JP2007224949A - Control device for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for an automatic transmission capable of controlling safe travel even when a display device is failed. <P>SOLUTION: The control device for the automatic transmission is provided with a shift lever disposed to be movable between a neutral position and a shift position indicating a plurality of shift ranges set to be in different directions around it, a returning mechanism for returning the shift lever to the neutral position regarding operation to two or more of the shift positions out of the plurality of shift positions, the display device for displaying the shift range indicated by operation of the shift lever, a failure determination means for determining failure of the display device, and a shift range determination means for instructing operation to a shift control device so as to be switched to the neutral range when the shift lever is not operated, the present shift range switched by an actuator corresponds to operation of the shift lever returned by the returning mechanism and the speed is equal to or lower than a predetermined speed when it is determined that the display device is failed by the failure determination means. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an automatic transmission control device including an actuator that switches a plurality of shift ranges of an automatic transmission and a shift control device that controls the operation of the actuator based on an operation instruction.

  In the automatic transmission, based on a shift instruction from a shift lever, a forward / reverse travel range and a shift range of a neutral or parking range are switched by a range switching valve. There is a shift-by-wire (SBW) actuator that electrically switches the shift range of the range switching valve for the purpose of reducing the operating force required for operating the shift lever and reducing the size of the shift lever.

  The SBW actuator includes a motor, a control shaft connected to the output shaft of the motor, and a detent mechanism that rotates integrally with the control shaft. The rotation of the motor is transmitted to the detent mechanism through the control shaft. The shift range is switched by moving the moving part.

  In the electronic control unit (ECU), the detent mechanism moves the moving part of the range switching valve to a position corresponding to the indicated range based on the output value of the position sensor that detects the rotational position of the control shaft.

  In order to reduce the size of the shift lever, the shift lever is movably provided between a neutral position and a shift position indicating a plurality of shift ranges set in different directions around the shift lever, and the shift lever is shifted from the shift position to the neutral position. There has been proposed a shift device having a return mechanism for returning the.

As a prior art document related to a shift device having a return mechanism, there is, for example, Patent Document 1. Patent Document 1 describes that a shift range is determined based on an operation to a shift position of a shift lever, a range switching valve is switched to the shift range, and a shift range is displayed on a display device.
JP 2002-254942 A

  However, in the shift device having the return mechanism, the shift lever is moved to the desired shift position and then returned to the neutral position, so that the driver does not know the current shift range depending on the position of the shift lever. Thus, the current shift range can be confirmed from the shift range displayed on the display device, but if the display device fails, the driver cannot confirm the shift range.

  Therefore, when the display device breaks down, the driver may erroneously determine the current shift range. For example, if the shift lever is not operated during parking and the accelerator is depressed and the forward range and reverse range are misjudged, the automatic transmission can be turned off as instructed by the driver. When controlled, there is a problem that the vehicle travels in a direction opposite to the direction intended by the driver.

  Since there is no description regarding shift range control when the display device fails in Patent Document 1, the automatic transmission is controlled in accordance with the driver's instructions even when the display device fails. Had a problem when misunderstood the shift range.

  Therefore, an object of the present invention is to provide a control device for an automatic transmission that can perform safe traveling control even when a display device is out of order.

  According to the first aspect of the present invention, there is provided an automatic transmission control device including an actuator that switches a plurality of shift ranges of the automatic transmission and a shift control device that controls the operation of the actuator based on an operation instruction. A shift lever provided to be movable between a neutral position and a shift position indicating a plurality of shift ranges set in different directions around the neutral position, and to two or more shift positions of the plurality of shift positions. For the operation, a return mechanism that returns the shift lever to the neutral position, a display device that displays a shift range instructed by the operation of the shift lever, a failure determination means that determines a failure of the display device, When it is determined by the failure determination means that the display device is defective, the shift lever is operated when the shift lever is operated. When the shift control device is instructed to switch to a shift range corresponding to any shift position of the plurality of shift positions, and the display device is determined to be defective by the failure determination means, the shift lever Is not operated, and the current shift range switched by the actuator corresponds to the operation of the shift lever returned by the return mechanism and is equal to or lower than a predetermined speed, the mode is switched to the neutral range. There is provided a control device for an automatic transmission comprising shift range determining means for instructing the shift control device to operate.

  According to a second aspect of the present invention, in the first aspect of the present invention, the shift range further includes a detent mechanism that does not return the neutral position to the predetermined range position among the plurality of shift positions. The determination means determines the current shift range when the current shift range corresponds to an operation of the shift lever that is not returned by the detent mechanism when the failure determination means determines that the display device is defective. There is provided a control device for an automatic transmission which is not changed.

  According to a third aspect of the present invention, there is provided a control device for an automatic transmission comprising an actuator for switching a plurality of shift ranges of the automatic transmission and a shift control device for controlling the operation of the actuator based on an operation instruction. A shift lever provided to be movable between a neutral position and a shift position indicating a plurality of shift ranges set in different directions around the neutral position, and to two or more shift positions of the plurality of shift positions. For the operation of the shift lever, a return mechanism that returns the shift shift lever to the neutral position, a display device that displays a shift range instructed by the operation of the shift lever, and a failure of the display device are determined. The shift lever is operated when the failure determination means and the failure determination means determine that the display device is defective. If the current shift range switched by the actuator corresponds to the operation of the shift lever returned by the return mechanism, the shift lever is moved to the shift position corresponding to the operation, and the shift There is provided a control device for an automatic transmission comprising a forced detent mechanism that does not return a lever to the neutral position.

  According to the first aspect of the present invention, when it is determined by the failure determination means that the display device is defective, the driver cannot confirm the current shift range, but the shift lever is not operated, and the actuator If the current shift range switched by the switch corresponds to the operation of the shift lever returned by the return mechanism and is lower than the predetermined speed, the neutral range is switched.For example, the driver misidentifies the shift range. When the accelerator pedal is depressed, the vehicle is not accelerated, and transmission of driving force unintended by the driver can be prevented.

  According to the second aspect of the present invention, the detent mechanism that does not return to the neutral position is provided for the operation to the predetermined range position among the plurality of shift positions, and the failure determination means determines that the display device is in failure. When the current shift range corresponds to the operation of the shift lever that is not returned by the detent mechanism, the current shift range is not changed, so that the driving force reflecting the driver's intention can be transmitted.

  According to the third aspect of the present invention, when it is determined by the failure determination means that the display device is defective, the shift lever is not operated and the current shift range switched by the actuator is returned by the return mechanism. When responding to the operation of the shift lever, it is equipped with a forced detent mechanism that moves the shift lever to the shift position corresponding to the operation and does not return the shift lever to the neutral position. The current shift range can be confirmed by the range position of the lever, and transmission of driving force unintended by the driver can be prevented.

First Embodiment FIG. 1 is a schematic configuration diagram of a vehicle related to control of an automatic transmission according to a first embodiment of the present invention. As shown in FIG. 1, the vehicle includes a shift device 2, a shift lever position sensor 4, a P switch 6, an AT-ECU 8, an SBW ECU 10, an actuator 12, a position sensor 14, a control shaft 15, an automatic transmission (AT) 16, The vehicle mainly includes a vehicle speed sensor 18, an engine ECU 20, a meter ECU 22, a meter 24, a navigation system 26, and a multiplex communication network (CAN (Controller Area Network)) 28.

  2 and 3 are diagrams showing the shift device 2 in FIG. The shift device 2 includes a shift lever 50, a tilt mechanism 52, and a return mechanism 54. The shift lever 50 is provided in the vicinity of the front of the vehicle driver's seat, and is driven by the driver from the neutral position 56 # H to a plurality of surrounding positions, for example, from the neutral position 56 # H to the R range position 56 # R. The lever is operated in any one of a direction, a backward direction from the neutral position 56 # H to the D range position 56 # D, and a backward direction from the neutral position 56 # H to the D range position 56 # D.

  The tilt mechanism 52 is configured such that the shift lever 50 has a neutral position 56 # H and a plurality of different directions around the neutral position 56 # H, for example, an R range position 56 # R provided in the forward direction instructing the R range, and a backward direction instructing the D range. It is possible to move between the D range position 56 # D provided in the left and the N range position 56 # N provided in the left direction instructing the N range.

  The return mechanism 54 moves the shift lever 50 when the driver releases the shift lever 50 after the shift lever 50 has been moved to the R range position 56 # R, the D range position 56 # D, and the N range position 56 # N. Is returned to the neutral position 56 # H.

  FIG. 4 is a diagram showing an example of the shift lever position sensor 4 in FIG. The shift lever position sensor 4 is a sensor that outputs a sensor signal indicating whether the shift lever 50 has been moved to the N range position 56 #, the D range position 56 # D, or the R range position 56 # R by the driver. For example, an N range switch 60 # N, a D range switch 60 # D, and an R range switch 60 # R are included.

  The N range switch 60 # N is provided near the N range position 56 # N. When the shift lever 50 is moved to the N range position 56 # N, the N range switch 60 # N is pressed by the shift lever 50 to turn on the switch. When 50 is separated from the N range position 56 # N, the pressure applied by the shift lever 50 is released and the switch is turned OFF.

  The D range switch 60 # D is provided near the D range position 56 # D. When the shift lever 50 is moved to the D range position 56 # D, the D range switch 60 # D is pressed by the shift lever 50 and the switch is turned on. When 50 is separated from the D range position 56 # D, the pressure applied by the shift lever 50 is released and the switch is turned OFF.

  The R range switch 60 # R is provided near the R range position 56 # R. When the shift lever 50 is moved to the R range position 56 # R, the R range switch 60 # R is pressed by the shift lever 50 and the switch is turned ON. When 50 is separated from the R range position 56 # R, the pressure applied by the shift lever 50 is released and the switch is turned OFF. A sensor output signal from the sensor 4 is input to the AT-ECU 8.

  The P range switch 6 is a switch provided in the vicinity of the vehicle driver's seat and instructing the P range by the driver's ON / OFF operation. The output signal of the P range switch 6 is input to the AT-ECU 8.

  As will be described later, the AT-ECU 8 requests the SBW ECU 10 to switch the range switching valve based on the initial learning instruction to the SBW ECU 10, the sensor output from the shift lever position sensor 4, and the output signal of the P range switch 6, When the meter 24 breaks down and is in a predetermined operation state, it is automatically requested based on a request to the SBW ECU 10 to switch the range switching valve to the N range and sensor outputs from the shift lever position sensor 4 and the position sensor 12. Shift control of the transmission 16 is performed.

  The SBW ECU 10 learns the range when starting the vehicle in accordance with the initial learning instruction from the AT-ECU 8, and controls the actuator to switch the range switching valve to the required range based on the initial learning result in accordance with the requested range from the AT-ECU 8. To do. The actuator 12 is controlled by the SBW ECU 10 so that the range is determined by initial learning at the time of starting, and the range switching valve is switched to the required range.

  The actuator 12 has a DC motor and a detent mechanism. The motor rotates in a clockwise or counterclockwise direction with a predetermined driving force under the control of the AT-ECU 8, thereby rotating the control shaft 15 connected to the motor. The detent mechanism determines the rotational position of the control shaft 15, that is, the shift range switching position of the spool of the range switching valve (manual valve), and has a detent lever and a detent spring.

  The detent lever is fixed to the control shaft 15 and rotates integrally with the control shaft 15. The shape is a fan shape, and a plurality of concave and convex portions are formed on the outer periphery corresponding to the P, R, N, and D ranges. The detent spring is fixed to the range switching valve, and has a roller at the end. The roller engages with one of the plurality of convex recesses.

  Based on the rotation of the control shaft 15, the position sensor 14 outputs the electric signal indicating the shift range of any one of P, R, N, and D of the range switching valve and the rotation amount from the reference of the control shaft 15. It has a function of detecting and outputting an electrical signal corresponding to the rotation amount.

  The control shaft 15 is connected to the output shaft of the motor of the actuator 12 and performs range switching of the range switching valve by its rotation. The control shaft 15 is connected to a parking mechanism that fixes the output shaft of the automatic transmission 16 at the P range position. In the automatic transmission 16, the shift range of the range switching valve is switched by the actuator 22, and the shift control is performed by the AT-ECU 8 according to the line pressure supplied through the range switching valve.

  The range switching valve is of a spool valve type and is supplied with a line hydraulic pressure that is a basic hydraulic pressure for controlling the automatic transmission 16. The range switching valve controls the engagement and disengagement of the friction engagement device of the automatic transmission 16 for setting each shift range by switching the discharge port by operating the spool in the axial direction. The vehicle speed sensor 18 detects the vehicle speed of the vehicle and outputs an electric signal corresponding to the vehicle speed to the AT-ECU 8.

  The engine ECU 20 controls an engine (not shown). The meter ECU 22 displays the selected range (P, R, N, D) or the like on the meter 24 based on the notification from the AT-ECU 8, and the selected range cannot be displayed due to the failure of the meter 24. In that case, the AT-ECU 8 is notified of the failure of the meter 24.

  FIG. 5 is a diagram illustrating an example of the meter 24. The meter 24 is a display device that is provided in front of the driver's seat and lights a selected range (P, R, N, D). The driver can check the range selected by the range displayed on the meter 24. The navigation system 26 is a system that displays the position of the vehicle. The CAN 28 is a network for the AT-ECU 8, the SBW ECU 10, the engine ECU 20, the meter ECU 22, and the navigation system 26 to communicate with each other.

  FIG. 6 is a block diagram relating to the control of the automatic transmission 16 of the AT-ECU 8 and the control of the actuator 12 of the SBW ECU 10. The automatic transmission 16 of the AT-ECU 8 is controlled by an initial learning instruction unit 80, a driver instruction calculation unit 82, an automatic operation calculation unit 84, an actuator operation instruction determination unit 86, a control shaft position calculation unit 88, and an actual position determination unit. 90 and AT control unit 92 are included. The initial learning instruction unit 80 instructs the SBW ECU 10 to perform initial learning when the vehicle is started (when the ignition switch is turned on).

  FIG. 7 is a functional block diagram of the driver instruction calculation unit 82. As shown in FIG. 7, the driver instruction calculation unit 82 includes a P instruction determination unit 110, a shift lever position determination unit 112, a meter failure determination unit 114, and a shift range determination unit 116. The P instruction determination unit 110 always determines whether or not the P switch 6 is turned on. The shift lever position determination unit 112 always determines whether the shift lever detection sensor 4 has an N range switch 60 # N, a D range switch 60 # D, or an R range switch 60 # R. Either the shift range of the range, the D range, or the R range is instructed, or the N range, the D range, the R range, or the P range is not instructed, and the shift lever 50 is positioned at the neutral position 56 # H. Judging what you are doing. The meter failure determination unit 114 determines whether or not a failure of the meter 24 is notified from the meter ECU 22.

  The shift range determination unit 116 has the following functions. (1) If it is determined that the P range is instructed, the shift range is determined to be the P range. (2) When any shift range of the N range, D range, and R range is instructed, the designated shift range is determined. (3) When any shift range of P range, N range, D range, and R range is not instructed, the shift lever 50 is positioned at the neutral position 56 # H, and the failure of the meter 24 is not notified, Does not change the shift range. That is, it is determined to hold the previous value of the shift range. (4) Any shift range of P range, N range, D range, and R range is not instructed, shift lever 50 is positioned at neutral position 56 # H, failure of meter 24 is notified, and vehicle state is predetermined. In this case, for example, when the vehicle speed detected by the vehicle speed sensor 18 is a low speed below a certain level, the N range is determined. The driver misunderstands the R range as the D range due to a failure of the meter 24 when the driver depresses the brake pedal and depresses the accelerator pedal when the vehicle is stopped, for example, when parked In addition, in order to avoid problems caused by the vehicle retreating unexpectedly, the N range is set so that the vehicle does not move forward or backward. (5) Any shift range of P range, N range, D range, and R range is not instructed, shift lever 50 is positioned at neutral position 56 # H, meter 24 is informed of failure, and vehicle state is predetermined. In this case, for example, when the vehicle speed detected by the vehicle speed sensor 18 is equal to or higher than a certain value, it is determined not to change the shift range, that is, to hold the previous value of the shift range. This is because if the vehicle speed is equal to or higher than a certain level, it is considered that the driver will not misunderstand the range depending on the traveling direction and speed of the vehicle, and inconvenience due to the N range being avoided.

  When the engine (not shown) is turned off, the automatic operation calculation unit 84 abuts the control shaft 15 on the P range, engages the parking ball with the parking gear, and fixes the output shaft of the automatic transmission 16 (automatic parking operation). The shift range is operated without operating the shift lever 2. The actuator operation instruction determination unit 86 instructs the SBW ECU 10 to switch to the shift range determined by the driver instruction calculation unit 82 or the automatic operation calculation unit 84.

  The control shaft position calculation unit 88 moves the control shaft 15 to any shift range of P, R, N, and D from the sensor output pattern output from the position sensor 14 and the expected value pattern when the output pattern of the position sensor 14 is correct. Calculate whether it is located. The actual position determination unit 90 is determined when the range position of the control shaft 15 calculated by the control shaft position calculation unit 88 is equal to the shift range calculated by the driver instruction calculation unit 82. The AT control unit 92 performs shift control according to the range determined by the actual position determination unit 90.

  The initial learning execution control unit 100 sets the detent lever to the P range when the position sensor 14 that detects the P, R, N, and D ranges has failed when the engine is started (ignition switch is turned on). If the position sensor 14 is not out of order, the shift range of any one of the P, R, N, and D ranges corresponding to the output pattern of the position sensor 14 is learned.

  The actuator operation determination unit 102 instructs the actuator control unit 104 on the shift range in accordance with the operation instruction from the actuator operation instruction determination unit 86. The actuator control unit 104 controls the driving force and driving direction of the motor of the actuator 12 and pushes it to the P range instructed by the initial learning execution control unit 100 or within the range instructed by the actuator operation determining unit 102. Switch. After learning the initial position, the actuator control unit 104 performs shift range switching control based on the initially learned shift range and the voltage indicating the rotation angle of the control shaft 15 output from the position sensor 14.

  FIG. 8 is a flowchart showing the processing of the driver instruction calculation unit 82, which is executed every 10 milliseconds, for example. In step S2, it is determined whether or not there is a P instruction by turning on the P switch 6. If a positive determination is made, the process proceeds to step S6. If a negative determination is made, the process proceeds to step S4. It is determined whether or not the shift lever 50 in step S4 is in the neutral position 56 # H. If a negative determination is made, the process proceeds to step S6. If a positive determination is made, the process proceeds to step S8.

  In step S6, a shift range or P range instruction of any of the R, N, and D ranges indicated by the sensor output of the shift lever position sensor 4 is determined. The determined shift range or P range is requested to the SBW ECU 10, and the control of the SBW ECU 10 causes the actuator 12 to switch the range switching unit to the corresponding shift range, and the AT control unit 92 determines the shift stage in the shift range. .

  In step S8, it is determined whether or not the meter 24 is normal. If a negative determination is made, the process proceeds to step S10. If a positive determination is made, the process proceeds to step S16. It is determined whether or not the shift range (AT position) selected in step S10 is the P range. If a positive determination is made, the process proceeds to step S16. If a negative determination is made, the process proceeds to step S12. In step S12, it is determined whether or not the vehicle speed detected by the vehicle speed sensor 18 is a low speed equal to or lower than a predetermined speed. If a negative determination is made, the process proceeds to step S16. If a positive determination is made, the process proceeds to step S14.

  In step S14, the N range is determined. The determined N range is requested to the SBW ECU 10, and the control of the SBW ECU 10 causes the actuator 12 to switch the range switching valve to the N range, and the AT control unit 92 determines the shift speed in the N range. In step S16, the shift range is not switched. That is, the previous value of the shift range of the automatic transmission 18 is held.

According to the first embodiment described above, even if the meter 24 is out of order, when the driver operates the shift lever 50, the shift range is switched according to the operation, so that the intention of the driver can be reflected. it can. Further, when the meter 24 fails and the driver cannot confirm the selected shift range, and the shift lever 50 is positioned at the neutral position 56 # H, the vehicle is at a low speed. Since the shift range is switched to the N range, it is possible to prevent transmission of driving force not intended by the driver.
Second Embodiment FIG. 9 is a schematic configuration diagram of a vehicle related to the control of an automatic transmission according to a second embodiment of the present invention. Components that are substantially the same as the components in FIG. It is attached. 10 and 11 are diagrams showing the shift device 150 in FIG. FIG. 12 is a view showing a display example of the meter 24.

  The shift device 150 includes a shift lever 160, a tilting / moving mechanism 162, a return mechanism 164, and a detent mechanism 166. Shift lever 160 is provided in the vicinity of the vehicle driver's seat, and is driven by the driver in either the front-rear direction or the left-right direction, for example, the forward direction from neutral position 180 # H to NN range position 180 # R, neutral position 180 # H. From the neutral position 180 # H to the R range position 180 # R, and the neutral position 180 # H to the D3 range position 180 # D3. It is a lever that is operated for this purpose.

  The tilting / moving mechanism 162 moves the shift lever 160 to the neutral position 180 # H and a plurality of different directions around it, for example, the N range position 180 # N, the D range position 180 # D, the R range position 180 # R and D3. It is possible to move between the range position 180 # D3.

  After the shift lever 160 moves forward to the N range position 180 # N and then moves to the left, it moves to the R range position 180 # R. After the shift lever 160 moves backward to the D range position 180 # D, it moves to the right to move to the D3 range position 180 # D3. For example, the D range automatically shifts from 1st to 5th speed, while the D3 range performs 1st to 3rd automatic shift.

  When the driver releases the shift lever 160 when the shift lever 160 is tilted to a predetermined position, for example, one of the N range position 180 # N and the D range position 180 # D, the return mechanism 164 Is returned to the neutral position 180 # H.

  When the shift lever 160 moves to a predetermined position, for example, the R range position 180 # R and the D3 range position 180 # D3, the detent mechanism 166 moves to the neutral position 180 # H even if the driver releases the shift lever 160. Stop at that position without returning. The range arrangement shown in FIG. 11 is from the viewpoint that the shift operation can be performed with the same feeling as the manual transmission. For example, the N range position 180 # N and the R range position 180 # R may be interchanged.

  In shift lever position sensor 152, shift lever 160 is positioned at neutral position 180 # H, R range position 180 # R, N range position 180 # N, D range position 180 # D, or D3 range position 180 # D3. Is detected and a detection signal is output. The sensor output is input to the AT-ECU 154. As will be described later, the AT-ECU 154 differs from the AT-ECU 8 in FIG. 1 in the shift range switching control when the meter 24 fails.

  FIG. 13 is a block diagram relating to the control of the automatic transmission 16 of the AT-ECU 154 and the control of the actuator 12 of the SBW ECU 10, and substantially the same components as those in FIG. ing. FIG. 14 is a functional block diagram of the driver instruction calculation unit 200 in FIG. 13, and components that are substantially the same as those in FIG. 7 are given the same reference numerals.

  The shift lever position determination unit 210 constantly monitors the output signal of the shift lever detection sensor 152, which shift range of the R range, the N range, the D range, and the D3 range is instructed, or the R range, Any of the N range, D range, and D3 range is not instructed, and it is determined whether the shift lever 160 is in the neutral position 180 # H.

  Detent mechanism determination unit 212 determines from the sensor output output from shift lever position sensor 152 whether shift lever 160 is positioned at the R range position or D3 range position where lever detent mechanism 166 does not return to neutral position 180 # H. . The return mechanism determination unit 214 determines whether the shift lever 160 is positioned at the neutral position 180 # H from the sensor output output from the shift lever position sensor 152 and the output of the P switch 6.

  The shift range determination unit 216 has the following functions. (1) If it is determined that the P range is instructed, the shift range is determined to be the P range. (2) When any shift range of the N range, D range, R range, and D3 range is instructed, the shift range instructed is determined. (3) When any shift range of the N range, D range, R range, and D3 range is not instructed, the shift lever 160 is in the neutral position 180 # H, and the failure of the meter 24 is not notified, Does not change the shift range. That is, it is determined to hold the previous value of the shift range. (4) Any shift range of the N range, D range, R range, and D3 range is not instructed, the shift lever 160 is positioned at the neutral position 180 # H, a failure of the meter 24 is notified, and the vehicle speed sensor 18 If the detected vehicle speed is a low speed below a certain level, the N range is selected. (5) Any shift range of the N range, D range, R range and D3 range is not instructed, and the shift lever 160 is moved to the range positions 180 # R and 180 # D3 where the detent mechanism 166 does not return to the neutral position 180 # H. If it is located, the shift range is not changed even if a failure of the meter 24 is notified. That is, it is determined to hold the previous value of the shift range. This is because the driver can check the position of the shift lever 160 instead of the meter 24. (6) Any shift range of the N range, D range, R range, and D3 range is not instructed, the shift lever 160 is positioned at the neutral position 180 # H, a failure of the meter 24 is notified, and the vehicle speed sensor 18 If the detected vehicle speed is above a certain level, the shift range is not changed. That is, it is determined to hold the previous value of the shift range.

  FIG. 15 is a flowchart showing the processing of the driver instruction calculation unit 200, which is executed every 10 milliseconds, for example. In step S50, it is determined whether or not a P instruction has been issued by turning on the P switch 6. If a positive determination is made, the process proceeds to step S54. If a negative determination is made, the process proceeds to step S52. In step S52, it is determined whether or not the shift lever 50 is in the neutral position 56 # H. If a negative determination is made, the process proceeds to step S54. If a positive determination is made, the process proceeds to step S56.

  In step S54, the shift range or P range instruction of any of the R, N, D, and D3 ranges indicated by the sensor output of the shift lever position sensor 152 is determined. The determined shift range or P range is requested to the SBW ECU 10, and the control of the SBW ECU 10 causes the actuator 12 to switch the range switching unit to the corresponding shift range, and the AT control unit 92 determines the gear position based on the shift range. Is done.

  In step S56, it is determined whether or not the meter 24 is normal. If a negative determination is made, the process proceeds to step S58. If a positive determination is made, the process proceeds to step S64. In step S58, it is determined whether or not the shift range (AT position) of the range switching unit is the P range. If a positive determination is made, the process proceeds to step S64. If a negative determination is made, the process proceeds to step S60. In step S60, it is determined whether or not the vehicle speed detected by the vehicle speed sensor 18 is a low speed equal to or lower than a predetermined speed. If a negative determination is made, the process proceeds to step S62. If a positive determination is made, the process proceeds to step S64.

  In step S62, the N range is determined. The determined N range is requested to the SBW ECU 10. Under the control of the SBW ECU 10, the actuator 12 switches the range switching unit to the N range, and the AT control unit 92 determines the gear position in the N range. In step S64, the shift range is not switched. In other words, the previous range of the shift range of the automatic transmission 16 is held (AT position previous value is held).

According to the second embodiment described above, there is an effect similar to that of the first embodiment, and the shift range that does not return to the neutral position by the detent mechanism 166 is not changed. More can be reflected.
Third Embodiment FIG. 16 is a schematic configuration diagram of a vehicle related to the control of an automatic transmission according to a third embodiment of the present invention. Components that are substantially the same as the components in FIG. It is attached. 17 and 18 show the shift device 250 in FIG. When the meter 24 is out of order under the control of the AT-ECU 252, the forced detent mechanism 166 moves the shift lever 50 from the neutral position 270 # H to a range position 270 # corresponding to the shift range indicated by the output of the position sensor 14. N, move to one of the range positions of 270 # D and 270 # R and do not return to the neutral position 270 # H.

  For example, by controlling the AT-ECU 252, the actuator moves the shift lever 50 in either the front-rear direction or the left-right direction against the urging force to return to the neutral position 270 # H by the spring of the return mechanism 54. The shift lever 50 is moved to a stationary position after moving from the neutral position 270 # H to any one of the N range positions 270 # N, 270 # D, and 270 # R.

  As will be described later, the AT-ECU 252 is different from the AT-ECU 8 in FIG. 1 in terms of shift range switching control when the meter 24 fails.

  FIG. 19 is a block diagram relating to the control of the automatic transmission 16 of the AT-ECU 252 and the control of the actuator 12 of the SBW ECU 10, and substantially the same components as those in FIG. ing. FIG. 20 is a functional block diagram of the driver instruction calculation unit 300 in FIG. 19, and components that are substantially the same as those in FIG. 7 are given the same reference numerals.

  The forced detent mechanism control unit 310 controls the forced detent mechanism 266 when the meter 24 fails or when the shift lever 50 is not operated, and the range position 270 corresponding to the shift range indicated by the output of the shift position sensor 14. After moving the shift lever 50 to #N, 270 # R, 270 # D, it stops. Thereby, even if the meter 24 is out of order, the driver can confirm the shift range because the shift lever 50 is located at the range position corresponding to the shift range of the range switching unit.

  The forced detent mechanism release control unit 312 controls the forced detent mechanism 266 when the meter 24 breaks down and when the shift lever 50 is operated, so that the range positions 270 # N, 270 # R, 270 of the shift lever 50 are controlled. Release stop at #D. That is, the shift lever 50 can be tilted to a desired range position. For example, when the shift lever 50 is operated, the sensor detects that the force acting on the forced detent mechanism 266 from the shift lever 50 is greater than or equal to a certain level, thereby detecting that the shift lever 50 is being operated. The shift range determination unit 314 determines the shift range indicated by the output of the shift lever position sensor 4 and the P switch regardless of the failure of the meter 24.

  FIG. 21 is a flowchart showing processing of the driver instruction calculation unit 300, which is executed every 10 milliseconds, for example. In step S10, it is determined whether or not there is a P instruction by turning on the P switch 6. If a positive determination is made, the process proceeds to step S104. If a negative determination is made, the process proceeds to step S102. In step S102, it is determined whether or not the shift lever 50 is in the neutral position 270 # H. If a negative determination is made, the process proceeds to step S104. If a positive determination is made, the process proceeds to step S116.

  In step S104, it is determined whether or not the meter 24 is normal. If a positive determination is made, the process proceeds to step S110. If a negative determination is made, the process proceeds to step S106. In step S106, it is determined whether or not the shift lever 50 has been operated. If a positive determination is made, the process proceeds to step S108. If a negative determination is made, the process ends. In step S108, the forced detent mechanism 266 is released, and the shift lever 50 can be tilted to a desired range. In step S110, an R, N, or D range shift range indicated by the sensor output of the shift lever position sensor 4 or a P range instruction is determined. The determined shift range or P range is requested to the SBW ECU 10, and the control of the SBW ECU 10 causes the actuator 12 to switch the range switching unit to the corresponding shift range, and the AT control unit 92 determines the gear position based on the shift range. Is done.

  In step S112, it is determined whether the meter 24 is normal. If a negative determination is made, the process proceeds to step S114. If a positive determination is made, the process proceeds to step S118. In step S114, it is determined whether or not the current shift range is the P range. If a positive determination is made, the process proceeds to step S118. If a negative determination is made, the process proceeds to step S116. In step S116, the forced detent mechanism 268 is controlled, and the shift lever 50 is moved to any one of the range positions 270 # N, 270 # R, and 270 # D corresponding to the shift range indicated by the output of the position sensor 14, It is not returned to the neutral position 270 # H. In step S118, the shift range is not switched. That is, the previous value of the shift range of the automatic transmission is held.

  According to the third embodiment described above, even if the meter 24 breaks down, the shift lever is moved to the shift position of the shift range by the forced detent mechanism, so that the driver can check the shift range and safety. Can be secured.

  In the third embodiment, when the meter 24 fails, the shift lever is moved to the shift range position by the forced detent mechanism. Instead, a voice switch is provided, and the driver presses the voice switch to shift the shift lever. It is also possible to inform the driver of the shift range by announcing the shift range under the control of the AT-ECU.

It is a schematic block diagram concerning control of an automatic transmission by a 1st embodiment of the present invention. It is a functional block diagram of the shift apparatus in FIG. It is a figure which shows the shift lever in FIG. It is a figure which shows the shift lever position sensor in FIG. It is a figure which shows the meter in FIG. It is a block diagram concerning control of an automatic transmission of AT-ECU and control of an actuator of SBW ECU. It is a functional block diagram of the automatic operation calculating part in FIG. It is a process flowchart of an automatic operation calculating part. It is a schematic block diagram which concerns on control of the automatic transmission by 2nd Embodiment of this invention. FIG. 10 is a functional block diagram of the shift device in FIG. 9. It is a figure which shows the shift lever in FIG. It is a figure which shows the meter in FIG. It is a block diagram concerning control of an automatic transmission of AT-ECU and control of an actuator of SBW ECU. It is a functional block diagram of the automatic operation calculating part in FIG. It is a process flowchart of the automatic operation calculating part in FIG. It is a schematic block diagram which concerns on control of the automatic transmission by 3rd Embodiment of this invention. It is a functional block diagram of the shift apparatus in FIG. It is a figure which shows the shift lever in FIG. It is a block diagram concerning control of an automatic transmission of AT-ECU and control of an actuator of SBW ECU. It is a functional block diagram of the automatic operation calculating part in FIG. It is a process flowchart of the automatic operation calculating part in FIG.

Explanation of symbols

2 Shift device 4 Shift lever position sensor 6 P switch 8 AT-ECU
10 SBW ECU
12 Actuator 14 Position Sensor 15 Control Shaft 110 P Instruction Determination Unit 112 Shift Lever Position Determination Unit 114 Meter Failure Determination Unit 116 Shift Range Determination Unit

Claims (3)

A control device for an automatic transmission comprising an actuator for switching a plurality of shift ranges of the automatic transmission and a shift control device for controlling the operation of the actuator based on an operation instruction,
A shift lever provided to be movable between a neutral position and a shift position indicating a plurality of shift ranges set in different directions around the neutral position;
For operation to two or more shift positions among the plurality of shift positions, a return mechanism that returns the shift lever to the neutral position;
A display device for displaying a shift range instructed by operation of the shift lever;
Failure determination means for determining failure of the display device;
When it is determined by the failure determination means that the display device is defective, when the shift lever is operated, the shift range is switched to a shift range corresponding to any one of the shift positions of the shift lever. The shift control device is instructed to operate, and when the failure determination means determines that the display device is defective, the shift lever is not operated and the current shift range switched by the actuator is In response to the operation of the shift lever returned by the return mechanism, and when the speed is below a predetermined speed, shift range determining means for instructing the shift control device to switch to the neutral range;
A control device for an automatic transmission, comprising:   The operation to the predetermined range position among the plurality of shift positions further includes a detent mechanism that does not return to the neutral position, and the shift range determination means determines that the display device is in failure by the failure determination means. 2. The automatic transmission control device according to claim 1, wherein the current shift range is not changed when the current shift range corresponds to an operation of the shift lever that is not returned by the detent mechanism. . A control device for an automatic transmission comprising an actuator for switching a plurality of shift ranges of the automatic transmission and a shift control device for controlling the operation of the actuator based on an operation instruction,
A shift lever provided to be movable between a neutral position and a shift position indicating a plurality of shift ranges set in different directions around the neutral position;
For operation of the shift lever to two or more shift positions among the plurality of shift positions, a return mechanism that returns the shift shift lever to the neutral position;
A display device for displaying a shift range instructed by operation of the shift lever;
Failure determination means for determining failure of the display device;
When it is determined by the failure determination means that the display device is defective, the shift lever is not operated, and the current shift range switched by the actuator is returned by the return mechanism. When responding to an operation, a forced detent mechanism that moves the shift lever to the shift position corresponding to the operation and does not return the shift lever to the neutral position;
A control device for an automatic transmission, comprising:

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