JP3168786B2 - Shift control device for automatic transmission that can be manually shifted - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for controlling a shift in an automatic transmission capable of performing a shift based on a running state and a shift based on a signal output by a manual operation. .

[0002]

2. Description of the Related Art In an automatic transmission for a vehicle, a predetermined transmission speed is set by changing a power transmission path in a gear train by appropriately engaging a friction engagement device such as a clutch or a brake by hydraulic pressure. It is configured. The supply and discharge of the hydraulic pressure to and from the friction engagement device can be performed by, for example, electrically controlling a solenoid valve. Therefore, conventionally, the command signal is generally output by an electronic control device mainly including a microcomputer. Thus, the gearshift according to the traveling state is performed. However, the signal for controlling the solenoid valve may be a signal that is output based on a manual operation. Therefore, if a switch that outputs a shift signal is provided in a manually operated shift device, manual shifting can be performed. Become.

The applicant of the present invention has already filed an application for an automatic transmission capable of performing such a manual shift or a control device therefor. For example, the device proposed in Japanese Patent Application No. 4-135856 discloses a shift device which has a manual shift mode. And an upshift switch and a downshift switch are provided, and an upshift or a downshift is executed by turning on the upshift switch or the downshift switch in a state where the manual shift mode is selected. Have been.

In such a transmission, a shift is performed based on an electric signal in a manual shift mode.
There is a possibility that a shift signal is output due to a switch failure, so in the invention according to the above application, if an upshift signal and a downshift signal are simultaneously output continuously for a predetermined time or longer, it is determined that a failure has occurred. And

[0005]

The above-described upshift switch, downshift switch, or switch for directly instructing the gear position in an automatic transmission capable of manual shifting is a so-called ON failure which always outputs a signal. So-called OFF that the signal cannot be output
A failure may occur, and the above-described device that detects an ON failure cannot detect an OFF failure and cannot appropriately control the detection result.

On the other hand, in an automatic transmission capable of manual shifting,
Assuming that the driver may not always execute a shift operation suitable for the running state, a configuration may be adopted in which a predetermined shift is automatically executed even in the manual shift mode. For example, when the brake pedal is depressed and stopped with the middle gear set in the manual shift mode, a downshift is forcibly executed according to the driving conditions to prevent engine stall and secure a predetermined torque. And
Conversely, when the upshift operation is not performed despite the high vehicle speed, the upshift can be compulsorily performed in order to prevent the engine from over-revving.

Therefore, even in the manual shift mode, a shift that is not based on a shift operation is performed. Therefore, an OFF failure of the shift switch does not necessarily correspond to a shift that is not based on a signal from the shift switch. There is a difficulty in detecting or determining a failure, and in reality, no appropriate technology for the detection has been developed so far.

The present invention has been made in view of the above circumstances, and in an automatic transmission capable of manual shifting, a so-called 0FF failure of a switch system that outputs a shift signal based on a manual operation can be reliably detected. It is an object of the present invention to provide a shift control device capable of appropriately coping with a detection result.

[0009]

In order to achieve the above object, the present invention is characterized in that it has a configuration shown in the drawings. That is, according to the first aspect of the present invention, as shown in FIG. 1, an automatic shift mode in which a shift is performed based on a signal output according to a traveling state, and a shift is performed based on a signal output by a manual operation. When the running state is incompatible with the gear set in the manual gear shift mode, the shift from that gear to another gear can be performed manually. Automatic transmission A capable of manual shifting that is executed without using a signal based on the automatic transmission A
In the shift control device, the manual shift mode determining means 1 for determining that the manual shift mode is selected, and in the manual shift mode, the downshift and the upshift are continuously performed without depending on the signal based on the manual operation. Shift detecting means 2 for detecting that the
And a failure judging means 3 for judging that a failure in which a signal based on the manual operation is not output has occurred due to the number of downshifts and upshifts detected by the number exceeding a predetermined number. It is assumed that.

According to a second aspect of the present invention, as shown in FIG. 2, a shift based on a signal output according to a traveling state and an upshift and a downshift signal based on an upshift signal by manual operation are provided. In the shift control device of the automatic transmission A capable of performing a manual shift and performing a downshift, an upshift failure detecting means 4 for detecting occurrence of a failure in which the upshift signal is not output.
Downshift failure detecting means 5 for detecting that a failure in which the downshift signal is not output has occurred.
When it is detected that a failure in which the upshift signal is not output occurs, the upshift is performed based on the signal output in accordance with the traveling state, and a failure in which the downshift signal is not output occurs. An automatic shift return means 6 for executing a downshift based on a signal output in accordance with a running state when the shift is detected is provided.

[0011]

In the automatic transmission A according to the first aspect of the present invention, if the automatic transmission mode is selected, a shift signal is output based on the detected traveling state, and based on the signal, the shift signal is output. A shift is performed. If the manual shift mode is selected, a shift is performed based on a shift signal output by a manual operation. Further, when the manual shift mode is selected and the vehicle is decelerated or stopped without performing the downshift operation, or when the vehicle speed is increased without performing the upshift operation, the set shift is set. If the traveling state is incompatible with the gear, downshifting or upshifting is performed without outputting a shift signal based on manual operation.
When the manual shift mode is selected, the manual shift mode determining means 1 determines this, and when a downshift and an upshift that are not based on a shift signal by a manual operation occur continuously in the manual shift mode, That is, when a so-called forced shift occurs, the forced shift detecting means 2 detects this. If this so-called forced shift is performed a plurality of times in succession and the number of times exceeds a predetermined number, the failure determination means 3 determines that a failure in which the shift signal by the manual operation is not output has occurred.

In the automatic transmission A according to the present invention, a shift based on a signal output according to a traveling state and a shift based on an upshift signal or a downshift signal by manual operation are provided. Is possible. If the upshift signal is not output even if the manual operation is performed to perform the upshift, the upshift failure detecting means 4 detects this. If the downshift signal is not output even if the manual operation is performed to perform the downshift. This is detected by the downshift failure detecting means 5. When any one of these failures is detected, the automatic shift return means 6
Outputs a shift signal for performing an automatic shift so as to compensate for the failed shift signal. That is, when a downshift signal cannot be output by a manual operation, the automatic shift return means 6 outputs a signal so that the downshift is performed based on the traveling state. If the upshift signal cannot be output by manual operation, the automatic shift return means 6 outputs a signal so that the upshift is performed based on the running state. Therefore, even if a so-called OFF failure occurs in the control system that outputs the upshift signal or the downshift signal, traveling can be ensured.

[0013]

Next, an embodiment of the present invention will be described with reference to the drawings. FIG. 3 is a block diagram showing a basic configuration of one embodiment of the present invention. The automatic transmission A shown here is based on an automatic shift mode in which a gear is set according to a running state and a manual operation. And a manual shift mode in which the shift speed is set by the user. That is, the automatic transmission A
Are the solenoid valves S1, S2, S3 for shifting, the solenoid valve SLT for line pressure, the solenoid valve SLU for lock-up clutch,
And accumulator back pressure solenoid valve SLN
Is controlled by an electronic control unit (ECU) 11 for an automatic transmission and a shift valve 13 operated by a shift lever 12 operates a manual valve (not shown) to set a predetermined gear position. .

The shift device 13 is provided with a shift lever from a parking (P), reverse (R), neutral (N), drive (D), manual (M), low (L) range position and a manual range position. The shift lever 12 selects an upshift position at which the upshift signal is output by moving the shift lever 12 and a downshift position at which the downshift signal is output. A shift switch (not shown) that outputs a shift signal by being turned on by the shift lever 12 is provided at each of the upshift position and the downshift position, and these switches are connected to the electronic control unit 11. ing.

The electronic control unit 11 has a central processing unit (CPU), storage elements (ROM, RAM) and an input / output interface as main elements, and includes a vehicle speed V, a throttle opening θ, a brake signal, Various signals such as a pattern select signal are input, and in the automatic shift mode, the shift solenoid valves S1 and S2 are controlled so as to set the gear position according to the traveling state. In the manual shift mode, the upshift switch is set to 1 The hydraulic control device 10 shifts up by one step every time
The shift solenoid valves S1 and S2 of the hydraulic control device 10 are operated so that the shift solenoid valves S1 and S2 are operated and the downshift is performed one step each time the downshift switch is operated once. . The shift positions of each range in the shift device 13 are arranged as shown in FIG.

An example of the gear train in the automatic transmission A is shown in FIG. 5, and a hydraulic control device 10 for executing a shift in the automatic shift mode and the manual shift mode for the gear train. 6 is as shown in FIG.

That is, a torque converter 21 having a lock-up clutch 20 is provided in the automatic transmission A shown in FIG.
, A second transmission unit 30 having a set of planetary gear mechanisms, and a first transmission unit 40 for setting a plurality of forward speeds and reverse speeds by two sets of planetary gear mechanisms.

The second transmission section 30 performs two-stage switching between high and low. The carrier 31 of the planetary gear mechanism is connected to the turbine runner 22 of the torque converter 21. A clutch C0 and a one-way clutch Fo are provided between the sun gear 32 and the sun gear 32.
A brake B0 is provided between the motor and the housing Hu.

The sun gears 41 and 42 of each planetary gear mechanism of the first transmission section 40 are provided on a common sun gear shaft 43, and the planetary gear mechanism on the left side (front side) of the first transmission section 40 in the drawing. Ring gear 44 and second
A first clutch C1 is provided between the transmission unit 30 and the ring gear 33, and a second clutch C2 is provided between the sun gear shaft 43 and the ring gear 33 of the second transmission unit 30. In the first transmission section 40, the carrier 45 of the planetary gear mechanism on the left side in the figure and the ring gear 46 of the planetary gear mechanism on the right side (rear side) are integrally connected,
The output shaft 47 is connected to the carrier 45 and the ring gear 46.
Are connected.

A first brake B1 which is a band brake is provided on the outer peripheral side of the clutch drum of the second clutch C2 so as to stop the rotation of the sun gear shaft 43, and more specifically, is provided with the sun gear shaft 43 and the housing. Hu, a first one-way clutch F1 and a second brake B2 are arranged in series, and a second one-way clutch F2 and a housing Hu between the carrier 48 and the housing Hu in the rear planetary gear mechanism. The third brake B3 is arranged in parallel.

The automatic transmission A having the above-described gear train can set the first to fourth speeds in the forward gear. Among these, the first and second speeds are set in the automatic shift mode and the engine brake is set. Does not work, and it is necessary to apply the engine brake in the manual shift mode. Therefore, the hydraulic circuit shown in FIG.

The manual valve 100 switches the supply / discharge state of the hydraulic pressure by moving the spool 101 by the shift device 13. The manual valve 100 has a line pressure P regulated by a primary regulator valve (not shown).
The line pressure oil passage 60 for supplying L is connected to the input port 102. In the D range, the spool 101 is located at the position shown in the drawing, and connects the input port 102 to the D port 103. In the M range, the spool 10
1 moves to the lower side of the figure and the input port 102 becomes D port 1
In the L range, the spool 101 moves further downward, and the input port 102 communicates with the D port 103, the M port 104, and the L port 105, and conversely, the N range. Then, the spool 101 closes the input port 102, and in the R range, the input port 10
2 communicates with the R port 106, closes the input port 102 in the P range, and connects the other ports to the drain port. And the D port 103
Is connected to a first clutch C1 and a first solenoid valve S1.

The 1-2 shift valve 200 for shifting between the first speed and the second speed is provided with a spool 2 having four lands.
01 and a spring 202 disposed at one end thereof. When a control port 203 formed at the end opposite to the spring 202 is connected to the second solenoid valve S2 and the second solenoid valve S2 is turned off. And a strainer 62 and an orifice 63 from the line pressure oil passage 61.
The line pressure PL supplied through the control port 203 is generated at the control port 203.

Below the control port 203 in the figure, a second coast port 204 opened and closed by the uppermost land
And the first brake port 20 selectively communicated with the second coast port 204 and the drain port 205.
6 are sequentially formed, and the first brake port 206 is connected to the first brake port 206 via the second coast modulator valve 64.
The brake B1 is connected. Drain port 20
5, a D port 207 connected to the D port 103 of the manual valve 100 is formed below the figure.
A second brake B2 is connected to a second brake port 209 which is selectively connected to the D port 207 and another drain port 208. The other drain port 208
A further drain port 210 is formed on the lower side in the figure, and the third brake port 2 selectively communicated with the drain port 210 and the low coast port 211.
12 is connected to a third brake B3. A hold port 213 is formed at the lowermost end where the spring 202 is disposed.

The 2-3 shift valve 300 for shifting between the second speed and the third speed includes a spool 301 having seven lands and a spring 302 disposed at one end (lower end in the figure). A control port 303 formed at the end opposite to the spring 302 is connected to the first solenoid valve S1, and the first solenoid valve S1 is
At the time of FF, the line pressure PL supplied from the D port 103 of the manual valve 100 via the strainer 65 and the orifice 66 is generated at the control port 303.

The 2-3 shift valve 300 has a first drain port 304, a brake port 3
05, a first M port 306 is formed, the brake port 305 is connected to the second coast port 204 of the 1-2 shift valve 200, and the brake port 305 is connected to the first drain port 304 and the first drain port 304.
The communication with the M port 306 is selectively performed. Following the above port, a second drain port 307,
A hold output port 308, an input port 309, a clutch port 310, and a third drain port 311 are formed in this order, and the first drain port 304 and the brake port 3
05, the first M port 306 is shut off, the hold output port 308 communicates with the second drain port 307, the input port 309 and the clutch port 3
10 communicate with each other. When the brake port 305 communicates with the first M port 306, the hold output port 308 communicates with the input port 309, and the clutch port 310 communicates with the third drain port 311.

Further, a brake port 312 and a second M port 313 are formed in order following the third drain port 311, and when the clutch port 310 is connected to the input port 309, the third drain port 311 is connected to the brake port 312. To the clutch port 31
When 0 is in communication with the third drain port 311, the brake port 312 communicates with the second M port 313. Further, a hold port 314 is formed at the lowermost end where the spring 302 is disposed.

The second clutch C2 is connected to the clutch port 310 while the 1-2 shift valve 2 is connected.
00 hold port 213 and this clutch port 31
0 is connected. Also, the first M port 306 and the second
The M port 313 is connected to the M port 104 of the manual valve 100. Brake port 312
Is connected to the low coast port 211 of the 1-2 shift valve 200 via the low coast modulator valve 67, and the hold port 314 is connected to the manual valve 10.
In the L range, the spool 301 is held at a position pushed up as shown in the right half of the figure.

The 3-4 shift valve 400 is controlled by the hydraulic pressure sent from the hold output port 308 of the second solenoid valve S2 and the 2-3 shift valve 300,
The second speed change unit 30 performs a shift operation, and includes a spool 401 having four lands and a spring 402 disposed at one end thereof. Control port 4 formed in
03 is connected to the second solenoid valve S2 in the same manner as the control port 203 of the above-mentioned 1-2 shift valve 200, and the hold port 404 formed at the end where the spring 402 is disposed is connected to the 2-3 shift valve. It is connected to the hold output port 308 of the valve 300.

The 3-4 shift valve 400 is connected to the control port 4 when the second solenoid valve S2 is turned off.
When the line pressure PL is acting on the brake line 03, the input port 405 connected to the line pressure oil passage 61
0 is connected to the brake port 406 to which the clutch C0 is connected, and conversely, when the pressure is released from the control port 403 or when the hydraulic pressure is applied to the hold port 404, the input port 405 connects the clutch C0 to It is designed to communicate with a certain clutch port 407.

Since the solenoid valves S1 and S2 are turned ON or OFF as shown in FIG.
In the shift valve 200, at the first speed, the spool 201 is pushed down as shown in the right half, and in the other forward stages, the spool 201 is pushed up as shown in the left half of the figure. In the first and second speeds, the spool 301 is pushed up as shown in the right half of the figure. In the third and fourth speeds, the spool 301 is pushed down as shown in the left half of the figure. At 400, the spool 401 at the first to third speeds
Is pushed up as shown in the right half of the figure, and is pushed down at the fourth speed as shown in the left half of the figure. As a result, each friction engagement device is engaged or disengaged as shown in FIG. 7, and each shift speed is set.

FIG. 7 is an operation table, in which a circle indicates ON for a solenoid valve, engagement for a friction engagement device, and a cross indicates OF for a solenoid valve.
F, release is shown for the friction engagement device.

Here, the first speed and the second speed in the manual shift mode will be described. In the manual shift mode, the shift lever 12 is set to the M range position and the M port 104 communicates with the input port 102. Therefore, the line pressure PL is supplied to the first M port 306 and the second M port 313 of the 2-3 shift valve 300. Therefore, when setting the first speed, the hydraulic pressure is supplied to the first brake B1 via the brake port 305 and the 1-2 shift valve 200, and the engine brake is activated. When the second speed is set, hydraulic pressure is supplied to the third brake B3 via the brake port 312 and the 1-2 shift valve 200, so that the engine brake is activated.

The automatic transmission A having the gear train shown in FIG. 5 and the hydraulic circuit shown in FIG. 6 can perform the shift in the automatic shift mode and the shift in the manual shift mode as described above. Switching and selection of each shift speed in the manual shift mode are performed by the shift device 13 described above. That is, if the D range is selected by the shift lever 12, each gear is automatically set based on the running state such as the vehicle speed and the throttle opening.
When the electronic control unit 11 is set to the M range position and the upshift switch or the downshift switch is turned on from this position, the electronic control unit 11 causes the hydraulic control unit 10 to perform the upshift or the downshift one step at a time. To the solenoid valves S1 and S2, and outputs a shift command signal to a higher gear or a lower gear with respect to the current gear.

In such a manual shift mode as well, running conditions such as vehicle speed and throttle opening are detected. For example, when the third speed or the fourth speed is set by manual operation, brake operation is performed. When the vehicle stops or decelerates, the electronic control unit 11 outputs a downshift signal when a predetermined condition is satisfied, and outputs the first shift signal.
The shift to the second speed or the second speed is executed. On the other hand, when a low gear such as the first gear or the second gear is instructed in spite of the high vehicle speed, the electronic control unit 11 operates under a predetermined condition in order to prevent over-rev of the engine. Is satisfied, an upshift signal is output to set a predetermined middle / high speed stage.

Upshifting and downshifting based on the running state in the manual shift mode are so-called forced shifts because they are shifts not based on signals output by manual operation. This is performed both when the manual shift operation is not performed and when the upshift signal or the downshift signal is not output despite the manual operation. Therefore, the above-mentioned automatic transmission A
The control device that detects the OFF failure of the control system that outputs the upshift signal or the downshift signal due to the manual operation, that is, the failure in which the shift signal cannot be output, is detected as follows.

In FIG. 8, first, the input signal is processed in step 10 and then it is determined whether or not the manual shift mode (M mode) has been selected (step 20). The process returns without performing the control. If the M mode is selected, it is determined whether an upshift signal has been input (step 3).
0). The selection of the M mode can be determined by a signal from a switch (not shown) that is turned ON when the shift lever 12 is set to the M range position.

If the upshift signal has not been input, the flag Fup2 is set to "0" (step 40).
After that, it is determined whether or not a downshift signal has been input (step 50). If the downshift signal is not input, the subroutine A is executed after setting the flag Fdn2 to "0" (step 60) (step 70).

This subroutine A is as shown in FIG. 9. First, a flag Fup1 which is set to "1" when an upshift signal is input and is set to "1" when a downshift signal is input. Flag F
It is determined whether or not both dn1 are "1" (step 71). Since all the flags are set to "0" at the beginning of the control, if the determination in step 71 is made for the first time after the start of the control, the determination result is "no", and in this case, the vehicle speed V becomes Predetermined reference vehicle speed V0
It is determined whether or not a downshift has been performed by the automatic shift based on the traveling state below (step 72). That is, forcible downshifting in the manual shift mode.
If this is not executed, return is made, and if it is executed, the engine is over-revised, or the upshift in automatic transmission based on the running state is performed to protect the drive mechanism such as the engine. It is determined whether or not the execution has been performed (step 73).

If neither engine overrev nor compulsory upshift has occurred, the routine returns. If either occurs, the fail counter C
The integrated value of F is increased by "1" (CF = CF + 1) (step 74). Then, it is determined whether or not the integrated value of the fail counter CF exceeds a predetermined value α (step 75). If the value is equal to or less than the value α, the routine returns. If it exceeds the value α, the flags Fup1 and Fdn1 are returned. "1" together
Is set (step 76), an automatic shift is executed based on the failure map I (step 77). This map I is a map having an upshift line and a downshift line, and may be a diversion of a shift map used in a normal automatic shift mode, or may be similar to running with a manual shift. The shift line may be set so that the low-speed gear is frequently used in order to perform the running.

Therefore, in the above control device, in the manual shift mode, when the downshift and the upshift not based on the manual operation occur successively a predetermined number of times, the control system for outputting the upshift signal and the downshift signal by the manual operation. Is determined. In other words, since the failure is determined based on the number of repetitions of the so-called forced shift, the forced shift when the shift operation is neglected is clearly distinguished to prevent erroneous determination. In the case of such a failure, the automatic shift control is executed based on the map I, so that traveling is ensured. In the subroutine shown in FIG. 9, if the determination result of step 71 is "YES", both the downshift signal and the upshift signal are OF signals.
Since F failure has occurred, the automatic shift control according to Map I is continued (step 78).

On the other hand, if the determination result of step 30 is "yes" due to the input of the upshift signal, the flag Fup1 is set to "0" (step 8).
After 0), it is determined whether a downshift signal has been input (step 90). The result is “yes”
In the case of (1), that is, when a downshift signal is input, a subroutine B for so-called ON failure is executed (step 100).

This subroutine B is as shown in FIG. 10. First, the duration Tup of the ON state of the upshift signal and the duration Tdn of the ON state of the downshift signal.
Are determined to be equal to or longer than a predetermined time T0 (step 101). If the determination result is "yes", automatic shift control based on the map I is executed (step 10).
2). That is, since both the upshift signal and the downshift signal, which should not be output simultaneously, are output together, if the determination result in step 101 is "yes", it is determined that a so-called ON failure has occurred. In this case, the manual shift is stopped and the automatic shift control is executed.

If only the elapsed time of the ON state of one of the shift signals is equal to or longer than the predetermined time T0, that is, if the determination result of step 101 is "NO", the duration of the ON state of the upshift signal is determined. It is determined whether or not Tup is equal to or longer than a predetermined time T0 (step 103). If the determination result is "yes", it means that the upshift signal has failed in the so-called ON state. Output shift command signal,
And the flag Fup2 is set to "1" (step 10).
4). On the contrary, the judgment result of step 103 is “No”
Therefore, it is determined whether or not the duration Tdn of the ON state of the downshift signal is equal to or longer than a predetermined time T0 (step 105). If the determination result is "yes", the so-called ON failure of the downshift signal occurs. Therefore, an upshift command signal is output based on the upshift signal, and the flag Fdn2 is set to "1" (step 106).

If the upshift signal is input and the downshift signal is not input, that is, if the determination result of step 90 is "no", the flag Fup2
Is set to "1" (step 110). This flag Fup2 is set to "1" in step 104 of the above-described subroutine B when the upshift signal has failed, so if the determination result in step 110 is "yes", the flag Fup2 is set based on the map II. To execute a gear shift (step 120). This map
II is a shift diagram with only an upshift line,
FIG. 9 is a shift diagram prepared in advance to be used when an upshift signal fails. Therefore, in this case, the downshift is executed by the downshift signal based on the manual operation, and the upshift is executed based on the detected traveling state based on Map II. That is, the upshift is an automatic shift.

If the flag Fup2 is not "1" and the result of the determination at step 110 is "NO", it is determined that the upshift by the input upshift signal can be performed, and the shift instruction signal is issued. Is output (step 130). Next, it is determined whether or not the flag Fdn1 is set to "1" (step 140).
This flag Fdn1 is a flag which is set to "1" in step 76 of the subroutine A when the downshift signal has failed in the OFF state.
If the determination result of 0 is "yes", it means that the downshift signal has failed OFF. Therefore, in this case, the shift is executed based on Map III (step 150). This map III is a shift diagram having only a downshift line, and is a shift diagram prepared in advance to be used when a downshift signal fails. Therefore, in this case, the upshift is executed by the upshift signal based on the manual operation, and the downshift is executed based on the map III based on the detected driving state. That is, the downshift is an automatic shift. If the result of the determination in step 140 is “NO”, the process returns.

Further, when only the downshift signal is input in the M mode, that is, when the determination result of step 50 is "YES", the flag Fdn1 is set to "0" (step 160), and then the flag Fdn2 is set to "1". Is set (step 170). This flag Fdn2 is set to "1" in step 105 of the above-described subroutine B when the downshift signal has failed ON, and if the determination result in step 170 is "YES", the downshift signal fails. So in this case, Map II
A shift is executed based on I (step 180).

On the other hand, if the result of the determination at step 170 is "NO", it is determined that a downshift can be performed by the input downshift signal and a shift instruction signal is output (step 170). 190). Next, it is determined whether or not the flag Fup1 is set to "1" (step 200). Since this flag Fup1 is a flag which is set to "1" in step 76 of the subroutine A when the upshift signal has failed OFF, if the decision result in step 200 is "yes", the upshift signal Has failed OFF. Therefore, in this case, a shift is performed based on Map II (step 210). That is, the upshift is an automatic shift. If the result of the determination in step 200 is "NO", the routine returns.

Therefore, the control device described above can reliably detect an OFF failure between the upshift signal and the downshift signal, and when such a failure occurs, returns to automatic shifting and travels. Can be secured. Also, if any one of the signals has failed so-called ON or OFF,
Since the shift signal based on the shift determination based on the map is output instead of the failed shift signal, stable running can be ensured also in this case.

It should be noted that the present invention is not limited to the above-described embodiment, and an automatic transmission having a gear train other than the gear train shown in FIG. 5 or a hydraulic circuit other than the hydraulic circuit shown in FIG. Can be applied to the control device. Further, according to the present invention, a warning may be issued by a buzzer or a lamp when a failure is determined.

[0051]

As described above, according to the first aspect of the present invention, even if a shift without manual operation is possible in the manual shift mode, an OFF failure between the downshift signal and the upshift signal is prevented. It can be detected reliably.

According to the second aspect of the present invention, when one of the downshift signal and the upshift signal is not normally output in the manual shift mode, a signal that changes to the shift signal is set to the running state. Therefore, stable running can be ensured even when a shift signal fails in the manual shift mode.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a basic configuration of the invention described in claim 1 by functional means.

FIG. 2 is a block diagram showing a basic configuration of the invention described in claim 2 by functional means.

FIG. 3 is a block diagram schematically showing one embodiment of the present invention.

FIG. 4 is a diagram showing an arrangement of range positions in the shift device.

FIG. 5 is a skeleton diagram showing a gear train in the automatic transmission.

FIG. 6 is a diagram showing a hydraulic circuit for performing a shift.

FIG. 7 is a diagram showing an operation table for setting a forward gear in an automatic shift mode and a manual shift mode.

FIG. 8 is a flowchart showing a control routine for detecting a failure of each shift signal and performing a shift corresponding to the detected failure.

FIG. 9 shows O of a downshift signal and an upshift signal.
It is a flowchart which shows the subroutine for detecting FF failure.

FIG. 10 is a flowchart illustrating a subroutine for detecting an ON failure of a downshift signal and an upshift signal.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Manual shift mode determination means 2 Forced shift detection means 3 Failure determination means 4 Upshift failure detection means 5 Downshift failure detection means 6 Automatic shift return means A Automatic transmission

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Claims (2)

(57) [Claims] An automatic shift mode in which a shift is performed based on a signal output according to a traveling state and a manual shift mode in which a shift is performed based on a signal output by a manual operation can be selected, and If the running state becomes incompatible with the gear set in the manual gear shift mode, the shift from that gear to another gear is executed without a signal based on manual operation. In a shift control device for an automatic transmission, a manual shift mode determining means for determining that a manual shift mode is selected, and a downshift and an upshift are continuously performed without a signal based on a manual operation in the manual shift mode. Forced shift detecting means for detecting that the shift has been performed;
Failure determination means for determining that a failure in which a signal based on the manual operation has not been output has occurred because the number of downshifts and upshifts detected by the forced shift detection means has exceeded a predetermined number. A shift control device for an automatic transmission capable of manual shifting. 2. A shift control of an automatic transmission capable of manual shifting that performs a shift based on a signal output according to a running state and a downshift based on a manually operated upshift signal and a downshift signal. In the apparatus, an upshift failure detecting means for detecting occurrence of a failure in which the upshift signal is not output, a downshift failure detecting means for detecting occurrence of a failure in which the downshift signal is not output, and an upshift signal When an upshift is detected based on a signal output according to the traveling state when it is detected that a failure that does not output is generated, and when it is detected that a failure that does not output the downshift signal occurs. Automatically executes a downshift based on a signal output according to the driving state. Shift control device for a manual transmission capable automatic transmission, characterized in that it comprises a speed change returning means.