ELECTRONIC CONTROL SYSTEM FOR AUTOMATIC VEHICLE TRANSMISSION

Abstract: An electronic control system for controlling an automatic transmission mounted on a vehicle determines a gear position for the transmission based on vehicle speed data immediately before a power supply for supplying elec­ tric power to the electronic control system is cut off, dur­ ing a transient period after the electronic control system is reset by the power supply cutoff until the control system operates stably. Even when the electronic control system is reset by an instantaneous power supply cutoff while the vehicle is running, the electronic control system allows the vehicle to run safely without erroneous gear shifting imme­ diately afterwards.

Description: The present invention relates to an electronic control system for an automatic vehicle transmission, and more particularly to an electronic control system for controlling a vehicle transmission based on a vehicle speed, an amount of depression of an accelerator pedal, or the like. Fig. 8 of the accompanying drawings schematically shows an automobile incorporating a conventional electronic control system 1 for automatically controlling a vehicle transmission. Denoted in Fig. 8 at 2 is an engine, 3 a clutch, 4 a transmission, 5 a final drive unit, 6 a wheel, 7 a selector lever, and 8 an accelerator pedal. Designated at 9 is an input shaft sensor for detecting the rotational speed of an input shaft of the transmission 4, 10 a vehicle speed sensor for detecting the speed of travel of the vehicle, 11 a gear position sensor for detecting a gear position of the transmission 4, and 12 an accelerator sensor for detecting the amount or depth to which the accelerator pedal 8 is depressed. Output signals from these sensors are supplied to the electronic control system 1. The clutch 3 and the transmission 4 are associated with a clutch actuator 13 and a transmission actuator 14, respectively, for mechanically operating the clutch 3 and the transmission 4. The clutch and transmission actuators 13, 14 are controlled by the electronic control system 1 based on the output signals from the sensors 9 through 12 and an output signal from the selector lever 7. A battery 15 serves as a power supply for various electric components on the vehicle and the electronic control system 1. Fig. 9 shows in block form a conventional electronic control system for explaining main operation thereof. The electronic control system 1 includes a pulse input unit 104 for counting output pulses from the vehicle speed sensor 10 and an analog input unit 105 for converting an analog output from the accelerator sensor 12 to a digital signal through A/D conversion. In a processor 106, a count from the pulse input unit 104 is put in a variable "SPEED", and a digital signal from the analog input unit 105 is put in a variable "ACCEL". The processor 106 searches a predetermined speed change map for an optimum gear position based on "SPEED" and "ACCEL". The processor 106 then issues the optimum gear position to an output unit 107 which operates the clutch actuator 13 and the transmission actuator 14 for speed changing operation. In Fig. 9, the voltage of the battery 15 is applied via a keyswitch 16 to a power supply 101 and also to a backup power supply 103. Even when the keyswitch 16 is open, electric power is supplied from the backup power supply 103 to a data storage RAM (not shown) in the processor 106. A resetting circuit 102 serves to enable the processor 106 to effect an initializing process dependent on a change in the output voltage from the power supply 101. A processing sequence of the processor 106 will be described with reference to Fig. 10. An initializing process is effected in a step a₁. In the initializing process, variables such as "SPEED", "SPD:REAL", "ACCEL", and the like, described below are cleared. Then, control goes to a step a₂ in which a count from the pulse input unit 104 is put in the variable "SPD:REAL", a filtering process (digital filter) is effected on the variable, which is then put in "SPEED". Thereafter, control proceeds to a step a₃ which refers to the amount of depression "ACCEL" of the accelerator pedal from the analog input unit 105 (Fig. 9) to see if the accelerator pedal has been depressed or not. If depressed, then control goes to a step a₄. In the step a₄, the speed change map is searched for an optimum gear position from "ACCEL" and "SPEED", and the optimum gear position is put in a variable "GEAR". If the accelerator pedal is released, control goes to a step a₅ in which gear position is determined only from the vehicle speed "SPEED" irrespective of the amount of depression of the accelerator pedal "ACCEL". In this case, no speed change is effected even if the vehicle speed rises since a gear upshift has to be prohibited. When the optimum gear position "GEAR" is determined, the value of "GEAR" is given to the output unit 107 (Fig. 9) to operate the clutch actuator 13 and the transmission actuator 14. Finally, a step a₇ determines whether an instantaneous power supply cutoff is caused by a hardware error. If not, then control goes back to the step a₂ to repeat the processing from the step a₂ to the step a₇ at a period of 32 msec. If an instantaneous power supply cutoff is developed, then the processor 106 is reset by the resetting circuit 102 in a step a₈ to resume the entire sequence from the initializing step a₁. Fig. 11(a) shows by way of example a running pattern (relationship between vehicle speeds and time) dependent on a change in the battery voltage (Fig. 11(b)) in the automobile incorporating the conventional electronic control system 1. In the illustrated example, electric power supplied to the electronic control system 1 is instantaneously cut off at a time t₀ by a breakage or short circuit of a vehicle harness, a temporary opening of the keyswitch (Fig. 9), or the like. When this happens, the processor 106 is reset in the steps a₇ and a₈ in Fig. 10 to carry out the initializing process (step a₁). Since "SPD:REAL" and "SPEED" are cleared by the initializing process, an internal value of the processor 106 becomes 0 [km/h] regardless of the fact that the actual speed is a [km/h] as shown in Fig. 11(a). Subsequently, an optimum gear position is determined around 32 msec. If the accelerator pedal is depressed at this time, the optimum gear position is updated in the step a₄ by the speed change map as the vehicle speed increases (i.e., as "SPEED" increases). If the accelerator pedal is released, the optimum gear position is determined solely from "SPEED" in the step a₅, and no gear upshift is performed even if "SPEED" increases afterwards. In the latter case, as shown in Fig. 11(a), after the time t₀, "SPEED" (indicated by the dot-and-dash line) approaches the actual vehicle speed (indicated by the solid line) at a smaller gradient (because of the filtering process) than "SPD:REAL" (indicated by the broken line). When a gear position is determined at a time t₁, for example, or if the vehicle speed possible in the second gear position is c [km/h], then the optimum gear position is determined as the second gear position based on "SPEED" at the time t₁. When the gears are actually shifted into an optimum gear position at a later time t₂, the optimum gear position remains to be the second gear position determined at the time t₁ even if the actual speed is d [km/h] which is far higher than c [km/h]. Therefore, when the gears are actually shifted into the second gear position, the engine is caused to overrun and the vehicle may not be possible to run. It is an object of the present invention to provide an electronic control system for controlling an automatic vehicle transmission to allow the vehicle to run safely without erroneous gear shifting even when a power supply on the vehicle is instantaneously cut off to set the system while the vehicle is running. According to the present invention, there is provided an electronic control system for controlling an automatic transmission mounted on a vehicle based on at least vehicle speed data of the vehicle, the system comprising: resetting means for issuing a reset signal when a power supply for supplying electric power to the electronic control system is restored having been cut off; memory means for storing vehicle speed data immediately before the power supply is cut off; and, gear position determining means for determining a gear position for the automatic transmission; characterised by: counter means for counting a prescribed period of time after the electronic control system is reset by the reset signal; said gear position being determined until time-up of the counter means on the basis of the vehicle speed data stored immediately before the power supply is cut off or, where said stored data is abnormal, on the basis of a predetermined value. With the aforesaid arrangement, when the power supply is instantaneously cut off while the vehicle is running and the electronic control system is reset, the vehicle speed data immediately prior to the power supply cutoff is stored in the memory means, and the timer means starts operating after the electronic control system is reset. Until operation of the electronic control system becomes stable at time-up of the timer means, the gear position determining means determines a gear position based on the vehicle speed data immediately prior to the power supply cutoff. Therefore, since the actual vehicle speed after the power supply cutoff until time-up of the timer means is substantially the same as the actual vehicle speed immediately prior to the power supply cutoff, the gear position thus determined is suitable for the running conditions of the vehicle at the time. Consequently, the vehicle is allowed to run safely without erroneous gear shifting even after the power supply cutoff. The above and other objects, features and advantages of the present invention will become more apparent from the following description when taken in conjunction with the accompanying drawings in which a preferred embodiment of the present invention is shown by way of illustrative example. In the drawings: Fig. 1 is a block diagram of hardware of an electronic control system according to an embodiment of the present invention; Fig. 2 is a diagram showing an area map of variables stored in a RAM in the electronic control system; Fig. 3 is a flowchart of an overall processing sequence of the electronic control system; Fig. 4 is a detailed flowchart of an initializing processing sequence (step b₁) in the processing sequence shown in Fig. 3; Figs. 5(a) and 5(b) are a flowchart showing a vehicle speed processing sequence (step b₂) in the processing sequence shown in Fig. 3; Fig. 6 is a detailed flowchart of a gear processing sequence (step b₃) in the processing sequence of Fig. 3; Fig. 7 is a diagram illustrating main variables and their contents which are employed in the processing sequences; Fig. 8 is a schematic view of an automobile incorporating a conventional electronic control system; Fig. 9 is a functional block diagram explaining primary operation of a conventional electronic control system; Fig. 10 is a flowchart of a sequence effected by a processor shown in Fig. 9; and Figs. 11(a) and 11(b) are diagrams showing by way of example a running pattern of the vehicle incorporating the conventional electronic control system at the time of an instantaneous power supply cutoff. Fig. 1 shows an electronic control system 20 that can be incorporated in a vehicle such as an automobile for controlling an automatic vehicle transmission. The electronic control system 20 includes a CPU 201, a RAM 202, and a ROM 203 as a calculation processor for effecting various processing sequences for controlling the transmission. Electric power from a battery 15 mounted on the vehicle is supplied through a keyswitch 16 and a power supply 204 to the CPU 201, the RAM 202, and the ROM 203. The RAM 202, which is a backup RAM, is also supplied with electric power from a backup power supply 205. Diodes 206, 207 are connected to the RAM 202 for preventing a reverse current from flowing from the RAM 202. The processing operation of the electronic control system 20 is stopped by opening the contacts of the keyswitch 16. However, since the battery voltage is applied to the RAM 202 from the backup power supply 205 at all times, the data stored in the RAM 202 are protected when the contacts of the keyswitch 16 are opened. Fig. 2 shows an area map indicating the location of variables in the RAM 202. An area between addresses A, B which can be cleared by an initializing process stores variables "SPD:REAL" and "SPD" described later on. Areas from the address B cannot be cleared unless an abnormality of the backup power supply 205 is confirmed. These areas store the variable "SPEED" which has been cleared in the initializing process, a failure diagnosis value, a learned clutch value, and the like. Therefore, even if the electronic control system 20 is energized, the data in the RAM 202 in the areas from the address B remain stored and are not cleared. Processing operation of the electronic control system which is incorporated in a commercial vehicle will be described with reference to Figs. 3 through 6. Main variables used in the processing operation are shown in Fig. 7. A flowchart of an overall processing sequence is illustrated in Fig. 3. After the electronic control system is energized, an initializing processing sequence is effected in a step b₁, and then a vehicle speed processing sequence (step b₂) and a gear processing sequence (step b₃) are carried out. A next step b₄ determines whether the power supply is instantaneously cut off or not. If not, then control goes back to the step b₂. If the power supply is instantaneously cut off, then control returns to the step b₁. Therefore, as long as the power supply is alive, the vehicle speed processing sequence (step b₂) and the gear processing sequence (step b₃) are repeated at the period of 64 msec. unless the power supply is instantaneously cut off during the processing operation. If the power supply is instantaneously cut off while the CPU is in operation, the power supply is switched on again, and then the processing is started again from the initializing sequence (step b₁). The initializing sequence (step b₁) will be described in greater detail with reference to Fig. 4. A step c₁ first determines whether the value of the variable "SPEED" is normal or abnormal. Since the variable "SPEED" is always backed up (see Fig. 2), if the value of "SPEED" is abnormal, then it can be determined that the RAM 202 is having a hardware failure or the backup power supply 205 is abnormal. In this case, a maximum vehicle speed (e.g., 100 km/h) is put in "SPEED" in a step c₂. If the value of "SPEED" is normal in the step c₁, then this value is retained. When the value of "SPEED" is abnormal, control goes through the step c₂ to a step c₃. In the step c₃, a preset value C is put in the variable "RST:TM", and "0" is put in the variables "SPD:REAL" and "SPD" (see Fig. 2). The preset value C is selected to be a time required until the processing after resetting becomes stable. In this initializing process, "SPD:REAL" and "SPD" are cleared, but "SPEED" is not cleared. "RST:TM" serves as a timer for counting a fixed period of time from resetting, by being decremented in a step d₁₅ (described later). The vehicle speed processing sequence (step b₂) is shown in greater detail in Figs. 5(a) and 5(b). This processing sequence is effected at the period of 64 msec., as described above. In Fig. 5(a), a process from a step d₁ through a step d₇ serves to detect any abnormality of the vehicle speed sensor 12 (Fig. 8). First, a step d₁ determines whether the gears are in a neutral position or not. If in the neutral position, then control goes to a step d₂. The step d₂ determines whether the difference between "SPEED" (vehicle speed after being subjected to the filtering process) produced at the period of 64 msec. and "SPD:REAL" (the vehicle speed prior to being subjected to the filtering process) exceeds a preset value α or not. If the difference exceeds the preset value α, then "ERR" is set to "1" in a step d₃. If the difference is equal to or smaller than the preset value α, then "ERR" is set to "0" in a step d₄. α is of a value (e.g., 16 km/h) at which the number of output pulses from the vehicle speed sensor is regarded as abruptly varying in the period of 64 msec. The processing from the step d₂ through the step d₄ can determine any abnormality of the vehicle speed sensor when the gears are in the neutral position (including a neutral condition immediately after resetting in a step d₂₇, described later). In other words, while the gears are in the neutral position, the vehicle speed sensor is regarded as being normal when "ERR" is "0", and regarded as being abnormal when "ERR" is "1". If not in the neutral position in the step d₁, control proceeds to a step d₅, which determines whether "SPD:REAL" is smaller than a preset value (1.5 km/h in the illustrated embodiment). If smaller than 1.5 km/h, then the vehicle speed sensor is regarded as being abnormal (step d₆, and if equal to or higher than 1.5 km/h, then the vehicle speed sensor is regarded as being normal (step d₇). With the steps d₅ through d₇, it is possible to determine any anormality of the vehicle speed sensor when the gears are in gear positions other than the neutral position. Therefore, the processing from the step d₁ through the step d₇ can reliably detect whether the vehicle speed sensor is abnormal no matter which gear position the gears may be in while the vehicle is running. The processing from a step d₈ through to step d₂₅ will be described below. This processing operation serves to determine the value of "SPEED" used for determining an optimum gear position in steps d₂₈, d₃₁, described later on. A step d₈ decrements the variable "TMR:SPD". A preset value is put in the variable "TMR:SPD" in a subsequent step d₁₂. Therefore, by decrementing "TMR:SPD" at the period of 64 msec. in the step d₈, this variable operates as a timer for counting a period of time after the gears are released from the neutral position to the starting of vehicle speed backup. Then, control goes to a step d₉ which confirms whether the vehicle speed sensor is detected as being abnormal or not in the steps d₅ through d₇. If the vehicle speed sensor is normal, control jumps to a step d₁₀ in which the variable "SPD:REAL" is subjected to a filtering process and then put in "SPD". If the vehicle speed sensor is abnormal, then a step d₁₁ determines if the gear position is neutral or not. If neutral, then control proceeds to a step d₁₂ in which a preset value (8 in the illustrated embodiment) is put in "TMR:SPD". If not neutral, a step d₁₃ determines whether "TMR:SPD" becomes "0" (i.e., 8 x 64 msec have elapsed after the gears are released from the neutral position). Control goes to a step d₁₄ only when "TMR:SPD" = 0. Since "SPD:REAL" cannot be used when the vehicle speed sensor is abnormal, a vehicle speed is determined from the input shaft rotational speed and the gear ratio and put in "SPD" in the step d₁₄. According to the processing from the step d₈ through the step d₁₄, vehicle speed data determined dependent on whether the vehicle speed sensor is normal or abnormal are put in "SPD" except during a period in which the gear position is neutral and a fixed period (8 x 64 msec) after the gears are released from the neutral position. Then, control goes to a step d₁₅ in Fig. 5(b) which decrements "RST:TM" in which the preset value C has been put in the initializing sequence (step c₃). Then, a step d₁₆ confirms whether "RST:TM" has become "0" (i.e., C x 64 msec. has elapsed after resetting) or not. Only when "RST:TM" = 0, control goes to a step d₁₇ which confirms whether the vehicle speed sensor is normal or not. If the vehicle speed sensor is abnormal, control goes to steps d₂₀, d₂₁ only when the gear position is other than neutral and "TMR:SPD" = 0 (i.e., 8 x 64 msec have elapsed from a release from the neutral position) in steps d₁₈, d₁₉. In the steps d₂₀, d₂₁, "SPD" obtained in the step d₁₄ is put in "SPEED". If the vehicle speed sensor is normal in the step d₁₇, a step d₂₂ confirms whether "ERR" obtained in the steps d₃, d₄ is "0" (i.e., the vehicle speed sensor in the neutral gear position is abnormal) or not. If "ERR" = 0, then "SPD" obtained in the step d₁₀ is put in "SPEED". If "ERR" ≠ 0 in the step d₂₂, control proceeds from a step d₂₅ to the step d₂₁ only when the gear position is other than neutral and "TMR:GR" = 0 (i.e., upon elapse of a certain period of time after actual gear shifting as shown in Fig. 6)) in steps d₂₃, d₂₄. In the step d₂₅, a preset value (4 [km/h] in this embodiment) is subtracted from "SPEED" (which is keeping the vehicle speed held in the initializing sequence), and the difference is put in "SPEED" in the step d₂₁. Thus, when "TMR:GR" = 0, the value of "SPEED" is decremented by 4 [km/h] for every 64 msec. Therefore, according to the processing from the step d₁₅ through d₂₅, the vehicle speed held in the initializing sequence (i.e., the vehicle speed obtained immediately before the instantaneous power supply cutoff or the maximum vehicle speed obtained in the step c₂) is put in "SPEED" when "RST:TM" ≠ 0 (i.e., until C x 64 msec have elapsed from resetting), irrespective of whether the vehicle speed sensor is normal or abnormal. When "RST:TM" = 0, the vehicle speed dependent on whether the vehicle speed sensor is normal or abnormal is put in "SPEED". Particularly, when an abnormality of the vehicle speed sensor is confirmed (including when "ERR" ≠ 0), the preceding value of "SPEED" is retained without being updated insofar as the gear position is neutral or before a prescribed period of time elapses after the gears are shifted into another position. The processing from a step d₂₆ through a step d₃₁ will hereinafter be described. This processing operation serves to determine a gear position according to "RST:TM". First, a step d₂₆ confirms the value of "RST:TM". If the value of "RST:TM" is equal to or greater than β (< C), i.e., within a prescribed period of time immediately after resetting, the gear position is forcibly determined to be neutral in a step d₂₇. If "RST:TM" is between β and 0, then control goes to a step d₂₈, an optimum gear position is determined from the speed change map based on "ACCEL" representing the amount of depression of the accelerator pedal and also from "SPEED" (the vehicle speed held in the initializing sequence since "RST:TM" ≠ 0 at this time) obtained in the steps d₈ through d₂₅, and then put in the variable "GEAR". IF "RST:TM" = 0, control goes to a step d₂₉ to confirm whether the gear position is neutral or not. If neutral, then the gear position is not changed but held. If not neutral, then a step d₃₀ confirms whether the accelerator pedal is depressed or not. If the accelerator pedal is depressed, then control goes to the step d₂₈ in which an optimum gear position is determined from the speed change map based on "ACCEL" and "SPEED" (the vehicle speed determined dependent on whether the vehicle speed sensor is normal or abnormal since "RST:TM" = 0 at this time). If the accelerator pedal is released, then the gear position is determined solely based on "SPEED" at this time in a step d₃₁. With the steps d₂₆ through d₃₁, therefore, a safe gear position is determined for a prescribed period of time after resetting (until "RST:TM" becomes "0") irrespective of the vehicle speed "SPD" obtained at this time. Upon elapse of the prescribed period of time after resetting (i.e., when "RST:TM" = 0), a safe gear position based on the vehicle speed dependent on whether the vehicle speed sensor is normal or abnormal is determined. The gear processing sequence (step b₃ in Fig. 3) is shown in greater detail in Fig. 6. A step e₁ first confirms whether the gears are actually shifted into the gear position determined by the aforesaid vehicle speed processing sequence. If not, then a preset value γ (e.g., 16) is put in the variable "TMR:GR" in a step e₂. If the gears are in the determined gear position in the step e₁, "TMR:GR" is decremented until it becomes 0 in steps e₃, e₄. Thus, "TMR:GR" serves as a timer for counting a fixed period of time (γ x 64 msec.) after the gears are shifted. The value of "SPEED" varies dependent on whether "TMR:GR" = 0 or not as indicated in the step d₂₄. An example of running pattern of the vehicle or automobile which incorporates the electronic control system 20 will be described with reference to Fig. 11. It is assumed in Fig. 11 that power supply is subjected to an instantaneous cutoff at a time t₀ while the vehicle is running, "SPEED", "SPD", "SPD:REAL" at t₀ are all a [km/h], and the gear position is a sixth gear position. A situation in which the power supply undergoes an instantaneous cutoff and the vehicle speed sensor fails at t₀ will be described below. The initializing sequence (step b₁) is effected, "SPD" and "SPD:REAL" are cleared to 0, and the reset value C is put in "RST:TM" (step c₃). Since "SPEED" contains the vehicle speed a [km/h] immediately before the instantaneous power supply cutoff, the difference ("SPEED" - "SPD:REAL") becomes a which exceeds the preset value α, and hence "ERR" becomes "1" (steps d₂, d₃). Immediately after resetting (when "RST:TM" ≧ β), the gear position becomes neutral (step d₂₇). Therefore, it cannot be determined that the vehicle speed sensor is abnormal, and the value read from the vehicle speed sensor is put in "SPD:REAL" and "SPD", which are 0 [km/h]. When "RST:TM" becomes smaller than β, the target gear position is determined by "ACCEL" and "SPEED" (step d₂₈). At this time, since "SPEED" is the vehicle speed a [km/h] immediately prior to the instantaneous power supply cutoff, the speed change map is searched based on this speed value, with the result that the gear position is determined to be the sixth gear position which is the same as the gear position immediately before the instantaneous power supply cutoff. After the gears have been shifted from the neutral position to the sixth gear position, a vehicle speed sensor abnormality is detected when "SPD:REAL" < 1.5 km/h (steps d₅, d₆). Upon elapse of a certain period of time from the above gear shifting ("TMR:SPD" = 0), the vehicle speed is calculated from the input shaft rotational speed and the gear ratio irrespective of "SPD:REAL" (steps d₁₃, d₁₄). If "RST:TM" = 0, then the vehicle speed is put in "SPEED" (steps d₁₉, d₂₀, d₂₁). Therefore, from a next loop on, an optimum gear position is determined by "SPEED" and "ACCEL" (steps d₂₈ through d₃₁). If the power supply is cut off while the vehicle speed sensor is normal at the time t₀, the same processing as described above is performed during a period of time in which "RST:TM" ≠ 0. When "RST:TM" = 0, the actual speed is put in "SPD:REAL" and "SPD" since the vehicle speed sensor is normal (step d₁₀), and is put in "SPEED" to determine a gear position. With the present embodiment, as described above, during a period of time (when "RST:TM" ≠ 0) after resetting caused by an instantaneous power supply cutoff until operation becomes stable, "SPEED" is not cleared but the vehicle speed immediately prior to the instantaneous power supply cutoff (or the maximum vehicle speed) is retained in "SPEED", so that a gear position suitable enough for the running conditions of the vehicle at the time is determined irrespective of whether the accelerator pedal is depressed or not and the vehicle speed sensor is normal or abnormal. As a consequence, the vehicle is allowed to run safely without erroneous gear shifting even after an instantaneous power supply cutoff. After "RST:TM" = 0, an abnormality of the vehicle speed sensor can be detected in any gear position including the neutral position. Therefore, the safety of the vehicle while it is running is increased. The settings of the various times ("RST:TM", "TMR:SPD", "TMR:GR") are not limited to the values described above, but may be of values optimum for the performance, use, and the like of the vehicle in which the electronic control system is to be incorporated. As described above, the electronic control system of the present invention for controlling an automatic vehicle transmission holds vehicle speed data immediately prior to an instantaneous power supply cutoff even when the control system is reset by the instantaneous power supply cutoff while the vehicle is running, and determines an optimum gear position based on the held vehicle speed data immediately after the control system is reset. Therefore, the vehicle can run safely without erroneous gear shifting and also without the danger of damage or breakage of the transmission clutch, engine, and other components. Although a certain preferred embodiment has been shown and described, it should be understood that many changes and modifications may be made therein without departing from the scope of the appended claims.

Claims: An electronic control system (20) for controlling an automatic transmission mounted on a vehicle based on at least vehicle speed data of the vehicle, the system comprising: resetting means (201) for issuing a reset signal when a power supply (15,204) for supplying electric power to the electronic control system is restored having been cut off; memory means (202) for storing vehicle speed data immediately before the power supply is cut off; and, gear position determining means (201) for determining a gear position for the automatic transmission; characterised by: counter means (202) for counting a prescribed period of time after the electronic control system is reset by the reset signal; said gear position being determined until time-up of said counter means (202) on the basis of the vehicle speed data stored immediately before the power supply is cut off or, where said stored data is abnormal, on the basis of a predetermined value. A system according to claim 1, wherein said gear position determining means has means for determining a neutral position for a prescribed period of time before time-up of said counter means and immediately after the electronic control system is reset. A system according to claim 1 or claim 2, wherein said memory means comprises a backup RAM.

Inventors: SUGIMURA, TOSHIYA, YOISHIMURA, HIROSHI
Applicants: ISUZU MOTORS LIMITED
Application year: 1988
Main classification: B60K41
IPC codes: F16H61, B60W10, B60W30