JP2017227290A - Device for controlling automatic transmission and method for controlling automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for controlling an automatic transmission that confirms a failure of a shift control unit before an automatic transmission becomes an anomaly state to take a necessary measures such as fail safe, and to provide a method for controlling an automatic transmission.SOLUTION: A device for controlling a transmission TM includes: SCU20 provided in a vehicle to generate a first range signal from a switch signal that is generated based on an operation of a shift lever 6; and ATCU10 for controlling the transmission TM based on the first range signal. The ATCU10 generates a second range signal from the switch signal. The ATCU10 determines a failure of the SCU20 based on the first range signal and the second range signal.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an automatic transmission control device and an automatic transmission control method.

  Patent Document 1 discloses a technique for detecting a processing abnormality of a first control unit that performs electrical switching of a travel range in a shift-by-wire automatic transmission. In the technique of Patent Document 1, in detecting a processing abnormality, the range signal from the range selection switch is compared with the detection signal of the position of the range switching valve.

JP-A-5-44511

  In the above technique, the processing abnormality of the first control unit cannot be detected unless the position of the range switching valve has not moved to the abnormal position, that is, after the state of the automatic transmission has become abnormal.

  The present invention has been made in view of such problems, and it is an automatic that enables the shift control unit to fail before the state of the automatic transmission becomes abnormal and to take necessary measures such as fail-safe. It is an object of the present invention to provide a transmission control device and an automatic transmission control method.

  A control device for an automatic transmission according to an aspect of the present invention is a control device for an automatic transmission provided in a vehicle, and a shift control unit that generates a first range signal from a switch signal generated based on an operation of a shifter; And an automatic transmission control unit for controlling the automatic transmission based on the first range signal. The automatic transmission control unit generates a second range signal from the switch signal. The automatic transmission control unit determines a failure of the shift control unit based on the first range signal and the second range signal.

  According to another aspect of the present invention, there is provided a method for controlling an automatic transmission provided in a vehicle, wherein a first range signal is generated from a switch signal generated based on an operation of a shifter, and the first range signal Controlling the automatic transmission based on the control signal, generating a second range signal from the switch signal, and determining abnormality of the first range signal based on the first range signal and the second range signal And a method for controlling an automatic transmission is provided.

  According to these aspects, the automatic transmission control unit generates the second range signal by the same algorithm as the shift control unit, and compares and determines the first range signal and the second range signal, thereby failing the shift control unit. Can be determined. For this reason, it is possible to determine the fail of the shift control unit (particularly the part responsible for the calculation function of the first range signal) and take necessary measures such as fail-safe before the state of the automatic transmission becomes abnormal. Become.

1 is a schematic configuration diagram of a vehicle. It is a figure which shows an example of control of embodiment by a flowchart.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram of a vehicle. The vehicle includes an engine 1 as a power source. The power of the engine 1 is transmitted to the drive wheels 5 via the torque converter 2, the speed change mechanism 3, and the differential device 4. In the vehicle, the transmission TM is configured to include the speed change mechanism 3, the ATCU 10, and the SCU 20.

  The transmission TM has a range such as a D range or drive range, an R range or reverse range, an N range or neutral range, and a P range or parking range. The D range and the R range constitute a travel range, and the N range and the P range constitute a non-travel range.

  The range of the transmission TM is selected by the shift lever 6. The shift lever 6 constitutes a shifter that is operated when the driver selects a range. The shift lever 6 can be a momentary shift lever that returns to the neutral position after a shift input.

  The transmission mechanism 3 is a stepped automatic transmission mechanism, and includes a planetary gear mechanism and a plurality of friction engagement elements. The plurality of friction engagement elements includes a clutch and a brake. In the transmission mechanism 3, the planetary gear mechanism achieves multiple forward speeds and one reverse speed by switching the gear ratio of the planetary gear with a plurality of friction engagement elements.

  The speed change mechanism 3 further includes a control valve unit 31 and a park module 32. The control valve unit 31 includes a plurality of solenoids that control the hydraulic pressures of the plurality of friction engagement elements of the transmission mechanism 3. The control valve unit 31 further includes a park solenoid that controls the operating hydraulic pressure of the actuator of the park module 32.

  The park module 32 mechanically locks the output shaft of the speed change mechanism 3 during parking. In the park module 32, when the P range is selected, the park rod 32a is driven to the locked position by the actuator. At this time, the output shaft of the speed change mechanism 3 is mechanically locked according to the operation of the park rod 32a, and the park module 32 enters the park lock state.

  In the park module 32, when a range other than the P range is selected, the park rod 32a is driven to the unlock position by the actuator. At this time, the lock of the output shaft of the speed change mechanism 3 is released according to the operation of the park rod 32a, and the park module 32 enters the park lock release state.

The ATCU 10 is an automatic transmission control unit and controls the transmission TM. The ATCU10, parking position sensor for detecting a signal from a vehicle speed sensor 11 that detects a vehicle speed VSP, a signal from an oil temperature sensor 12 for detecting the oil temperature T _OIL of the transmission TM, the position of the park rod 32a of the park module 32 A signal from 13 etc. is input.

  Further, signals from the SCU 20, ECU 30, BCM 40, and MCU 50 are input to the ATCU 10. The ATCU 10 is connected via a CAN 60 that can communicate with the SCU 20, the ECU 30, the BCM 40, and the MCU 50.

  The SCU 20 is a shift control unit and generates a requested range signal. The SCU 20 generates a requested range signal corresponding to the selected range based on the switch signal from the selected range detection switch 21 and outputs it to the ATCU 10.

  The ATCU 10 sets the range of the transmission TM based on the request range signal from the SCU 20. The ATCU 10 outputs a control command value to the control valve unit 31 as described below according to the set range.

  When the D range is set, the ATCU 10 determines the target shift speed from the shift map based on the vehicle speed VSP and the accelerator opening APO, and outputs a control command value for achieving the target shift speed to the control valve unit 31. Thus, when the plurality of solenoids are controlled in accordance with the control command value, the hydraulic pressures of the plurality of friction engagement elements are adjusted, and the target shift speed is achieved.

  When the R range is set, the ATCU 10 determines the target shift speed as the reverse speed, and outputs a control command value for achieving the target shift speed to the control valve unit 31. In this case, the plurality of solenoids are controlled to achieve the reverse gear. When the P range and the N range are set, the ATCU 10 outputs a control command value for releasing all of the plurality of friction engagement elements to the control valve unit 31.

  The ATCU 10 controls the park solenoid of the park module 32 when the selected range is changed between the P range and a range other than the P range. Thereby, the operating hydraulic pressure of the actuator of the park module 32 is changed, and the parking lock and the parking lock are released.

  The ECU 30 is an engine control unit and controls the engine 1. The ECU 30 outputs to the ATCU 10 the rotational speed NE of the engine 1, the accelerator opening APO representing the amount of operation of the accelerator pedal, and the like.

  The BCM 40 is a body control module and controls the vehicle body side operation element. The vehicle body side operation element is, for example, a vehicle door lock mechanism or the like, and includes a starter of the engine 1. The BCM 40 outputs to the ATCU 10 an ON / OFF signal of a door lock switch that detects a door lock of the vehicle, an ON / OFF signal of an ignition switch of the engine 1, and the like.

  The MCU 50 is a meter control unit and controls indicators such as a meter, a warning light, and a display provided in the vehicle interior. The indicator includes a range indicator that displays the range of the transmission TM.

  By the way, in the SCU 20, there is a concern that an erroneous request range signal is generated for some reason. For such a concern, for example, it is conceivable to detect the failure of the SCU 20 by comparing the switch signal from the selection range detection switch 21 with the state of the transmission TM corresponding to the requested range signal. .

  However, in this case, the failure of the SCU 20 cannot be detected unless the state of the transmission TM becomes abnormal in response to an erroneous request range signal. In this case, since the ATCU 10 performs solenoid control based on an erroneous request range signal, control different from control according to actual driver operation is performed. As a result, there is a concern that the range of the transmission TM is changed from the D range to the R range or from the D range to the N range.

  In view of such circumstances, the control described below is performed in the present embodiment.

  FIG. 2 is a diagram illustrating an example of control according to the present embodiment with a flowchart. The processing of this flowchart is performed by the ATCU 10 and the SCU 20 constituting the control device of the transmission TM.

  The processing from step S1 to step S4 is performed by the SCU 20. In step S <b> 1, the SCU 20 acquires a switch signal from the selection range detection switch 21. The switch signal is acquired when a range is selected by the shift lever 6.

  In step S2, the SCU 20 generates a first range signal based on the switch signal. The first range signal is a request range signal generated by the SCU 20 based on the switch signal.

  In step S3, the SCU 20 transmits the first range signal to the ATCU 10. On the other hand, when the SCU 20 acquires the switch signal in step S1, the SCU 20 transmits the switch signal to the ATCU 10 as shown in step S4.

  In this flowchart, step S4 is provided by branching the flow from step S1 and step S2 so that it can be easily understood visually. be able to. Specifically, the process of step S4 is performed together with the transmission of the first range signal in step S3.

  The processing after step S5 is performed by the ATCU 10. In step S5, the ATCU 10 generates a second range signal based on the switch signal. The second range signal is a request range signal generated by the ATCU 10 based on the switch signal, and is generated by the ATCU 10 using the same algorithm as the SCU 20.

  In step S6, the ATCU 10 determines whether or not the first range signal matches the second range signal. The process of step S6 can be performed after the processes of step S3 and step S5 are completed. If the determination is affirmative in step S6, the process proceeds to step S10.

  In step S10, the ATCU 10 determines that the first range signal is normal. Thereby, the normal determination of SCU20 is made. In this case, the ATCU 10 sets the range of the transmission TM based on the first range signal and controls the solenoid. That is, in this case, the transmission TM is controlled based on the first range signal. After step S10, the process ends.

  If a negative determination is made in step S6, the process proceeds to step S7. In step S7, the ATCU 10 determines that the first range signal is abnormal. Thereby, the failure determination of SCU20 is made.

  In step S8, the ATCU 10 determines whether or not the vehicle speed VSP is greater than the first predetermined value VSP1. The first predetermined value VSP1 is a determination value for determining whether or not the vehicle speed VSP is a high vehicle speed. If the vehicle speed VSP is greater than the first predetermined value VSP1, it is determined that the vehicle speed is high.

  Specifically, the first predetermined value VSP1 is set from the viewpoint that when the vehicle speed VSP is a high vehicle speed, it is preferable to maintain the range of the transmission TM and retreat the vehicle to a safe place. The The first predetermined value VSP1 can be set in advance through experiments or the like. If the determination is affirmative in step S8, the process proceeds to step S11.

  In step S11, the ATCU 10 sets the range of the transmission TM to the range immediately before the failure occurs regardless of the first range signal. Specifically, the range immediately before the failure occurs is a range immediately before the range corresponding to the switch signal is selected. Thereby, the range of the transmission TM is maintained regardless of the first range signal. After step S11, the process returns to step S8.

  If a negative determination is made in step S8, the process proceeds to step S9. In step S9, the ATCU 10 determines whether or not the vehicle speed VSP is greater than the second predetermined value VSP2. The second predetermined value VSP2 is a determination value for determining whether the vehicle speed VSP is a medium vehicle speed or a low vehicle speed, and the vehicle speed VSP is smaller than the first predetermined value VSP1 and larger than the second predetermined value VSP2. In this case, it is determined that the vehicle speed is medium.

  Specifically, the second predetermined value VSP2 is set from the viewpoint that when the vehicle speed VSP is the medium vehicle speed, it is preferable that the range of the transmission TM is set to the N range and the vehicle is safely stopped by a brake operation. . Further, the second predetermined value VSP2 is set from the viewpoint that when the vehicle speed VSP is a low vehicle speed just before stopping, the range of the transmission TM is preferably set to the P range and stopped. The second predetermined value VSP2 can be set in advance by experiments or the like. If the determination in step S9 is affirmative, the process proceeds to step S12.

  In step S12, the ATCU 10 sets the range of the transmission TM to the N range regardless of the first range signal. After step S12, the process returns to step S9.

  If a negative determination is made in step S9, the process proceeds to step S13. In step S13, the ATCU 10 sets the range of the transmission TM to the P range regardless of the first range signal. After step S13, the process ends.

  Next, main effects of the present embodiment will be described.

  The control device for the transmission TM is provided in the vehicle, and includes an SCU 20 that generates a first range signal from a switch signal generated based on an operation of the shift lever 6, and an ATCU 10 that controls the transmission TM based on the first range signal. Have. The ATCU 10 generates a second range signal from the switch signal. Further, the ATCU 10 determines the failure of the SCU 20 based on the first range signal and the second range signal.

  According to such a configuration, the ATCU 10 can determine the failure of the SCU 20 by generating the second range signal using the same algorithm as the SCU 20 and comparing and determining the first range signal and the second range signal. For this reason, it becomes possible to determine the failure of the SCU 20 before the state of the transmission TM becomes abnormal, and to take necessary measures such as fail-safe (effect corresponding to claim 1).

  Further, according to such a configuration, even when the first range signal generated by the SCU 20 is changed by the CAN 60 and is transmitted to the ATCU 10 as an erroneous request range signal, it is determined as a failure of the SCU 20 and necessary. It becomes possible to take measures (effect corresponding to claim 1).

  If it is determined that a failure has occurred and the vehicle speed VSP is greater than the first predetermined value VSP1, the ATCU 10 sets the range of the transmission TM to the range immediately before the failure occurs.

  According to such a configuration, when a failure occurs at a high vehicle speed, the vehicle can be retreated to a safe place by maintaining the range of the transmission TM (corresponding to claim 2). Effect).

  When it is determined that a failure has occurred and the vehicle speed VSP is smaller than the second predetermined value VSP2, the ATCU 10 sets the range of the transmission TM to the P range.

  According to such a configuration, when a failure occurs at a low vehicle speed immediately before stopping, the range of the transmission TM can be automatically set to the P range to stop the vehicle (corresponding to claim 3). effect).

  When it is determined that a failure has occurred and the vehicle speed VSP is smaller than the first predetermined value VSP1 and larger than the second predetermined value VSP2, the ATCU 10 sets the range of the transmission TM to the N range.

  According to such a configuration, when a failure occurs at a medium vehicle speed, the range of the transmission TM is automatically set to the N range, so that the vehicle can be stopped safely by a brake operation. 4).

  The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent.

  In the above-described embodiment, the case where the transmission TM constituting the automatic transmission is a stepped automatic transmission has been described. However, the transmission TM may be a continuously variable transmission, for example.

6 Shift lever (shifter)
10 ATCU (automatic transmission control unit)
20 SCU (shift control unit)
TM transmission (automatic transmission)

Claims (5)

A control device for an automatic transmission provided in a vehicle,
A shift control unit that generates a first range signal from a switch signal generated based on an operation of the shifter;
An automatic transmission control unit for controlling the automatic transmission based on the first range signal;
Have
The automatic transmission control unit generates a second range signal from the switch signal;
The automatic transmission control unit determines a failure of the shift control unit based on the first range signal and the second range signal;
A control device for an automatic transmission. The automatic transmission control device according to claim 1,
The automatic transmission control unit determines that the failure has occurred and sets the range of the automatic transmission to a range immediately before the failure occurs when the vehicle speed is greater than a first predetermined value.
A control device for an automatic transmission. The automatic transmission control device according to claim 1,
The automatic transmission control unit determines that the failure has occurred, and sets the automatic transmission range to a parking range when the vehicle speed is smaller than a second predetermined value.
A control device for an automatic transmission. The automatic transmission control device according to claim 1,
The automatic transmission control unit sets the range of the automatic transmission to a neutral range when it is determined that the failure has occurred and the vehicle speed is smaller than a first predetermined value and larger than a second predetermined value. ,
A control device for an automatic transmission. A control method for an automatic transmission provided in a vehicle,
Generating a first range signal from a switch signal generated based on a shifter operation;
Controlling the automatic transmission based on the first range signal;
Generating a second range signal from the switch signal;
Determining an abnormality of the first range signal based on the first range signal and the second range signal;
A control method for an automatic transmission, comprising:

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