JP2010151302A - Power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly cope with an abnormality when the abnormality occurs in an SBWECU which controls a manual valve. <P>SOLUTION: A valve position VP from a valve position sensor 116 is directly outputted to a main ECU 90 from a shift transmission circuit 110 not through communication with the SBWECU 100, when the main ECU 90 determines the abnormality of the SBWECU 100, a position which corresponds to the valve position of the present manual valve is held as an executing shift position when vehicle speed is not lower than a threshold, and when the vehicle speed in lower than the threshold, the shift lever is fixed to an N-position irrespective of the operation of the shift lever when the position which corresponds to the valve position is a D-position, an R-position and the N-position. As a result, when there occurs the abnormality in the SBWECU 100 during traveling in the D-position of the shift lever 91, retreat traveling such as the stop of a vehicle at the shoulder of the road becomes possible. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a power transmission device, and more particularly, to a power transmission device that is mounted on a vehicle and transmits power from a power source to an axle side.

  Conventionally, this type of power transmission device is mounted on a vehicle including a shift-by-wire system having two by-wire ECUs that drive and control a manual valve of a hydraulic circuit and an automatic transmission control system having an automatic transmission ECU. Has been proposed (see, for example, Patent Document 1). In this device, the shift-by-wire system is provided with two drive units that individually generate a rotational force in the electric motor that drives the manual valve, and two by-wire ECUs are electrically connected to each other via the two drive units and the switching device. The automatic transmission control system monitors the two by-wire ECUs of the shift-by-wire system, and when an abnormality occurs in one of the two by-wire ECUs, the manual valve is driven and controlled by the other normal by-wire ECU. By switching the switching device, the abnormality of the by-wire ECU is dealt with. The manual valve is driven by an electric motor together with the detent mechanism.

JP 2006-335157 A

  In the power transmission device described above, even if an abnormality occurs in one of the two by-wire ECUs, the manual valve (detent mechanism) can be driven and controlled by the other normal by-wire ECU, but an extra ECU that is used only when there is an abnormality. And a switching device for switching the ECU to be driven out of the two ECUs must be provided, which increases the size and complexity of the device. In particular, since the power transmission device is mounted on a vehicle, there is a limit to the space in which the ECU is arranged, so that the above-described problem becomes more prominent.

  The main purpose of the power transmission device of the present invention is to more appropriately cope with an abnormality in a control device that drives and controls the detent device without providing an extra control device.

  The power transmission device of the present invention employs the following means in order to achieve the main object described above.

The power transmission device of the present invention is
A power transmission device mounted on a vehicle for transmitting power from a power source to an axle side,
A detent device that operates an operation target by driving a manual shaft in accordance with a shift operation;
A shift position sensor for detecting a requested shift position required by the driver among a plurality of shift positions including a neutral position and a traveling position;
A shaft position sensor for detecting the rotation angle of the manual shaft;
First control means for inputting a requested shift position from the shift position sensor and a rotation angle of the shaft from the shaft position sensor, and transmitting a manual shaft drive command corresponding to the inputted requested shift position;
A shaft rotation angle from the shaft position sensor is input and a drive command is received from the first control means, and the detent device is driven and controlled based on the input shaft rotation angle and the received drive command. Second control means to:
It is a summary to provide.

  In this power transmission device of the present invention, the detent device drive command corresponding to the input required shift position by inputting the required shift position from the shift position sensor and the shaft rotation angle from the shaft position sensor to the first control means. , The rotation angle of the shaft from the shaft position sensor is input to the second control means, and the drive command is received from the first control means to drive and control the detent device. Thereby, it is possible to more appropriately cope with an abnormality in the control device that drives and controls the detent device without providing an extra control device.

  Such a power transmission device of the present invention includes an automatic transmission having a clutch that operates using fluid pressure supplied through a manual valve, the operation target is the manual valve, and the first control means May be means for transmitting a drive command for the detent device and controlling the clutch so that a shift stage of the automatic transmission according to the input requested shift position is formed. Here, the “speed stage of the automatic transmission” indicates a speed stage including a neutral speed, a forward speed, and a reverse speed. In this aspect of the power transmission device of the present invention, the first control means determines whether the second control means is abnormal, determines that the second control means is abnormal, and When the input shaft rotation angle corresponds to the travel position, the clutch is controlled so that the shift stage of the automatic transmission is maintained when the vehicle speed is equal to or higher than the predetermined vehicle speed, and when the vehicle speed is lower than the predetermined vehicle speed, It may be a means for controlling the clutch so that the shift stage of the automatic transmission becomes a neutral stage. Here, when the rotation angle of the manual shaft corresponds to the traveling position, the gear position of the automatic transmission is maintained when the vehicle speed is equal to or higher than the predetermined vehicle speed, and when the vehicle speed is lower than the predetermined vehicle speed, the gear position of the automatic transmission is set to the neutral gear position. The reason for this is to prevent the driver from outputting unexpected driving power and to enable retreating when an abnormality occurs in the second control means during traveling at a relatively high speed. . Further, in the power transmission device of the present invention of these aspects, the travel position includes a forward travel position and a reverse travel position, and the first control means is configured to detect an abnormality of the second control means. When it is determined whether there is an abnormality in the second control means and the input shaft rotation angle corresponds to the neutral position or the forward travel position, the shift stage of the automatic transmission Means for controlling the clutch so that the shift stage of the automatic transmission becomes a neutral stage when the input shaft rotation angle corresponds to the reverse travel position. It can also be. In the reverse gear, the vehicle tends to travel at a lower speed than the forward gear and it is difficult for the driver to drive. Therefore, when an abnormality occurs in the second control means, the gear of the automatic transmission is changed. By using the neutral stage, the effect of the present invention that can prevent the driver from outputting unexpected power becomes more remarkable. Furthermore, in the power transmission device of the present invention of these aspects, when the first control means determines that an abnormality has occurred in the second control means, a notification for notifying the driver of the abnormality Means may be provided. In this way, since the driver can know the abnormality of the second control means, the driver can easily prepare for the abnormality of the vehicle. Further, in the power transmission device of the present invention of these aspects, the first control means is capable of communicating with the electronic control unit for transmission for controlling the automatic transmission and the electronic control unit for transmission, and is capable of communicating with the entire vehicle. It can also be comprised by two of the vehicle electronic control units which control this.

  Alternatively, in the power transmission device of the present invention, the operation target may be a parking lock mechanism that operates in accordance with the driving of the manual shaft.

  In the power transmission device of the present invention, the first control unit is a unit that inputs a signal from the shaft position sensor via a pulse conversion circuit that performs pulse conversion, and the second control unit includes the It may be a means for inputting a signal from the shaft position sensor without passing through the pulse conversion circuit. In this way, even if the first control means and the shaft position sensor are arranged farther than the second control means, it is possible to more reliably suppress erroneous detection of disturbance noise.

1 is a configuration diagram showing an outline of a configuration of an automobile 10 on which a power transmission device as one embodiment of the present invention is mounted. 4 is an explanatory diagram showing an example of an operation table of the automatic transmission 20. FIG. 2 is a configuration diagram showing an outline of a configuration of a hydraulic circuit 50 of an automatic transmission 20. FIG. 2 is a configuration diagram showing an outline of a configuration centering on a manual valve 58. FIG. 2 is a configuration diagram showing an outline of a configuration centered on an SBWECU 100. FIG. It is explanatory drawing which shows a mode that the analog signal from the valve position sensor 116 is pulse-converted. 3 is a flowchart showing an example of an abnormal time control routine executed by a main ECU 90; It is explanatory drawing which shows an example of the table used for the setting of execution shift position SP *. It is explanatory drawing which shows the table of a modification. 2 is a configuration diagram showing an outline of a configuration of a drive system of a parking lock mechanism 180. FIG.

  Next, embodiments of the present invention will be described using examples.

  FIG. 1 is a block diagram showing an outline of the configuration of an automobile 10 equipped with a power transmission device as one embodiment of the present invention, FIG. 2 shows an operation table of the automatic transmission 20, and FIG. 3 shows the hydraulic pressure of the automatic transmission 20. FIG. 4 is a configuration diagram showing an outline of the configuration of the circuit 50, and FIG. 4 is a configuration diagram showing an outline of the configuration centering on the manual valve 58 of the automatic transmission 20. As shown in FIG. 1, an automobile 10 according to an embodiment includes an engine 12 as an internal combustion engine that outputs power by explosion combustion of a hydrocarbon-based fuel such as gasoline or light oil, and an electronic control for the engine that controls the operation of the engine 12. A unit (hereinafter referred to as engine ECU) 16, a torque converter 24 with a lock-up clutch attached to the crankshaft 14 of the engine 12, an input shaft 21 is connected to the output side of the torque converter 24, and a gear mechanism 26 A stepped automatic transmission 20 is connected to the drive wheels 18a and 18b via the differential gear 28 and the power input to the input shaft 21 is shifted and transmitted to the output shaft 22, and the automatic transmission 20 is controlled. For automatic transmission The control unit (hereinafter, ATECU hereinafter) 29 and a shift-by-wire system electronic control unit (hereinafter, referred SBWECU) includes a 100, a main electronic control unit that controls the entire vehicle (hereinafter, referred to as main ECU) and 90.

  Although not shown in detail, the engine ECU 16 is configured as a microprocessor centered on a CPU. In addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, And a communication port. The engine ECU 16 receives signals from various sensors necessary for controlling the operation of the engine 12, such as a rotational speed sensor attached to the crankshaft 14, via an input port. A drive signal to the throttle motor that adjusts the opening, a control signal to the fuel injection valve, an ignition signal to the spark plug, and the like are output via the output port. The engine ECU 16 communicates with the main ECU 90, controls the engine 12 by a control signal from the main ECU 90, and outputs data related to the operating state of the engine 12 to the main ECU 90 as necessary.

  As shown in FIG. 1, the automatic transmission 20 is configured as a six-speed stepped transmission, and includes a single pinion type planetary gear mechanism 30, a Ravigneaux type planetary gear mechanism 40, and three clutches C 1, C 2. C3, two brakes B1 and B2, and a one-way clutch F1 are provided. The single pinion type planetary gear mechanism 30 includes a sun gear 31 as an external gear, a ring gear 32 as an internal gear arranged concentrically with the sun gear 31, and a plurality of gears meshed with the sun gear 31 and meshed with the ring gear 32. The pinion gear 33 and a carrier 34 that holds the plurality of pinion gears 33 so as to rotate and revolve freely. The sun gear 31 is fixed to the case, and the ring gear 32 is connected to the input shaft 21. The Ravigneaux planetary gear mechanism 40 includes two sun gears 41a and 41b as external gears, a ring gear 42 as an internal gear, a plurality of short pinion gears 43a meshing with the sun gear 41a, a sun gear 41b and a plurality of short pinion gears 43a. The sun gear 41a includes a plurality of long pinion gears 43b that mesh with the ring gear 42, and a carrier 44 that connects the plurality of short pinion gears 43a and the plurality of long pinion gears 43b to rotate and revolve, and the sun gear 41a holds the clutch C1. Is connected to the carrier 34 of the single pinion planetary gear mechanism 30 via the clutch C3, the sun gear 41b is connected to the carrier 34 via the clutch C3, and is connected to the case via the brake B1, and the ring gear 42 is connected to the output shaft 22. Carrier 4 It is connected to the input shaft 21 via the clutch C2. The carrier 44 is connected to the case via the brake B2 and to the case via the one-way clutch F1.

  In the automatic transmission 20 constructed in this way, as shown in the operation table of FIG. 2, the clutches C1 to C3 are turned on / off (on is engaged and off is also called disengagement, the same applies hereinafter) and the brakes B1 and B2 are turned on / off. It is possible to switch between forward 1st to 6th, reverse and neutral. As shown in FIG. 2, the first forward speed state is formed by turning on the clutch C1 and turning off the clutches C2 and C3 and the brakes B1 and B2 (turning on the brake B2 during engine braking). The second forward speed state can be formed by turning on the clutch C1 and the brake B1 and turning off the clutches C2, C3 and the brake B2, and the third forward speed state is determined by the clutch C1. , C3 is turned on and the clutch C2 and the brakes B1, B2 are turned off. The fourth forward speed state is that the clutches C1, C2 are turned on and the clutch C3 and the brakes B1, B2 are turned on. The forward fifth speed state is achieved by turning on the clutches C2 and C3 and turning on the clutch C1 and the Can be formed by turning off the brakes B1 and B2. The state of the sixth forward speed is achieved by turning on the clutch C2 and the brake B1 and turning off the clutch C1, C3 and the brake B2. Can be formed. Further, the reverse state can be formed by turning on the clutch C3 and the brake B2 and turning off the clutches C1 and C2 and the brake B1. The neutral state can be formed by turning off all the clutches C1 to C3 and the brakes B1 and B2.

  The clutches C1 to C3 and the brakes B1 and B2 of the automatic transmission 20 are driven by a hydraulic circuit 50. As shown in FIG. 3, the hydraulic circuit 50 includes a mechanical oil pump 52 that draws hydraulic oil from the strainer 51 using the power from the engine 12 and pumps it, and the hydraulic oil pumped by the mechanical oil pump 52. A regulator valve 54 for adjusting the pressure (line pressure PL), a linear solenoid 56 for driving the regulator valve 54 using a modulator pressure PMOD inputted from the line pressure PL via a modulator valve (not shown), and a line pressure PL A manual valve 58 having an input port 58a for input, a D-position output port 58b, and an R-position output port 58c, and a drive pressure PD from the D-position output port 58b of the manual valve 58 are input and regulated to clutch. Normally closed linear output to C1 A normal closed linear solenoid SLC2 that inputs and regulates the renoid SLC1, the drive pressure PD from the D-position output port 58b of the manual valve 58, and a normal that regulates and outputs the line pressure PL. An open type linear solenoid SLC3, a normally closed type linear solenoid SLB1 that inputs the drive pressure PD from the D-position output port 58b of the manual valve 58 and regulates and outputs it to the brake B1, and an output from the linear solenoid SLC3 C3 relay valve 60 that inputs SLC3 pressure, which is the pressure, and selectively outputs to clutch C3 or the other oil passage 69, and the output pressure from C3 relay valve 60 is input via the other oil passage 69 and the clutch C2 or the other oil passage 79 When the SLC2 pressure, which is the output pressure from the linear solenoid SLC2, is input and the output pressure of the C3 relay valve 60 is output to the clutch C2, the SLC2 pressure is output to the oil passage 79 and the output of the C3 relay valve 60 is output. When the pressure is output to the oil passage 79, the C2 relay valve 70 shuts off the SLC2 pressure, the output pressure from the C2 relay valve 70 output to the oil passage 79, and the R-position output port 58c of the manual valve 58. A signal pressure for driving the C2 relay valve 70 using the B2 relay valve 80 that selectively inputs the reverse pressure PR and outputs it to the brake B2, and the modulator pressure PMOD that is input from the line pressure PL via the modulator valve. From the normally open type on / off solenoid S1 and the line pressure PL A normally closed type on / off solenoid S2 for outputting a driving signal pressure to the C3 relay valve 60 and the B2 relay valve 80 using the modulator pressure PMOD inputted through the modulator valve is constituted. A check valve 59a is provided in the direction toward the B2 relay valve 80 in the oil passage between the R-position output port 58c of the manual valve 58 and the input port 82d of the B2 relay valve 80, and the check valve 59a. An orifice 59b is provided in parallel.

  The C3 relay valve 60 includes a signal pressure input port 62a for inputting a signal pressure from the on / off solenoid S2, an input port 62b for inputting an output pressure (SLC3 pressure) from the linear solenoid SLC3, and an output port 62c for outputting hydraulic pressure to the clutch C3. And a sleeve 62 formed with an output port 62d and a drain port 62e for outputting hydraulic pressure to the oil passage 69, a spool 64 that slides in the sleeve 62 in the axial direction, and a spring 66 that biases the spool 64 in the axial direction. It is comprised by. In the C3 relay valve 60, when the signal pressure is not inputted from the on / off solenoid S2 to the signal pressure input port 62a, the spool 64 moves to the position shown in the left half region in the drawing by the urging force of the spring 66, and the input port 62b Is connected to the output port 62c (clutch C3 side) and the communication between the input port 62b and the output port 62d (C2 relay valve 70 side) is cut off, and the signal pressure is input from the on / off solenoid S2 to the signal pressure input port 62a. The signal pressure overcomes the urging force of the spring 66 and the spool 64 moves to the position shown in the right half region in the drawing to cut off the communication between the input port 62b and the output port 62c (clutch C3 side). The input port 62b communicates with the output port 62d (C2 relay valve 70 side). When the communication between the input port 62b and the output port 62c (clutch C3 side) is cut off, the output port 62c and the drain port 62e communicate with each other so that the hydraulic fluid on the clutch C3 side is drained. It has become.

  The C2 relay valve 70 includes a signal pressure input port 72a for inputting a signal pressure from the on / off solenoid S1, an input port 72b for inputting an output pressure output from the C3 relay valve 60 to the oil passage 69, and an output pressure from the linear solenoid SLC2. An input port 72c for inputting (SLC2 pressure), an output port 72d for outputting hydraulic pressure to the clutch C2, an output port 72e for outputting hydraulic pressure to the oil passage 79, and a drain port 72f, and a sleeve 72 The spool 74 is configured to slide in the axial direction, and a spring 76 that biases the spool 74 in the axial direction. In the C2 relay valve 70, when the signal pressure is not inputted from the on / off solenoid S1 to the signal pressure input port 72a, the spool 74 is moved to the position shown in the left half region in the drawing by the urging force of the spring 76, and the input port 72b. (C3 relay valve 60 side) communicates with the output port 72e (B2 relay valve 80 side) and the input port 72c (linear solenoid SLC2 side) communicates with the output port 72d (clutch C2 side) from the on / off solenoid S1. When a signal pressure is input to the signal pressure input port 72a, the signal pressure overcomes the urging force of the spring 76, and the spool 76 moves to the position shown in the right half region in the drawing to move the input port 72b (C2 relay valve 60). Side) and shut off from input port 72c (linear solenoid SLC2 side) And a port 72e (B2 relay valve 80 side) to block the communication between the input port 72c and the output port 72d (the clutch C2 side) communicated with. When the communication between the input port 72c and the output port 72d (clutch C2 side) is cut off, the output port 72d and the drain port 72f communicate with each other so that the hydraulic fluid on the clutch C2 side is drained. It has become.

  The B2 relay valve 80 signals the signal pressure input port 82a for inputting the signal pressure from the on / off solenoid S2 and the signal pressure from the on / off solenoid S1 to the signal pressure input port 72a of the C2 relay valve 70 via the B2 relay valve 80. A signal pressure input port 82b and a signal pressure output port 82c for outputting pressure, an input port 82d for inputting the reverse pressure PR from the R position output port 58c of the manual valve 58, and an output port 72e of the C2 relay valve 70. A sleeve 82 having an input port 82e for inputting output pressure and an output port 82f for outputting hydraulic pressure to the brake B2, a spool 84 that slides in the sleeve 82 in the axial direction, and biasing the spool 84 in the axial direction And a spring 86. In the B2 relay valve 80, when the signal pressure is not inputted from the on / off solenoid S2 to the signal pressure input port 82a, the spool 84 is moved to the position shown in the left half region in the drawing by the urging force of the spring 86, and the signal pressure input. The port 82b is shut off, the signal pressure to the signal pressure input port 72a of the C2 relay valve 70 is turned off, and the input port 82d (the R position output port 58 side of the manual valve 58) and the output port 82f (brake B2 side) are turned off. When the signal pressure is input from the on / off solenoid S2 to the signal pressure input port 82a, the signal pressure overcomes the urging force of the spring 86, and the spool 86 is connected to the input port 82e (C2 relay valve 70 side). The S1 signal pressure input port 8 moves to the position shown in the right half of the figure. b is connected to the S1 signal pressure output port 82c, and the signal pressure from the on / off solenoid S1 can be output to the signal pressure input port 72a of the C2 relay valve 70 via the signal pressure input port 82b and the signal pressure output port 82c. The input port 82d (the R position output port 58 side of the manual valve 58) is shut off, and the input port 82e (C2 relay valve 70 side) and the output port 82f (clutch C3 side) communicate with each other.

  As shown in FIG. 4, the manual valve 58 has a manual plate 122 attached to the manual shaft 120, and a length formed at a position (end portion) eccentric to the rotation axis of the manual shaft 120 on the manual plate 122. An electric motor 114 having a spool 124 with an L-shaped hook 124a hooked in the hole 122a formed at the tip and a land 126 formed on the spool 124 and having a rotating shaft connected to the manual shaft 120 is driven. Then, by converting the rotational motion of the manual shaft 120 into the linear motion of the spool 124, the communication between the input port 58a and the output ports 58b and 58c is blocked according to the stroke amount of the spool 124, and the input port 58a. And D output port 58b for communication In addition, the communication between the input port 58a and the R position output port 58c is blocked, the communication between the input port 58a and the D position output port 58b is blocked, and the input port 58a and the R position output port 58c are communicated. Switch the status to ON. The manual plate 122 has a plate-shaped detent spring 134 whose base end is fixed to the case of the automatic transmission 20 with a bolt, and is rotatably attached to the distal end of the detent spring 134. A detent mechanism 130 is provided that includes a roller 136 that is pressed against the cam surface 132 in which the portions are alternately formed.

  Although not shown in detail, the ATECU 29 is configured as a microprocessor centered on a CPU. In addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, a communication And a port. The ATECU 29 receives input shaft rotational speed Nin from a rotational speed sensor attached to the input shaft 21 and output shaft rotational speed Nout from a rotational speed sensor attached to the output shaft 22 via an input port. From the AT ECU 29, drive signals to the linear solenoid 56, SLC1 to SLC3, SLB1, drive signals to the on / off solenoids S1, S2, and the like are output via an output port. The ATECU 29 communicates with the main ECU 90, controls the automatic transmission 20 (hydraulic circuit 50) by a control signal from the main ECU 90, and outputs data related to the state of the automatic transmission 20 to the main ECU 90 as necessary.

  As shown in FIG. 5, the SBWECU 100 is mainly configured by a CPU 102 as a central processing circuit. In addition to the CPU 102, the 5V power supply circuit 104 that supplies power to each unit and the main ECU 90 perform CAN communication. The CAN circuit 106, the shift command circuit 108 as an input processing circuit for inputting a shift command signal that is one of signals transmitted from the main ECU 90, and the electric motor 112 that drives the manual valve 58 are driven. Drive circuit 112 and a valve position sensor 116 for detecting the rotation angle of the manual shaft 120 of the manual valve 58. The shift transmission circuit 110 is configured as a pulse conversion circuit that converts an analog signal (voltage signal) from the valve position sensor 116 so that the pulse width becomes longer as the voltage is larger. Is output. FIG. 6 shows how the analog signal from the valve position sensor 116 is pulse-converted. Note that the shift transmission circuit 110 is configured to input the pulse signal after pulse conversion to the SBWECU 100 itself in addition to the main ECU 90, and is used for signal error detection.

  Although not shown in detail, the main ECU 90 is configured as a microprocessor centered on a CPU. In addition to the CPU, a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, And a communication port. The main ECU 90 includes a shift position SP from the shift position sensor 92 that detects the operation position of the shift lever 91, an accelerator opening Acc from the accelerator pedal position sensor 94 that detects an amount of depression of the accelerator pedal 93, and a depression of the brake pedal 95. The brake switch signal BSW from the brake switch 96, the vehicle speed V from the vehicle speed sensor 98, and the like are input via the input port, and a lighting signal to the warning lamp 99 is output from the main ECU 90 via the output port. Is output. Further, the main ECU 90 can also directly input the valve position VP from the valve position sensor 116 included in the SBWECU 100 from the shift transmission circuit 110 without going through the communication line with the SBWECU 100. As described above, the main ECU 90 is connected to the engine ECU 16, the ATECU 29, and the SBWECU 100 via a communication port, and exchanges various control signals and data with the engine ECU 16, the ATECU 29, and the SBWECU 100. Further, the main ECU 90 performs mutual monitoring between the ECUs using, for example, a watch dog timer with respect to the engine ECU 16, the AT ECU 29, and the SBWECU 100.

  When the shift lever 91 is shifted to the parking (P) position, the main ECU 90 normally transmits a shift command signal for the P position to the SBWECU 100 and the ATECU 29. Thus, the SBWECU 100 that has received the shift command signal via the shift command circuit 108 drives and controls the electric motor 114 by the drive circuit 112 so that the valve position VP from the valve position sensor 116 matches the valve position for the P position. Upon receiving the command signal, the ATECU 29 turns on the linear solenoid SLC3 and the on / off solenoid S1, and turns off the linear solenoids SLC1, SLC2, SLB1 and the on / off solenoid S2. Further, when the shift lever 91 is shifted to the reverse (R) position, the main ECU 90 transmits a shift command signal for the R position to the SBWECU 100 to the SBWECU 100 and the ATECU 29, thereby causing the shift command via the shift command circuit 108. The SBWECU 100 that has received the signal drives and controls the electric motor 114 by the drive circuit 112 so that the valve position VP from the valve position sensor 116 matches the valve position for the R position, and the ATECU 29 that has received the shift command signal controls the on / off solenoid S1. The linear solenoids SLC1 to SLC3, SLB1 and the on / off solenoid S2 are turned off. Further, when the shift lever 91 is shifted to the N position, the main ECU 90 transmits a shift command signal for the neutral (N) position to the SBWECU 100 to the SBWECU 100 and the ATECU 29, whereby the shift command is sent via the shift command circuit 108. The SBWECU 100 that has received the signal controls the drive of the electric motor 114 by the drive circuit 112 so that the valve position VP from the valve position sensor 116 matches the valve position for the N position, and the ATECU 29 that has received the shift command signal receives the on / off solenoid S1, S2 and linear solenoid SLC3 are turned on, and linear solenoids SLC1, SLC2, and SLB1 are turned off. When the shift lever 91 is shifted to the drive (D) position, the main ECU 90 transmits a shift command signal for the D position to the SBWECU 100 and the ATECU 29, and the accelerator opening Acc from the accelerator pedal position sensor 94 and the vehicle speed. By transmitting the vehicle speed V from the sensor 98 to the AT ECU 29, the SBWECU 100 that has received the shift command signal via the shift command circuit 108 makes the valve position VP from the valve position sensor 116 coincide with the bubble position for the D position. The ATECU 29 that controls the drive of the electric motor 114 by the drive circuit 112 and receives the accelerator opening Acc and the vehicle speed V uses the shift map based on the accelerator opening Acc and the vehicle speed V to select any one of the first forward speed to the sixth forward speed. Or The linear solenoid 56, SLC1 to SLC3, SLB1, and the on / off solenoids S1 and S2 are driven and controlled so that the necessary clutches and brakes of the clutches C1 to C3 and the brakes B1 and B2 are turned on according to the set speed. .

  Here, the automatic transmission 20, the main ECU 90, the ATECU 29, the SBWECU 100, the shift position sensor 92, and the valve position sensor 116 correspond to the power transmission device of the embodiment.

  Next, the operation of the power transmission device according to the embodiment of the vehicle 10 configured as described above, particularly when the main ECU 90 detects an abnormality in the SBWECU 100 as a result of mutual monitoring with the engine ECU 16, the AT ECU 29, and the SBWECU 100 by the watch dog timer. Will be described. FIG. 7 is a flowchart showing an example of an abnormal time control routine executed by the main ECU 90. This routine is repeatedly executed every predetermined time (for example, every several tens of msec).

  When the abnormality control routine is executed, the CPU 92 of the main ECU 90 first communicates with the SBWECU 100 (step S100) and determines whether or not an abnormality has occurred in the SBWECU 100 (step S110). As described above, this determination is performed by mutual monitoring using a watchdog timer. When it is determined that no abnormality has occurred in the SBWECU 100, this routine is terminated without doing anything.

On the other hand, if it is determined that an abnormality has occurred in the SBWECU 100, the warning lamp 99 is turned on (step S120), the shift position SP requested by the driver from the shift position sensor 92, the vehicle speed V from the vehicle speed sensor 98, the valve The valve position VP from the position sensor 116 is input (step S130), and the input vehicle speed V is compared with the threshold value Vref (step S140). Here, the threshold value Vref is determined in advance as a vehicle speed at which it can be considered that the vehicle is stopped. When the vehicle speed V is equal to or higher than the threshold value Vref, a travel time table is set as a table to be used (step S150), and an execution shift is performed based on the shift position SP and the valve position VP input using the set travel time table. The position SP * is set (step S160), and when the vehicle speed V is less than the threshold value Vref, the stop time table is set as the table to be used (step S170), and the shift position input using the set stop time table is set. An execution shift position SP * is set based on SP and the valve position VP (step S180). FIG. 8 shows an example of a table used for setting the execution shift position SP *. FIG. 8A shows a table for traveling, and FIG. 8B shows a table for stopping. In the embodiment, when the vehicle speed V is equal to or higher than the threshold value Vref, as shown in FIG. 8A, the shift position corresponding to the current valve position VP is the execution shift position SP regardless of the shift position SP from the shift position sensor 92. When the vehicle speed V is less than the threshold value Vref and the vehicle speed V is less than the threshold value Vref, as shown in FIG. 8B, when the valve position VP is the P position, the P position is held and the other positions ( In the case of the R position, the N position, and the D position, the stop time table is created so that the execution shift position SP * of the N position is set.

  When the execution shift position SP * is thus set, a control command for controlling the clutches C1 to C3 and the brakes B1 and B2 is transmitted to the ATECU 29 so that the set execution shift position SP * is formed (step S190). This routine is terminated. Here, when an abnormality occurs in the SBWECU 100, the valve position of the manual valve 58 cannot be changed, so that the execution shift position SP * set without changing the valve position is formed. Specifically, when the execution shift position SP * coincides with the valve position VP from the valve position sensor 116, the linear solenoids SLC1 to SLC3 and SLB1 are maintained so that the states of the clutches C1 to C3 and the brakes B1 and B2 are maintained as they are. The on / off solenoids S1 and S2 are maintained. When the execution shift position SP * is the D position and the valve position VP from the valve position sensor 116 is the N position, the manual valve 58 is a valve position for the D position, and the line pressure PL is a linear solenoid as shown in FIG. It acts on each input port of SLC1, SLC2, and SLB1, but by turning off linear solenoids SLC1, SLC2, and SLB1 and turning on linear solenoids SLC3 and on / off solenoids S1, S2, all clutches C1-C3 The brakes B1 and B2 are turned off, and the N position is formed. When the execution shift position SP * is the R position and the valve position VP from the valve position sensor 116 is the N position, the manual valve 58 is a valve position for the R position and is output from the manual valve 58 as shown in FIG. The reverse pressure PR acts on the B2 relay valve 80 side, but by turning off the linear solenoids SLC1, SLC2, and SLB1 and turning on the linear solenoid SLC3 and the on / off solenoids S1 and S2, all the clutches C1 to C3 are operated. And the brakes B1 and B2 are turned off to form the N position.

  Consider a case where an abnormality occurs in the SBWECU 100 while the shift lever 91 is traveling in the D position. In this case, it is determined that the vehicle speed V is equal to or higher than the threshold value Vref, and the execution shift position SP * is held at the shift position (D position) corresponding to the valve position VP of the current manual valve 58, so that traveling is continued. When the vehicle speed V is less than the threshold value Vref, the execution shift position SP * is fixed to the N position even if the shift lever 91 is in the D position and the current valve position VP of the manual valve 58 corresponds to the D position. Therefore, the power from the engine 12 is cut off. In this way, when an abnormality occurs in the SBWECU 100 during traveling, for example, retreat traveling such as stopping the vehicle on the shoulder can be performed. Such processing can be realized by directly inputting the valve position VP from the valve position sensor 116 from the shift transmission circuit 110 without communication with the SBWECU 100. That is, when the main ECU 90 cannot input a signal from the valve position sensor 116, if the SBWECU 100 is abnormal, the main ECU 90 cannot know the current valve position VP of the manual valve 58. Therefore, it is necessary to fix to the N position in order to prevent the motive power not to be output. In contrast, in the embodiment, since the signal from the valve position sensor 116 is input to the main ECU 90 in addition to the SBWECU 100, necessary evacuation is performed while ensuring the safety of the vehicle when an abnormality occurs in the SBWECU 100 during traveling. It is possible to run. By providing two identical SBWECUs, control can be continued by the other normal SBWECU even if an abnormality occurs in either SBWECU. However, a separate space is required for the SBWECU, which is disadvantageous in terms of cost. It becomes.

  According to the power transmission device of the embodiment described above, the valve position VP from the valve position sensor 116 can be directly output from the shift transmission circuit 110 to the main ECU 90 without communication with the SBWECU 100. The main ECU 90 is connected to the SBWECU 100. When the vehicle speed V is equal to or higher than the threshold value Vref, the shift position corresponding to the current valve position VP of the manual valve 58 is held as the execution shift position SP *, and when the vehicle speed V is lower than the threshold value Vref, the valve position VP is determined. Is fixed to the N position regardless of the shift position SP from the shift lever 91, for example, when the shift lever 91 is traveling at the D position, Can be performed evacuation travel, such as to pulled over the vehicle when an abnormality in WECU100 occurs, it is possible to more properly cope with the abnormality of SBWECU100. In addition, since the valve position VP is input to the main ECU 90 via the shift transmission circuit 110 that performs pulse conversion, problems such as erroneous detection due to noise can be suppressed. Further, when it is determined that an abnormality has occurred in the SBWECU 100, the warning lamp 99 is turned on, so that the driver can be alerted.

  In the power transmission device according to the embodiment, the shift lever 91 is fixed to the N position when the vehicle speed V is less than the threshold value Vref when an abnormality occurs in the SBWECU 100 while the shift lever 91 is traveling at the D position. When the vehicle speed V becomes substantially zero, if the position corresponding to the valve position VP of the current manual valve 58 is the D position and the shift lever 91 is the D position, the clutches C1 to C3 can be restarted. The brakes B1 and B2 may be controlled. In this case, when the vehicle restarts, as long as the shift lever 91 is in the D position, the N position is not fixed again even when the vehicle speed V is less than the threshold value Vref.

  In the power transmission device of the embodiment, as shown in FIG. 8A, when the vehicle speed V is equal to or higher than the threshold value Vref, the shift position corresponding to the current valve position VP is maintained regardless of the shift position SP from the shift position sensor 92. The execution shift position SP * to be set is set, but as shown in the table of the modified example of FIG. 9, when the vehicle speed V is equal to or higher than the threshold value Vref, the shift position SP from the shift position sensor 92 is D position. The execution shift position SP * of the position may be set, and when the position is the R position or the N position, the execution shift position SP * of the N position may be set. The table in FIG. 9 is not limited to when the vehicle speed V is equal to or higher than the threshold value Vref, and may be applied when the vehicle speed V is lower than the threshold value Vref.

  In the power transmission device of the embodiment, the signal from the valve position sensor 116 is input after being converted by the shift transmission circuit 110, but the signal may be input without performing pulse conversion.

  In the power transmission device of the embodiment, when an abnormality occurs in the SBWECU 100, the warning lamp 99 is turned on to notify the driver of the occurrence of the abnormality, but instead of or in addition to the lighting of the warning lamp 99. It is also possible to notify by a warning buzzer.

  In the power transmission device according to the embodiment, the manual valve 58 is operated by the electric motor 114 in accordance with the shift operation. However, the present invention is not limited to this, and as illustrated in FIG. The parking lock mechanism 180 may be operated. The parking lock mechanism 180 includes a parking gear 182 attached to the gear mechanism 26 of the automatic transmission 20, a parking pole 184 that meshes with the parking gear 182 and locks in a stopped state, a parking rod 186, and a parking rod 186. And a parking cam 188 that presses the parking pole 184 toward the parking gear 182 and releases the pressing. An L-shaped hook 186 a is formed at the base end of the parking rod 186, and the hook 186 a is hooked in a hole formed at a position eccentric to the rotation axis of the manual shaft 160 in the manual plate 162. Therefore, the parking gear 182 can be locked by rotating the manual shaft 160 forward by the electric motor 166 (see FIG. 10A), and the parking gear 182 can be unlocked by rotating the manual shaft 160 in reverse (see FIG. 10A). (Refer FIG.10 (b)). As in the embodiment, the manual plate 162 is provided with a detent mechanism 170 including a detent spring 174 and a roller 176 pressed against a cam surface 172 formed at an end of the manual plate 162.

  Now, an engine, a first motor, a planetary gear mechanism having three rotating elements respectively connected to a crankshaft of the engine, a rotating shaft of the motor MG1 and a driving shaft connected to the axle, and connected to the driving shaft Considering a hybrid vehicle equipped with a second motor that has been mounted, since it is possible to travel by freely shifting the power from the engine and outputting it to the drive shaft without providing a hydraulic circuit, As described above, when the shift lever is operated to the P (parking) position, the parking lock mechanism 180 is activated and operated to a position other than the P position (for example, the D (drive) position or the neutral (N) position). A shift-by-wire system that releases the operation of the parking lock mechanism 180 can be considered. In this shift-by-wire system, it is only necessary to switch the position of the manual plate 162 between the two positions, so that a wall is provided at the moving end of the cam surface 172 of the detent mechanism 170 and the electric motor 166 is driven so that the roller 176 is pressed against the wall. If it is to be done, it is not necessary to attach a shaft position sensor to the manual shaft 160. However, since the mechanical change is accompanied by the change of position, considering the durability, the manual plate 162 is made thicker to increase the strength. It is necessary to increase the size of the vehicle. If the CPU 102 of the SBWECU 100 fails, the position of the manual shaft 160 becomes unclear, so the ATECU 29 is forced to turn off all the clutches to form the neutral (N) position, and cannot evacuate. In the modification, the shaft position sensor 108 is attached to the manual shaft 160 in order to avoid such inconvenience. Therefore, the same processing as that of the embodiment can be applied to the modification.

  In the power transmission device of the embodiment, the automatic transmission 20 is constituted by a stepped transmission with a six-speed shift from the first forward speed to the sixth forward speed. However, the present invention is not limited to this. It is good also as what is comprised by the stepped transmission of this, and may be comprised by the stepped transmission of seven steps or more.

  In the power transmission device of the embodiment, the main ECU 90 and the ATECU 29 are configured by two electronic control units, but may be configured by three or more electronic control units, or may be configured by a single electronic control unit. It does n’t matter what you do.

  The power transmission device of the embodiment is applied to the automobile 10 equipped with the engine 12 as an internal combustion engine, but may be applied to a hybrid vehicle including an internal combustion engine and an electric motor. Moreover, it is good also as what applies to the electric vehicle carrying only the motor for driving | running | working.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the shift position sensor 92 corresponds to a “shift position sensor”, the valve position sensor 116 corresponds to a “shaft position sensor”, the main ECU 90 and the ATECU 29 correspond to “first control means”, and the SBWECU 100 Corresponds to “second control means”. The shift command signal corresponds to a “detent device drive command”. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the automobile industry.

  10 automobiles, 12 engines, 14 crankshafts, 16 electronic control units (engine ECUs) for engines, 18a, 18b drive wheels, 20 automatic transmissions, 21 input shafts, 22 output shafts, 24 torque converters, 26 gear mechanisms, 28 differential gears , 29 Electronic control unit (ATECU) for automatic transmission, 30 Single pinion planetary gear mechanism, 31 Sun gear, 32 Ring gear, 33 Pinion gear, 34 Carrier, 40 Ravigneaux planetary gear mechanism, 41a, 41b Sun gear, 42 Ring gear, 43a Short pinion gear, 43b Long pinion gear, 44 carrier, 50 Hydraulic circuit, 51 Strainer, 52 Mechanical oil pump, 54 Regulator valve, 6 Linear solenoid, 58 Manual valve, 58a Input port, 58b D position output port, 58c R position output port, 59a Check valve, 59b Orifice, 60 C3 relay valve, 62 Sleeve, 62a Signal pressure input port, 62b Input Port, 62c, 62d Output port, 62e Drain port, 64 Spool, 66 spring, 69, 79 Oil passage 70 C2 relay valve, 72 Sleeve, 72a Signal pressure input port, 72b, 72c Input port, 72d, 72e Output port, 72f Drain port, 74 spool, 76 spring, 80 B2 relay valve, 82a, 82b Signal pressure input port, 82c Signal pressure output port, 82d, 82e Input port, 82f Output port, 84 sp , 86 spring, 90 main electronic control unit (main ECU), 91 shift lever, 92 shift position sensor, 93 accelerator pedal, 94 accelerator pedal position sensor, 95 brake pedal, 96 brake switch, 98 vehicle speed sensor, 99 warning light, 100 shift-by-wire electronic control unit (SBWECU), 102 CPU, 104 5V power supply circuit, 106 CAN circuit, 108 shift command circuit, 110 shift transmission circuit, 112 drive circuit, 114,166 electric motor, 116 valve position sensor, 120, 160 Manual shaft, 122, 162 Manual plate, 122a long hole, 124 spool, 124a hook, 126 land, 130, 170 Detent mechanism, 132, 1 2 cam surfaces, 134,174 detent spring, 136,176 rollers, 166a rotating shaft, 168 reduction gear, 180 a parking lock mechanism, 182 a parking gear, 184 parking pole, 186 parking rod, 186a hooks, 188 parking cam.

Claims (8)

A power transmission device mounted on a vehicle for transmitting power from a power source to an axle side,
A detent device that operates an operation target by driving a manual shaft in accordance with a shift operation;
A shift position sensor for detecting a requested shift position requested by the driver among a plurality of shift positions including a neutral position and a traveling position;
A shaft position sensor for detecting the rotation angle of the manual shaft;
First control means for inputting a requested shift position from the shift position sensor and a rotation angle of the shaft from the shaft position sensor, and transmitting a manual shaft drive command corresponding to the inputted requested shift position;
A shaft rotation angle from the shaft position sensor is input and a drive command is received from the first control means, and the detent device is driven and controlled based on the input shaft rotation angle and the received drive command. Second control means to:
A power transmission device comprising: The power transmission device according to claim 1,
An automatic transmission having a clutch that operates using fluid pressure supplied through a manual valve;
The operation target is the manual valve,
The first control means is means for transmitting a drive command for the detent device and controlling the clutch so as to form a shift stage of the automatic transmission according to the input requested shift position. .   The first control means determines whether or not the second control means is abnormal, determines that an abnormality has occurred in the second control means, and the input rotation angle of the shaft is the driving position. When the vehicle speed is equal to or higher than a predetermined vehicle speed, the clutch is controlled so that the gear position of the automatic transmission is maintained, and when the vehicle speed is lower than the predetermined vehicle speed, the gear position of the automatic transmission is set to the neutral speed. 3. The power transmission device according to claim 2, wherein said power transmission device is means for controlling said clutch. The power transmission device according to claim 2 or 3,
The travel position has a forward travel position and a reverse travel position,
The first control means determines whether or not the second control means is abnormal. When it is determined that an abnormality occurs in the second control means, the input shaft rotation angle is set to the neutral position. Alternatively, the clutch is controlled so that the gear position of the automatic transmission is maintained when the forward travel position is supported, and when the input shaft rotation angle corresponds to the reverse travel position, the automatic transmission of the automatic transmission is controlled. A power transmission device that is means for controlling the clutch such that a gear position becomes a neutral speed.   5. The power transmission device according to claim 3, further comprising notification means for notifying a driver of an abnormality when the first control means determines that an abnormality has occurred in the second control means. 6.   The first control means is composed of a transmission electronic control unit that controls the automatic transmission and a vehicle electronic control unit that is communicable with the transmission electronic control unit and controls the entire vehicle. The power transmission device according to any one of claims 2 to 5.   The power transmission device according to claim 1, wherein the operation target is a parking lock mechanism that operates in accordance with driving of the manual shaft. The power transmission device according to any one of claims 1 to 7,
The first control means is means for inputting a signal from the shaft position sensor via a pulse conversion circuit that performs pulse conversion.
The second control means is means for inputting a signal from the shaft position sensor without passing through the pulse conversion circuit.

Images