JPH0555746B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automatic transmission control device for a vehicle that performs automatic transmission control by operating a friction clutch and a gear transmission using fluid pressure.

[Description of Prior Art] In a system in which an air actuator operates a clutch and a transmission to perform automatic gear change control, such as the automatic transmission described in Japanese Patent Application Laid-open No. 62-199532, an air system is Even if the air is normal, the air naturally escapes while the engine is stopped and the air drops below the operating pressure, and when the engine is started, the air actuator does not operate and the clutch and transmission do not respond to operational control. There is. In such cases, if air is filled with engine rotation, the clutch and transmission will respond normally.

In general, in such automatic transmission systems, if the clutch or transmission does not respond to operational control, an operational error in the clutch or transmission is recognized, and
Error displays and warnings are now being given to the driver. This error display or warning is given when the clutch or transmission does not respond to operational control, so as mentioned above, the air system is normal and the operation error has occurred because air naturally escaped during the period when the engine was stopped. In this case, it is given in the same way as in the case of a failure where air pressure is insufficient due to a crack in the air system, etc. If the air system is normal and the error display or warning is given because the air has naturally escaped, the operator should check that the air has been filled by rotating the engine, then turn the key switch off and then turn it back on. Error displays and warnings were canceled by starting the engine. If this operation is not performed, the operation error will remain as it is, which may not only cause confusion with a failure due to insufficient air pressure due to a crack in the air system, but also cause the air to escape naturally. In some cases, there were problems such as cumbersome operations required to cancel error displays and warnings.

Therefore, if the air system is normal and the air escapes naturally during the period when the engine is stopped, it is desirable to cancel the operation error. Furthermore, since air does not escape naturally while the vehicle is running, it is desirable to prevent operation errors that occur when the vehicle starts running after the engine is started from being cleared.

[Object of the invention] The present invention has been made based on the above viewpoints, and
Its purpose is to control automatic transmission of vehicles by using fluid pressure to automatically cancel clutch and transmission operational errors during engine starting, if they do not indicate a malfunction. The goal is to provide equipment.

[Means for Achieving the Object] FIG. 1 is a block diagram of the present invention. A transmission system 1 consisting of a friction clutch and a transmission is operated and controlled by an operation control means 3 via an actuator 2 operated by fluid pressure. The operation error recognition means 4 is the transmission system 1
An operational error in the transmission system 1 is recognized based on the fact that the transmission system 1 does not respond normally to the operation control of the operation control means 3. The means 5 for repeating the operation control controls the operation control means 3 so that the operation control of the transmission system 1 is repeated when an operation error of the transmission system 1 is recognized. If the transmission system 1 responds normally after repeating the operation control, the operation error canceling means 6 performs a transmission on the condition that the means 7 recognizes that the vehicle has never been in a running state after the engine has started. Clear the system 1 operation error.

According to such a configuration, when an operation error occurs in the transmission system 1 at the time of starting the engine and the operation error is recognized by the operation error recognition means 4, the operation control is repeated by the means 5 for repeating the operation control. If the transmission system 1 responds normally as a result of this, the operational error will be canceled, provided that the vehicle has never been in a running state after the engine was started. The operation error is cleared when the engine responds normally after repeating the operation control, and after the engine has started but before driving, so the clutch or transmission operation error at the time of starting the engine can be detected as a malfunction. It is limited to cases where it does not represent.

[Embodiment of the Invention] FIG. 2 is a configuration diagram showing an embodiment of the present invention.

In the figure, 10 is an engine, 11 is a friction clutch, 12 is a gear transmission, and 13 is a wheel drive system. The driving of the engine 10 is controlled by fuel control by an engine control device 15 placed under the control of an electronic control unit 14.
Friction clutch 11 and gear transmission 12 are operated in clutch position and gear position by clutch actuator 16 and transmission actuator 17. The clutch actuator 16 and the transmission actuator 17 are air actuators connected to the air tank 20 via electromagnetic valves 18 and 19. 19 operates the friction clutch 11 and the gear transmission 12 to clutch and gear positions according to the operational control of the electronic control unit 14. The air tank 20 is connected to an air compressor 21 driven by the engine 10.
Air is supplied to the air tank 20 by the drive of 0. Electronic control unit 14
The information includes the key position from the key switch 22, the selector position of the selector lever from the selector position sensor 23, the amount of accelerator pedal depression from the accelerator sensor 24, the engine speed from the engine speed sensor 25, the vehicle speed from the vehicle speed sensor 26, and the clutch. The clutch position from position sensor 27, the gear position of gear transmission 12 from gear position sensor 28, and the air pressure in air tank 20 from pressure sensor 29 are provided. 30 is an error lamp, which is under the control of the electronic control unit 14. The electronic control unit 14 controls the friction clutch 1 according to a control flowchart to be described later.
1. Controls the gear transmission 12, engine control device 15 and error lamp 30.

FIG. 3 is a control flowchart of the configuration shown in FIG.
FIG. 4 is a flowchart of retry control in FIG. 3, and FIG. 5 is a flowchart of clutch/transmission control in FIG. 3. Below, Figure 3,
The operation of the configuration shown in FIG. 2 will be explained using FIGS. 4 and 5 together.

The program starts when power is applied to the electronic control unit 14, and after initialization it enters step 40, where it is determined whether or not there is an operational error in the clutch 11 and transmission 12 using an error flag.
This is done based on the status of F _C/L and F _T/M . An operation error is detected in a separate routine (not shown), and the clutch position sensor 27 and gear position sensor 28 determine whether the clutch 11 and transmission 12 normally respond to the operation control signal from the electronic control unit 14. By determining the gear position of the solenoid valve 1, the operation control signal is
Clutch 11, even if given a certain amount of time to 8 and 19.
If the transmission 12 does not respond, it is determined that there is,
Flags F _C/L and F _T/M are set. Thereafter, in step 42, the state of the running flag _F1 is determined.
The running flag _F1 indicates whether or not the vehicle has entered the running state after the engine has been started, and is set when the vehicle has entered the running state at least once after the engine has been started. That is, the electronic control unit 14
By receiving a key-on signal from the key switch 22, it is determined whether or not the engine 10 has completely exploded based on the engine speed from the engine speed sensor 25, and by recognizing that the engine has completely exploded,
Based on the vehicle speed from the vehicle speed sensor 26, it is determined whether the vehicle is in a stopped state (for example, whether the vehicle speed is 5 to 6 km/h or less), and if the vehicle is not in a stopped state, the running flag _F1 is immediately set. In addition, when the vehicle is in a stopped state, it is determined whether or not the selector is in neutral based on the selector position from the selector position sensor 23, and by recognizing that the selector is not in neutral, the clutch is activated. Based on the clutch position from the position sensor 27, it is determined whether the friction clutch 11 is engaged or not, and if the friction clutch 11 is engaged, the vehicle enters the running state, so a running flag _F1 is set. . Note that in the above description, the determination as to whether or not the selector is in neutral is made based on the selector position from the selector position sensor 23, but in addition to or in place of this, the gear position sensor 2
It may be determined whether the gear transmission 12 is in neutral based on the gear position from 8, and the fact that it is not in neutral may be included in the conditions for setting the running flag _F1 . If the running flag _F1 is set, steps 42 to 43
After the error lamp 30 lights up, the process enters step 44. If running flag _F1 is not set,
Step 45 is entered from step 42, and pressure sensor 2
Air actuator 1 based on air pressure from 9
It is determined whether or not the air pressure is higher than the operating pressure of Nos. 6 and 17. If the air pressure is higher than the operating pressure, the process goes from step 45 to step 43, where the error lamp 30 is turned on, and then step 44 is entered. If there is no air pressure equal to or higher than the operating pressure, the process proceeds from step 45 to step 46, where the state of the abnormality flag _F2 is determined. The abnormality flag _F2 indicates that the clutch 11 and transmission 12 are normal even if the operation control of the clutch 11 and transmission 12 is repeated a predetermined number of times (in this example, 20 times every 30 seconds), as will become clear in the retry control described later. It is set if the current state does not work. If the abnormality flag _F2 is set, the error lamp 30 is turned on in step 43, and then step 44 is entered. If the abnormality flag _F2 is not set, step 44 is immediately entered. If no operational error is recognized in step 40, the error lamp 30 is turned off in step 47, and then step 44 is entered.

At step 44, it is determined whether there is a key-on signal. The key-on signal is provided when the key switch 22 is operated in the on position and the starter position, but not in the accessory position. If no key-on signal is given, step 44
Then, the program enters step 48, resets the number of retries n in step 48, resets the abnormality flag _F2 in step 49, and terminates control in step 50 (engine 10
(stopping of the clutch 11, engaging the clutch 11, neutralizing the transmission 12, etc.) and performing clutch/transmission control in step 51, and then returning to step 40. If the key-on signal is given, the program enters step 52 from step 44, and it is determined whether or not the engine 10 is in a complete explosion state based on the engine rotation speed from the engine rotation speed sensor 25. If the explosion has not been completed, the process goes from step 52 to step 53, in which the running flag _F1 is reset, and in step 54.
After engine start control in step 51 and clutch/transmission control in step 51, the process returns to step 40. If it is completely detonated, go to step 55 from step 52,
Based on the vehicle speed from the vehicle speed sensor 26, it is determined whether the vehicle is in a stopped state (for example, whether the vehicle speed is 5 to 6 km/h or less). If the vehicle is not stationary,
The program enters step 56 from step 55, sets the travel flag _F1 in step 56, performs travel control in step 57, and performs clutch/transmission control in step 51, and then returns to step 40. If the vehicle is in a stopped state, the process proceeds from step 55 to step 58, where it is determined based on the selector position from the selector position sensor 23 whether the selector lever is operated to the neutral position. If the selector lever is in the neutral position, proceed from step 58 to step 59.
The process then returns to step 40 through neutral control in step 59, retry control in step 60, and clutch/transmission control in step 51. If the selector lever is not in the neutral position, step 58 leads to step 61, where it is determined based on the clutch position of the clutch position sensor 27 whether the clutch 11 is engaged. clutch 1
1 is connected, the engine 10 is in a complete explosion state and the selector position is not neutral, so the program goes to step 56 where the running flag _F1 is set. If the clutch 11 is not engaged, step 61 enters step 62, in which the transmission 12 shifts to a lower gear (e.g., first gear) based on the gear position of the gear position sensor 28.
speed and second speed). If the gear position is low, the process proceeds from step 62 to step 63, where it is determined whether or not to start based on the amount of accelerator depression detected by the accelerator sensor 24 (for example, whether the accelerator is depressed by 5% or more). If starting, go to step 64 from step 63,
After starting control in step 64 and clutch/transmission control in step 51, the process returns to step 40. If it is not a start, go to step 65 from step 63,
After the stop control in step 65, the retry control in step 60, and the clutch/transmission control in step 51, the process returns to step 40. In the stop control at step 65, the clutch 11 is first turned off, and when the stopped state continues for a predetermined period of time, the transmission 12 is neutrally controlled and the clutch 11 is turned on. If the gear position is not a low gear in step 62, the vehicle immediately enters stop control in step 65.

In the retry control at step 60, the control shown in the flowchart of FIG. 4 is performed. First, in step 70, it is determined whether error flags F _C/L and F _T/M are set, that is, whether an operational error has occurred. If the error flags F _C/L and F _T/M are not set, the process goes to step 51 in FIG.
If error flags F _C/L and F _T/M are set,
Enter step 71 from step 70, clutch 1
1. It is determined whether the transmission 12 is in operation. If it is in operation, step 51 in FIG. 3 is entered. If it is not in operation, the program enters step 72 from step 71, resets the forced execution flag _F3 in step 72, performs a 30-second count process in step 73, and then enters step 74 to determine whether 30 seconds have elapsed. If 30 seconds have not elapsed, go to step 51 in Figure 3.
If 30 seconds have elapsed, proceed from step 74 to step 75.
After the forced execution flag _F3 is set in step 75, the 30-second count value is reset in step 76, and the number of retries n is counted up in step 77, the number of retries is determined in step 78. In this example, the forced execution flag _F3 is set every 30 seconds,
The number of retries n is counted up every 30 seconds. If the number of retries n is n<20, step 78
From there, the process goes to step 51 in Figure 3. Number of retries n
If n≧20, the program enters step 79 from step 78, and after setting the abnormality flag _F2 in step 79, the program enters step 51 in FIG.

In the clutch/transmission control at step 51, the control shown in the flowchart of FIG. 5 is carried out.
First, in step 80, it is determined whether the target gear position determined by calculation and the actual gear position of the transmission 12 match. If they do not match, go to step 81 from step 80 and set the error flag.
It is determined whether F _C/L and F _T/M are set. If the error flags F _C/L and F _T/M are not set, the program enters step 82 from step 81, passes through the gear change operation control in step 82, and then moves to the third gear.
Return to step 40 in the diagram. Error flag F _C/L , F _T/M
is set, the steps start from step 81.
83, where it is determined whether the forced execution flag _F3 is set. If the forced execution flag _F3 is set, the gear change operation control is performed in step 82, and if it is not set, the process returns to step 40 in FIG. If the target gear position and the actual gear position match in step 80, step 84 is entered from step 80, and it is determined whether the clutch 11 is at the target position determined by calculation. If the target position has not been reached, the process proceeds from step 84 to step 85, where it is determined whether the error flag _FC/L is set. error flag
If F _C/L has not been set, the process returns to step 40 of FIG. 3 via clutch operation control at step 86. If the error flag F _C/L is set, step 87 is entered from step 85 and the forced execution flag is set.
It is determined whether _F3 is set. If forced execution flag _F3 is set, step
The clutch operation control of 86 is carried out, and if it is not set, the process returns to step 40 in FIG. step 84
If the clutch 11 is at the target position, the program goes from step 84 to step 88, where it is determined whether the running flag _F1 is set. If the running flag _F1 is not set, that is, if the running control in step 57 has never been performed after the engine has started, the error flag in step 89 is set.
After resetting F _C/L and F _T/M , proceed to the steps shown in Figure 3.
Back to 40. If running flag _F1 is set,
Without resetting error flags F _C/L and F _T/M ,
Return to step 40 in FIG.

According to this flowchart, when an operational error occurs in the clutch 11 or transmission 12, error flags F _C/L and F _T/M are set. If the operational error occurs when the engine is started, the clutch 11 and transmission 12 do not operate, so no start control is performed, and retry control in step 60 is performed. This will force the execution flag to run every 30 seconds.
Since _F3 is set, the clutch 11 and transmission 12 are operated and controlled every 30 seconds. If the air system is normal and an operation error occurs because the air naturally escapes during the period when the engine is stopped and the pressure drops below the operating pressure, air will be filled during the retry control, so that the air system is normal. It will start working. If the operation is normal, the error flag F _C/L is set in step 89.
F _T/M is reset. In such an operation error, it is necessary to check that the running flag _F1 is in the reset state,
Since it is satisfied that the air pressure is below the operating pressure and that the abnormality flag _F2 is in the reset state, the error lamp 30 will not be lit.
This prevents unnecessary calls to the driver's attention. If the clutch 11 and transmission 12 do not operate normally even if the number of retries becomes n≧20, the error lamp 30 is lit. Furthermore, if the vehicle is in a running state even once after the engine has been started, the running flag _F1 will be set, so the error lamp 3 will be set.
0 is lit. If the running flag F ₁ is set, it means that the clutch 11 and the transmission 12 once operated normally and then an operation error occurs, so the error flags F _C/L and F _T/M will not be reset. do not have.

[Effects of the Invention] As explained above, according to the present invention, if an operational error in the clutch or transmission is recognized when the engine is started, if a normal response is achieved by repeating the operation control, the Since the operation error is canceled on the condition that the vehicle has never been in a running state, an operation error of the clutch or transmission when starting the engine due to the use of fluid pressure indicates a failure. It is possible to automatically cancel the operation error when the air system is not working properly, and there is no need to confuse it with failures due to insufficient air pressure due to cracks in the air system, etc.
In addition, there is no need for a troublesome operation for canceling an operational error, and furthermore, the operational error can be canceled only if it does not represent a failure.

[Brief explanation of the drawing]

Fig. 1 is a block diagram of the present invention, Fig. 2 is a block diagram showing an embodiment of the present invention, Fig. 3 is a control flowchart of the configuration of Fig. 2, and Fig. 4 is a retry control diagram of the configuration shown in Fig. 3. Flowchart FIG. 5 is a flowchart of the clutch/transmission control in FIG. 10...Engine, 11...Friction clutch, 1
2...Gear transmission, 14...Electronic control unit, 16...Clutch actuator, 17
... Transmission actuator, 18, 19 ... Solenoid valve, 20 ... Air tank, 21 ... Air compressor, 22 ... Key switch, 23 ... Selector position sensor, 24 ... Accelerator sensor, 25
... Engine speed sensor, 26 ... Vehicle speed sensor, 27 ... Clutch position sensor, 28 ... Gear position sensor, 29 ... Pressure sensor.

Claims (1)

[Scope of Claims] 1. means for operating and controlling a transmission system consisting of a friction clutch and a gear transmission via an actuator actuated by fluid pressure; means for recognizing an operational error in the transmission system; means for repeating operation control of the transmission system when an operational error in the transmission system is recognized; and the vehicle has never been in a running state after the engine was started. and a means for recognizing that an operational error in the transmission system indicates a failure if the transmission system responds normally with repeated operation control, provided that the vehicle has never been in a running state after the engine was started. an automatic transmission control device for a vehicle, comprising means for recognizing that the transmission error is not correct and canceling the operation error of the transmission system.