JP2013086675A - Shift control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shift control device for selecting an automatic shift mode or a manual shift mode by using a shift-by-wire type shift operating device including a momentary type shift lever.SOLUTION: The shift control device which transmits rotating speed of an internal combustion engine at a different speed ratio when a vehicle travels includes: a shift operating device 12 having a shift lever 31 which is always biased to a neutral position and is movable to a plurality of positions, and a detecting means 33 which detects the position of the shift lever 31; an automatic transmission 15 which has the automatic shift mode where the speed ratio is automatically shifted on the basis of the traveling condition of the vehicle, and the manual shift mode where the speed ratio is shifted on the basis of the movement of the shift lever 31; and a switching means which selects the automatic shift mode or the manual shift mode by at least two operations of the shift operating device 12.

Description

  The present invention relates to a shift control device capable of switching between automatic shift and manual shift of a vehicle transmission.

  2. Description of the Related Art In vehicles such as hybrid vehicles and gasoline vehicles, a transmission that automatically shifts gear positions according to the traveling state of the vehicle is used. Such a shift control device that sets the shift position of the transmission uses a shift type shift lever that moves the operation lever to a shift position such as a neutral position, a forward travel position, and a reverse travel position as a shift operation device. It is known (see, for example, Patent Document 1).

  In recent years, a shift-by-wire type shift operation device that detects a shift operation with a sensor, a switch, or the like is also known (for example, see Patent Document 2). A shift lever used in a shift-by-wire type shift operation device is called a joystick type or a momentary type, and a shift operation device with good operability that is always urged toward a neutral position is also known. The momentary type (joystick type) shift lever is shifted by moving the shift lever, and naturally returns to the neutral position by the urging force after movement.

JP 2010-242944 A JP-A-2005-7993

  The above-described shift control device has the following problems. That is, the shift operation device included in the above-described shift control device can switch between automatic shift and manual shift, but cannot perform shift-up / shift-down operations. Therefore, in order to perform the up / down operation, it is necessary to prepare another device. For this reason, there is a need for a shift control device capable of switching between automatic shift and manual shift and shifting up / shifting down using a shift-by-wire shift operation device having a momentary type shift lever.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a shift control device capable of switching between automatic shift and manual shift and shifting up / down using a shift-by-wire shift operation device having a momentary type shift lever. To do.

  In order to solve the above-mentioned problems and achieve the object, the shift control device of the present invention is configured as follows.

  As one aspect of the present invention, in a speed change control device that shifts and transmits the rotational speed of an internal combustion engine at different speed ratios while a vehicle is running, it is always urged to a neutral position and formed to be movable to a plurality of positions Shift lever, a shift operation device having detection means for detecting the position of the shift lever, an automatic shift that automatically shifts the speed ratio based on a running state of the vehicle, and a movement of the shift lever An automatic transmission capable of manually shifting the gear ratio based on the shift ratio, and switching means for switching the automatic shifting and the manual shifting by at least two operations by the shift operation device.

  According to the present invention, it is possible to provide a shift control device capable of switching between automatic shift and manual shift using a shift-by-wire shift operation device having a momentary type shift lever.

BRIEF DESCRIPTION OF THE DRAWINGS Explanatory drawing which shows typically the structure of the transmission control apparatus which concerns on the 1st Embodiment of this invention. Explanatory drawing which shows typically the structure of the shift operation apparatus used for the transmission control apparatus. Explanatory drawing which shows the structure of the shift operation apparatus typically. 6 is a flowchart showing an example of switching between an automatic transmission mode and a manual transmission mode using the transmission control device. The flowchart which shows an example of switching of the automatic transmission mode and manual transmission mode using the transmission control apparatus which concerns on the 2nd Embodiment of this invention. The flowchart which shows an example of switching of the automatic transmission mode and manual transmission mode using the transmission control apparatus which concerns on the 3rd Embodiment of this invention. The flowchart which shows an example of switching of the automatic transmission mode and manual transmission mode using the transmission control apparatus which concerns on the 4th Embodiment of this invention.

(First embodiment)
Hereinafter, the configuration of the shift control device 1 according to the first embodiment of the present invention will be described with reference to FIGS. 1 to 4.
FIG. 1 is an explanatory diagram schematically showing the configuration of a shift control device 1 according to an embodiment of the present invention, and FIG. 2 schematically shows the configurations of a shift operation device 12 and a display device 14 used in the shift control device 1. FIGS. 3A and 3B are explanatory diagrams showing one embodiment, FIG. 3B schematically showing another configuration of the shift operation device 12 and the display device 14 used in the shift control device 1. FIG. FIGS. 4A and 4B are explanatory diagrams showing one embodiment, FIG. 4B is a flowchart showing an example of switching between automatic shift and manual shift using the shift control device 1. Further, in the present embodiment, the following description will be made with the traveling direction of the vehicle as the front-rear direction and the direction orthogonal to the horizontal direction with respect to the traveling direction as the side direction (left-right).

  The shift control device 1 is used in vehicles such as a hybrid vehicle having an internal combustion engine as a drive source and a travel motor, and a gasoline vehicle having an internal combustion engine as a drive source. In the present embodiment, the vehicle is a hybrid vehicle, has an internal combustion engine and a travel motor, and is configured to be capable of regenerative power generation by a motor generator in a travel state or a regenerative motion state.

  The shift control device 1 includes a shift ECU (Electronic Control Unit) 10, a transmission ECU 11, a shift operation device 12, an automatic transmission 13, and a display device 14, and is connected to an ECU 20 of the vehicle.

  The shift control device 1 includes a shift ECU 10, a transmission ECU 11, a shift operation device 12, an automatic transmission 13, a display device 14, and an ECU 20 that are connected by a CAN CAN cable or the like. The shift control device 1 also includes shift mode switching means (switching means) capable of switching an automatic shift mode D and a manual shift mode M, which will be described later, of the automatic transmission 13.

  The shift ECU 10 is connected to the transmission ECU 11, the shift operation device 12 and the ECU 20, and is configured to be able to transmit operation information operated by the shift operation device 12 to the transmission ECU 11 and ECU 20.

  The transmission ECU 11 is connected to the shift ECU 10, the automatic transmission 13, and the ECU 20, and is configured to be capable of an automatic shift that automatically controls the gear ratio of the automatic transmission 13 based on information transmitted from the shift ECU 10 and the ECU 20. Yes. The transmission ECU 11 is referred to as a so-called sports mode in a forward traveling state of the vehicle, and is configured to be capable of manual transmission for controlling the transmission ratio based on the transmission ratio information input by the shift operation device 12. As a travel mode in the forward travel state of the vehicle, a state in which the automatic transmission 13 performs an automatic shift is described as an automatic shift mode D, and a state in which a manual shift is performed is described as a manual shift mode M. The transmission ECU 11 is configured to be able to transmit control information of the automatic transmission 13 to the ECU 20.

  The shift operation device 12 includes a shift lever 31, a guide groove 32 that guides the movement of the shift lever 31, an urging unit that constantly urges the shift lever 31 to a neutral position that is a predetermined position, and an operation of the shift lever 31. And detecting means 33 such as a switch and a sensor for detecting. The shift operation device 12 is a so-called shift-by-wire type and is called a momentary type or a joystick type, and the shift lever 31 is always in the neutral position.

  The shift lever 31 can be moved along the guide groove 32 by an operator's operation, and can be returned to the neutral position by the operator's operation or the urging means. As shown in FIGS. 2 and 3, the guide groove 32 has a plurality of grooves capable of guiding the shift lever 31 to a plurality of positions. The guide groove 32 is formed by the plurality of grooves so that the shift lever 31 can be guided to an arbitrary selected position by an operation by an operator. Specifically, the guide groove 32 includes a first groove 41 extending from the neutral position to one side, a second groove 42 extending forward from the middle portion of the first groove 41, and a middle portion of the first groove 41. A third groove 43 extending rearward, a fourth groove 44 extending forward from the neutral position, and a fifth groove 45 extending rearward from the neutral position are provided.

  In addition, the shape of the 1st groove | channel 41 is the shape protruded outside the 2nd groove | channel 42 and the 3rd groove | channel 43 like FIG.2 and FIG.3 (a), or as FIG.2 and FIG.3 (b). The shape up to the same position as the second groove 42 and the third groove 43 may be used.

  FIG. 2 shows a shift operation device 12 used in a left-hand drive hybrid vehicle, and FIG. 3 shows a shift operation device 12 used in a right-hand drive hybrid vehicle. The first groove 41, the second groove 42, and the third groove 43 extend to the left in the vehicle traveling direction in the case of the left handle, and face the vehicle traveling direction in the case of the right handle. Extending to the right side.

  The shift operation device 12 for a right-hand drive vehicle can be used for a left-hand drive vehicle, or the shift operation device 12 for a left-hand drive vehicle can be used for a right-hand drive vehicle.

  The detection means 33 is formed so that the position of the shift lever 31 can be detected when the movement of the shift lever 31 is detected. The detection means 33 is connected to the shift ECU 10 and is configured to transmit the detected information to the shift ECU 10.

  In the present embodiment, as shown in FIG. 2 and FIG. 3, when the detection means 33 detects the movement of the shift lever 31, when the shift lever 31 moves to the end of the first groove 41. Is moved to the neutral position N, when the second groove 42 is moved to the end, the reverse travel position R, when the third groove 43 is moved to the end, the forward travel position D / M, and the fourth groove 44 is moved to the end. In this case, it is detected that the position is the upshift position +, and the regenerative brake position B or the downshift position − (position B / −) when the fifth groove 45 is moved to the end. Note that the position information of the selected position detected by the detection means 33 by the movement of the grooves 41 to 45 of the shift lever 31 can be set as appropriate. The detection means 33 transmits information on the detected selected position of the shift lever 31 to the shift ECU 10.

  2 and FIG. 3A, the position is detected by moving the shift lever 31 to the position N. In the example shown in FIG. As indicated by the chain line, after the shift lever 31 is moved to the position N, the position is detected by the detection means 33 by holding the shift lever 31 at the position for a predetermined time.

  The automatic transmission 13 is an AT, CVT, or AMT (Automated Manual Transmission) capable of shifting the transmission gear ratio as a traveling mode in a traveling state by the internal combustion engine of the vehicle and in a forward traveling state.

  The automatic transmission 13 has a transmission that can change the rotational speed of the clutch and the internal combustion engine. The automatic transmission 13 is connected to a crankshaft of the internal combustion engine via a clutch, and is connected to a propeller shaft connected to an axle shaft of a driving wheel of the vehicle via a transmission. The transmission is formed so as to be able to transmit the rotational speed of the crankshaft to the propeller shaft, and has a plurality of speed ratios for different rotational speeds when transmitted to the propeller shaft.

  In the automatic transmission 13, the clutch and the transmission are automatically controlled by the transmission ECU 11 in accordance with the traveling state of the vehicle from the ECU 20 in the automatic transmission mode D in which the transmission ratio is automatically performed by the transmission ECU 11. Further, in the manual transmission mode M, the automatic transmission 13 uses the movement of the shift lever 31 to the shift-up position + and the shift-down position − by operating the shift lever 31 as an external input, and information based on the external input from the shift ECU 10. Accordingly, the transmission ECU 11 can control the clutch and the transmission.

  The display device 14 is connected to the ECU 20 and is configured to be able to display the current vehicle information based on the position information of the shift lever 31 detected by the detection means 33 and the state of the automatic transmission 13.

  Specifically, the display device 14 displays “N” when the shift lever 31 is moved to the neutral position N, “R” when the shift lever 31 is moved to the reverse travel position R and in the reverse travel state, and the forward travel position. It is moved to D / M and is in the forward travel state and is “D” in the automatic travel mode D, “M” in the forward travel state and the manual travel mode M, and moved to the regenerative brake position B. “B” is displayed in the regenerative braking state.

  Further, the display device 14 may display “+” or “−” when the shift lever 31 is moved to the shift-up position + and the shift-down position − and the transmission gear ratio is changed by the transmission ECU 11. Good.

  The ECU 20 is connected to the shift ECU 10, the transmission ECU 11, and the display device 14, and is configured to be able to control the display of the display device 14 based on information of the shift ECU 10 and the transmission ECU 11. The ECU 20 is connected to, for example, a vehicle brake signal, a vehicle speed detection unit, a travel motor, a battery ECU, and the like, and is configured to be able to receive vehicle information.

  The ECU 20 is configured to be able to control traveling by the internal combustion engine, traveling by the internal combustion engine and the traveling motor, and traveling by the traveling motor in accordance with the traveling state of the vehicle such as the vehicle speed and the opening degree of the accelerator pedal.

  The shift mode switching means is composed of the shift ECU 10, the transmission ECU 11, the ECU 20, the shift lever 31 and the detection means 33. The detection means 33 detects information that the shift lever 31 has moved to the forward travel position D / M, and the transmission The ECU 11 switches between the automatic transmission mode D and the manual transmission mode M.

  When the automatic transmission mode D is selected by the transmission mode switching means, the detection means 33 does not detect this information even if the shift lever 31 moves to the end of the fourth groove 44, and the shift When the lever 31 moves to the end point of the fifth groove 45, it is detected that the regenerative brake position B is reached. When the manual shift mode M is selected by the shift mode switching means, the detecting means 33 detects that the shift lever 31 is at the upshift position + when the shift lever 31 moves to the end of the fourth groove 44, When it has moved to the end point of the fifth groove 45, it is detected that it is a downshift position.

The transmission mode switching means has the following functions (1) and (2).
(1) A function of switching between an automatic transmission mode D for automatically switching the transmission of the automatic transmission 13 and a manual transmission mode M for manually switching the transmission when the vehicle is driven by the internal combustion engine according to the operation of the shift lever 31.
(2) Function for switching the transmission gear ratio in accordance with the operation of the shift lever 31 in the manual transmission mode M Next, the function (1) and the function (2) will be described.
First, the shift ECU 10, the transmission ECU 11, and the ECU 20 switch the traveling by the internal combustion engine, the traveling motor, or the internal combustion engine and the traveling motor according to the traveling state of the vehicle. Specifically, when the shift lever 31 is guided by the third groove 43 and is positioned at the forward travel position D / M, the ECU 20 determines whether the internal combustion engine, the travel motor, or the internal combustion engine and the travel motor according to the travel state of the vehicle. One of these is selected as power.

  When traveling by the internal combustion engine is selected, the automatic transmission 13 transmits the power of the internal combustion engine to the drive wheels, so that the automatic transmission mode D and the manual transmission mode M can be switched. Note that the display device 14 may display that the switching is possible.

  When the vehicle changes to the forward traveling state of the vehicle by the internal combustion engine, first, traveling in the automatic transmission mode D is enabled, and “D” that is the automatic transmission mode D is displayed on the display device 14. When the vehicle enters the forward traveling state, the automatic transmission mode D and the manual transmission mode M can be switched as the function (1).

  Specifically, as shown in FIG. 4, first, in the forward traveling state, the shift ECU 10 detects the position of the shift lever 31 by the detection means 33 (step ST11). When shift lever 31 moves to the forward travel position D / M (YES in step ST12), shift ECU 10 confirms the current travel mode (step ST13).

  When the vehicle is in the forward traveling state and the traveling mode of the automatic transmission 13 is the automatic transmission mode D (YES in step ST14), the transmission ECU 11 changes the traveling mode to the manual transmission mode M (step ST14). ST15). With the switching to the manual conversion mode M, “M”, which is the manual transmission mode M, is displayed on the display device 14.

  When the manual transmission mode M is entered, as a function (2), the transmission gear ratio can be changed in a range of a plurality of stages in accordance with the operation of the shift lever 31. Specifically, when the shift lever 31 is moved to the upshift position +, the detection means 33 detects the movement. Thereby, the transmission ECU 11 controls the transmission to change the gear ratio. Similarly, when the shift lever 31 is moved to the shift down position −, the detecting means 33 detects the movement, and the transmission ECU 11 switches the transmission to change the transmission ratio.

  When the vehicle is traveling forward and is in the manual shift mode M (NO in step ST14), the transmission ECU 11 switches the travel mode to the automatic shift mode D (step ST16) and shifts accordingly. The machine ECU 11 automatically changes the gear ratio according to the traveling state of the vehicle (first traveling mode).

  If the shift lever 31 is not in the position D / M (NO in step ST12), the shift lever 31 is changed according to the position of the shift lever 31. For example, when the shift lever 31 is not moved and the neutral state is maintained, the automatic transmission mode D or the manual transmission mode M is maintained.

  When the shift lever 31 is moved to the neutral position N, the clutch is disengaged. When the shift lever 31 is moved to the reverse travel position R, reverse travel is possible. In the case of the automatic travel mode D, when the shift lever 31 is moved to the position B / −, the regenerative brake increase control state (increase control) is entered. It is increased and restricted to vehicle travel similar to the engine brake of a gasoline-powered vehicle (second travel mode). The second traveling mode may be a state in which the engine brake is increased with respect to the automatic traveling mode D. Further, in the manual transmission mode M, as the function (2) described above, the gear ratio is changed according to the shift lever 31 being shifted up and down.

  According to the speed change control device 1 configured as described above, the automatic speed change mode D that can automatically control the speed ratio of the automatic transmission 13 and the manual speed that can be changed manually according to the traveling state and the position of the shift lever 31. The shift mode M can be switched.

  Further, the automatic transmission mode D and the manual transmission mode M are switched in the forward traveling state by moving the shift lever 31 to the middle portion of the first groove 41 extending sideward and then the third groove 43 extending backward. It is performed by so-called two actions, which are switched by moving to. For this reason, it is possible to prevent the automatic transmission mode D and the manual transmission mode M from being erroneously switched.

  Further, switching between the automatic transmission mode D and the manual transmission mode M is a shift-by-wire type and may be a momentary type shift lever 31, which is highly versatile. Further, in the automatic shift mode D and the manual shift mode M, the regenerative brake position B and the shift down position are shared, thereby reducing the guide groove 32 for guiding the movement of the shift lever 31 and the moving direction as much as possible. This makes it possible to prevent the operation of the shift lever 31 from becoming complicated.

  As described above, according to the shift control device 1 according to the first embodiment of the present invention, the shift ratio of the automatic transmission 13 is determined using the shift-by-wire shift operation device 12 having the momentary type shift lever 31. The automatic shift and manual shift can be selected.

(Second Embodiment)
Next, a shift control device 1 according to a second embodiment of the present invention will be described with reference to FIG. FIG. 5 is a flowchart showing an example of switching between the automatic transmission mode and the manual transmission mode using the transmission control device 1 according to the second embodiment of the present invention. Note that, in the shift control device 1 according to the second embodiment, the same components as those in the shift control device 1 according to the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  The transmission control device 1 is used for vehicles such as a hybrid vehicle having an internal combustion engine and a travel motor, and a gasoline vehicle having an internal combustion engine. In the present embodiment, the vehicle is a hybrid vehicle, has an internal combustion engine and a travel motor, and is configured to be capable of regenerative power generation by a motor generator in a travel state or a regenerative motion state.

  The transmission control device 1 includes a shift ECU 10, a transmission ECU 11, a shift operation device 12, an automatic transmission 13, a display device 14, an ECU 20, and a transmission mode switching means.

  The shift operation device 12 includes a shift lever 31, a guide groove 32, an urging unit that constantly urges the shift lever 31 to a neutral position that is a predetermined position, and a detection unit 33. The guide groove 32 includes a first groove 41, a second groove 42, a third groove 43, a fourth groove 44, and a fifth groove 45.

  When detecting the movement of the shift lever 31, the detecting means 33 detects that the shift lever 31 has moved to the neutral position N when the first groove 41 is moved to the end, and the second groove 42 is moved to the end. When the reverse travel position R and the third groove 43 are moved to the end, the forward travel position D, and when the fourth groove 44 is moved to the end, the forward travel position M or the shift-up position + (position +). When the fifth groove 45 is moved to the end, it is detected that the regenerative braking position B or the shift-down (position B /-) is detected. Moreover, the detection means 33 transmits the detected information to the shift ECU 10.

  The detection means 33 is configured to transmit the held information to the shift ECU 10 when the shift lever 31 moves to the end of the fourth groove 44 and is held at the end. The shift ECU 10 is configured to be able to measure the holding time t of the shift lever 31 based on the held information. Further, the shift ECU 10 is configured to be able to compare a predetermined time t0 that is a threshold value stored in a storage unit or the like with a holding time t. Here, the predetermined time t0 is a time during which it can be determined that the operator has consciously selected the travel mode. In other words, it is a time during which it is possible to distinguish between the erroneous operation of the shift lever 31 and the selection of the travel mode, for example several seconds.

  The shift mode switching means is constituted by the shift ECU 10, the transmission ECU 11, the shift lever 31, and the detection means 33. When the shift lever 31 is held at the end of the fourth groove 44, the holding time t detected by the detection means 33. Is equal to or longer than the predetermined time t0, the shift ECU 10 and the transmission ECU 11 switch between the automatic transmission mode D and the manual transmission mode M.

The transmission mode switching means has functions (1) and (2). Next, function (1) and function (2) will be described.
First, when the shift lever 31 is guided by the third groove 43 and is positioned at the forward travel position D, the ECU 20 switches the travel by the internal combustion engine, the travel motor, or the internal combustion engine and the travel motor according to the travel state of the vehicle. .

  When traveling by the internal combustion engine is selected, the automatic transmission 13 transmits the power of the internal combustion engine to the drive wheels, so that the automatic transmission mode D and the manual transmission mode M can be switched.

  When the vehicle changes to the forward traveling state of the vehicle by the internal combustion engine, first, traveling in the automatic transmission mode D is enabled, and “D” that is the automatic transmission mode D is displayed on the display device 14. When the vehicle enters the forward traveling state, the automatic transmission mode D and the manual transmission mode M can be switched as the function (1).

  Specifically, as shown in FIG. 5, first, in the forward traveling state, the shift ECU 10 detects the position of the shift lever 31 by the detection means 33 (step ST21). When the shift lever 31 is at the end of the fourth groove 44, that is, the position + (YES in step ST22), the shift ECU 10 measures the holding time t of the shift lever 31 at the position + (step ST23). Comparison with the predetermined time t0 is performed (step ST24).

  If the holding time t is equal to or longer than the predetermined time t0 (YES in step ST24), the shift ECU 10 confirms the current travel mode (step ST25).

  When the vehicle is traveling forward and the traveling mode of the automatic transmission 13 is the automatic transmission mode D (YES in step ST26), the transmission ECU 11 changes the traveling mode to the manual transmission mode M (step S26). ST27). With the switching to the manual conversion mode M, “M”, which is the manual transmission mode M, is displayed on the display device 14.

  When the manual transmission mode M is entered, as a function (2), the transmission gear ratio can be changed in a range of a plurality of stages in accordance with the operation of the shift lever 31. Specifically, when the shift lever 31 is moved to the shift position +, the detection unit 33 detects the movement. Thereby, the transmission ECU 11 changes the gear ratio by switching the transmission of the automatic transmission 13. Similarly, when the shift lever 31 is moved to the position B / −, the detecting means 33 detects the movement, and the transmission ECU 11 switches the transmission to change the transmission ratio.

  When the vehicle is traveling forward and is in manual shift mode M (NO in step ST26), transmission ECU 11 changes to automatic shift mode D (step ST28), and accordingly transmission ECU 11 Automatically changes the gear ratio according to the running state of the vehicle.

  When the shift lever 31 is not in the position + (NO in step ST22), the shift lever 31 is changed according to the position of the shift lever 31. For example, when the shift lever 31 is not moved and the neutral state is maintained, the automatic transmission mode D or the manual transmission mode M is continued.

  When the shift lever 31 is moved to the neutral position N, the clutch is disengaged, and when the shift lever 31 is moved to the reverse travel position R, reverse travel is possible. Further, in the automatic travel mode D, when the shift lever 31 is moved to the position B / −, it is determined that the regenerative brake position B is set, and the regenerative brake increase control state is set.

  In step ST24, when the holding time t is shorter than the predetermined time t0 (NO in step ST24), processing is performed according to the current travel mode. That is, in the case of the automatic transmission mode D, the automatic transmission mode D is maintained, and in the case of the manual transmission mode M, the transmission ECU 11 determines that the upshift has been selected, and the transmission ratio is changed. .

  According to the speed change control device 1 configured as described above, the automatic speed change mode D that can automatically control the speed ratio of the automatic transmission 13 and the manual speed that can be changed manually according to the traveling state and the position of the shift lever 31. The shift mode M can be switched.

  The automatic shift mode D and the manual shift mode M are switched by holding the shift lever 31 to the end of the fourth groove 44 extending forward and holding it for a predetermined time in the forward running state. Performed by action. For this reason, it is possible to prevent the automatic transmission mode D and the manual transmission mode M from being erroneously switched.

  As described above, according to the shift control device 1 according to the second embodiment of the present invention, automatic shift and manual shift are selected using the shift-by-wire shift operation device 12 having the momentary type shift lever 31. It becomes possible.

(Third embodiment)
Next, a shift control device 1 according to a third embodiment of the present invention will be described with reference to FIG. FIG. 6 is a flowchart showing an example of switching between the automatic transmission mode and the manual transmission mode using the transmission control device 1 according to the third embodiment of the present invention. Note that, in the shift control device 1 according to the third embodiment, the same components as those in the shift control device 1 according to the first and second embodiments are denoted by the same reference numerals, and detailed description thereof is omitted.

  The transmission control device 1 is used for vehicles such as a hybrid vehicle having an internal combustion engine and a travel motor, and a gasoline vehicle having an internal combustion engine. In the present embodiment, the vehicle is a hybrid vehicle, has an internal combustion engine and a travel motor, and is configured to be capable of regenerative power generation by a motor generator in a travel state or a regenerative motion state.

  The transmission control device 1 includes a shift ECU 10, a transmission ECU 11, a shift operation device 12, an automatic transmission 13, a display device 14, an ECU 20, and a transmission mode switching means.

  The shift operation device 12 includes a shift lever 31, a guide groove 32, an urging unit that constantly urges the shift lever 31 to a neutral position that is a predetermined position, and a detection unit 33. The guide groove 32 includes a first groove 41, a second groove 42, a third groove 43, a fourth groove 44, and a fifth groove 45.

  When detecting the movement of the shift lever 31, the detecting means 33 detects that the shift lever 31 has moved to the neutral position N when the first groove 41 is moved to the end, and the second groove 42 is moved to the end. When the reverse travel position R, the third groove 43 moves to the end, the forward travel position D, when the fourth groove 44 moves to the end, the shift down position + −, when the fifth groove 45 moves to the end Is detected to be the regenerative brake position B or the upshift position + (position B / +). The detection means 33 transmits the detected information to the shift ECU 10.

  The detection means 33 is configured to transmit the held information to the shift ECU 10 when the shift lever 31 moves to the end of the fourth groove 44 and is held at the end. The shift ECU 10 is configured to be able to count (measure) the holding time t of the shift lever 31 based on the held information. Further, the shift ECU 10 is configured to be able to compare a predetermined time t0 that is a threshold value stored in a storage unit or the like with a holding time t.

  The shift mode switching means is constituted by the shift ECU 10, the transmission ECU 11, the shift lever 31, and the detection means 33. When the shift lever 31 is held at the end of the fourth groove 44, the holding time t detected by the detection means 33. Is equal to or longer than the predetermined time t0, the shift ECU 10 and the transmission ECU 11 switch between the automatic transmission mode D and the manual transmission mode M.

The transmission mode switching means has functions (1) and (2). Next, function (1) and function (2) will be described.
First, when the shift lever 31 is guided by the third groove 43 and positioned at the forward travel position D, the ECU 20 cuts off the travel by the internal combustion engine, the travel motor, or the internal combustion engine and the travel motor, depending on the travel state of the vehicle. Change.

  When traveling by the internal combustion engine is selected, the automatic transmission 13 transmits the power of the internal combustion engine to the drive wheels, so that the automatic transmission mode D and the manual transmission mode M can be switched.

  When the vehicle changes to the forward traveling state of the vehicle by the internal combustion engine, first, traveling in the automatic transmission mode D is enabled, and “D” that is the automatic transmission mode D is displayed on the display device 14. When the vehicle enters the forward traveling state, the automatic transmission mode D and the manual transmission mode M can be switched as the function (1).

  Specifically, as shown in FIG. 6, first, in the forward traveling state, the shift ECU 10 detects the position of the shift lever 31 by the detection means 33 (step ST31). When the shift lever 31 is at the end of the fourth groove 44, that is, the position (YES in step ST31), the shift ECU 10 measures the holding time t of the shift lever 31 in the position (step ST33). Comparison with the predetermined time t0 is performed (step ST34).

  If the holding time t is equal to or longer than the predetermined time t0 (YES in step ST34), the shift ECU 10 confirms the current travel mode (step ST35).

  When the vehicle is traveling forward and the traveling mode of the automatic transmission 13 is the automatic transmission mode D (YES in step ST36), the transmission ECU 11 changes the traveling mode to the manual transmission mode M (step S36). ST37). With the switching to the manual conversion mode M, “M”, which is the manual transmission mode M, is displayed on the display device 14.

  When the manual transmission mode M is entered, as a function (2), the transmission gear ratio can be changed in a range of a plurality of stages in accordance with the operation of the shift lever 31. Specifically, when the shift lever 31 is moved to the upshift position +, the detection means 33 detects the movement. Thus, the transmission ECU 11 changes the gear ratio by switching the transmission. Similarly, when the shift lever 31 is moved to the shift down position −, the detecting means 33 detects the movement, and the transmission ECU 11 switches the transmission to change the transmission ratio.

  When the vehicle is traveling forward and is in the manual shift mode M (NO in step ST36), the transmission ECU 11 changes to the automatic shift mode D (step ST38), and accordingly the transmission ECU 11 Automatically changes the gear ratio according to the running state of the vehicle.

  If the shift lever 31 is not in the position (NO in step ST32), the shift lever 31 is changed according to the position of the shift lever 31. For example, when the shift lever 31 is not moved and the neutral state is maintained, the automatic transmission mode D or the manual transmission mode M is continued.

  When the shift lever 31 is moved to the neutral position N, the clutch is disengaged, and when the shift lever 31 is moved to the reverse travel position R, reverse travel is possible. Further, in the case of the automatic travel mode D and moved to the shift-up position +, the automatic travel mode D is continued. In the case of the manual shift mode M and moved to the shift-up position +, the gear ratio is increased. Is changed. In the automatic travel mode D, when the shift lever 31 is moved to the position B / +, the regenerative brake increase control state is set.

  In step ST34, when the holding time t is shorter than the predetermined time t0 (NO in step ST34), the process is performed according to the current travel mode. That is, in the case of the automatic transmission mode D, the automatic transmission mode D is maintained, and in the case of the manual transmission mode M, the transmission ECU 11 determines that the downshift has been selected, and the transmission ratio is changed. .

  According to the speed change control device 1 configured as described above, the automatic speed change mode D that can automatically control the speed ratio of the automatic transmission 13 and the manual speed that can be changed manually according to the traveling state and the position of the shift lever 31. The shift mode M can be switched.

  The automatic shift mode D and the manual shift mode M are switched by holding the shift lever 31 to the end of the fourth groove 44 extending forward and holding it for a predetermined time in the forward running state. Performed by action. For this reason, it is possible to prevent the automatic transmission mode D and the manual transmission mode M from being erroneously switched.

  As described above, according to the shift control device 1 according to the second embodiment of the present invention, automatic shift and manual shift are selected using the shift-by-wire shift operation device 12 having the momentary type shift lever 31. It becomes possible.

(Fourth embodiment)
Next, a shift control device 1 according to a fourth embodiment of the present invention will be described with reference to FIG. FIG. 7 is a flowchart showing an example of switching between the automatic transmission mode and the manual transmission mode using the transmission control device 1 according to the fourth embodiment of the present invention. Note that in the shift control device 1 according to the fourth embodiment, the same components as those in the shift control device 1 according to the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  The transmission control device 1 is used for vehicles such as a hybrid vehicle having an internal combustion engine and a travel motor, and a gasoline vehicle having an internal combustion engine. In the present embodiment, the vehicle is a hybrid vehicle, has an internal combustion engine and a travel motor, and is configured to be capable of regenerative power generation by a motor generator in a travel state or a regenerative motion state.

  The transmission control device 1 includes a shift ECU 10, a transmission ECU 11, a shift operation device 12, an automatic transmission 13, a display device 14, an ECU 20, and a transmission mode switching means.

  The shift operation device 12 includes a shift lever 31, a guide groove 32, an urging unit that constantly urges the shift lever 31 to a neutral position that is a predetermined position, and a detection unit 33. The guide groove 32 includes a first groove 41, a second groove 42, a third groove 43, a fourth groove 44, and a fifth groove 45.

  When detecting the movement of the shift lever 31, the detecting means 33 detects that the shift lever 31 has moved to the neutral position N when the first groove 41 is moved to the end, and the second groove 42 is moved to the end. When the reverse travel position R and the third groove 43 are moved to the end, when the forward travel position D / M and the fourth groove 44 are moved to the end, it is detected that the shift up position is + When the fifth groove 45 is moved to the end, it is detected that the regenerative brake position B or the shift down position-(position B /-) is detected. The detection means 33 transmits the detected information to the shift ECU 10.

  The detection means 33 is configured to transmit the held information to the shift ECU 10 when the shift lever 31 moves to the end of the third groove 43 and is held at the end. The shift ECU 10 is configured to be able to measure the holding time t of the shift lever 31 based on the held information. Further, the shift ECU 10 is configured to be able to compare a predetermined time t0 that is a threshold value stored in a storage unit or the like with a holding time t.

  The shift mode switching means is composed of the shift ECU 10, the transmission ECU 11, the shift lever 31, and the detection means 33. When the shift lever 31 is held at the end of the third groove 43, the holding time t detected by the detection means 33. Is equal to or longer than the predetermined time t0, the shift ECU 10 and the transmission ECU 11 switch between the automatic transmission mode D and the manual transmission mode M.

The transmission mode switching means has functions (1) and (2). Next, function (1) and function (2) will be described.
First, when the shift lever 31 is guided by the third groove 43 and positioned at the forward travel position D, the ECU 20 cuts off the travel by the internal combustion engine, the travel motor, or the internal combustion engine and the travel motor, depending on the travel state of the vehicle. Change.

  When traveling by the internal combustion engine is selected, the automatic transmission 13 transmits the power of the internal combustion engine to the drive wheels, so that the automatic transmission mode D and the manual transmission mode M can be switched.

  When the vehicle changes to the forward traveling state of the vehicle by the internal combustion engine, first, traveling in the automatic transmission mode D is enabled, and “D” that is the automatic transmission mode D is displayed on the display device 14. When the vehicle enters the forward traveling state, the automatic transmission mode D and the manual transmission mode M can be switched as the function (1).

  Specifically, as shown in FIG. 7, first, in the forward traveling state, the shift ECU 10 detects the position of the shift lever 31 by the detection means 33 (step ST41). When the shift lever 31 is at the end of the third groove 43, that is, the forward travel position D / M (YES in step ST42), the shift ECU 10 holds the shift lever 31 at the forward travel position D / M. Is measured (step ST43) and compared with a predetermined time t0 (step ST44).

  If the holding time t is equal to or longer than the predetermined time t0 (YES in step ST44), the shift ECU 10 checks the current travel mode (step ST45).

  When the vehicle is traveling forward and the traveling mode of the automatic transmission 13 is the automatic transmission mode D (YES in step ST46), the transmission ECU 11 changes the traveling mode to the manual transmission mode M (step S46). ST47). With the switching to the manual conversion mode M, “M”, which is the manual transmission mode M, is displayed on the display device 14.

  When the manual transmission mode M is entered, as a function (2), the transmission gear ratio can be changed in a range of a plurality of stages in accordance with the operation of the shift lever 31. Specifically, when the shift lever 31 is moved to the upshift position +, the detection means 33 detects the movement. Thus, the transmission ECU 11 changes the gear ratio by switching the transmission. Similarly, when the shift lever 31 is moved to the shift down position − (position B / −), the detection means 33 detects the movement, and the transmission ECU 11 switches the transmission to change the transmission ratio.

  When the vehicle is traveling forward and is in manual transmission mode M (NO in step ST46), transmission ECU 11 changes to automatic transmission mode D (step ST48), and accordingly transmission ECU 11 Automatically changes the gear ratio according to the running state of the vehicle.

  When the shift lever 31 is not in the forward travel position D / M (NO in step ST42), the shift lever 31 is changed according to the position of the shift lever 31. For example, when the shift lever 31 is not moved and the neutral state is maintained, the automatic transmission mode D or the manual transmission mode M is continued.

  When the shift lever 31 is moved to the neutral position N, the clutch is disengaged, and when the shift lever 31 is moved to the reverse travel position R, reverse travel is possible. In the automatic travel mode D, when the shift lever 31 is moved to the regenerative brake position B, the regenerative brake increase control state is set. In the manual shift mode M, the shift lever 31 is shifted up. The gear ratio is changed according to the position + and the shift down position −.

  In step ST44, when the holding time t is shorter than the predetermined time t0 (NO in step ST44), the current travel mode is maintained.

  According to the speed change control device 1 configured as described above, the automatic speed change mode D that can automatically control the speed ratio of the automatic transmission 13 and the manual speed that can be changed manually according to the traveling state and the position of the shift lever 31. The shift mode M can be switched.

  Further, the automatic transmission mode D and the manual transmission mode M are switched in the forward traveling state by moving the shift lever 31 to the middle portion of the first groove 41 extending sideward and then the third groove 43 extending backward. It is performed by so-called three actions that are switched by moving to the end of, and holding for a predetermined time. For this reason, it is possible to prevent the automatic transmission mode D and the manual transmission mode M from being erroneously switched.

  As described above, according to the shift control device 1 according to the fourth embodiment of the present invention, automatic shift and manual shift are selected using the shift-by-wire shift operation device 12 having the momentary type shift lever 31. It becomes possible.

  The present invention is not limited to the above embodiment. In the above-described example, the change from the automatic transmission mode D to the manual transmission mode M and the change from the manual transmission mode M to the automatic transmission mode D has been described by the same operation. However, the present invention is not limited to this. For example, when switching from the automatic transmission mode D to the manual transmission mode M, as shown in the above-described second embodiment, the switching can be performed by holding the position + for a predetermined time, and the manual transmission mode M When switching to the automatic transmission mode D, as shown in the first embodiment, switching to the position D / M may be possible. In addition, various modifications can be made without departing from the scope of the present invention.

  DESCRIPTION OF SYMBOLS 1 ... Shift control device, 10 ... Shift ECU, 11 ... Transmission ECU, 12 ... Shift operation device, 13 ... Automatic transmission, 14 ... Display device, 20 ... ECU, 31 ... Shift lever, 32 ... Guide groove, 33 ... Detection means, 41 ... first groove, 42 ... second groove, 43 ... third groove, 44 ... fourth groove, 45 ... fifth groove.

Claims (6)

In a shift control device that shifts and transmits the rotational speed of a drive source at different gear ratios when the vehicle is running
A shift lever that is always biased to a neutral position and is formed so as to be movable to a plurality of positions; and a shift operating device that has a detecting means for detecting the position of the shift lever;
A transmission capable of automatic shifting for automatically shifting the transmission ratio based on a running state of the vehicle, and a manual transmission for shifting the transmission ratio based on movement of the shift lever;
Switching means for switching the automatic shift and the manual shift by at least two operations by the shift operation device;
A shift control apparatus comprising:   The shift control device according to claim 1, wherein the switching means switches the automatic shift and the manual shift by moving the shift lever in two directions.   The shift control device according to claim 1, wherein the switching unit switches the automatic shift and the manual shift by holding the shift lever in one direction and holding the shift lever for a predetermined time.   The shift control device according to claim 1, wherein the switching unit switches the automatic shift and the manual shift by holding the shift lever in two directions and holding the shift lever for a predetermined time. The transmission is configured to be capable of selecting a first travel mode and a second travel mode for increasing the regenerative brake from the first travel mode when the automatic shift is switched,
2. The shift according to claim 1, wherein the shift operation device is configured such that a position of the shift lever for selecting the second travel mode is the same as a shift-down selection position at the time of the manual shift switching. Control device. The transmission is configured to be capable of selecting a first travel mode and a second travel mode for increasing the regenerative brake from the first travel mode when the automatic shift is switched,
2. The shift according to claim 1, wherein the shift operation device is configured such that a position of the shift lever for selecting the second traveling mode is the same as a shift-up selection position at the time of the manual shift switching. Control device.

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