 143...negative pressure solenoid, 144...atmospheric solenoid, 202
~204...Manual lever position signal, 205...
...Vehicle speed signal, 206...Engine load signal,
207... Line pressure signal, 209... Gear stage selection judgment circuit, 210... Oil pressure control judgment circuit, 406-408... Analog-digital converter, 501 ...Central processing unit, 502...
Variable memory, 503... Memory for discussion only, 50
4...Timer, 505...Input/output interface circuit, 506...External monitor, 100
0... Abnormal value detection circuit, 1010...
Manual lever position signal abnormal value detection circuit, 1020...
...Throttle related signal abnormal value detection circuit, 1030...
... Vehicle speed signal abnormal value detection circuit, 1040 ... Line pressure signal abnormal value detection circuit, 1051 ... Abnormality processing circuit, 1052 ... OR circuit. Fig. 18 Fig. 1 A Fig. 1 B Fig. 2 Fig. 3 Fig. 4 Fig. 5 Fig. 6 Fig. 7 Fig. 8 Fig. 9 Fig. 10 Fig. 11 Fig. 12 Fig. 13 Fig. 14 Figure 15 Figure 16 Figure 17

Claims (1)

[Scope of Claims] 1. A power transmission path of a speed change gear mechanism connected to an engine output shaft is changed by a line pressure actuated friction means to provide a plurality of speeds. Signals from an engine load sensor that generates an engine load signal corresponding to the line pressure and a line pressure sensor that generates a line pressure signal corresponding to the line pressure are input, and these signals are compared with a predetermined relationship between engine load and line pressure to determine the line pressure. In the line pressure control device that operates the regulating valve, the run pressure signal is input and compared with a preset minimum line pressure value and maximum line pressure value, respectively, and the line pressure signal corresponds to a value between these two values. An error occurs when a signal indicating that the line pressure does not fall between the above two values continues for a predetermined period of time or more from the run pressure discrimination circuit block that determines whether the line pressure is not in line and outputs a signal. 1. An abnormality determination device for a line pressure control device for an automatic transmission, comprising a time limit circuit block that issues a determination signal. 2. Emit an engine load signal corresponding to the engine load, which is provided in an automatic transmission that obtains a plurality of gears by changing the power transmission path of a speed change gear mechanism connected to the engine output shaft using a line pressure actuated friction means. A line that receives signals from an engine load sensor and a line pressure sensor that emits a line pressure signal corresponding to the line pressure, compares these signals with a predetermined relationship between engine load and line pressure, and operates a line pressure regulating valve. The pressure control device receives a line pressure signal and compares it with a preset minimum line pressure value and maximum line pressure value, respectively, and determines whether the line pressure signal does not correspond to a value between these two values. a line pressure discrimination circuit block that outputs a signal, a line pressure regulating valve operation detection circuit that detects that the line pressure regulating valve continues to operate for a predetermined period of time and issues a line pressure regulating valve operating signal, and a line pressure sensor. a line pressure change detection circuit block that receives a signal from the line pressure, detects that there is no change in line pressure within the predetermined time, and outputs a line pressure no change signal; and a discrimination circuit block that detects that the line pressure unchanged signal is emitted and issues a signal, and an abnormality judgment signal when the signal from this discrimination circuit block or the signal from the line pressure discrimination circuit block continues for a predetermined time or more. 1. An abnormality determination device for a line pressure control device for an automatic transmission, characterized in that it has a time limit circuit block that generates an error.