JPS6010221B2 - Abnormality processing device for automatic transmission control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an abnormality handling device for an electronic control device for an automatic transmission, particularly for changing the power transmission path of a transmission gear mechanism using a fluid pressure (hydraulic) actuated friction element. The present invention relates to an abnormality processing device that prevents danger and allows continued running when an electronic control device that electrically processes pressure control and speed change judgment for switching the supply of fluid pressure to friction means is abnormal.

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 runner 103 connected to an input shaft 107, and a stator 102 attached to a fixed part via a one-way clutch 105. Transmits 1201 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 sun 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; A rear clutch 110 that connects and disconnects power, a low reverse brake 115 that fixes the rear carrier 112' when engaged, and a rear carrier 1 that only allows rotation in the rotational direction of the engine crankshaft 101.
It consists of a 12' one-way clutch 105. The rotational force is transmitted from the planetary gear mechanism 120 to the output shaft shaft 18 . The oil pump 106 supplies hydraulic oil to the torque converter 100, lubricating oil to each bearing gear, each friction element 108, blinds 09, 110, a hydraulic circuit 15, and a hydraulic circuit described later. The parking ball 116 meshes with a parking gear external tooth 117 in the P (parking) range of the shift lever, which will be described later, and the output shaft 1
18 is fixed. FIG. 1B is a control hydraulic circuit for supplying hydraulic pressure to each friction element of the automatic transmission of FIG. 1A.

In addition, in this figure, for places where the pressure in each pipe is equal, the same symbol (numerical numeral) is given to each pipe for convenience of explanation, and this code will be used in the following explanation. Since the operating principle of the valve device is well known, a detailed explanation will be omitted.
A constant pressure valve (pressure regulator valve) 131 maintains the working oil pressure discharged from the L 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 spool, pushes the valve spool down against the valve spring 131b, and drains the water from the drain port marked with X. By repeating this, the line pressure 6 is increased by the spring 131b.
is maintained in equilibrium with. The conduit 20 leads to the torque converter 100, and is designed to maintain the internal pressure of the torque converter 100 at a required pressure, and to leak a portion of the hydraulic oil through a ball valve for use in lubricating the front latch mechanism 09 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 turtle 31c, assists the spring force of the spring 131b, and pushes up the valve spool, thereby reducing the gap to the drain port indicated by 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 acts from the conduit 5 on the lower surface of the other land of the plug 131c, further increasing the spring force of the spring 131b. to further increase the line pressure 6.

The manual valve 132 has a valve spool 132a manually operated and is mechanically connected to a bar (not shown) for reciprocating movement, and the line pressure 6 is transferred to each pipe line 1, 2, The pressure is distributed from 3, 4, and 5 as follows.

Line 1 → 1-2 shift valve 133, 2-3 shift valve 134, rear clutch 110, line 2 → 2-3 shift valve 134, line 3 → throttle backup 136, line 4 → emergency valve 137, line Line 5 → Pressure regulator valve 131, 1-2 shift valve 133, these lines provide line pressure 6 as indicated by the circle in the table below at each operating position (range) of the manual lever. be combined.

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

Line pressure regulating valve (vacuum throttle valve) 135
generates a throttle pressure 15 proportional to the engine load from the line pressure 6, causes this throttle pressure to act on the land 131a 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 the line pressure regulating valve 135 is connected to and operated by a diaphragm actuator 140 operated under negative pressure. diaphragm 140
When the load acting on a is small (when the engine load is large), the valve spool 135a is connected to the actuator 140.
The line pressure 6 is pushed down by the inner spring 140b to the lowered position (the position shown in the right half of the figure), and the line pressure 6 is transmitted as the throttle pressure 15 to the constant pressure valve 131, so that a high line pressure 6 is obtained. When the negative pressure acting on the diaphragm 140a is large (when the engine load is small), the valve spool 135a is pulled up by the diaphragm 140a and is in the ascending position (the position shown in the left half of the figure), and the line pressure is 6.
becomes lower by the amount that flows into the pipe 16, and the throttle pressure becomes 15.
As a result, the line pressure 6 is transmitted to the constant pressure valve 131 and a low line pressure 6 is obtained. Engine manifold negative pressure is check valve 1
39 in a negative pressure tank 138, and is led to a diaphragm 1403 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 atmospheric air when the current is applied. Diaphragm 1 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 15 correspond to the engine load. The throttle back up valve 136 causes the line pressure 6 to flow to the pipe line 3 and the valve spool 1 at the instant when the manual valve 132 is operated from the D range to the D range or from the D range to the 1 range.
36a is pushed up against the spring force of the spring 136b to the position shown in the left half of the figure, and a backup pressure 16 lower than the line pressure 6 is generated while a part of the line pressure is leaked to the drain port indicated by the symbol 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 a constant pressure valve (pressure regulator valve) 131 as a throttle pressure 15 to obtain a higher line pressure 6, thereby preventing a delay in the operation of the brake band 108 or the low-and-reverse brake 115. Further, in the 1st range, when a 1-2 shift valve 133 (described later) moves to the first speed side, line pressure 6 led from the manual valve 132 through the pipe line 1 is communicated to the pipe line 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 hand sardine 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 Accordingly, the line pressure 6 which was communicated to the line 8 as described above is led to the line 9. In this way, the line pressure 6 passes through the conduit 9 and pushes up the valve spool 136a of the throttle backup valve 136 to its upper limit position, allowing the conduit 16 to pass through to the drain port designated by X, thereby increasing the backup pressure! 6 to prevent the generation of excessive line pressure. In addition to the above-mentioned action when in the 1st range and 1st range, the emergency valve 137 also operates in the position where the valve spool 137a is pushed down by the line pressure led through the pipe 4 when in the R (reverse) range. It is in.

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 front clutch 109 to the release side of the brake band mechanism 08. 1-2 shift valve 133 and 2-3 shift valve 134 are both manual valve turtle 32 to N (neutral),
Line pressure 6, which is constantly supplied through pipe 1 in ranges other than P (parking) and R (reverse) ranges, is transferred to orifices 133a and 134a when not energized by 1-2 shift solenoid 141 and 2-3 shift solenoid 142. 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, line pressure is applied to the upper ends of each valve spool 133c and 134c, and each friction element (rear clutch turtle) is pushed down to the position shown in the left half of the figure. 10, brake band 108, low and reverse brake 115). As described above, the combinations of operations of the shift solenoid and each friction element at each operating position of the hand valve 132 are as shown in the table below.

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 acts on the band servo for both activation and release, 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 speed, and the shift solenoid 14 is activated.
Atmospheric solenoid 143,
An electronic control device that maintains a required line pressure by controlling the negative pressure solenoid 144 by energizing or de-energizing it will be described. 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 is described in Hakamabuta Sho 54-41345 specification and Tokuwaki Sho 5, which were previously proposed by the applicant.
4-9351 may be used. FIG. 2 schematically shows the electronic control unit 208, and a gear selection determination circuit 20 that determines the gear by energizing or de-energizing the shift solenoids 141, 142.
9, negative pressure solenoid 143 and atmospheric solenoid 14
and a hydraulic control judgment circuit 210 that controls the line pressure by energizing or de-energizing 4.

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) is used to select a shift line that defines the relationship between the engine load and vehicle distance as shown in FIGS. 3A and 3B, and the vehicle speed signal 205 and engine The gear position is determined by comparing with the load signal 206, and the shift solenoids 141, 142 are energized or de-energized by the output signals 141', 142' corresponding to each gear position 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 D range, use the shift line in Figure 3A,
When the vehicle speed increases and crosses the shift line a from points X and X2 while keeping the engine load constant, the gear stage is shifted from 1 far to 2 far. Shift line b similarly determines the shift from 2nd gear to 3rd gear. Shifting from 2 far to 1st speed and from 3 far to 2 far are 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 further away, and hysteresis is set during downshifts.

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 hydraulic control judgment circuit 210 outputs an engine load signal 206 and a line pressure signal 207 having a value corresponding to the line pressure.
are input, the line pressure value of the line pressure signal 207,
The line pressure value corresponding to the engine load is compared from the required line pressure characteristics with respect to the engine load shown in FIG. Atmospheric solenoid 1
44 is energized or de-energized by output signals 143' and 144' to operate the hydraulic pressure regulating valve 135.

In FIG. 4, the shaded area is a dead zone in which both solenoids 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 position. The far-vehicle 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. The engine load signal 206 is obtained by detecting the throttle angle of the engine with a potentiometer type sensor, or by receiving the 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 140 of the line pressure regulating valve 135 and its displacement. It can also be detected and obtained. Conventional automatic transmissions and their electronic control circuits are constructed as described above, but 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, the manual valve 132 described above is activated even if the shift solenoids 133 and 134 are de-energized and inoperable.
3rd gear in D range, 2nd gear in 0 range,
In the 1st range, it is possible to drive in 1st gear.

Also, at this time, each solenoid 1 of the line pressure regulating valve 135
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. In other words, when each input signal line is disconnected or short-circuited, or each sensor is faulty, the corresponding input signal becomes an abnormal value, and based on this abnormal value, incorrect gear shift judgment or line pressure control is performed. . For example, engine load signal 206
is input as a voltage proportional to the engine load, if the signal line is disconnected, it is determined that this corresponds to a low engine load state, and even if other input signals are normal, the high gear (2nd gear) , 3rd gear) is performed at a low vehicle distance, and on the other hand, the line pressure is controlled to a low pressure, making the friction elements of the automatic transmission easy to slip, making it difficult to drive uphill on slopes that require a large drive torque. It may be impossible to drive or start. Furthermore, if such a condition 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 element 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. Also, manual lever position signal 202~
If the signal 204 is short-circuited and control is performed assuming that the manual lever is in a position that is not actually selected, correct gear shifting will not be achieved. Furthermore, vehicle speed signal 20
5. If the input signal line of the line pressure signal 207 is also abnormal,
Appropriate gear shifting and line pressure control become impossible. The present invention has been made by focusing on the above-mentioned problems in the electronic control device of an automatic transmission. An abnormal value detection circuit is provided to detect when at least one of the signals is an abnormal value and generate an abnormal value detection signal, and to select a gear position in response to this abnormal value detection signal. The present invention relates to an abnormality processing device for an electronic control device for an automatic transmission, which is provided with an abnormality processing circuit that functions to maintain a predetermined gear position and a predetermined high line pressure regardless of signals from a judgment circuit and a hydraulic control judgment circuit.

Furthermore, as described above with respect to the conventional example, the present invention also detects an abnormality in the manual lever position signal, which is important for obtaining a proper gear in relation to the selection of the gear shift line of the gear selection judgment circuit 209, and detects the abnormal value of the manual lever position signal. At the time of detection, an abnormality that functions to maintain a predetermined gear position other than the gear position that can be manually selected with the manual valve and high line pressure regardless of the signals from the gear selection judgment circuit and the hydraulic control judgment circuit by the abnormal value detection signal. This invention relates to an abnormality processing device for an automatic transmission electronic control device equipped with a processing circuit.

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

FIG. 5 shows an abnormality handling device for an electronic control device for an automatic transmission according to a first embodiment of the present invention, and details of this device are shown in a sixth embodiment.
It is shown in FIGS.

In addition, in FIG. 5, the same parts as in the subordinate example previously explained with reference to FIG.
The automatic transmission will be explained as being the same as the conventional example shown in Fig. 1.In Fig. 5, 202 to 20
4 are shift lever position signals corresponding to the D range, 0 range, and 1 range, respectively; the signal corresponding to the selected range is a high level (hereinafter abbreviated as "1") signal input; The signal corresponding to the range indicated is a low level signal input (hereinafter abbreviated as "0" signal).

Reference numeral 205 is a vehicle remote signal, which is input as a voltage value corresponding to the vehicle remote. Similarly, 206 and 207 are a signal corresponding to the engine load and a line pressure signal, respectively, which correspond to the engine load and actuate the friction means. It is input as a voltage value corresponding to the oil pressure (line pressure) to be used.

The manual lever position signals 202 to 204 are obtained by position switches that individually detect and close the range positions when the manual lever of the manual valve 132 (see FIG. 1B) is in the D range, N range, and 1 range. Can be used as a remote signal 2
05 can be obtained by a remote-vehicle sensor configured with a reed switch or the like that is repeatedly turned on and off by a magnet that rotates together with the output shaft of the transmission. Furthermore, since the engine load is represented by the engine throttle opening or suction negative pressure, the signal 206 corresponding to the engine load is a potentiometer type throttle opening that detects the throttle opening and outputs a voltage value corresponding to the throttle opening. It can be obtained by an engine load sensor that can be a negative pressure sensor that detects the displacement of a diaphragm in response to intake manifold negative pressure using a potentiometer and outputs a voltage value corresponding to the intake manifold pressure. Furthermore, the line pressure signal 207 can be obtained by detecting the displacement of the diaphragm in response to the line pressure from outside the potentiometer, or because the line pressure is determined by the negative pressure in the actuator 140 (see FIG. 1B).
It can be obtained by detecting the displacement of the diaphragm in response to this negative pressure using a potentiometer, or by using a pressure sensor that outputs a voltage value corresponding to the line pressure. The transmission stage selection judgment circuit 209 and the line pressure control judgment circuit 21 as a hydraulic control judgment circuit send drive signals to the 1-2 shift solenoid 141 and the 2-3 shift solenoid 142, respectively, in the same way as explained with reference to FIG. , negative pressure solenoid 14
3 and a drive signal to the atmospheric solenoid 144.

Abnormal value detection circuit 100 Manual lever position signal 202~
204, a vehicle speed signal 205, a throttle opening signal 206 as an engine load signal, and a line pressure signal 207 as an oil pressure signal are input, abnormal values of each signal are detected, and an abnormal value detection signal 1052a is generated. Abnormal value detection circuit 1000
'Well, the manual lever position signal abnormal value detection circuit 1010 and the throttle opening signal abnormal value detection circuit 10 will be described in detail later.
20, a far-vehicle signal abnormal value detection circuit 1030, and a line pressure signal abnormal value detection circuit 1040, and the outputs 1010a to 1010a of these abnormal value detection circuits 1010 to 1040
1040a is input to the OR circuit 1052, and when at least one of these circuits issues a signal of "1" indicating an abnormality determination, the OR circuit i052 outputs the error processing circuit 105.
1, an abnormal value detection signal 1052a of "1" is generated. Note that the timer 1060 sends a clock signal 1060a to each abnormal value detection circuit 1010 to 1040, and these circuits operate every time the clock signal 1060a is input. As will be described later, when the abnormal value detection signal 1052a is input, the abnormality processing circuit 1051 constituting the essential part of the present invention does not operate regardless of the signals from the gear selection judgment circuit 209 and the line pressure control judgment circuit 210. , shift solenoid 141,
142 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 gear and the line pressure is maintained at high pressure. Therefore, 1st and 2nd speeds can be obtained by operating the manual valve 132 to the 1st and low range positions of the manual lever, respectively, so 1st to 3rd speeds can be obtained manually, and driving will continue until repairs are made. During this time, the line pressure is kept high, so there is no risk of the friction 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
It has three 2-input AND circuits 1051A to 1051C and a 2-input OR circuit 1051D each inputting a signal from 0 to one input terminal, and these AND circuits 1051
Inverter 105 is connected to the other input terminal of A to 1051C.
The signal from the output terminal Q of the flip-flop circuit 1051F is inputted via 18 and directly to the OR circuit 1051D. In the flip-flop circuit 1051F, both the set terminal S and the lj set 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.

Terminal R is connected to the engine ignition switch 105.
Connect the battery through 3 and keep the switch 10 on while driving.
53 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 isoverter 1051E, so the AND circuits 1051A to 1051C Regardless, the shift solenoids 141 and 142 are de-energized to maintain the predetermined gear (third gear), the negative pressure solenoid 143 is de-energized, and the OR circuit 1051D is directly operated as a flip-flop. Since the "1" output signal of the tap circuit 1051F is input, the atmospheric solenoid 144 is energized and the line pressure is maintained at the maximum value regardless of other input signals. In this state, the ignition switch 1053 is opened to stop the vehicle, and the flip-flop circuit 1051F
will continue until reset. FIG. 7 shows manual lever position signals 202 to 20 of the abnormal value detection circuit 1000.
A specific configuration of the manual lever position signal abnormal value detection circuit 1010 corresponding to the circuit portion for detecting abnormality No. 4 will be illustrated.

The manual lever position signals 202 to 204 are input to a manual lever position signal discrimination circuit 1011, and this circuit 1011' is also input to a frequency dividing circuit 1014 to which the clock signal 1060a is input.
is connected to the counter 1012 with the counter 1012
is connected to the comparator circuit 1013, and the counter 1012, the comparator circuit 1013, and the frequency divider circuit 1014 constitute a time limit circuit. When the manual lever position signal discrimination circuit 1011 determines that two or more manual lever position signals are "1", that is, two or more manual lever positions are selected, it considers it to be an abnormality and outputs " 1” signal is output. 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. While the discrimination circuit 1011 is outputting a signal of "1", the counter 1012 performs an integrated count in synchronization with the clock signal 1014a, and the comparator circuit 1012
13 outputs an abnormal value detection signal 1010a of "1" to the OR circuit 1052 when the output of the counter 1012 reaches a certain count value, that is, when the above abnormality continues for a predetermined time or more. In this way, by causing the counter 1012 to cumulatively count up to a certain count value, the two shift lever position signals transiently become "1" during the manual lever operation process.
It is possible to prevent erroneous abnormality detection, such as assuming that the signal becomes an abnormality. FIG. 8 illustrates a specific configuration of the throttle opening signal abnormal value detection circuit 1020 in the abnormal value detection circuit 1000.

Vehicle speed signal 205 is input to differentiating circuit 1021, throttle opening signal 206 is input to function setting circuit 1022 and comparison circuit 1024, and clock signal 1060a is input to frequency dividing circuit 1028. Differentiation circuit 1021 and function setting circuit 1022 are connected to comparison circuit 1023,
Comparison circuits 1023 and 1024 supply OR circuit 1025 with O
The R circuit 1025 and the frequency dividing circuit 1028 are connected to the counter 10.
26 and the quanta 1026 are connected to a comparison circuit 1027, respectively. The differentiating circuit 1021 differentiates the far-vehicle 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.

Comparator 1023 includes differentiation circuit 1021 and function setting circuit 10
22, 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. The frequency dividing circuit 1028 divides the clock signal 1060a and outputs a clock signal 1028a having a sufficient period.
The counter 1026 integrates 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 1027 outputs an abnormal value detection signal of "1". OR 1020a
Output to circuit 1052. The predetermined maximum and minimum values to be compared with the throttle related signal 206 in the comparison circuit 1024 are as follows:
The throttle opening signal 206 is a value that corresponds to a fully open throttle and a fully closed throttle (not truly fully closed, but an opening that maintains engine idling), and under normal conditions, the throttle opening signal 206 can only take values between these two values. Naiko. Therefore, abnormality detection is possible.

The output voltage value of the function setting circuit 1022 is set when the vehicle is traveling on a somewhat steep downhill road.

This value corresponds to the acceleration obtained depending on the throttle opening, that is, the value corresponds to a fairly large acceleration value close to the maximum possible acceleration of the vehicle, and is a value that can only occur for a short time. Therefore, when the signals from the comparison circuits t023 and t024 continue 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 in the abnormal value detection circuit 1000.

The manual lever position signal determination circuit 1031 receives the manual lever position signals 202 to 204, and when it determines that one of the travel ranges D, 0, and 1 is selected, the manual lever position signal determination circuit 1031 outputs the manual lever position signals 202 to 204. When any one of them is a signal of "TI", a signal of "1" is output. Comparison circuit 1032 receives throttle related signal 206
When is above a certain value, a signal of "1" is output. Comparison circuit 1033 outputs a signal of "1" when vehicle speed signal 205 has a value corresponding to zero vehicle speed. Comparison circuit 1034 outputs a signal lj when vehicle distance signal 205 exceeds a value corresponding to the maximum vehicle distance. Frequency dividing circuit 1039 outputs clock signal 106
0a is frequency-divided into a clock signal 1039a having an appropriate period. AND circuit 1 035 receives and ANDs the output signals of manual lever signal discrimination circuit 1031, comparison circuit 1032, and IQ33, and OR circuit 1036 receives output signals from comparison circuit 10
34 and the output signal of AND circuit 1035 are inputted and logically summed. The counter 1037 performs an integrated count in synchronization with the dark clock signal 1039a in which the output signal of the OR circuit 1036 is "1". The comparison circuit 1038 outputs an abnormal value detection signal 1030a of "1" when the count value of the counter 1037 reaches a certain value. With the above configuration, the comparator circuit 1034 determines that the distance signal exceeds the value corresponding to the maximum distance, so it is determined to be an abnormal value at this time.
In addition, in the AND circuit 1035, if the throttle opening is above a predetermined value in the D, 0, and 1 ranges, it is impossible for the vehicle speed to be zero under conditions where the driving force should be transmitted to the wheels and the vehicle should be running. , this time can also be judged as an abnormal value. FIG. 10 illustrates a specific configuration of the line pressure signal abnormal value detection circuit 1040 in the abnormal value detection circuit 1000.

The memory circuit 1041 receives a clock signal 1050a obtained by dividing the clock signal 1060a by a frequency dividing circuit 1050.
In synchronization with , the line pressure signal 207 is sampled and held, and its value is output to the comparison circuit 1042 . Comparison circuit 10
42 is the output value of the memory circuit 1041 and the line pressure signal 207
When they match, that is, when the line pressure is not changing, a signal of "1" is output. The solenoid control signal check circuit 1043 receives the clock signal 1050.
Either one of the shift solenoids 143, 144 is energized in synchronization with a, and while the energization is maintained, "
1” signal is output. Comparison circuit 1045 outputs a signal of "1" when the line pressure signal is not between a predetermined maximum value and minimum value. AND circuit 1046 is comparison circuit 1042
and the output signal of the solenoid control signal check circuit 1043 are input and ANDed, and the OR circuit 1 047 is an
The output signals of the D circuit 1046 and the comparison circuit 1 045 are inputted and a logical OR is performed. Counter 048 is OR circuit 10
The output of 47 is "clock signal 1050a during the signal of 11"
When the count value reaches a certain value, the comparison circuit 1049 outputs an abnormal value detection signal 1040a of "1". With the above configuration, the comparison circuit 1045
, the range of values that the line pressure signal can take under normal conditions (
If it is not between the maximum value and minimum value (as required above), this is determined to be an abnormality, and the AND circuit 1046
3, when there should be a change in the line pressure signal, the comparison circuit 1
If there is no change in the line pressure signal at 042, this can be detected and it can be determined that there is an abnormality in the line pressure sensor or input signal line. Each of the above abnormal value detection signals 1010a, 102
When at least one of 0a, 1030a, and 1040a occurs, an OR circuit 1052 takes the logical sum of these signals.
(See FIG. 5) supplies the abnormal value detection signal 1052a of "1" to the abnormality processing circuit 1051, and
1, it is possible to carry out the above-described abnormality processing action, to maintain a predetermined gear position (third gear position) and to maintain the line pressure at the highest value.

Note that the third far position is a predetermined gear position other than the gear position that can be manually selected with the manual valve 132 (the second far position in the N range and the first far position in the 1 range), and the manual valve 132 is set to the D range. When the above-mentioned abnormality occurs, it is held. Therefore, it is possible to drive using the 3rd gear in the D range, the 2nd gear in the 0 range, and the 1st gear in the 1st range. Alternatively, it may be constructed using a microcomputer, and the apparatus of the present invention 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 (CP
U) operates based on a control program stored in the ROM 503, which will be described in detail later. The CPU 501 synchronizes with an interrupt signal from a timer 504 provided externally or within the control program, and receives manual lever position signals (D range signal 202, 0 range signal 203, 1 range signal 204) from the position switch, which are digital signals. , and converts an analog-to-vehicle equivalent signal 205 from the vehicle-distant sensor, an engine load (throttle opening degree) signal 206 from the engine load sensor, and a line pressure signal 207 from the pressure sensor, which are analog signals, from analog to digital. converter 4
06, 407, 408, the binary value signal 205',
206' and 207' are input/output interface circuits (P
iA) Stored in variable memory (RAM) 502 via 505, performs gear selection judgment, line pressure control judgment, abnormality detection and processing, and controls energization of the 1-2 and 2-3 shift solenoids 141 and 142. The input/output interface circuit (PjA )
505. Next, ROM5 of the control circuit 500
A flowchart of the control program stored in 03 will be explained with reference to FIGS. 12 and 13.

FIG. 12 is a flowchart of a control program 700 that performs the same control as the electronic control unit 208 described above with reference to FIGS. 2 to 4.

That is, similarly to the gear selection determination circuit 209 in FIG. 2, the gear is determined based on the relationship between the engine load and single speed shown in FIG. 3 stored in the ROM 503, and the shift solenoid control signals 141', 142' to RAM502
The target line pressure value is determined based on the gear selection determination step 702 to be set and the relationship between line pressure and engine load shown in FIG. The line pressure control determination step 703 sets the line pressure control signals 143', ]44' in the RAM 502 as shown in FIG. The control program 700 further includes a step 701 for determining the presence or absence of an abnormal flag indicating an abnormal value detection state of each input, which is issued by the control program 600 and set at a predetermined address of the RAM 502, which will be described later with reference to FIG. 13, and a step 702. Signals 141' to 703 set in the RAM 502 to instruct the operation of each solenoid turtle 41 to 144
Step 704 instructs the PiA 505 to output 144'.

When it is determined in step 701 that the abnormality flag has already been set, steps 702 to 704 are not performed and the control program 600 shown in FIG. 13 is executed.

The control program 60 starts processing by an interrupt signal generated by the timer 504 at regular intervals, and is executed even in the middle of steps 702 and 703 while the processing program 70 control program 600 is in progress. The last RTi of program 600 (ReTmnfromlu
rmpt) Process 61 Resume from the original point after processing the river.

For example, RTi
Although almost the same effect can be obtained by executing step 701 following step 611, the program 700 does not perform step 702 because the processing in step 703 is complicated and takes a long time, so the abnormal value detection by program 6001 is Therefore, if the program 700 is frequently interrupted, there is a risk that normally required gear selection decisions and line pressure control may be delayed.

Therefore, in practice, as described above, it is preferable to determine the start of program 600 by an interrupt signal from timer 504, and to set the interval of the interrupt signal to be sufficiently longer than the processing time of program 700 L1. Next, according to FIG. 13, the entire control program 600 and each input signal 202 to 20
7. Abnormal value detection will be explained.

The control program 600 includes an abnormal value detection step 620 that detects abnormal values of each of the input signals 202 to 207, performs a function corresponding to the abnormal value detection circuit in the apparatus of the present invention, and issues an abnormal value detection signal (abnormal flag); Abnormality processing step 63 for performing a function corresponding to the abnormality processing circuit in the device of the present invention
0 and ``Step 630 detects the abnormal value detection signal (
Shift solenoid 141,1
42 to de-energize and maintain a predetermined gear (third speed) in the same manner as in the above example; and energize atmospheric solenoid 144 to maintain line pressure at the highest value in the same manner as in the above example. Each abnormality processing signal (abnormality processing instruction) is issued to the driver to instruct the driver to operate 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 related signal abnormal value detection step 602, vehicle distant signal abnormal value detection step 603, and line pressure signal. Abnormal value detection step 604, when an abnormal value is detected in each of these abnormal value detection steps 601 to 604, an abnormal value detection signal (abnormal flag) of a binary code is stored in the RAM 502.
The abnormality flag setting step 606 sets the abnormality flag to a predetermined address, and the abnormality flag clearing step 605 clears the abnormality flag set in the RAM 502 when no abnormal value is detected in each abnormal value detection step 601 to 604. . Also, abnormality processing step 63
0', a shift solenoid de-energization processing step 607 in which the shift solenoid control signals 141', 142' are set in the RAM 502 to de-energize the shift solenoids 141, 142 and maintain a predetermined gear position (third gear position), and the atmospheric solenoid 143 is energized. and a line pressure control signal 143' that causes the negative pressure solenoid 144 to maintain the line pressure at the maximum value.
144' in the RAM 502; an external monitor activation processing step 609 in which a signal 506' for activating the external monitor that notifies the driver of an abnormal condition is set in the RAM 502; and each step 607 to and an output step 610 for outputting the signals set in each address of the RAM 502 in step 609 via the PiA 505.Processing steps 607 and 6
The effects of de-energizing the shift solenoids 141 and 142 and energizing and de-energizing the atmospheric solenoid 143 and the negative pressure solenoid 144 in accordance with 08 are the same as those of the embodiments described with reference to FIGS. 1 to 10, so the explanation 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. There are various types of sound warnings, such as those using buzzers, chimes, etc., and those using pre-recorded sounds on tape. They may also be used in combination. Next, the control program 60
The details of each abnormal value detection step 601 to 604 of 0 will be explained. Here, the control program 600 starts processing by a regular interrupt at a time interval Δ, as described above, but each abnormal value detection step 601 to 604 does not necessarily have to be performed at a fixed time interval depending on the nature of each input signal 202 to 207. It is not necessary to perform abnormal value detection every time at intervals △, and in the example described below, abnormal value detection steps 601, 602,
603 and 604 are a△, b△, c△, d△ time (a
, b, c, d are positive integers).
In addition, each input signal 202, 203, 204, 205, 20
6 and 207 are each sampled at fixed time intervals as described above, and stored in each predetermined address of the RAM 502, and each sampling period is determined by the input signal 2.
In the case of 02, 203, 204, △a time, input signal 205
, 206, 207, respectively △c time, △b time, △d
It's time. In addition, the vehicle speed signal 205 and the line pressure signal 20
7 will be described later with reference to FIGS. 15 and 17, but for convenience of abnormal value detection in abnormal value detection steps 602 and 604,
Remember it as follows. That is, each signal 205, 207
are sampled every △c and △d time, respectively, but RA
The address for each signal 205, 207 of M502 is
Prepare two each, and each signal 205 at each time △c, △d
, 207 and old values v', p' in the previous sampling period are stored and rewritten every sampling period Δc, Δd. 14th
This figure is a detailed flowchart of the manual lever position signal abnormal value detection step 601 of FIG. 13, which performs the same function as the manual lever position signal abnormal value detection circuit 1010 in the embodiment. In this step 601, the RAM 502
The five predetermined addresses of counters A, B, C. Use as ○. Counter A is used to determine the cycle for detecting an abnormal value at every aΔ time from the manual lever position signal stored in the RAM 502 at every predetermined sampling period Δa time. That is, when an interrupt signal is input from the timer 504 every △ time, it is determined in step 601a whether the count value ta of counter A is reached, and if the count value is not a, the process proceeds to step 601b, and in step 601b, the count value is set to 1. is added, and the process proceeds to step 602 for detecting an abnormal value of the throttle opening signal. When the count value is a, step 601
Proceed to step c, reset the count value to 0, and step 60
Proceed to 1d. That is, step 601d is not performed until the a-th interrupt signal is received, and abnormal value detection is performed every aΔ time. Steps 601d to 601i perform functions corresponding to the manual lever position signal discriminating circuit 1011 in the embodiment, and first, in step 601d, two counters B and C are used. Counter B is shown in Figs.
Similarly to the example described above for the 0 figure, the D range, 0 range,
The manual lever position signals 202' to 204', in which the signal corresponding to the selected range among the ranges is "1", are input to the nth bit of a predetermined address in the RAM 502 (n in this example).
are used to designate the bits stored in 1, 2, and 3), respectively, and the counter C indicates the number of signals whose count value is "1" among the manual lever position signals 202 to 204. In step 601d, the count value of counter B is set to 1 and the count value of counter C is set to 0.

The control then proceeds to step 601e, where the n-th hand 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 proceeds to step 601g, and if it is "1", the process proceeds 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 if it is 4 or less, returns to step 601e, and steps 601e, 601f, 6
The cycle consisting of 01g and 601h is repeated until the count value of counter B becomes 4 or more.

This cycle repeats 'thus the signals 202-204
It is determined in step 601e whether or not all are "1".
When the count value of counter B becomes 4 or more in step 601h, the process advances to step 601i, where counter C
It is determined whether the count value of is 2 or more. Here, the count value of counter C is two or more, indicating that the manual lever is selecting two positions at the same time, and as mentioned above, the manual lever position signals 202 to 204 are abnormal values. Can be distinguished. In order to eliminate transient states of the signals 202 to 204 as described above with respect to the examples of FIGS. 1 to 10, the counter 012 and the comparator circuit 1
13. Counter D is used in step 601i which performs a function corresponding to the time limit circuit constituted by the frequency divider circuit 1014.

In step 601i, 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 position signals 202 to 204 continue to be abnormal values, they only pass every a・△ time, so in the end k
- When the abnormal value of the manual lever position signal continues for a/△ time, the process proceeds to step 606 and an abnormal value detection signal is output. When the count value of the counter ◯ is less than k, 1 is added to the count value in step 601k, and the process proceeds to step 602 for detecting an abnormal value of throttle force. Also step 601
If the count value of counter C is less than 2 at i, step 6
At 011, the count value of the counter D is returned to 0. FIG. 15 shows the throttle opening signal abnormal value detection step 60 of FIG.
2 is a detailed flowchart of step 2.

In this step 602, two predetermined addresses in the RAM 502 are used as counters E and F. Counter E
is used to determine the period at which step 602 is executed, similar to counter A described above with reference to FIG. 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, the process proceeds to step 602b, where after adding 1 to the value of counter E, the vehicle speed signal abnormal value is determined. The process proceeds to detection step 603, and when the predetermined value b is reached, the process proceeds to step 602c, where the count value of the counter E is returned to 0, and the process proceeds to step 602d. That is, abnormal value detection of the throttle relationship signal 206' is performed every bΔ time. In step 602d, the new value v and the old value VOLD of the far-vehicle signal 205' are read out from the RAM 502, and the vehicle speed change during the sampling period b/△ time, that is, the acceleration value Q=v−VOLD, is calculated, and the central processing unit 502
is stored in a predetermined operation register. The controller then proceeds to step 602e. In this step 602e, the ROM
Throttle relation signal 206' when the throttle opening signal 206 stored in advance at a predetermined address of 503 is normal.
The maximum value omax and minimum value 8min are compared with the value 8 of the throttle opening signal 206'. If the throttle opening signal 206 is ominSOS8max, it is assumed that the throttle opening signal 206 is normal, and step 602
Proceed to f. When the throttle opening signal 206' deviates from the above range, it is immediately determined that the throttle opening signal 206 is abnormal, and the process proceeds to step 602g, which will be described later. Step 602
f compares the acceleration setting value Qr stored in a predetermined address in the ROM 502 with the acceleration Q stored in the calculation register of the central processing unit 501, and when Q>Qr, the throttle opening signal 206 is determined to be abnormal. As determined, control proceeds to step 602g. When Q<Qr, it is determined that the throttle opening signal 206 is normal, and the process proceeds to step 602h, which will be described later.
The acceleration setting value Qr mentioned above is set to 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, Figure 18 shows the relationship between vehicle distance, throttle opening, driving force, and running resistance, and the speed changes at constant throttle openings of 2/8, 4/8, and 8/8. The diagram shows each line (solid line) that shows the driving force when the vehicle is moved upward, and the line (dotted line) that shows the running resistance corresponding to a 10 to 20% downward gradient that increases as the vehicle distance increases. As is clear, at the same throttle ratio, the lower the vehicle distance, and at the same vehicle speed, the higher the throttle opening, the greater the driving force margin (R, R2, R3), that is, the acceleration that the vehicle can obtain.This acceleration A value corresponding to is stored in a predetermined address in the ROM 503, and in step 602f, this predetermined address is calculated from the throttle opening degree and vehicle speed and taken out from the ROM 503 and set as the acceleration set value Qr.In this way, the acceleration set value Qr is set. In this case, the throttle opening signal 206' is a value corresponding to a throttle function smaller than the actual throttle function.
In other words, when it is an abnormal value, the actual 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 function.
When is a value corresponding to a large throttle opening, that is, an abnormal value, Qmi Qr 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 It goes crazy, but it doesn't interfere with driving and there's no danger, so it's not a problem. As mentioned above, the reason why the acceleration setting value is determined 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 i, the process proceeds to step 606, where the abnormality flag is set and an abnormal value detection signal is issued as described above. ,
An abnormality processing step 630 is now executed.

If the count value of counter F is less than i, step 602
At i, 1 is added to the count value and the process proceeds to step 603 for detecting a vehicle speed signal abnormal value. Further, if no abnormal value is detected in step 602e and further in step 602f, step 6
At 02h, the count value of the counter F is reset 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 for setting the abnormality flag will only proceed every i·b·Δ time even if the throttle relation signal 206' continues to be an abnormal value.

Therefore, even when the coefficient of friction between the tires and the road surface is close and the tires slip intermittently when starting on a slippery 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. FIG. 16 shows the far-vehicle signal abnormal value detection step 6 of FIG.
03 is a detailed flowchart. This step 603
In this example, two predetermined addresses in the RAM 502 are used as counters G and day. The counter G is used to determine the cycle for detecting an abnormal value of the vehicle distance signal 205 stored in the RAM 502 at every predetermined sampling period Δc time every cΔ time. 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, the ROM
The value vMx corresponding to the maximum speed of the vehicle stored in a predetermined address of 503 is compared with the vehicle speed v stored in RAM 503. When it is determined in this step 603d that v>vmax, it is immediately determined that the far-vehicle signal 205' is an abnormal value, and the process proceeds to step 603h, which will be described later. On the other hand, v
When <vmax, the process advances to step 603e. Step 603e and subsequent step 603f process the manual lever position signal 202, which has already been confirmed not to be an abnormal value.
' to 204' and the throttle relationship signal 206' are used to determine the conditions under which the vehicle should be running, and the process then proceeds to step 603g. Step 603e proceeds to step 603f when the manual lever is in the forward travel range D, 0, or 1, that is, when any of the manual lever position signals 202' to 204' is the ``11 signal'', otherwise the process will be described later. The process advances to step 603i to perform RO.
Compared with the predetermined value 8c of the throttle opening stored in the predetermined address of M503, when the throttle function 8 is 820c, the process proceeds to step 603g, and when 8<8c, the process proceeds to step 603j. Here, the predetermined value oc is a value corresponding to a throttle opening degree that allows the vehicle to travel sufficiently. Therefore, when proceeding to step 603g via steps 603e and 603f, the condition under which the vehicle should be running is indicated. In step 603g, the vehicle distance signal v stored in the RAM 502 is
It is determined whether or not corresponds to vehicle speed 0. Here, vehicle speed signal v
=0, that is, step 603e? 603f, when it is determined that the vehicle is not running even under conditions where the vehicle should naturally be running, the controller determines that the vehicle distance signal 205' is an abnormal value and determines the value of the counter date. Proceed to step 603h. Step 603h determines whether the count value of the counter day is greater than or equal to a predetermined value i,
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 an abnormal value detection signal is issued.When it is less than the predetermined value j, the process proceeds to step 603i and the line pressure signal is detected as abnormal by adding 1 to the count value. Proceed to value detection step 604. Step 603j is the same as steps 603e and 603f.
, 603g is determined not to be an abnormal value, the count value of the counter day is set to 0. Above step 603
h, 603i, and 603j, the process does not proceed to step 606 unless the j・c・△ time vehicle speed signal 205′ continues and is determined to be an abnormal value. Therefore, a transient state such as wheel slip at the time of starting is erroneously detected. There's nothing to do. FIG. 17 is a detailed flowchart of the line pressure signal abnormal value detection step 604 of FIG. 13, which performs a function corresponding to the line pressure signal abnormal value detection circuit 104 in the embodiment.

In this step 604, two predetermined addresses in the RAM 502 are used as counters 1 and J. counter 1
The line pressure signal 207 stored in the RAM 502 at every predetermined sampling period Δd time is used to determine the period for detecting an abnormal value every dΔ time. That is, timer 5
When an interrupt signal is input every △ time from 04, step 604
Determine whether the count value of counter 1 is d at a,
If the count value is not d, proceed to step 604b;
In this step 604b, 1 is added to the count value of counter 1, and the process proceeds to the next step 604c. Step 604
c, the ROM 502 as described above with respect to FIG.
The line control signals 143' and 144' set in the control section 143 are taken out, and it is determined from the signals 143' and 144r which of the negative pressure solenoid 143 and the atmospheric solenoid 144 is in operation. Step 604d
When the interrupt signal is input after △ time from the timer 504, step 604a? After passing through 604b and determining again in step 604c which solenoid 143 or 144 is operating, it is compared with the solenoid that was operating △ hours ago, and if both are the same solenoid, the process proceeds to step 604e, If they are not the same, the process advances to step 604f. Therefore, in step 604e, when the pressure solenoid 143 or the atmospheric solenoid 144 continues to be energized for △ hours or more, 1 is stored at a predetermined address in the RAM 502.
Set. Hereinafter, for convenience of explanation, the value at this predetermined address will be referred to as a line pressure control flag (CONTFLG for short).

On the other hand, in step 604f, the solenoid 1 is
Since neither of 43 and 144 was in a continuous energized state, the flag CONTFL of RAM 502
Let the value of G be 0.

When step 604e or step 604f is executed as described above, control is performed in step 605 shown in FIG.
Proceed to. Each step 604b, 604c, 604d, 604e or 604f is repeated as soon as the interrupt signal from the timer 504 is received, and when it is determined in step 604a that the value of counter 1 has become d, the control is executed. The process advances to step 604g, in which the value of counter 1 is returned to 0, and the process further advances to step 604h. In step 604h, the new value P of the line pressure signal 207 is
and the old value P' are read from each address of the RAM 502, and the difference between them, ie, the value △P of the line pressure change, is read out by the CPU 502.
Temporarily stored in the operation register 01. Next, in step 604i, the line pressure signal 207 is compared with the minimum and maximum values of the waxing pressure signal corresponding to the minimum and maximum values of the line pressure, respectively stored in predetermined addresses in the ROM 503, When the value of the line pressure signal 207 is between the two values, the process proceeds to step 604i; otherwise, it is determined as an abnormal value because the line pressure signal 207 cannot take a value when it is normal, and will be explained later. The process advances to step 6041. In step 604j, it is determined whether CONTFLC was set in step 604e previously described, that is, whether 1 is set at a predetermined address in the RAM 502, and whether 1 is set. Otherwise, the process proceeds to step 604n, which will be described later.In step 604k, it is determined whether the line pressure change value ΔP obtained earlier in step 604h is 0, that is, 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.These steps 6
04j, 604k, in step 604i, even if the line pressure signal 207 happens to have a value between the minimum value and the maximum value, the negative pressure solenoid 1 is activated to change the line pressure.
43, check whether any of the atmospheric solenoids 144 is energized (when CONTFLG=1) in step 604i.
At the same time, at step 604k, it is determined that there is no change in line pressure (△P=0).
It is possible to accurately determine whether the line pressure signal 207 is an abnormal value. In step 6041, it is determined whether the count value of the force counter J is 1 or more, and if it is 1 or more, the process proceeds to step 606, where the abnormal flag is set and an abnormal value detection signal is issued as described above, and the abnormal value is processed. Step 630 is now executed. If the count value of counter J is less than 1 in step 6041, ST. The process advances to step 604m, in which 1 is added to the count value, and the process advances to abnormality flag clear step 605 shown in FIG. Further, in step 604n, the count value of counter J is returned to 0, and in step 604i, CONTFLG=
When it is not 1, step 604k is omitted and it is determined that it is not an abnormal value, or when it is determined that there is a line pressure change and it is not an abnormal value in step 604k.

Here, in steps 6041, 604m, and 604n, when the line pressure signal 207 is determined to be an abnormal value once, that is, when the abnormal value is detected continuously for d・△・1 hour, the line pressure signal 207 is abnormal. The reason why processing is not performed is to prevent misjudgment as an abnormal value, except for momentary increases or decreases in line pressure or time delays in line pressure changes relative to the operation of each solenoid 143, 144. . As is clear from the above, when at least one of steps 601 to 604 in the abnormal value detection step 620 in FIG. 13 finds an abnormality and an abnormal value detection signal is output from step 606, the abnormal value processing step is performed. 630 performs the above-mentioned action to maintain a predetermined gear position (third gear position) and maintain the line pressure at the highest value.

As explained above, for the automatic transmission shown in FIG. 1, the automatic transmission shown in FIGS.
If the abnormality processing device for the electronic control device of the present invention is provided as shown in FIG. 7, when an abnormal value occurs in each input signal to the electronic control device, the gear selection judgment circuit and the pressure control judgment circuit An abnormality processing signal is issued to de-energize both shift solenoids 141 and 142 as in the embodiment, and to de-energize the atmospheric solenoid 14.
By maintaining a predetermined gear position and a predetermined high line pressure by energizing 4, etc., the above-mentioned inconveniences and dangers caused by misjudgment of the gear position or drop in line pressure caused by abnormal values of each input signal can be avoided. It can be prevented.

In the present invention, the negative pressure solenoid 143, the atmospheric solenoid 144, and the shift solenoids 141, 142 are controlled according to the configuration of the related line pressure control valves, gear position control valves, and pipelines. Of course, in order to obtain a high line speed 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 drawings 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, and Figure 2 is a diagram of the gearshift control shown in Figure 1B. A block diagram showing the electronic control section of the device, Fig. 3 is a diagram illustrating the shift line of the automatic transmission, Fig. 4 is a line pressure change characteristic diagram of the automatic transmission, and Fig. 5 is the electronic diagram of Fig. 2. FIGS. 6 to 10 are block diagrams illustrating the apparatus of the present invention in the control section, and FIGS.
FIG. 1 is a block diagram showing another example of the device of the present invention configured from outside the microcomputer, and FIGS. 12 to 17 are flow charts showing the control program thereof.
FIG. 8 is a diagram showing the driving force margin while the automobile is running on a downhill road.

100... Torque converter, 101... Engine output shaft, 106... Oil pump, 108, 109, 1
10, 115...Friction means, 118...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, 141, 142 ... 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...-hydraulic control judgment circuit, 406-408
...Analog-digital converter, 501...
...Central processing system, 502...Variable memory,
503...Kentori dedicated memory, 504...Timer, 5
05...Input/output interface circuit, 506...
External monitor, 1000...Abnormal value detection circuit, 1
010...Manual lever position signal abnormal value detection circuit, 1020...Throttle related signal abnormal value detection circuit, 1030...Car signal abnormal value detection circuit, 1040
...Line pressure signal abnormal value detection circuit, 1051...
... Abnormality processing circuit, 1052 ... OR circuit.

Figure 1 (A) Figure 1 (8) Figure 2 Figure 3 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 18 Figure 17

Claims (1)

[Scope of Claims] 1. An engine load provided in an automatic transmission that obtains a plurality of gears by changing the power transmission path of a transmission gear mechanism connected to an engine output shaft using a friction means operated appropriately by hydraulic pressure. Each signal from an engine load sensor that emits an engine load signal corresponding to the engine load signal and a vehicle speed sensor that emits a vehicle speed signal corresponding to the traveling speed of the vehicle are inputted, and these signals are compared with a predetermined relationship between the engine load and the vehicle speed, and the a gear stage selection judgment circuit that determines the gear stage and the operation of the friction means; and a signal from the engine load sensor and a signal from a pressure sensor that generates a hydraulic signal corresponding to the oil pressure, and operates a hydraulic pressure regulating valve. , an automatic transmission control device comprising an oil pressure control judgment circuit that sets the oil pressure to a value according to engine load, wherein at least one of the signals is input to an input section for signals from the engine load sensor and the vehicle speed sensor. An abnormal value detection circuit that detects an abnormal value and issues an abnormal value detection signal, and a predetermined gear position is maintained in response to the abnormal value detection signal regardless of the signal from the gear selection judgment circuit. An abnormality processing device for an automatic transmission control device, comprising: an abnormality processing circuit that functions to maintain the oil pressure at a high pressure regardless of a signal from the oil pressure control determination circuit. 2. Provided for an automatic transmission that obtains a plurality of gears by changing the power transmission path of a speed change gear mechanism connected to an engine output shaft using a hydraulically operated friction means, the hydraulic pressure is supplied to and discharged from the friction means. a position switch that individually detects the selection position of a manual valve that can select one or more of the gears and generates a manual lever position signal; an engine load sensor that generates an engine load signal corresponding to the engine load; Each signal from a vehicle speed sensor that emits a vehicle speed signal corresponding to the vehicle speed is input, and these signals are compared with a predetermined relationship between engine load and vehicle speed for each manual lever position signal, and the gear position and the friction means are operated. a gear selection judgment circuit that determines a gear position selection judgment circuit; and a signal from the engine load sensor and a signal from a pressure sensor that generates a hydraulic pressure signal corresponding to the hydraulic pressure are inputted to operate a hydraulic pressure regulating valve to adjust the hydraulic pressure to correspond to the engine load. In the automatic transmission control device, the automatic transmission control device includes a hydraulic control judgment circuit that determines the hydraulic pressure control to a certain value, wherein at least one of the signals is an abnormal value at an input section for signals from the position switch, engine load sensor, pressure sensor, and vehicle speed sensor. an abnormal value detection circuit that detects this and issues an abnormal value detection signal when , and a gear position that can be manually selected by the manual valve regardless of the signal from the gear selection judgment circuit in response to the abnormal value detection signal. an abnormality processing circuit that functions to maintain a predetermined gear position other than the above, and functions to maintain the oil pressure at a high pressure regardless of a signal from the oil pressure control circuit. 1. An abnormality processing device for an automatic transmission control device, characterized in that it is provided with: 3. The part of the abnormal value detection circuit that detects an abnormality in the manual lever position signal includes a manual lever position signal discrimination circuit that issues a signal when two or more manual lever position signals are simultaneously issued from each of the position switches; 3. The abnormality processing device for an automatic transmission control device according to claim 2, further comprising a time limit circuit that generates an abnormal value detection signal when a signal from the circuit continues for a predetermined time or more.