JP2009121516A - Abnormality determination device of shift changeover mechanism - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To highly accurately discriminate a failure in a shift change mechanism while suppressing the behavior of a vehicle contrary to a driver's intention. <P>SOLUTION: An SBW-ECU executes a program that includes: a step in which, when a monitor flag is ON (YES at 300), a starting clutch is released (S302); a step in which a shift position is changed over (S304); a step in which a failsafe processing is executed (S316) if the change of a counter value of an encoder or the change of an output value of an output shaft sensor is inappropriate (NO at S306 or NO at S308); and a step in which the starting clutch is engaged (S312) when the change of the counter value of the encoder or the change of the output value of the output shaft sensor is appropriate (YES at S306 or YES at S308) and when the change of the shift position is completed (YES at S310). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to abnormality determination of a shift switching mechanism that switches the shift position of an automatic transmission using an actuator, and more particularly to a technique for accurately detecting a failure of the shift switching mechanism.

  2. Description of the Related Art Conventionally, there is known a shift switching mechanism that switches a shift position (also referred to as a range in the following description) of an automatic transmission with an actuator in accordance with a shift lever operation by a driver.

  According to such a shift switching mechanism, since an electric motor (for example, a DC motor) is used as a power source for shifting the shift position, for example, the shift position of the automatic transmission is directly switched by the operating force of the shift lever by the driver. Unlike a general switching mechanism, it is not necessary to mechanically connect the shift lever and the shift switching mechanism. Therefore, there is no layout restriction when mounting each of these parts on a vehicle, and the degree of design freedom can be increased. Further, there is an advantage that the assembling work to the vehicle can be easily performed.

  On the other hand, when a failure occurs in the shift switching mechanism, it is necessary to accurately determine the failure and quickly execute fail-safe processing.

  For example, Japanese Patent Application Laid-Open No. 2004-125061 (Patent Document 1) appropriately controls an automatic transmission with respect to occurrence of a failure of an actuator that operates a manual shaft in an automatic transmission using shift-by-wire control. A control device for an automatic transmission is disclosed. The control device has a plurality of shift range positions corresponding to a plurality of shift ranges of the automatic transmission, and selects one of the plurality of shift range positions as a target range position by a driver's switching operation. Target range position command means for converting the range position into an electrical signal and outputting it as a target range position signal; actual range switching means for switching the actual range of the automatic transmission according to the target range position signal; Actual range position detecting means for converting the range position into an electrical signal and detecting it as an actual range position signal; shift abnormality determining means for determining an abnormality when the target range position signal differs from the actual range position signal; Power transmission path cutting means for cutting the power transmission path from the output shaft of the engine to the drive wheels via the automatic transmission when the means is determined to be abnormal. Characterized in that it obtain.

According to the automatic transmission control device disclosed in the above-mentioned publication, when the target range position and the actual range position do not coincide with each other, it is possible to prevent a situation in which the vehicle suddenly starts or reverses against the driver's intention. Is possible. In addition, when the discrepancy is resolved by the driver's shift selection switch operation, etc., by reconnecting the power transmission path, a shift range in which the shift range intended by the driver and the shift range on the transmission side coincide with each other is set. It becomes possible to move a vehicle using.
JP 2004-125061 A

  However, in order to determine the failure of the shift switching mechanism, for example, when the failure is determined by switching between the forward travel position and the reverse travel position, the forward travel position and the reverse travel position in the transmission regardless of the driver's intention. Therefore, the vehicle may move in the direction opposite to the driver's intention. Therefore, there is a problem that the driver feels that the behavior of the vehicle is not normal when determining the failure of the shift switching mechanism.

  In the automatic transmission control device disclosed in the above-mentioned publication, the power transmission path is only cut off at the time when the mismatch between the actual range position and the target range position is determined. Can not be solved.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a shift switching mechanism that accurately determines a failure of the shift switching mechanism while suppressing the behavior of the vehicle against the driver's intention. It is providing the abnormality determination apparatus of this.

  An abnormality determination device for a shift switching mechanism according to a first aspect of the present invention switches to any one of a plurality of shift positions by driving an actuator in response to a switching signal for a shift position corresponding to the traveling state of the vehicle. An abnormality determination device for a shift switching mechanism. The abnormality determination device includes a detection unit for detecting a physical quantity related to a vehicle state, and a determination unit for determining whether or not the vehicle state based on the detected physical quantity satisfies a predetermined condition. When the predetermined condition is satisfied, a limit means for restricting the movement of the vehicle, and by driving the actuator to switch the shift position together with the restriction of the movement of the vehicle by the restriction means, a failure occurs in the shift switching mechanism. Failure determination means for determining whether or not the failure has occurred.

  According to the first invention, when a predetermined condition for starting the fail determination of the shift switching mechanism is satisfied, the movement of the vehicle is restricted and the actuator is driven to perform the fail determination. Therefore, at the time of fail determination, for example, even if the vehicle is switched to either the forward travel position or the reverse travel position and the vehicle can move forward or backward, the movement of the vehicle is limited, so the driver's movement is limited. Unintentional vehicle behavior is suppressed. In addition, since the movement of the vehicle is limited, it is possible to determine the failure by switching the shift position without causing the driver to feel uncomfortable in any combination of the plurality of shift positions. Can be accurately determined. Furthermore, even if it is determined that the shift switching mechanism has failed, if the vehicle movement restriction is maintained, the behavior of the vehicle against the driver's intention caused by the shift switching mechanism failure is suppressed, and the fail-safe Can be implemented. Therefore, it is possible to provide an abnormality determination device for a shift switching mechanism that accurately determines a failure of the shift switching mechanism while suppressing the behavior of the vehicle against the driver's intention.

  In the abnormality determination device for the shift switching mechanism according to the second invention, in addition to the configuration of the first invention, the limiting means is a reduction for reducing the degree of power transmitted from the drive source of the vehicle to the drive wheels. Including means.

  According to the second invention, the movement of the vehicle is restricted by reducing the power transmitted from the drive source of the vehicle to the drive wheels. Therefore, at the time of fail determination, for example, even if the vehicle is switched to either the forward travel position or the reverse travel position and the vehicle can move forward or backward, the movement of the vehicle is limited, so the driver's movement is limited. Unintentional vehicle behavior is suppressed.

  In the abnormality determination device for the shift switching mechanism according to the third aspect of the invention, in addition to the configuration of the second aspect of the invention, the vehicle is equipped with a transmission provided with a friction engagement element that is engaged when the vehicle starts. The reducing means includes means for controlling the amount of actuation of the friction engagement element such that the friction engagement element is released.

  According to the third invention, since the operation amount is controlled so that the frictional engagement element is released, the power transmitted from the drive source of the vehicle to the drive wheels can be reduced or cut off. By reducing or blocking the power transmitted from the drive source to the drive wheels, the movement of the vehicle can be limited.

  In the abnormality determination device for the shift switching mechanism according to the fourth invention, in addition to the configuration of the second invention, the vehicle is connected to an internal combustion engine mounted on the vehicle and an output shaft of the internal combustion engine, and A first rotating electrical machine that generates electric power based on power and a power split mechanism that transmits the power of the internal combustion engine to the wheel shaft of the vehicle are included. The power split mechanism splits the input power of the internal combustion engine into driving force to the wheel shaft or power to the first rotating electrical machine. Between the power split mechanism and the wheel shaft, a second rotating electrical machine that provides driving force to the wheel shaft is provided. The restricting means includes means for controlling the first rotating electric machine and the second rotating electric machine so that the vehicle maintains the stopped state.

  According to the fourth invention, for example, both the first rotating electrical machine and the second rotating electrical machine are deactivated, or power is supplied to the first rotating electrical machine and the second rotating electrical machine to drive the drive wheels. The movement of the vehicle can be limited by limiting the rotation or maintaining the vehicle in a stopped state.

  In the abnormality determination device for the shift switching mechanism according to the fifth aspect of the invention, in addition to the configuration of the first aspect of the invention, the limiting means includes means for increasing the braking force of the vehicle.

  According to the fifth aspect, the movement of the vehicle can be limited by increasing the braking force of the vehicle.

  In the abnormality determination device for the shift switching mechanism according to the sixth aspect of the invention, in addition to the configuration of any one of the first to fifth aspects, the predetermined condition ensures that the vehicle is safe when making a failure determination. This is a possible condition.

  According to the sixth invention, at the time of fail determination, the shift position is switched by driving the actuator regardless of the driver's intention. Therefore, it is determined that the condition for ensuring the safety of the vehicle is satisfied when determining the fail. By performing this, the safety of the vehicle can be ensured.

  In the abnormality determination device for the shift switching mechanism according to the seventh aspect of the invention, in addition to the configuration of the sixth aspect of the invention, the conditions under which the safety of the vehicle can be ensured when determining the failure are the vehicle stop state, the brake operation This is a condition for at least one of the state, the state of the driver, and the state around the vehicle.

  According to the seventh invention, at the time of the failure determination, the shift position is switched by driving the actuator regardless of the driver's intention, so that the vehicle stop state, the brake operation state, the driver state, and the surroundings of the vehicle If the condition for at least one of the states is satisfied, a failure is determined, so that the failure of the shift switching mechanism can be accurately determined while ensuring the safety of the vehicle.

  In the abnormality determination device for the shift switching mechanism according to the eighth invention, in addition to the configuration of the sixth or seventh invention, the predetermined condition is that the shift position of the transmission is either the forward travel position or the reverse travel position. The condition that the vehicle is in the shift position, the condition that the temperature of the hydraulic oil in the transmission is lower than the predetermined temperature, and the state where the vehicle speed is lower than the predetermined speed continue for a predetermined time. Including the condition to do.

  According to the eighth invention, at the time of failure determination, the shift position is switched by driving of the actuator regardless of the driver's intention, so that the shift position is one of the forward travel position and the reverse travel position. Satisfying the condition, the condition that the temperature of the hydraulic oil in the transmission is lower than the predetermined temperature, and the condition that the state where the vehicle speed is lower than the predetermined speed continues for a predetermined time. By determining the failure, it is possible to accurately determine the failure of the shift switching mechanism while ensuring the safety of the vehicle.

  In the abnormality determination device for the shift switching mechanism according to the ninth invention, in addition to the configuration of any one of the first to eighth inventions, the plurality of shift positions are different from the first shift position and the first shift position. And a second shift position. The abnormality determination device further includes an operation amount detection means for detecting a physical quantity corresponding to the operation amount of the actuator. The fail determining means is configured to change the detected physical quantity when switching between the first shift position and the second shift position, and to change the physical quantity when switching between the first shift position and the second shift position. Means for determining that a failure has occurred in the shift switching mechanism if it does not correspond to a predetermined aspect of.

  According to the ninth invention, the fail determination means is configured to change the detected physical quantity between the first shift position and the second shift position when switching between the first shift position and the second shift position. The shift switching mechanism does not switch the shift position properly unless it corresponds to a predetermined mode (for example, the encoder counter value and / or the counter value change amount). Can be determined. Therefore, it can be accurately determined that a failure has occurred in the shift switching mechanism.

  In the abnormality determination device for the shift switching mechanism according to the tenth invention, in addition to the configuration of the ninth invention, at least the forward travel position and the reverse drive when the first shift position and the second shift position are switched. Via the driving position.

  According to the tenth aspect of the invention, the malfunction of the vehicle in the front-rear direction due to the failure of the shift switching mechanism may occur when switching between the forward travel position and the reverse travel position. For this reason, if at least the forward travel position and the reverse travel position are routed when the first shift position and the second shift position are switched, a failure determination at the time of shift position switching causes the vehicle to move in the front-rear direction. It is possible to accurately determine a failure of the shift switching mechanism that may cause a malfunction.

  An abnormality determination device for a shift switching mechanism according to an eleventh aspect of the invention includes, in addition to the configuration of any one of the first to tenth inventions, a predetermined cancellation when a failure of the shift switching mechanism is determined by the failure determination means. If the condition is satisfied, the actuator further includes means for controlling the actuator to switch to a shift position corresponding to the switching signal, and means for releasing the restriction on the movement of the vehicle by the restriction means.

  According to the eleventh aspect of the present invention, when a predetermined stop condition is satisfied at the time of fail determination, the fail determination is stopped, the shift position is changed according to the switching signal, and the restriction on the movement of the vehicle is released. It is possible to suppress the behavior of the vehicle against the intention of the person.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  FIG. 1 shows a configuration of a shift control system 10 including an abnormality determination device for a shift switching mechanism according to the present embodiment. Shift control system 10 according to the present embodiment is used for switching the shift position of a vehicle. The shift control system 10 includes a shift operation unit 20, an actuator unit 40, a shift switching mechanism 48, an automatic transmission 30, an SBW (Shift By Wire) -ECU (Electronic Control Unit) 50, and an ECT (Electronic Controlled Automatic). Transmission) -ECU 52, EFI (Electronic Fuel Injection) -ECU 54, VSC (Vehicle Stability Control) -ECU 56, meter 58, oil temperature sensor 60, accelerator opening sensor 62, vehicle speed sensor 64, brake pressure Sensor 66.

  The shift operation unit 20 includes a P switch 22 and a shift switch 24. The actuator unit 40 includes an actuator 42, an output shaft sensor 44, and an encoder 46.

  In the configuration as described above, the shift control system 10 functions as a shift-by-wire system that switches the shift position by electrical control. Specifically, the shift switching mechanism 48 is driven by the actuator 42 to switch the shift position. The abnormality determination device for the shift switching mechanism according to the present embodiment is realized by SBW-ECU 50.

  The P switch 22 is a switch for switching the shift position between a parking position (hereinafter referred to as “P position”) and a position other than parking (hereinafter referred to as “non-P position”). And an input unit (not shown) for receiving an instruction from the driver. The driver inputs an instruction to put the shift position into the P position through the input unit. The input unit may be a momentary switch. A P command signal indicating an instruction from the driver received by the input unit is transmitted to the SBW-ECU 50. In addition, the shift position may be switched from the non-P position to the P position by using a device other than the P switch 22.

  The SBW-ECU 50 controls the operation of the actuator 42 that drives the shift switching mechanism 48 in order to switch the shift position between the P position and the non-P position, and indicates the current shift position state with an indicator (see FIG. (Not shown). When the driver depresses the input portion of the P switch 22 when the shift position is a non-P position, the SBW-ECU 50 switches the shift position to the P position and presents the indicator that the current shift position is the P position. .

  The actuator 42 is configured by a switched reluctance motor (hereinafter referred to as “SR motor”), and receives an actuator control signal from the SBW-ECU 50 to drive the shift switching mechanism 48. The encoder 46 rotates integrally with the actuator 42 and detects the rotation state of the SR motor. The encoder 46 of the present embodiment is a rotary encoder that outputs A-phase, B-phase, and Z-phase signals. The SBW-ECU 50 obtains a signal output from the encoder 46, grasps the rotation status of the SR motor, and controls energization for driving the SR motor.

  The shift switch 24 describes the shift position as a forward travel position (hereinafter referred to as “D position”), a reverse travel position (hereinafter referred to as “R position”), and a neutral position (hereinafter referred to as “N position”). ), Or a switch for releasing the P position when the position is switched to the P position. A switching signal (hereinafter also referred to as a shift signal) indicating an instruction from the driver received by the shift switch 24 is transmitted to the SBW-ECU 50. That is, shift switch 24 transmits to SBW-ECU 50 a shift signal indicating a shift position corresponding to the position of an operation member (for example, shift lever) operated by the driver. The SBW-ECU 50 performs control to switch the shift position in the automatic transmission 30 by the actuator 42 based on a shift signal indicating an instruction from the driver, and presents the current shift position state to the meter 58.

  More specifically, the SBW-ECU 50 includes a shift position corresponding to the position of the shift lever based on the shift signal received from the shift switch 24, and a shift position based on the rotation amount of the actuator 42 detected by the encoder 46 and the like. If they are different, the actuator 42 is driven so as to switch to the shift position corresponding to the position of the shift lever.

  In the present embodiment, the automatic transmission 30 is described as being a stepped automatic transmission, but is not particularly limited thereto, and may be, for example, a continuously variable automatic transmission.

  The automatic transmission 30 is provided with a hydraulic circuit including various valves such as a manual valve, for example, and the shift position and the power transmission state are changed by a change in hydraulic pressure in the hydraulic circuit. More specifically, the automatic transmission 30 includes a planetary gear mechanism and friction such as a brake element and a clutch element that change a rotation mode of each rotation element (that is, a sun gear, a carrier, a ring gear, and the like) of the planetary gear mechanism. An engagement element is provided.

  The manual valve is provided with a spool valve so as to slide inside the manual valve. When the spool valve is moved to a position corresponding to each shift position, the hydraulic pressure in the hydraulic circuit changes according to the moved position.

  At this time, the engagement force in the friction engagement element changes according to the change in the hydraulic pressure in the hydraulic circuit, and the automatic transmission 30 changes to a state corresponding to each shift position. That is, the power transmission state from the engine to the drive wheels in the automatic transmission 30 (for example, any one of forward, reverse, and power cut states or a gear ratio) changes. The engagement force in these friction engagement elements is controlled by the ECT-ECU 52 using various solenoid valves provided in the hydraulic circuit.

  Shift switching mechanism 48 includes a shaft coupled to actuator 42. The shaft is provided with a detent plate which will be described later. The detent plate is connected to a spool valve of a manual valve of the automatic transmission 30 with a rod or the like interposed. The spool valve of the manual valve may be directly connected to the shaft.

  The shaft is rotated by an actuator 42. Further, the rotation of the shaft enables the spool valve to move to a position corresponding to each shift position (that is, D position, R position, and N position).

  That is, when the actuator 42 reaches the rotational position corresponding to the D position, the spool valve is moved to a position corresponding to the D position. Further, when the actuator 42 reaches the rotational position corresponding to the R position, the spool valve is moved to a position corresponding to the D position. Further, when the actuator 42 reaches the rotational position corresponding to the N position, the spool valve is moved to a position corresponding to the N position.

  In the present embodiment, the actuator 42 is described as being an electric motor that is rotationally driven. However, the actuator 42 is not particularly limited to rotational driving, and may be, for example, linearly driven. The actuator 42 is not particularly limited to an electric motor.

  The output shaft sensor 44 detects the rotational position of the shaft 102. Specifically, it is connected to the SBW-ECU 50 and transmits a signal (rotational position signal) indicating the rotation angle of the shaft 102 to the SBW-ECU 50. The SBW-ECU 50 detects the shift position based on the received signal indicating the rotational position. A range of predetermined output values corresponding to each shift position is determined in the memory of the SBW-ECU 50, and the SBW-ECU 50 determines that the received signal indicating the rotation angle of the shaft 102 corresponds to each shift position. By determining which of these corresponds to, the currently selected shift position is determined. In the present embodiment, the change in the output value of the output shaft sensor 44 has a linear relationship with the change in the rotational position (angle) of the shaft 102. The output shaft sensor 44 detects the rotation angle of the shaft 102 that is a physical quantity corresponding to the operation amount of the actuator 42.

  The oil temperature sensor 60 detects the temperature of hydraulic oil in the automatic transmission 30 (hereinafter referred to as oil temperature). The oil temperature sensor 60 is connected to the ECT-ECU 52 and transmits a signal indicating the detected oil temperature to the ECT-ECU 52. The ECT-ECU 52 transmits a signal indicating the oil temperature received from the oil temperature sensor 60 to the SBW-ECU 50.

  The accelerator opening sensor 62 detects the operation amount of the accelerator pedal. The accelerator opening sensor 62 is connected to the EFI-ECU 54 and transmits a signal indicating the detected accelerator opening to the EFI-ECU 54. The EFI-ECU 54 transmits a signal indicating the accelerator opening received from the accelerator opening sensor 62 to the SBW-ECU 50.

  The vehicle speed sensor 64 detects a physical quantity corresponding to the speed of the vehicle. For example, the vehicle speed sensor 64 may detect the rotational speed of the wheel, may detect the rotational speed of the output shaft of the automatic transmission 30, or may directly detect the speed of the vehicle. You may make it detect.

  In the present embodiment, vehicle speed sensor 64 is connected to VSC-ECU 56 and transmits a signal indicating the detected vehicle speed to VSC-ECU 56. The VSC-ECU 56 transmits a signal indicating the vehicle speed received from the vehicle speed sensor 64 to the SBW-ECU 50.

  The brake pressure sensor 66 detects the pressure in a brake master cylinder (not shown). The brake pressure sensor 66 is connected to the VSC-ECU 56 and transmits a signal indicating the detected brake pressure to the VSC-ECU 56. The VSC-ECU 56 transmits a signal indicating the accelerator opening received from the brake pressure sensor 66 to the SBW-ECU 50.

  The oil temperature sensor 60, the accelerator opening sensor 62, the vehicle speed sensor 64, and the brake pressure sensor 66 may be directly connected to the SBW-ECU 50, or the ECT-ECU 52, the EFI-ECU 54, and the VSC-ECU 56. You may make it connect with at least any one.

  The ECT-ECU 60 determines the automatic transmission based on the oil temperature detected by the oil temperature sensor 60 and the physical quantities related to the state of the automatic transmission 30 (for example, the turbine rotational speed, the output shaft rotational speed, and the engine rotational speed). 30 shift states are controlled.

  The EFI-ECU 54 controls the output of the engine, which is an internal combustion engine, based on the accelerator opening detected by the accelerator opening sensor 62 and physical quantities (for example, water temperature, intake air amount, etc.) related to the state of the engine. .

  The VSC-ECU 56 controls the brake hydraulic pressure based on a physical quantity (for example, wheel speed) related to the behavior of the vehicle in addition to the brake hydraulic pressure detected by the brake pressure sensor 66.

  The meter 58 presents the state of the vehicle equipment, the state of the shift position, and the like. Further, the meter 58 is provided with a display unit (not shown) for displaying instructions, warnings, and the like for the driver issued by the SBW-ECU 50.

  FIG. 2 shows the configuration of the shift switching mechanism 48. Hereinafter, the shift position includes a P position and a non-P position (including R, N, and D positions, and in addition to the D position, the D1 position fixed at the first speed and the D2 position fixed at the second speed). including.

  The actuator 42 is connected to the shaft 102 with a speed reduction mechanism 68 interposed. That is, the rotation speed of the actuator 42 is transmitted to the shaft 102 decelerated by the decelerating mechanism 68. The speed reduction mechanism 68 is constituted by a plurality of gears, for example.

  The shift switching mechanism 48 is fixed to the shaft 102 rotated by the actuator 42, the detent plate 100 that rotates as the shaft 102 rotates, the rod 104 that operates as the detent plate 100 rotates, and the output shaft of the automatic transmission 30. A parking lock gear 108, a parking lock pole 106 for locking the parking lock gear 108, a detent spring 110 and a roller 112 for limiting the rotation of the detent plate 100 and fixing the shift position. The detent plate 100 is driven by the actuator 42 to switch the shift position. The actuator 42 is provided with an encoder 46. The encoder 46 functions as a counting unit that acquires a count value corresponding to the rotation amount of the actuator 42.

  The encoder 46 is a sensor that detects a rotor rotation angle by generating a pulse signal during rotation by a magnet and a Hall IC arranged at equal intervals on the rotor of the electric motor. The encoder 46 increases the counter value as the amount of rotation of the actuator 42 increases (or decreases the counter value if the rotating direction is the negative direction). A signal indicating a counter value in the encoder 46 (hereinafter also referred to as a count signal) is transmitted to the SBW-ECU 50. The SBW-ECU 50 detects the rotation amount of the actuator 42 based on the increment or decrement of the counter value. Alternatively, the SBW-ECU 50 may detect the rotation amount of the shaft 102 based on the increment or decrement of the counter value and the reduction ratio in the reduction mechanism 68.

  In the perspective view of FIG. 2, only the valley (P position position) of the detent plate 100 is shown, but actually, as shown in the enlarged plan view of FIG. There are four valleys corresponding to the four positions of R and P. In the following description, switching between the P position and the non-P position will be described assuming that the positions D, N, and R are (collectively) non-P positions.

  FIG. 2 shows a state when the shift position is a non-P position. In this state, since the parking lock pole 106 does not lock the parking lock gear 108, the rotation of the drive shaft of the vehicle is not hindered. When the shaft 42 is rotated clockwise by the actuator 42 from this state, the rod 104 is pushed in the direction of the arrow A shown in FIG. 2 via the detent plate 100, and parking is performed by the taper portion provided at the tip of the rod 104. The lock pole 106 is pushed up in the direction of arrow B shown in FIG. As the detent plate 100 rotates, one of the two valleys provided at the top of the detent plate 100, that is, the roller 112 of the detent spring 110 in the non-P position position 120, climbs over the mountain 122 and goes to the other valley. That is, the process moves to the P position position 124. The roller 112 is provided on the detent spring 110 so as to be rotatable in its axial direction. When the detent plate 100 rotates until the roller 112 reaches the P position position 124, the parking lock pole 106 is pushed up to a position where the protruding portion of the parking lock pole 106 is fitted between the teeth of the parking lock gear 108. Thereby, the drive shaft of the vehicle is mechanically fixed, and the shift position is switched to the P position.

  In the shift control system 10 according to the present embodiment, the SBW-ECU 50 includes a detent spring in order to reduce the load on the components of the shift switching mechanism such as the detent plate 100, the detent spring 110, and the shaft 102 when the shift position is switched. The amount of rotation of the actuator 42 is controlled so as to reduce the impact when the 110 roller 112 falls over the mountain 122.

  When the rotation position of the actuator 42 (relative position of the roller 112 on the detent plate 100) based on the rotation amount detected by the encoder 46 is within a predetermined range corresponding to the P position, the SBW-ECU 50 shifts the shift position. Is in the P position.

  On the other hand, in SBW-ECU 50, based on the rotation amount detected by encoder 46, the rotation position of actuator 42 is within a predetermined range corresponding to a non-P position (for example, any one of D, R, and N). Sometimes, it is determined that the shift position is a non-P position.

  The SBW-ECU 50 detects the rotation amount of the actuator 42 based on the counter value detected by the encoder 46.

  The SBW-ECU 50 sets the position of at least one shift position among the plurality of shift positions based on the rotational position of the actuator regulated by the regulating member. Therefore, SBW-ECU 50 determines which shift position is the P position, R position, N position, or D position based on the counter value detected by encoder 46.

  Note that the SBW-ECU 50 may determine the position of the shift position based on the output value of the output shaft sensor 44 instead of or in addition to the encoder 46.

  In the shift control system 10 having the above-described configuration, the present invention satisfies a predetermined condition in which the SBW-ECU 50 starts a fail determination of the shift switching mechanism 48 based on a physical quantity related to the state of the vehicle. And determining whether or not a failure has occurred in the shift switching mechanism 48 by driving the actuator so as to limit the movement of the vehicle and switch the shift position when a predetermined condition is satisfied. It has the characteristics. Here, the failure means a state where the shift position cannot be normally switched due to a mechanical failure of the rotor inside the actuator 42, the gear of the speed reduction mechanism 68, the manual shaft inside the automatic transmission 30, and the detent plate 100. .

  Specifically, the SBW-ECU 50 reduces the degree of power transmitted from the drive source of the vehicle to the drive wheels. In the present embodiment, the SBW-ECU 50 controls the operation amount of the friction engagement element so that the friction engagement element that is engaged when the vehicle starts is released via the ECT-ECU 52, so that the drive wheel is driven. Cut off the transmitted power. The friction engagement element is a start clutch that is engaged when the vehicle starts.

  The predetermined condition for starting the fail determination is a condition that can ensure the safety of the vehicle when the fail is determined. “Conditions that can ensure vehicle safety when determining a failure” include a vehicle stop state, a brake operation state, a driver state, and a state around the vehicle (for example, whether there is an obstacle). Is a condition for at least one of the states. Whether or not the conditions regarding the stop state of the vehicle are satisfied is detected by, for example, the vehicle speed detected by the vehicle speed sensor 64, the shift position detected by the encoder 46 or the output shaft sensor 44, and the oil temperature sensor 60. Whether or not the condition about the brake operation state is satisfied depends on the brake hydraulic pressure detected by the brake pressure sensor 66, the stop lamp switch, etc., and the brake pedal operation amount. It may be determined based on the condition, and whether or not the condition about the state around the vehicle is satisfied is determined based on the presence or absence of an obstacle around the vehicle detected by a camera, a millimeter wave radar, or the like. Whether or not the condition about the driver's condition is satisfied is determined by the driver or the infrared sensor. Energized, it may be determined based on the facial expressions.

  In the present embodiment, the predetermined conditions are that the shift position of the automatic transmission 30 is one of the forward travel position and the reverse travel position, and the temperature of the hydraulic oil in the automatic transmission 30. Includes a condition that the vehicle speed is lower than a predetermined temperature and a condition that a state where the vehicle speed is lower than the predetermined speed continues for a predetermined time.

  Therefore, in the present embodiment, the count value of the encoder 46 indicating the shift position state, the output value of the output shaft sensor 44, the oil temperature of the automatic transmission 30, and the vehicle speed are "physical quantities related to the vehicle state". Correspond.

  In the present embodiment, the predetermined condition includes a condition for the shift position, a condition for the oil temperature, and a condition for the speed of the vehicle, but at least one of the above conditions. One condition should be included. Alternatively, the predetermined condition may be further added to the above condition. For example, a condition that there are no obstacles around the vehicle may be added, or a condition that the driver's posture acquired by the camera is a predetermined posture (for example, a posture to operate the shift lever). May be added).

  The SBW-ECU 50 detects the operation amount of the actuator detected by the encoder 46 at the time of switching between any one of the plurality of shift positions (1) and the shift position (2) different from the shift position (1). It is determined that a failure has occurred in the shift switching mechanism 48 if the change mode does not correspond to a predetermined mode of change in the operation amount of the actuator at the time of switching between the shift position (1) and the shift position (2). .

  In the present embodiment, the shift position (1) is the D position and the shift position (2) is the R position. However, the present invention is not particularly limited to this, and the D position and the R position are not limited thereto. Other shift positions may be used.

  Further, when determining the failure of the shift switching mechanism 48, the SBW-ECU 50 controls the actuator 42 so as to switch to the shift position corresponding to the shift signal when a predetermined stop condition is satisfied, and then the movement of the vehicle is determined. Remove the restriction. Specifically, the SBW-ECU controls the operation amount of the start clutch via the ECT-ECU 52 so that the start clutch of the automatic transmission 30 is engaged.

  The predetermined stop conditions are, for example, a condition that the shift lever is operated, a condition that the accelerator pedal is operated, a condition that the vehicle moves, and a brake hydraulic pressure that is determined in advance. It is a condition that satisfies any one of the conditions that the pressure is lower than the hydraulic pressure.

  FIG. 3 is a functional block diagram of SBW-ECU 50 that is an abnormality determination device for the shift switching mechanism according to the present embodiment.

  The SBW-ECU 50 includes an input interface (hereinafter referred to as an input I / F) 300, an arithmetic processing unit 400, a storage unit 500, and an output interface (hereinafter referred to as an output I / F) 600.

  The input I / F 300 includes a P command signal from the P switch 22, a count signal from the encoder 46, a shift signal from the shift switch 24, an oil temperature signal from the oil temperature sensor 60, and a vehicle speed from the vehicle speed sensor 64. The signal, the rotational position signal from the output shaft sensor 44, the accelerator opening signal from the accelerator opening sensor 62, and the brake pressure signal from the brake pressure sensor 66 are received and transmitted to the arithmetic processing unit 400.

  The arithmetic processing unit 400 includes a start condition determining unit 402, a monitoring condition determining unit 404, and a stick detection processing unit 406. The arithmetic processing unit 400 is realized by, for example, a CPU (Central Processing Unit).

  The start condition determination unit 402 determines whether a start condition for starting the stick detection process is satisfied. Since the start condition corresponds to the above-described “predetermined condition for starting the fail determination”, detailed description thereof will not be repeated.

  That is, the start condition determination unit 402 determines whether or not a shift lever switching operation is performed by the driver. Start condition determination unit 402 determines whether or not a switching operation has been performed based on a shift signal received from shift switch 24. For example, when the shift lever is moved from the N position to the D position by the driver, the shift signal transmitted from the shift switch 24 to the SBW-ECU 50 is changed from the shift signal corresponding to the N position to the shift signal corresponding to the D position. Switch.

  The start condition determination unit 402 receives this shift signal switching as a switching instruction, and determines that a switching operation has been performed. Alternatively, the start condition determination unit 402 may receive a switching instruction when receiving a shift signal corresponding to a shift position different from the currently selected shift position.

  For example, the start condition determination unit 402 may turn on the switching determination flag (1) when a condition that the switching operation is not performed is satisfied.

  Furthermore, the start condition determination unit 402 determines whether the currently selected shift position is the D position or the R position. For example, the start condition determination unit 402 determines whether or not the currently selected shift position is the D position or the R position based on the rotational position signal received from the output shaft sensor 44. That is, the start condition determination unit 402 determines the shift position currently selected in the automatic transmission 30 by detecting the rotational position of the shaft 102, and the determined shift position is the D position or the R position. It is determined whether or not.

  The start condition determination unit 402 may determine whether the current shift position is the D position or the R position based on the count value of the encoder 46. For example, the start condition determination unit 402 may turn on the shift position determination flag when a condition that the currently selected shift position is the D position or the R position is satisfied. Note that the start condition determination unit 402 may determine whether or not the currently selected shift position is one of the N position in addition to the D position and the R position.

  Furthermore, the start condition determination unit 402 determines whether or not the oil temperature is lower than a predetermined temperature THO. Based on the oil temperature signal received from the oil temperature sensor 60, the start condition determining unit 402 determines whether or not the oil temperature is lower than a predetermined temperature THO. The predetermined temperature THO is not particularly limited, and is a temperature that is adapted through experiments and the like.

  For example, the start condition determination unit 402 may turn on the oil temperature determination flag when a condition that the oil temperature is lower than a predetermined temperature THO is satisfied.

  The start condition determination unit 402 determines whether or not the vehicle is in a substantially stopped state. More specifically, the start condition determination unit 402 determines whether or not a predetermined time has elapsed since the speed of the vehicle has decreased below a predetermined speed. Based on the vehicle speed signal received from the vehicle speed sensor 64, the start condition determination unit 402 determines whether or not the vehicle speed is lower than a predetermined speed. The predetermined speed is not particularly limited as long as it can be determined that the vehicle is substantially stopped.

  For example, the start condition determination unit 402 may turn on the stop determination flag when a condition that a state where the vehicle speed is lower than a predetermined speed continues for a predetermined time is satisfied. .

  The start condition determination unit 402 determines whether or not the brake hydraulic pressure is larger than a predetermined hydraulic pressure PB. Based on the brake pressure signal received from the brake pressure sensor 66, the start condition determination unit 402 determines whether or not the brake oil pressure is greater than a predetermined oil pressure PB. The predetermined hydraulic pressure PB is not a particularly limited hydraulic pressure, but is a hydraulic pressure adapted by experiments or the like.

  The start condition determination unit 402 may turn on the brake determination flag (1) when the condition that the brake hydraulic pressure is larger than a predetermined hydraulic pressure PB is satisfied.

  Furthermore, the start condition determination unit 402, for example, when all of the switching determination flag (1), the shift position determination flag, the oil temperature determination flag, the stop determination flag, and the brake determination flag (1) are turned on, May be turned on.

  Monitoring condition determination unit 404 determines whether or not a shift lever switching operation is performed by the driver. Since the determination of the presence / absence of the switching operation is the same as the determination of the presence / absence of the switching operation performed in the start condition determination unit 402, detailed description thereof will not be repeated. Note that the monitoring condition determination unit 404 may turn on the switching determination flag (2) when the condition that the switching operation is not performed is satisfied, for example.

  The monitoring condition determination unit 404 determines whether or not the accelerator pedal is operated by the driver. More specifically, the monitoring condition determination unit 404 may determine that the accelerator pedal is operated when the accelerator opening changes by a predetermined value or more, or the accelerator opening is determined in advance. When the value is equal to or greater than a predetermined value, it may be determined that the accelerator pedal is operated.

  For example, the monitoring condition determination unit 404 may turn on the accelerator determination flag when the condition that the accelerator pedal is not operated is satisfied.

  The monitoring condition determination unit 404 determines whether or not the vehicle has moved. For example, the monitoring condition determination unit 404 may determine that the vehicle has moved when the integrated value of the vehicle speed signal from the time when the vehicle is stopped is equal to or greater than a predetermined value, or GPS (Global It may be determined whether the vehicle has moved based on the position of the vehicle detected by Positioning System) or the like. Note that the monitoring condition determination unit 404 may turn on the movement determination flag when the condition that the vehicle is not moving is satisfied.

  Furthermore, the monitoring condition determination unit 404 determines whether or not the brake hydraulic pressure is equal to or lower than a predetermined hydraulic pressure PB. The monitoring condition determination unit 404 may turn on the brake determination flag (2) when a condition that the brake hydraulic pressure is not equal to or lower than a predetermined hydraulic pressure PB is satisfied.

  Furthermore, the monitoring condition determination unit 404 sets a monitoring flag when a shift lever switching operation is performed, an accelerator pedal is operated, a vehicle is moved, or the brake hydraulic pressure is lower than a predetermined hydraulic pressure PB. Turn off.

  Further, the monitoring condition determination unit 404 is configured such that the shift lever switching operation is not performed, the accelerator pedal operation is not performed, the vehicle is not moving, and the brake hydraulic pressure is less than a predetermined hydraulic pressure PB. If all of the conditions are met, the monitoring flag is turned on.

  For example, when any of the switching determination flag (2), the accelerator determination flag, the movement determination flag, and the brake determination flag (2) is off, the monitoring condition determination unit 404 turns off the monitoring flag, The monitoring flag may be turned on when the flag is turned on.

  The stick detection processing unit 406 includes a monitoring flag determination unit 408, a clutch control unit 410, an actuator drive control unit 412, a counter value determination unit 414, an output shaft sensor movable determination unit 416, and a fail safe processing unit 418. Including.

  The monitoring flag determination unit 408 determines whether or not the monitoring flag is on. The clutch control unit 410 controls the hydraulic pressure supplied to the starting clutch via the ECT-ECU 52 so that the starting clutch of the automatic transmission 30 is released when the monitoring flag is turned on by the monitoring flag determination unit 408. To control the operation amount of the starting clutch.

  Specifically, the clutch control unit 410 generates a start clutch control signal and transmits it to the ECT-ECU 52 via the output I / F 600. The ECT-ECU 52 controls the hydraulic pressure supplied to the starting clutch with a solenoid or the like based on the received starting clutch control signal. For example, the ECT-ECU 52 controls the hydraulic circuit so that the hydraulic pressure supplied to the starting clutch decreases based on the received control signal.

  Further, when the shift position switching control is completed by an actuator drive control unit 412 described later, the clutch control unit 410 controls the operation amount of the start clutch so that the start clutch is engaged.

  Further, when the shift of the shift position by the actuator drive control unit 412 described later is interrupted, the clutch control unit 410 is switched to the shift position corresponding to the shift signal and also sets the operation amount of the start clutch so that the start clutch is engaged. Control.

  Note that whether or not the shift position has been switched is determined by, for example, determining that the shift position has been switched if the encoder count value is substantially the same as the count value before the switch. If the difference from the count value is greater than or equal to a predetermined value, it may be determined that the shift position switching has not been completed.

  The actuator drive control unit 412 generates an actuator control signal so that the actuator 42 is driven so that the shift position is switched after the clutch control unit 410 is controlled to release the starting clutch, and the output I / O Send via F600.

  Specifically, when the currently selected shift position is the D position, the actuator drive control unit 412 corresponds to the R position from the position where the roller 112 of the detent spring 110 corresponds to the D position of the detent plate 100. Then, the actuator 42 is controlled so as to return from the position corresponding to the R position to the position corresponding to the D position again.

  When the monitoring flag is turned off during the shift position switching, the actuator drive control unit 412 drives the actuator 42 so that the roller 112 of the detent spring 110 is in a position corresponding to the shift position corresponding to the shift signal. .

  For example, when the monitoring flag is turned off by a shift position switching instruction, the actuator drive control unit 412 controls the actuator 42 so that the shift position is instructed based on the received shift signal. Alternatively, when the monitoring flag is turned off for a reason other than the shift position switching instruction (for example, due to accelerator operation, vehicle movement, or change in brake pressure), the actuator 42 is set to the shift position before the start of the stick detection process. To control.

  The counter value determination unit 414 determines the counter value when the shift position is switched between the D position and the R position when the shift value is switched between the D position and the R position. It is determined whether or not the change is different from a predetermined mode.

  The mode of change may be, for example, the rate of change of the counter value, the number of counts from the D position to the R position, or other modes. Note that the counter value determination unit 414 may turn on the failure determination flag (1) if, for example, the detected change state of the counter value is different from a predetermined aspect.

  The output shaft sensor movable determination unit 416 determines whether or not the output shaft sensor 44 is in a movable state based on the rotational position signal received from the output shaft sensor 44. Specifically, the output shaft sensor movement determination unit 416 outputs an output when the change of the output value of the output shaft sensor 44 that is changed by the operation of the actuator 42 is switched between the D position and the R position. It is determined whether or not the value is different from a predetermined mode of change.

  In the present embodiment, the output shaft sensor movable determination unit 416 determines whether or not there is a change in the rotational position signal received from the output shaft sensor 44 due to the rotation of the actuator 42. The output shaft sensor movable determination unit 416 determines that the output shaft sensor 44 is in a movable state when determining a change in the rotational position signal. For example, the output shaft sensor movable determination unit 416 may turn on the failure determination flag (2) when the output shaft sensor 44 is not movable.

  The fail safe processing unit 418 executes fail safe processing corresponding to the failure of the automatic transmission 30. Specifically, the fail safe processing unit 418 may release the clutch element and the brake element that are the friction engagement elements of the automatic transmission 60 to cut off the power transmission from the engine to the drive wheels. You may make it increase the braking force of the vehicle expressed by the braking device of a vehicle.

  Note that, for example, the stick detection processing unit 406 may execute the stick detection process when the start condition determination flag is turned on. Further, the stick detection processing unit 406 generates a display control signal so as to display the shift position before the shift position switching (before the stick detection processing) on the meter 58 during the stick detection processing. Then, it may be transmitted to the meter 58 via the output I / F 600.

  In the present embodiment, the start condition determination unit 402, the monitoring condition determination unit 404, and the stick detection processing unit 406 are realized by the CPU that is the arithmetic processing unit 400 executing the program stored in the storage unit 600. Although described as functioning as software, it may be realized by hardware. Such a program is recorded on a recording medium and mounted on the vehicle.

  Hereinafter, referring to FIG. 4, a control structure of a program that is executed by SBW-ECU 50 that is the abnormality determination device for the shift switching mechanism according to the present embodiment and that executes a stick detection process when a predetermined condition is satisfied. Will be described. The SBW-ECU 50 repeatedly executes a program corresponding to the flowchart shown in FIG. 4 for each predetermined calculation cycle.

  In step (hereinafter, step is referred to as S) 100, SBW-ECU 50 determines whether or not there is a shift lever switching operation. If the switching operation is not performed on the shift lever (YES in S100), the process proceeds to S102. Otherwise (NO in S100), this process ends.

  In S102, SBW-ECU 50 determines whether the shift position is the D position or the R position. If the shift position is the D position or the R position (YES in S102), the process proceeds to S104. Otherwise (NO in S102), this process ends.

  In S104, SBW-ECU 50 determines whether or not the oil temperature of automatic transmission 30 is lower than a predetermined oil temperature THO. If the oil temperature is lower than a predetermined oil temperature THO (YES in S104), the process proceeds to S106. Otherwise (NO in S104), this process ends.

  In S106, SBW-ECU 50 determines whether or not the vehicle is stopped. If the vehicle is stopped (YES in S106), the process proceeds to S108. If not (NO in S106), this process ends.

  In S108, SBW-ECU 50 determines whether or not the brake hydraulic pressure is larger than a predetermined hydraulic pressure PB. If the brake hydraulic pressure is greater than predetermined hydraulic pressure PB (YES in S108), the process proceeds to S110. Otherwise (NO in S108), this process ends. In S110, SBW-ECU 50 executes a stick detection process.

  Next, referring to FIG. 5, a control structure of a program for turning on the monitoring flag when a predetermined condition is satisfied, executed by SBW-ECU 50 that is the abnormality determination device for the shift switching mechanism according to the present embodiment. Will be described. The SBW-ECU 50 repeatedly executes a program corresponding to the flowchart shown in FIG. 5 for each predetermined calculation cycle.

  In S200, SBW-ECU 50 determines whether or not there is a shift lever switching operation. If the switching operation is not performed on the shift lever (YES in S200), the process proceeds to S202. If not (NO in S200), the process proceeds to S210.

  In S202, SBW-ECU 50 determines whether or not an accelerator pedal is operated. If no operation is performed on the accelerator pedal (YES in S202), the process proceeds to S204. If not (NO in S202), the process proceeds to S210.

  In S204, SBW-ECU 50 determines whether or not the vehicle has moved. If the vehicle has moved (YES in S204), the process proceeds to S210. If not (NO in S204), the process proceeds to S206.

  In S206, SBW-ECU 50 determines whether or not the brake hydraulic pressure is equal to or lower than a predetermined hydraulic pressure PB. If the brake hydraulic pressure is equal to or lower than predetermined hydraulic pressure PB (YES in S206), the process proceeds to S210. If not (NO in S206), the process proceeds to S208. In S208, SBW-ECU 50 turns on the monitoring flag. In S210, SBW-ECU 50 turns off the monitoring flag.

  Next, referring to FIG. 6, a control structure of a program for stick detection processing executed by SBW-ECU 50 which is the abnormality determination device for the shift switching mechanism according to the present embodiment will be described. The SBW-ECU 50 repeatedly executes a program corresponding to the flowchart shown in FIG. 6 for each predetermined calculation cycle.

  In S300, SBW-ECU 50 determines whether or not the monitoring flag is on. If the monitoring flag is on (YES in S300), the process proceeds to S302. If not (NO in S300), the process proceeds to S318.

  In S302, SBW-ECU 50 controls the amount of operation of the clutch via ECT-ECU 52 so that the starting clutch is released.

  In S304, when the currently selected shift position is the D position, SBW-ECU 50 controls actuator 42 to return to the D position after moving to the R position. Alternatively, when the currently selected shift position is the R position, the SBW-ECU 50 controls the actuator 42 so as to return to the R position after moving to the D position.

  In S306, SBW-ECU 50 determines whether or not the change in the counter value of encoder 46 is appropriate. If the change in the counter value of encoder 46 is appropriate (YES in S306), the process proceeds to S308. If not (NO in S306), the process proceeds to S316.

  In S308, SBW-ECU 50 determines whether or not the change in the output value of output shaft sensor 44 is appropriate. If the change in the output value of output shaft sensor 44 is appropriate (YES in S308), the process proceeds to S310. If not (NO in S308), the process proceeds to S316.

  In S310, SBW-ECU 50 determines whether or not the shift switching control is completed. When shift switching control is completed (YES in S310), the process proceeds to S312. If not (NO in S310), the process returns to S300.

  In S312, SBW-ECU 50 controls the operation amount of the start clutch via ECT-ECU 52 so that the start clutch is engaged.

  In S314, SBW-ECU 50 turns off the monitoring flag. In S316, SBW-ECU 50 performs fail-safe processing.

  In S318, SBW-ECU 50 determines whether or not there is a shift position switching instruction. If there is a shift position switching instruction (YES in S318), the process proceeds to S320. If not (NO in S318), the process proceeds to S322.

  In S320, SBW-ECU 50 controls actuator 42 so that the shift position is in accordance with the shift position switching instruction based on the received shift signal. In S322, the SBW-ECU 50 controls the actuator 42 so as to be in the shift position before the stick detection process.

  An operation of SBW-ECU 50 that is the abnormality determination device for the shift switching mechanism according to the present embodiment based on the above-described structure and flowchart will be described.

  For example, when the brake hydraulic pressure increases when the driver depresses the brake pedal while the vehicle is running when the D position is selected as the shift position, the speed of the vehicle decreases. Then, it is assumed that the state where the brake pedal is depressed is maintained so that the hydraulic pressure greater than the predetermined hydraulic pressure PB is generated in a state where the vehicle speed is substantially zero.

  The shift lever is not operated (YES in S100), the shift position is the D position (YES in S102), the oil temperature is lower than a predetermined temperature THO (YES in S104), and the vehicle When a predetermined time elapses after the speed becomes substantially zero (YES in S106), the brake oil pressure is larger than the predetermined oil pressure PB (YES in S108), so that stick detection processing is executed. (S110).

  Note that the shift lever is operated (NO in S100), the shift position is neither the D position nor the R position (NO in S102), or the oil temperature is equal to or higher than a predetermined temperature THO ( If the vehicle moves (NO in S104), or the brake pedal is released and the brake hydraulic pressure falls below a predetermined hydraulic pressure PB (NO in S108), the stick detection process Is not executed.

  On the other hand, the monitoring flag indicates that the shift lever is switched (NO in S200), the accelerator pedal is operated (NO in S202), the vehicle is moved (YES in S204), and the brake hydraulic pressure is When it becomes equal to or lower than predetermined hydraulic pressure PB (YES in S206), it is turned off, neither the shift lever switching operation nor the accelerator pedal operation (YES in S200, YES in S202), and the vehicle is stopped ( If NO in S204), the brake oil pressure is turned on when the brake oil pressure is greater than a predetermined oil pressure PB (NO in S208).

  If the monitoring flag is on when the stick detection process is executed (YES in S300), the operation amount is controlled so that the starting clutch is released (S302). The engaging force of the starting clutch is reduced, and the degree of power transmitted from the engine as the driving source to the driving wheels is reduced. When the starting clutch is completely released, the power transmitted from the engine to the drive wheels is cut off. After the starting clutch is released and the automatic transmission 30 is in the neutral state, the actuator 42 is driven so that the shift position is switched from the D position to the R position (S304). In addition, after the shift position is switched from the D position to the R position, the actuator 42 is driven so as to switch from the R position to the D position.

  If the change in the counter value of encoder 46 is appropriate (YES in S306) and the change in the output value of output shaft sensor 44 is appropriate (YES in S308), the shift position switching is completed (S310). NO), the shift position is switched while the starting clutch is released.

  If the change in the counter value of the encoder 46 is not appropriate (NO in S306), or the change in the output value of the output shaft sensor 44 is not appropriate (NO in S308), fail-safe processing is executed (S316). ).

  On the other hand, after the switch from the D position to the R position, the change in the counter value of the encoder 46 and the change in the output value of the output shaft sensor 44 are appropriate until the switch to the D position again (YES in S306, S308). YES), after the shift position switching is completed (YES in S310), the starting clutch is engaged (S312), and the monitoring flag is turned off (S314).

  Note that the shift lever is operated during the shift position switching (NO in S200), the accelerator pedal is operated (NO in S202), the vehicle is moved (YES in S204), and the brake hydraulic pressure is set in advance. Since the monitoring flag is turned off (S210) when the hydraulic pressure is lower than the predetermined hydraulic pressure PB (YES in S206), if the monitoring flag is turned off by the shift position switching instruction (NO in S300, S318) YES), the actuator 42 is controlled to switch to the instructed shift position (S318), the start clutch is engaged (S312), and the monitoring flag is turned off (S314). If the monitoring flag is turned off by operating the accelerator pedal, moving the vehicle, or changing the brake hydraulic pressure (NO in S300, NO in S318), the actuator 42 is set to the shift position before execution of the stick detection process. Is controlled.

  Therefore, for example, when the shift lever is operated to the N position, the actuator 42 is controlled so that the shift position is the N position. In addition, when the accelerator pedal is operated, the actuator 42 is controlled so that the shift position before the stick detection process is executed, that is, the D position.

  As described above, according to the abnormality determination device for the shift switching mechanism according to the present embodiment, at the time of the failure determination, the vehicle can be switched to either the D position or the R position and the vehicle can move forward or backward. Even if it becomes, since the movement of the vehicle is restricted, the behavior of the vehicle contrary to the driver's intention is suppressed. In addition, since the movement of the vehicle is limited, it is possible to determine the failure by switching the shift position without causing the driver to feel uncomfortable in any combination of the plurality of shift positions. Can be accurately determined. Furthermore, even if it is determined that the shift switching mechanism has failed, if the vehicle movement restriction is maintained, the behavior of the vehicle against the driver's intention caused by the shift switching mechanism failure is suppressed, and the fail-safe Can be implemented. Therefore, it is possible to provide an abnormality determination device for a shift switching mechanism that accurately determines a failure of the shift switching mechanism while suppressing the behavior of the vehicle against the driver's intention.

  Furthermore, in the present embodiment, the movement of the vehicle is limited by cutting off the power transmitted from the drive source of the vehicle to the drive wheels. Therefore, at the time of fail determination, even if one of the D position and the R position is switched and the vehicle can move forward or backward, the movement of the vehicle can be restricted. Further, by controlling the operation amount so that the starting clutch is completely released, the power transmitted from the drive source of the vehicle to the drive wheels can be cut off.

  In the present embodiment, it has been described that the movement of the vehicle is restricted by releasing the starting clutch and cutting off the power transmitted from the driving source to the driving wheels. It is not limited to liberation. For example, the power transmitted to the drive wheels may be reduced by limiting the output of the drive source, or the power transmitted to the drive wheels by half-engaging the start clutch so that the vehicle does not move. You may make it reduce, You may make it increase brake hydraulic pressure and increase the braking force which expresses in the braking device of a vehicle, and may restrict | limit the movement of a vehicle.

  Also, at the time of fail determination, since the shift position is switched by driving the actuator regardless of the driver's intention, by performing the fail determination when satisfying the conditions that can ensure the safety of the vehicle when determining the fail, Vehicle safety can be ensured.

  Then, the SBW-ECU 50 is configured to change the detected operation amount in a predetermined manner (for example, an encoder counter value and / or a counter value) when switching between the shift position (1) and the shift position (2). If it does not correspond to the change amount of the value or the output value of the output shaft sensor and / or the change amount of the output value, it can be determined that the shift position is not properly switched in the shift switching mechanism. Therefore, it can be accurately determined that a failure has occurred in the shift switching mechanism.

  Preferably, when the shift position (1) and the shift position (2) are switched, it is desirable to pass through the D position and the R position. In this way, it is possible to accurately determine a failure of the shift switching mechanism that may cause a malfunction in the longitudinal direction of the vehicle.

  Therefore, the shift position (1) and the shift position (2) may be, for example, a P position and an R position. In this way, when switching from the P position to the R position, after switching from the P position to the D position, a failure is determined when switching from the D position to the R position. The presence or absence of a failure can be accurately determined.

  Furthermore, if a predetermined stop condition is satisfied at the time of fail determination, the fail determination is stopped, the shift position is switched according to the switching signal, and the restriction on the movement of the vehicle is released, so that the driver's intention is achieved. The behavior of the opposite vehicle can be suppressed.

  In the present embodiment, the case where the present invention is applied to a vehicle on which an automatic transmission and an internal combustion engine are mounted has been described. However, the present invention is not limited to such an application.

  For example, the present invention may be applied to a hybrid vehicle. The hybrid vehicle is, for example, an internal combustion engine, a rotating electric machine (1) that is connected to an output shaft of the internal combustion engine and generates electric power based on the power of the internal combustion engine, and a power split mechanism that transmits the power of the internal combustion engine to the wheel shaft of the vehicle. And will be installed. The power split mechanism splits the input power of the internal combustion engine into driving force to the wheel shaft or power to the rotating electrical machine (1). In the hybrid vehicle, a rotating electrical machine (2) that applies a driving force to the wheel shaft is provided between the power split mechanism and the wheel shaft. In such a hybrid vehicle, the SBW-ECU may control the rotating electric machine (1) and the rotating electric machine (2) so that the vehicle maintains a stopped state when a predetermined condition is satisfied. For example, the SBW-ECU disables both the rotating electrical machine (1) and the rotating electrical machine (2), or supplies power to the rotating electrical machine (1) and the rotating electrical machine (2) to limit the rotation of the drive wheels. In other words, by maintaining the vehicle in a stopped state, even if the movement of the vehicle is restricted and the stick detection process is executed, the same effect as that in the present embodiment can be obtained.

  Moreover, it is good also as a structure which performs this fail determination immediately after starting a vehicle. In addition, since the oil temperature is often low at the time of start-up, a failure determination may be performed regardless of the oil temperature when determining at the time of start-up.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the vehicle by which the abnormality determination apparatus of the shift switching mechanism which concerns on this Embodiment is mounted. It is a figure which shows the structure of a shift mechanism. It is a functional block diagram of SBW-ECU which is an abnormality determination device of the shift switching mechanism according to the present embodiment. It is a flowchart (the 1) which shows the control structure of the program performed by SBW-ECU which is an abnormality determination apparatus of the shift switching mechanism which concerns on this Embodiment. It is a flowchart (the 2) which shows the control structure of the program performed by SBW-ECU which is an abnormality determination apparatus of the shift switching mechanism which concerns on this Embodiment. It is a flowchart (the 3) which shows the control structure of the program performed by SBW-ECU which is an abnormality determination apparatus of the shift switching mechanism which concerns on this Embodiment.

Explanation of symbols

  10 shift control system, 20 shift operation unit, 22 P switch, 24 shift switch, 30 automatic transmission, 40 actuator unit, 42 actuator, 44 output shaft sensor, 46 encoder, 48 shift switching mechanism, 50 SBW-ECU, 52 ECT -ECU, 54 EFI-ECU, 56 VSC-ECU, 58 meter, 60 oil temperature sensor, 62 accelerator opening sensor, 64 vehicle speed sensor, 66 brake pressure sensor, 68 deceleration mechanism, 300 input I / F, 400 arithmetic processing unit 402, start condition determination unit, 404 monitoring condition determination unit, 406 stick detection processing unit, 408 monitoring flag determination unit, 410 clutch control unit, 412 actuator drive control unit, 414 counter value determination unit, 416 output shaft sensor movable determination unit, 418 Fe Fail-safe processing unit, 500 storage unit, 600 output I / F.

Claims (11)

An abnormality determination device for a shift switching mechanism that switches to any one of a plurality of shift positions by driving an actuator in accordance with a switching signal for a shift position corresponding to a traveling state of a vehicle,
Detecting means for detecting a physical quantity related to the state of the vehicle;
Determination means for determining whether or not the state of the vehicle based on the detected physical quantity satisfies a predetermined condition for starting a failure determination of the shift switching mechanism;
Limiting means for limiting movement of the vehicle when the predetermined condition is satisfied;
A shift switching unit including a failure determination unit configured to determine whether or not a failure has occurred in the shift switching mechanism by driving the actuator so as to switch the shift position together with a limitation of movement of the vehicle by the limitation unit. Mechanism abnormality determination device.   2. The abnormality determination device for a shift switching mechanism according to claim 1, wherein the limiting means includes a reducing means for reducing the degree of power transmitted from the driving source of the vehicle to the driving wheels. The vehicle is equipped with a transmission provided with a friction engagement element that is engaged when the vehicle starts.
The abnormality determination device for a shift switching mechanism according to claim 2, wherein the reducing means includes means for controlling an operation amount of the friction engagement element so that the friction engagement element is released. The vehicle includes an internal combustion engine mounted on the vehicle, a first rotating electric machine that is connected to an output shaft of the internal combustion engine and generates electric power based on the power of the internal combustion engine, and the power of the internal combustion engine is transmitted to the vehicle. A power split mechanism that transmits to the wheel shaft, the power split mechanism splits the input power of the internal combustion engine into driving power to the wheel shaft or power to the first rotating electrical machine, Between the power split mechanism and the wheel shaft, a second rotating electrical machine that provides driving force to the wheel shaft is provided,
The abnormality determination device for a shift switching mechanism according to claim 1, wherein the limiting means includes means for controlling the first rotating electric machine and the second rotating electric machine so that the vehicle maintains a stopped state. .   The abnormality determination device for a shift switching mechanism according to claim 1, wherein the limiting means includes means for increasing the braking force of the vehicle.   The abnormality determination device for a shift switching mechanism according to any one of claims 1 to 5, wherein the predetermined condition is a condition that can ensure safety of the vehicle when determining the failure.   The condition for ensuring the safety of the vehicle when determining the failure is at least one of the vehicle stop state, the brake operation state, the driver state, and the surrounding state of the vehicle. The abnormality determination device for a shift switching mechanism according to claim 6, wherein   The predetermined condition includes a condition that the shift position of the transmission is one of a forward travel position and a reverse travel position, and a temperature of hydraulic oil in the transmission is higher than a predetermined temperature. The abnormality determination device for a shift switching mechanism according to claim 6 or 7, including a condition that the speed is low and a condition that a state where the speed of the vehicle is lower than a predetermined speed continues for a predetermined time. The plurality of shift positions include a first shift position and a second shift position different from the first shift position;
The abnormality determination device further includes an operation amount detection means for detecting a physical quantity corresponding to the operation amount of the actuator,
The fail determination means is configured to change the detected physical quantity between the first shift position and the second shift position when switching between the first shift position and the second shift position. The shift switching mechanism according to any one of claims 1 to 8, further comprising means for determining that a failure has occurred in the shift switching mechanism unless it corresponds to a predetermined mode of change in physical quantity at the time of switching. Abnormality judgment device.   The shift determination mechanism abnormality determination device according to claim 9, wherein when the first shift position and the second shift position are switched, at least the forward travel position and the reverse travel position are routed. The abnormality determination device is
Means for controlling the actuator to switch to a shift position according to the switching signal when a predetermined stop condition is satisfied when the fail determining means determines a failure of the shift switching mechanism;
The abnormality determination device for a shift switching mechanism according to any one of claims 1 to 10, further comprising: means for canceling restriction on vehicle movement by the restriction means.

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