JP4465996B2 - Shift range switching device for automatic transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a shift range switching device for an automatic transmission that switches a shift range of an automatic transmission via an actuator such as a motor, and more particularly to a shift actuator for an automatic transmission that can accurately grasp the reference position of the shift range. Related to control.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, in a shift range switching device that switches the shift range of an automatic transmission by electric control in accordance with the operation of a shift lever by a driver, one having an electric motor (for example, a DC motor) as a power source for shift range switching is known. ing.
[0003]
According to such a shift range switching device, the shift lever and the shift range switching mechanism are mechanically connected like a general switching device that directly switches the shift range of the automatic transmission by the operating force of the shift lever by the driver. Since there is no need to connect, there is no restriction on the layout when these parts are mounted on a vehicle, and the degree of freedom in design can be increased. Further, there is an advantage that the assembly work to the vehicle can be easily performed.
[0004]
In such a shift range switching device, the shift range of the automatic transmission is changed to parking (P), reverse (R), neutral (N), drive (D), second (2), and low (L). A shift range switching mechanism for sequentially switching to the range is provided. This shift range switching mechanism is integrated with a spool valve and a manual valve, and an actuator and a neutral start switch for switching and controlling the engagement and release of the friction engagement device in the automatic transmission according to the switching state of each travel range. And a rotatable manual shaft.
[0005]
Here, the neutral start switch is for detecting the shift range of the automatic transmission. In the shift range switching mechanism, when the manual shaft is rotated by the actuator, the spool valve slides inside the manual valve, and the hydraulic circuit is switched to switch the shift range of the automatic transmission.
[0006]
In such a shift range switching device, in general, the assembly position accuracy when assembling the manual valve to the automatic transmission is not so high, so the neutral start switch needs to adjust the assembly angle for each individual after being assembled to the automatic transmission. was there.
[0007]
Further, as with the neutral start switch, the actuator needs to switch the shift range accurately as instructed by the driver, so that the assembly angle is adjusted for each individual after assembly to the automatic transmission. However, since actuators vary greatly from one individual to another, excessive man-hours are required to adjust the assembly angle. In addition, when the actuator fails, the assembly of the actuator is replaced. At that time, it is necessary to adjust the assembly angle of the actuator, and there is a problem that maintenance is difficult.
[0008]
Japanese Patent Laying-Open No. 2002-310294 (Patent Document 1) discloses a shift range switching device for an automatic transmission that allows easy assembly of an actuator and switches the shift range accurately. This shift range switching device includes a shift range switching mechanism for switching the shift range of an automatic transmission to various travel ranges including parking, an actuator that is a power source of the shift range switching mechanism, and a switch that is input by an external operation. A control circuit that controls the shift range of the automatic transmission to a shift range corresponding to the switching command by driving the actuator according to the command, and a detection that detects the shift range position of the automatic transmission and sends a detection signal to the control circuit A shift range switching device for an automatic transmission including a circuit. The control circuit sets a reference value for the shift range position of the automatic transmission from the detection signal of the detection circuit, and controls the actuator based on the reference value.
[0009]
According to the shift range switching device for an automatic transmission disclosed in Patent Document 1, the shift range of the automatic transmission is controlled to a shift range corresponding to the switching command by driving an actuator in accordance with a switching command input by an external operation. To do. Then, a reference value for the shift range position of the automatic transmission is set from the detection signal of the detection circuit for detecting the shift range position of the automatic transmission, and the actuator is controlled based on this reference value. Therefore, regardless of the assembly position accuracy of the shift range switching mechanism and the variation of each actuator, the step of adjusting the assembly angle when the actuator is assembled to the automatic transmission becomes unnecessary, and the actuator can be assembled to the automatic transmission. It becomes easy. Therefore, the assembly and maintenance of the actuator can be facilitated, and the shift range switching mechanism can be driven to accurately switch the shift range of the automatic transmission.
[0010]
[Patent Document 1]
JP 2002-310294 A
[0011]
[Problems to be solved by the invention]
However, in the shift range switching device for an automatic transmission disclosed in Patent Document 1 described above, a detection circuit that detects the shift range position of the automatic transmission even if the effect of facilitating the assembly and maintenance of the actuator is exhibited. It is necessary to calculate the count value indicating the center of each range by referring to the count value of the counter from the output signal of the (neutral start switch). By setting the count value indicating each range as the reference value and controlling the actuator based on this reference value, the assembly angle when assembling the actuator to the automatic transmission can be adjusted regardless of the variation of each actuator. A neutral start switch is indispensable because it eliminates the need to perform the process and facilitates the assembly of the actuator to the automatic transmission. For this reason, there exists a problem of a weight increase and cost increase by a neutral start switch.
[0012]
The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a shift range switching device for an automatic transmission that does not require a neutral start switch.
[0013]
[Means for Solving the Problems]
A shift range switching device for an automatic transmission according to a first aspect of the present invention includes a shift unit that is driven by an actuator to switch a shift position, and a regulation unit that regulates rotation of the actuator in a predetermined direction at the predetermined shift position. Rotation control means for rotating the actuator, power supply means for supplying power to the actuator, and control means for controlling the power supply means so as to change the power value supplied to the actuator by the power supply means; including.
[0014]
According to the first invention, the rotation of the actuator supplied with electric power by the electric power supply means is controlled by the rotation control means, and the shift position is switched. At a predetermined shift position (for example, P position), the reference position of the actuator can be determined by restricting rotation of the actuator in a predetermined direction by the restricting means. This eliminates the need for a neutral start switch. In particular, in the first invention, the control means controls the power supply means to change the value of the power supplied to the actuator, for example, depending on whether the reference position is determined or not. More specifically, when the actuator is driven in a direction regulated by the regulating means (when the reference position is determined), electric power is supplied at a low voltage, and the actuator is driven in a direction not regulated by the regulating means. Power (when switching the shift position), power is supplied at a high voltage. In this case, when the actuator is driven in the direction regulated by the regulating means (when the reference position is determined), the actuator is rotated at a low voltage, so that an excessive load is not applied to the component device including the regulating means. . This eliminates the need for a strength design that can withstand such an excessive load. On the other hand, in the case of the engagement operation of the parking mechanism (shift range switching from the non-P position to the P position) or the non-engagement operation of the parking mechanism (shift range switching from the P position to the non-P position), a high voltage Thus, the shift range can be well switched when the vehicle weight is applied to the parking mechanism on the slope. As a result, it is possible to provide a shift range switching device for an automatic transmission that does not require a neutral start switch.
[0015]
In the shift range switching device for an automatic transmission according to the second invention, in addition to the configuration of the first invention, the power supply means includes a low voltage power supply means, a high voltage power supply means, and a low voltage power supply. Switching means for switching by the control means so as to supply electric power to the actuator from either one of the means and the high voltage power supply means.
[0016]
According to the second invention, the rotational torque generated by the motor as the actuator can be changed by changing the voltage value or current value supplied to the actuator (changing the power value).
[0017]
In the shift range switching device for an automatic transmission according to the third aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the switching means has low voltage power when the actuator is driven in the direction regulated by the regulation means. Power is supplied so that the actuator is driven by the supply means, and when the actuator is driven in a direction not regulated by the regulation means, the power is supplied so that the actuator is driven by the high voltage power supply means. Including means.
[0018]
According to the third invention, when the actuator is driven in the direction regulated by the regulating means (when the reference position is determined), electric power is supplied at a low voltage, and the actuator is driven in the direction not regulated by the regulating means. Power (when switching the shift position), power is supplied at a high voltage. In this way, when the reference position is determined, the actuator is rotated at a low voltage, so that an excessive load is not applied to the constituent devices including the regulating means. On the other hand, when the shift range is switched between the non-P position and the P position, the actuator is rotated at a high voltage, so that the shift range can be switched well when the vehicle weight is applied to the parking mechanism on the slope. Can be executed.
[0019]
In the shift range switching device for an automatic transmission according to the fourth invention, in addition to the configuration of the third invention, when the actuator is driven in a direction not regulated by the regulating means, it is when the shift position is switched. It is.
[0020]
According to the fourth invention, when the shift position is switched, electric power is supplied to the actuator at a high voltage and a large torque is generated. Therefore, even if the vehicle weight is applied to the parking mechanism on the slope, it is good. Shift range switching can be executed.
[0021]
In the shift range switching device for an automatic transmission according to the fifth invention, in addition to the configuration of the fourth invention, when switching the shift position, the parking mechanism is operated by the power of the actuator, and the shift position is set to the P position. This is when switching between non-P positions.
[0022]
According to the fifth aspect of the invention, in the case of switching from the non-P position to the P position (with P) or switching from the P position to the non-P position (without P), the actuator is rotated at a high voltage. When the vehicle weight is applied to the parking mechanism, shift range switching can be performed satisfactorily.
[0023]
In the shift range switching device for an automatic transmission according to the sixth invention, in addition to the configuration of the third invention, when the actuator is driven in the direction regulated by the regulating means, the actuator corresponding to the predetermined shift position This is when the reference position is set.
[0024]
According to the sixth aspect, for example, at the P position which is a predetermined position, the actuator can be rotated with a low voltage to set the reference position in the restricting means. At this time, since the actuator is not rotated at a high voltage, a strength design that can withstand an excessive load is not necessary for the constituent devices including the regulating means.
[0025]
In the shift range switching device for an automatic transmission according to the seventh invention, in addition to the configuration of the third invention, when the actuator is driven in the direction regulated by the regulating means, the predetermined range is set before starting the vehicle system. This is when the reference position of the actuator is set according to the shift position. The low voltage power supply means is a first battery that can supply power to the actuator before the vehicle is ready to travel.
[0026]
According to the seventh aspect of the invention, for example, the shift position is in the P position while the vehicle is stopped before the vehicle system is started. At this time, power is supplied to the actuator at a low voltage from the first battery that can supply power even before the system is started (before the vehicle is ready to run), and the actuator is rotated, so that the reference in the regulation means The position can be set.
[0027]
In the shift range switching device for an automatic transmission according to the eighth invention, in addition to the configuration of the seventh invention, a vehicle on which the shift range switching device is mounted includes a traveling motor. The high voltage power supply means is a second battery that supplies power to the traveling motor.
[0028]
According to the eighth invention, for example, the shift position includes movement between the P position and the non-P position while the vehicle is running after the system is started (after the ignition switch is turned on). Move between multiple shift positions. At this time, electric power is supplied to the actuator from a second battery that supplies electric power to the vehicle motor. The second battery is a high-voltage battery for rotating a vehicle driving motor. Therefore, the shift range can be changed by supplying high-voltage power and rotating the actuator.
[0029]
In the shift range switching device for an automatic transmission according to the ninth invention, in addition to the configuration of the seventh invention, a vehicle equipped with this shift range switching device includes an engine-driven generator. The high voltage power supply means is an engine driven generator.
[0030]
According to the ninth aspect of the invention, for example, when the vehicle is running after the vehicle system is started (after the ignition switch is turned on), the shift position includes movement between the P position and the non-P position, Move between shift positions. At this time, electric power is supplied from the engine drive generator (alternator) of the vehicle to the actuator. The engine-driven generator is a generator used to charge the first battery and has a higher voltage than the first battery. Therefore, the shift range can be changed by supplying high-voltage power and rotating the actuator.
[0031]
DETAILED DESCRIPTION OF THE INVENTION
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.
[0032]
FIG. 1 shows a configuration of a shift control system 10 according to the embodiment. The shift control system 10 of the present embodiment is used for switching the shift range of the vehicle. The shift control system 10 includes a P switch 20, a shift switch 26, a vehicle power switch 28, a vehicle control device (hereinafter referred to as “V-ECU”) 30, and a parking control device (hereinafter referred to as “P-ECU”). ) 40, actuator 42, encoder 46, shift control mechanism 48, display unit 50, meter 52, and drive mechanism 60. The shift control system 10 functions as a shift-by-wire system that switches the shift range by electrical control. Specifically, the shift control mechanism 48 is driven by the actuator 42 to switch the shift range.
[0033]
The vehicle power switch 28 is a switch for switching on / off of the vehicle power. An instruction received by the vehicle power switch 28 from a user such as a driver is transmitted to the V-ECU 30. For example, when vehicle power switch 28 is turned on, power is supplied from auxiliary battery 16 and shift control system 10 is activated.
[0034]
The P switch 20 is a switch for switching the shift range between a parking range (hereinafter referred to as “P range”) and a range other than parking (hereinafter referred to as “non-P range”). Includes an indicator 22 for indicating to the driver, and an input unit 24 for receiving an instruction from the driver. The driver inputs an instruction to put the shift range into the P range through the input unit 24. The input unit 24 may be a momentary switch. The instruction from the driver received by input unit 24 is transmitted to P-ECU 40 through V-ECU 30 and V-ECU 30.
[0035]
The P-ECU 40 controls the operation of the actuator 42 that drives the shift control mechanism 48 to switch the shift range between the P range and the non-P range, and presents the position of the current shift range to the indicator 22. When the driver depresses the input unit 24 when the shift range is the non-P range, the P-ECU 40 switches the shift range to the P range and presents the indicator 22 that the current shift range is the P range.
[0036]
The actuator 42 is configured by a switched reluctance motor (hereinafter referred to as “SR motor”), and drives the shift control mechanism 48 in response to an instruction from the P-ECU 40. The encoder 46 rotates integrally with the actuator 42 and detects the rotation state of the SR motor. The encoder 46 according to the present embodiment includes A phase , B phase And Z phase This is a rotary encoder that outputs the above signal. The P-ECU 40 obtains a signal output from the encoder 46, grasps the rotation status of the SR motor, and controls energization for driving the SR motor.
[0037]
The shift switch 26 switches the shift range to a drive range (D), reverse range (R), neutral range (N), brake range (B), etc. It is a switch for canceling. The instruction from the driver received by the shift switch 26 is transmitted to the V-ECU 30. The V-ECU 30 performs control for switching the shift range in the drive mechanism 60 based on an instruction from the driver, and presents the current shift range state to the meter 52. The drive mechanism 60 is composed of a continuously variable transmission mechanism, but may be composed of a stepped transmission mechanism.
[0038]
The V-ECU 30 comprehensively manages the operation of the shift control system 10. The display unit 50 displays instructions and warnings for the driver issued by the V-ECU 30 or the P-ECU 40. The meter 52 presents the state of the vehicle equipment, the state of the shift range, and the like.
[0039]
The actuator 42 is connected to the shift actuator ECU 12, and the operating state of the actuator 42 is transmitted to the shift actuator ECU 12. The shift actuator ECU 12 is connected to a switch 14, and an auxiliary battery 16 and an alternator 18 are connected to the switch 14. Based on the instruction signal from the shift actuator ECU 12, the switch 14 selects one of supplying electric power from the auxiliary battery 16 to the actuator 42 or supplying electric power generated by the alternator 18. The auxiliary battery 16 is, for example, a lead storage battery. The alternator 18 is rotated by the engine via a pulley and a belt connected to a crankshaft pulley provided on the crankshaft of the engine, generates AC power, and is converted into DC by a rectifier mechanism called a rectifier. This alternator 18 generates DC power having a voltage value of about 14V.
[0040]
That is, the shift actuator ECU 12 outputs a switching signal to the switch 14 by executing a program to be described later, and supplies the actuator 42 with power having a voltage value of 12V from the auxiliary battery 16 or power having a voltage value of 14V from the alternator 18. Control to supply any of the power.
[0041]
FIG. 2 shows the configuration of the shift control mechanism 48. Hereinafter, the shift range, the P range, and the non-P range are meant, and the R, N, D, and B ranges in the non-P range are not included. The shift control mechanism 48 is fixed to the shaft 102 rotated by the actuator 42, the detent plate 100 rotating with the rotation of the shaft 102, the rod 104 operating with the rotation of the detent plate 100, and the output shaft of the transmission (not shown). A parking lock pole 106 for locking the parking gear 108, a detent spring 110 and a roller 112 for limiting the rotation of the detent plate 100 and fixing the shift range. The detent plate 100 functions as a shift unit that is driven by the actuator 42 to switch the shift range. The shaft 102, the detent plate 100, the rod 104, the detent spring 110, and the rollers 112 serve as a shift switching mechanism. The encoder 46 functions as a counting unit that acquires a count value corresponding to the rotation amount of the actuator 42.
[0042]
FIG. 2 shows a state when the shift range is the non-P range. In this state, since the parking lock pole 106 does not lock the parking 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 range position 120, climbs over the mountain 122 and moves to the other mountain. That is, the process moves to the P range position 124. Roll 1 1 2 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 range position 124, the parking lock pole 106 is pushed up to a position where it engages with the parking gear 108. As a result, the drive shaft of the vehicle is mechanically fixed, and the shift range is switched to the P range.
[0043]
In the shift control system 10 according to the embodiment, the P-ECU 40 is configured so that the roller 112 of the detent spring 110 is used to reduce the load related to the shift switching mechanism such as the detent plate 100, the detent spring 110, and the shaft 102 when the shift range is switched. The amount of rotation of the actuator 42 is controlled so as to reduce the impact when the vehicle falls over the mountain 122 and falls.
[0044]
FIG. 3 shows the configuration of the detent plate 100. In each valley, the surface located on the side away from the mountain 122 is called a wall. That is, the wall exists at a position where the roller 112 of the detent spring 110 hits the roller 112 when the roller 112 of the detent spring 110 passes over the mountain 122 and falls into the valley without being controlled by the P-ECU 40 as follows. The wall at the P range position 124 is referred to as “P wall”, and the wall at the non-P range position 120 is referred to as “non-P wall”. Roll 1 1 When 2 moves from the P range position 124 to the non-P range position 120, the P-ECU 40 controls the actuator 42 so that the non-P wall 210 does not collide with the rollers 112. Specifically, the P-ECU 40 stops the rotation of the actuator 42 at a position before the non-P wall 210 collides with the roller 112. This position is referred to as “non-P target rotation position”. When the roller 112 moves from the non-P range position 120 to the P range position 124, the P-ECU 40 controls the actuator 42 so that the P wall 200 does not collide with the roller 112. Specifically, the P-ECU 40 stops the rotation of the actuator 42 at a position before the P wall 200 collides with the roller 112. This position is called “P target rotation position”. By controlling the actuator 42 by the P-ECU 40, the load on the shift switching mechanism such as the detent plate 100, the detent spring 110, and the shaft 102 at the time of shift range switching can be greatly reduced. By reducing the load, the shift switching mechanism can be reduced in weight and cost. In the present embodiment, the shift switching mechanism can be further reduced in weight and cost by performing the control described later.
[0045]
FIG. 4 is a diagram for explaining a control method of the actuator 42. The actuator 42 rotates the detent plate 100. The rotation of the actuator 42 is restricted by the P wall 200 and the non-P wall 210. FIG. 4 conceptually shows the position of the P wall 200 and the position of the non-P wall 210 when the rotation control of the actuator 42 is performed. The range from the P wall position to the non-P wall position is called the operating rotation amount of the actuator 42. The operating rotation amount includes an actual operating rotation amount obtained from the count value of the encoder 46 (hereinafter referred to as “actual operating rotation amount”) and an operating rotation amount determined by design (hereinafter referred to as “design operating rotation amount”). Call).
[0046]
The current shift range is determined when it is within a predetermined rotation amount range from the P wall position or the non-P wall position. As a shift range determination criterion, a P lock determination position and a P release determination position are set, and a range from the P wall position to the P lock determination position and a range from a non-P wall position to the P release determination position are defined as a shift range determination range. And Specifically, when the rotation amount of the actuator 42 detected by the encoder 46 is in the range from the P wall position to the P lock determination position, it is determined that the shift range is the P range, while the rotation amount of the actuator 42 is Is within the range from the non-P wall position to the P release determination position, it is determined that the shift range is the non-P range. When the rotation amount of the actuator 42 is between the P lock determination position and the P release determination position, it is determined that the shift range is indefinite or the shift is being switched. The above determination is performed by the P-ECU 40.
[0047]
The P target rotation position is set between the P wall position and the P lock determination position. The P target rotation position is a position where the P wall 200 does not collide with the roller 112 of the detent spring 110 when switching from the non-P range to the P range, and is determined with a predetermined margin from the P wall position. The margin is set with a margin in consideration of looseness due to changes over time. As a result, the change with time can be absorbed if the number of times of use is a certain number of times, and collision with the P wall 200 and 112 at the time of shift range switching can be avoided.
[0048]
Similarly, the non-P target rotation position is set between the non-P wall position and the P release determination position. The non-P target rotation position is a position where the non-P wall 210 does not collide with the roller 112 of the detent spring 110 when switching from the P range to the non-P range, and is determined with a predetermined margin from the non-P wall position. The margin is set with a margin in consideration of the backlash due to changes over time, etc., so that changes over time can be absorbed if the number of times of use is a certain number of times. can do. Note that the margin from the non-P wall position and the margin from the P wall position are not necessarily the same, and may be different depending on the shape of the detent plate 100.
[0049]
As described above, the control method of the actuator 42 has been shown on the assumption that the P wall position and the non-P wall position are detected. The P wall position or the non-P wall position is a reference position for determining the shift range determination range and the target rotation position at the P range position 124 or the non-P range position 120. Hereinafter, a method of controlling the position of the actuator 42 using the encoder 46 that detects relative position information, specifically, a method of detecting the wall position serving as the reference position will be described.
[0050]
The P-ECU 40 or the V-ECU 30 stores the shift range when the vehicle power switch 28 was previously turned off. When the vehicle power switch 28 is turned on, the P-ECU 40 sets the stored shift range to the current shift range. Wall position detection control detects the wall position in the current shift range. If the previous shift range is not stored, the V-ECU 30 determines the current shift range based on the vehicle speed. Specifically, for example, when the vehicle speed is at a low speed of 3 km / h or less, the V-ECU 30 determines the current shift range as the P range, and when the vehicle speed is at a medium to high speed higher than 3 km / h, The shift range is defined as a non-P range. Note that the case where the vehicle speed is medium to high without storing the previous shift range is equivalent to a situation where the power supply is momentarily interrupted while the vehicle is running and the current shift range data is lost. To do. In most cases, when the vehicle power switch 28 is turned on, it is determined that the vehicle speed is low, and the current shift range is determined as the P range.
[0051]
FIG. 5A is a diagram for explaining a control method for detecting the P wall position. The P-ECU 40 functions as a position setting means for setting a rotation control signal for rotating the actuator 42 and a P wall position of the actuator 42, that is, a reference position. In the P wall position detection control, first, the actuator 42 rotates the detent plate 100 in the clockwise direction, that is, in the direction in which the P wall 200 faces the roller 112 of the detent spring 110, thereby bringing the roller 112 into contact with the P wall 200. The P wall 200 functions as a restricting means for restricting the clockwise rotation of the actuator 42 at the P range position. The P wall 200 may constitute a restricting means in cooperation with the detent spring 110 and the roller 112. In FIG. 5A, an arrow F1 indicates a rotational force by the actuator 42, an arrow F2 indicates a spring force by the detent spring 110, and an arrow F3 indicates a pushing back force by the rod 104. A detent plate 100 ′ indicated by a dotted line indicates a position where the P wall 200 and 112 are in contact with each other. Therefore, detecting the position of the detent plate 100 ′ corresponds to detecting the position of the P wall 200.
[0052]
The detent plate 100 is rotated against the spring force of the detent spring 110 in the clockwise direction by the rotational force F1 of the actuator 42 from the position indicated by the dotted line even after contact with the P wall 200 and 112. As a result, the detent spring 110 is deflected, the spring force F2 is increased, and the pushing back force F3 by the rod 104 is also increased. The rotation of the detent plate 100 stops when the rotational force F1 is balanced with the spring force F2 and the pushing back force F3.
[0053]
The rotation stop of the detent plate 100 is determined based on the state of the count value acquired by the encoder 46. The P-ECU 40 determines whether the rotation of the detent plate 100 and the actuator 42 is stopped when the minimum value or the maximum value of the count value of the encoder 46 does not change for a predetermined time. Whether to monitor the minimum value or the maximum value of the count value may be set according to the encoder 46. In any case, the fact that the minimum value or the maximum value does not change for a predetermined time indicates that the detent plate 100 moves. Indicates a missing state.
[0054]
The P-ECU 40 detects the position of the detent plate 100 when rotation is stopped as a provisional P wall position (hereinafter referred to as “provisional P wall position”), and calculates the deflection amount or the deflection angle of the detent spring 110. . The calculation of the deflection amount or the deflection angle is performed using a map that is held in advance in the P-ECU 40 and shows the relationship between the deflection amount or the deflection angle corresponding to the voltage applied to the actuator 42. The P-ECU 40 calculates a deflection amount or a deflection angle corresponding to a voltage applied to the actuator 42 when the temporary P wall position is detected from the map. Instead of the applied voltage of the actuator 42, a map using a battery voltage may be used. The battery voltage is monitored by the P-ECU 40 and can be easily detected. In this case, the map is created in consideration of the voltage drop due to the wire harness from the battery to the actuator 42. Using this map, the P-ECU 40 performs map correction on the temporary P wall position from the calculated deflection amount or deflection angle, and determines the map corrected position as the P wall position. By determining the P wall position, the P lock determination position and the P target rotation position can be set. Instead of the map related to the deflection amount or the deflection angle with respect to the applied voltage, a map indicating the relationship between the deflection amount or the deflection angle corresponding to the output torque of the actuator 42 may be used, or instead of calculating using the map. In addition, a sensor for detecting a deflection amount or a deflection angle may be provided to detect the deflection amount or the deflection angle.
[0055]
FIG. 5B is a diagram for explaining a control method for detecting a non-P wall position. The P-ECU 40 functions as a rotation control unit that rotates the actuator 42 and a position setting unit that sets a non-P wall position of the actuator 42, that is, a reference position. In the non-P wall position detection control, first, the actuator 42 rotates the detent plate 100 in the counterclockwise direction, that is, in the direction in which the non-P wall 210 faces the roller of the detent spring 110, thereby bringing the roller 112 into contact with the non-P wall 210. . The non-P wall 210 functions as a restricting means for restricting the counterclockwise rotation of the actuator 42 at the non-P range position. The non-P wall 210 may constitute a restricting means in cooperation with the detent spring 110 and the roller 112. In FIG. 5B, the arrow F <b> 1 indicates the rotational force by the actuator 42, the arrow F <b> 2 indicates the spring force by the detent spring 110, and the arrow F <b> 3 indicates the tensile force by the rod 104. A detent plate 100 ″ indicated by a dotted line indicates a position where the non-P wall 210 and 112 are in contact with each other. Therefore, detecting the position of the detent plate 100 ″ corresponds to detecting the position of the non-P wall 210.
[0056]
The detent plate 100 is rotated counterclockwise against the tensile force of the detent spring 110 by the rotational force F1 of the actuator 42 from the position indicated by the dotted line even after contact with the non-P wall 210 and 112. As a result, the detent spring 110 is extended, the spring force F2 is increased, and the tensile force F3 is also increased by the rod 104. When the rotational force F1 is balanced with the spring force F2 and the tensile force F3, the rotation of the detent plate 100 stops.
[0057]
The rotation stop of the detent plate 100 is determined based on the count value acquired by the encoder 46. Specifically, when the maximum value or the minimum value of the count value of the encoder 46 does not change for a predetermined time, it is determined that the rotation of the detent plate 100 and the actuator 42 is stopped.
[0058]
The P-ECU 40 detects the position of the detent plate 100 when rotation is stopped as a temporary non-P wall position (hereinafter referred to as “provisional non-P wall position”), and calculates the extension amount of the detent spring 110. . The calculation of the extension amount is performed using a map that is held in advance in the P-ECU 40 and shows the relationship of the extension amount corresponding to the voltage applied to the actuator 42. The P-ECU 40 calculates the extension amount corresponding to the voltage applied to the actuator 42 when the temporary non-P wall position is detected from the map. Using this map, the P-ECU 40 corrects the temporary non-P wall position based on the calculated extension amount, and determines the map-corrected position as the non-P wall position. By determining the non-P wall position, the P release determination position and the non-P target rotation position can be set. Instead of a map showing the relationship of the extension amount to the applied voltage, a map showing the relationship of the extension amount corresponding to the output torque of the actuator 42 may be used, or instead of calculating using the map, the extension amount is calculated. You may make it detect by providing the sensor to detect.
[0059]
As described above, in the wall position detection control, the wall position in the current shift range is detected. When the actual operation rotation amount between the P wall position and the non-P wall position has already been detected, the wall position in the other shift range can be calculated using this actual operation rotation amount. The actual rotation amount is obtained by performing wall position detection control in one shift range to detect the wall position, and then performing wall position detection control in the other shift range to detect the other wall position. The range between the positions can be measured. The P-ECU 40 stores the measured actual rotation amount. Once the actual operation rotation amount is acquired, the P-ECU 40 calculates the wall position in one shift range, and sets the position rotated by the actual operation rotation amount from the wall position as the wall position in the other shift range. It is possible to set the shift range range and the target rotation position in the two shift ranges.
[0060]
From the above, the wall positions of both the P range and the non-P range may be detected when the P-ECU 40 does not store the actual operation rotation amount. For example, the positions of both walls are detected when the vehicle is shipped from the factory or when data in the P-ECU 40 is lost. Further, even if the actual operation rotation amount is stored, the detection of both wall positions may be performed for each predetermined number of switching times and the number of trips. For example, when the shift range is switched tens of thousands of times, the amount of play due to wear increases. An error also occurs in the actual operation rotation amount. Therefore, it is possible to detect the wall position corresponding to the change with time by measuring the actual operation rotation amount again. Further, it may be performed every time the ignition switch is turned on.
[0061]
With reference to FIG. 6, the power supply control in the wall position detection control executed by the shift actuator ECU will be described.
[0062]
In step (hereinafter step is abbreviated as S) 100, shift actuator ECU 12 determines whether or not the ignition switch is turned on. For example, this is performed depending on whether it is detected that the starter signal is turned on or the vehicle power switch 28 is turned on. If the ignition switch is on (YES in S100), the process proceeds to S200. If not (NO in S100), the process returns to S100.
[0063]
In S200, shift actuator ECU 12 starts supplying power from auxiliary battery 16 to actuator 42. At this time, the shift actuator ECU 12 transmits a switching signal so as to supply power from the auxiliary battery 16 to the actuator 42 to the switch 14.
[0064]
In S300, shift actuator ECU 12 executes shift actuator initial position learning control. This initial position learning control is the above-described reference position learning control and wall position detection control. In S400, shift actuator ECU 12 determines whether or not the initial position learning control has been completed. When the initial position learning control is completed (YES in S400), the process proceeds to S500. If not (NO in S400), the process returns to S300, and the initial position learning control of the shift actuator is continued.
[0065]
In S500, shift actuator ECU 12 starts the engine. Specifically, an engine start command is output to the engine ECU. In S600, shift actuator ECU 12 starts supplying power from alternator 18 to actuator 42. At this time, the shift actuator ECU 12 outputs a switching signal to the switch 14 so that electric power is supplied from the alternator 18 to the actuator 42.
[0066]
An operation of initial position learning control in the shift control system according to the present embodiment based on the structure and the flowchart as described above will be described.
[0067]
When the driver turns on the ignition switch while the vehicle is stopped at the P position (YES in S100), supply of electric power from auxiliary battery 16 to actuator 42 is started via switch 14 (S200). The initial position learning control of the shift actuator is executed (S300), and this initial position learning control is repeated until the initial position learning control is completed (YES in S400).
[0068]
That is, for example, as described above, the P-ECU 40 determines the rotation stop of the detent plate 100 and the actuator 40 when the maximum value or the minimum value of the count value of the encoder 46 does not change for a predetermined time (for example, 60 ms or more). . Based on this determination, the shift actuator ECU 12 determines that the initial position learning control is finished. The engine is started (S500), and a high voltage value (14V) is supplied to the actuator 42 by the alternator 18.
[0069]
That is, when the learning control of the initial position is executed when the ignition switch is turned on, the power of the auxiliary battery 16 having a low voltage value (12V) is supplied to the actuator 42 via the switch 14 and is initially Position learning control is executed. Thereafter, when the execution of the initial position learning control is completed, the engine is started (S500), and the actuator 42 is supplied with the high power value (14V) generated by the alternator 18.
[0070]
As a result, when the initial position learning control is executed, the power of the low voltage value (12V) is supplied from the auxiliary battery 16 from the alternator 18 that is started and driven by the engine after the initial position learning control is completed. Is supplied with a high voltage value (14V).
[0071]
Therefore, as shown in FIG. 7, a load of torque reaction force is generated in the detent-related parts when learning control for detecting the shift actuator operating end is performed. In this case, a low voltage value (12V) is generated from the auxiliary battery 16. Since electric power is supplied to the actuator 42, the load of these torque reaction forces can be reduced. For this reason, it is not necessary to design the detent-related parts as shown in FIG. 7 to have a strength sufficient to withstand the load of the torque reaction force when the initial position learning control is performed at a high voltage (14 V or higher).
[0072]
In addition, after such initial position learning control is completed, since the high power value (14V) generated by the alternator 18 is supplied to the actuator, the actuator is driven at a high voltage to generate a large torque. Can do. Therefore, switching of the shift position between the P range and the non-P range is realized even when the vehicle is stopped on the slope and the number of passengers is large and the vehicle weight is heavy. can do.
[0073]
As a result, a shift control system that eliminates the need for a neutral switch can be realized, and the voltage supplied to the actuator during initial learning is reduced, so that excessive torque is not generated and detent-related components have high strength. There is no need to make it. After the initial learning, since the high voltage power is supplied from the alternator to the actuator, the shift position can be easily switched.
[0074]
In the present embodiment, a high voltage is supplied by an alternator. However, for example, when a high-voltage battery that supplies power to a vehicle drive motor is installed in a hybrid vehicle or an electric vehicle. Alternatively, a voltage of about 14 V may be supplied from the high voltage battery to the actuator via a DC / DC converter.
[0075]
In the above-described embodiment, the torque generated in the actuator is changed by changing the voltage. However, the present invention is not limited to this. That is, the torque generated by the actuator may be changed by changing the current value.
[0076]
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.
[Brief description of the drawings]
FIG. 1 is a diagram showing a configuration of a shift control system according to an embodiment.
FIG. 2 is a diagram showing a configuration of a shift control mechanism.
FIG. 3 is a diagram showing a configuration of a detent plate.
FIG. 4 is a diagram for explaining a method of controlling an actuator.
FIG. 5 is a diagram for explaining a control method for detecting a P wall position and a diagram for explaining a control method for detecting a non-P wall position;
FIG. 6 is a flowchart showing a control structure of a program executed by shift actuator ECU.
FIG. 7 is a diagram for explaining a part of the operation of the shift control system according to the embodiment of the present invention.
[Explanation of symbols]
10 shift control system, 20 P switch, 22 indicator, 24 input unit, 26 shift switch, 28 vehicle power switch, 30 V-ECU, 40 P-ECU, 42 actuator, 46 encoder, 48 shift control mechanism, 50 display unit, 52 meter, 60 drive mechanism, 100 detent plate, 102 shaft, 104 rod, 106 parking lock pole, 108 parking gear, 110 detent spring, 112 rollers, 120 non-P range position, 122 mountain, 124 P range position, 200 P wall 210 non-P wall, 12 shift actuator ECU, 14 switch, 16 auxiliary battery, 18 alternator.

Claims (5)

Shift means driven by an actuator for switching the shift position;
Restriction means for restricting rotation of the actuator in a predetermined direction at a predetermined shift position;
Rotation control means for rotating the actuator;
Power supply means for supplying power to the actuator;
To change the power value supplied to the actuator by the power supply unit, seen including a control means for controlling said power supply means,
The power supply means is configured to supply power to the actuator from any one of a low voltage power supply means, a high voltage power supply means, and the low voltage power supply means and the high voltage power supply means. Switching means for switching by means,
The switching means is
When the actuator is driven in the direction regulated by the regulating means, power is supplied so that the actuator is driven by the low voltage power supply means,
Including means for switching to supply power so that the actuator is driven by the high voltage power supply means when the actuator is driven in a direction not regulated by the regulation means;
When the actuator is driven in a direction not regulated by the regulating means, it is when the shift position is switched. When the actuator is driven in a direction regulated by the regulating means, the actuator corresponding to the predetermined shift position is changed. A shift range switching device for an automatic transmission when setting a reference position . The shift range switching device for an automatic transmission according to claim 1 , wherein the shift position is switched when the parking mechanism is operated by the power of the actuator and the shift position is switched between the P position and the non-P position. When the actuator is driven in the direction regulated by the regulating means, it is a time to set the reference position of the actuator according to a predetermined shift position before starting the vehicle system,
2. The shift range switching of the automatic transmission according to claim 1 , wherein the low voltage power supply means is a first battery capable of supplying power to the actuator before the vehicle is ready to run. apparatus. The shift range switching device for an automatic transmission according to claim 3 , wherein the vehicle includes a travel motor, and the high-voltage power supply means is a second battery that supplies power to the travel motor. The shift range switching device for an automatic transmission according to claim 3 , wherein the vehicle includes an engine-driven generator, and the high-voltage power supply means is the engine-driven generator.

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