JP4832916B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a shift control device that outputs an operation instruction based on a shift instruction from a shift lever, and moves a plurality of shift ranges of a range switching valve of an automatic transmission based on the operation instruction. The present invention relates to a control device for an automatic transmission that includes an actuator that is switched by causing a shift range detection unit that detects a shift range of a range switching valve.

  In the automatic transmission, based on a shift instruction from a shift lever, a forward / reverse travel range and a shift range of a neutral or parking range are switched by a range switching valve. The shift-by-wire (SBW) actuator performs electrical switching to switch the shift range of the range switching valve.

  The SBW actuator includes a motor, a control shaft connected to the output shaft of the motor, and a detent mechanism that rotates integrally with the control shaft. The rotation of the motor is transmitted to the detent mechanism through the control shaft. Move the moving part to switch the shift range. The shift range of the range switching valve is detected by the first position sensor.

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

  As a prior art document related to the control at the time of failure of the first position sensor, for example, there is Patent Document 1. Patent Document 1 describes that when the shift range is different from the shift instruction, the vehicle is forcibly shifted to the P range when the vehicle is stopped, and forcibly shifted to the neutral when the vehicle speed is low. Has been.

Further, as a prior art for learning the position of the shift range, for example, there is Patent Document 2. Patent Document 2 describes that an average value of detection values of the second position sensor in a period in which there is almost no change in the detection value of the second position sensor is used as a learning value in the range position.
JP-A-3-219165 Japanese Patent Laid-Open No. 7-81448

  However, in Patent Document 1, when the first position sensor is out of order at the time of starting, the P range is maintained, so that even if the vehicle can move, it remains stopped. In addition, the second position sensor detects a range by using an output voltage at a resistor corresponding to each range using a variable resistor or the like. However, the shift range may be different even with the same voltage because the output voltage is different even if the rotation position of the control shaft is the same due to the influence of the fluctuation of the resistance value and the fluctuation of the power supply voltage due to the temperature change. .

  Therefore, the shift range may not be determined with the output voltage of the second position sensor. Therefore, if the first position sensor is out of order, the shift range cannot be determined after all. Therefore, when starting the vehicle, the range is not necessarily the P range, so it is necessary to determine the range.

  Since there is no description about the initial learning for determining the range at the time of starting in patent document 2, when the 1st position sensor has failed at the time of starting, when it is other than the P range, it is set to P range. When range control is performed based on this, there is a problem that range control is erroneous.

  Therefore, an object of the present invention is to provide a control device for an automatic transmission that can perform safe traveling control by determining a range position at the time of starting.

According to the first aspect of the present invention, a shift control device that outputs an operation instruction based on a shift instruction from a shift lever, and a plurality of shift ranges of a range switching valve of an automatic transmission based on the operation instruction A control device for an automatic transmission comprising an actuator that switches by moving a moving part of a switching valve, and a shift range detection unit that detects the shift range of the range switching valve, wherein the shift range detection unit includes: A first position sensor that outputs a bit pattern corresponding to the detected shift range and a second position sensor that outputs a voltage corresponding to the detected shift range, and the bit pattern output by the first position sensor is predetermined If the shift range is not compatible, because it is determined that the failure of the position sensor of the first A determination unit, at the start of the automatic transmission, when a failure of the first position sensor is determined by the failure determination means, when said shift command said mobile unit has moved to one end When it is an instruction to become a parking range that is a shift range, an operation to the parking range is instructed, and range determination means for determining that the shift range of the range switching valve is parking, and the shift by the range determination means When the range is determined to be the parking, a bit pattern corresponding to the parking range is stored as an initial position of the range switching valve, and the second position sensor at that time is associated with the bit pattern control instrumentation of the automatic transmission, characterized by comprising an initial learning means for storing the output voltage There is provided.

According to a second aspect of the present invention, in the first aspect of the invention, the initial learning means does not determine that the first position sensor has failed by the failure determination means when the automatic transmission is started. The bit pattern output by the first position sensor at that time is stored as the initial position of the range switching valve, and the output of the second position sensor at that time is associated with the bit pattern. A control device for an automatic transmission is provided that stores a voltage .

According to a third aspect of the present invention, in the second aspect of the present invention, when the initial position is stored by the initial learning means, the range switching of the range switching valve after starting is switched based on the stored result. There is provided a control device for an automatic transmission, comprising control means for controlling the actuator to be performed.

According to a fourth aspect of the present invention, in the second aspect of the invention, when the initial position is stored by the initial learning unit, a failure diagnosing unit is provided for diagnosing a failure location of the first position sensor . A control device for an automatic transmission is provided.

According to the first aspect of the present invention, the shift range detecting means includes the first position sensor that outputs a bit pattern corresponding to the detected shift range and the second position sensor that outputs a voltage corresponding to the detected shift range. In the failure determination means, if the bit pattern output by the first position sensor does not correspond to the predetermined shift range, it is determined that the first position sensor is in failure, and the range determination means When it is determined that the first position sensor is out of order, the shift instruction is the shift range when the moving unit of the range switching valve moves to one end in view of the fact that the shift range cannot be determined. When the instruction is for the parking range (P range), the operation to the P range is instructed, and the shift valve Torenji has to be determined to be the parking, on the other hand, the initial learning means, when so by range settling means the shift range was determined with the a parking initial position of said range switching valve The bit pattern corresponding to the parking range is stored, and the output voltage of the second position sensor at that time is stored in association with the bit pattern. Therefore, when the first position sensor is faulty at startup, it is matched to the driver's intention (P-range instruction), the initial Rutotomoni range switchover valve to correctly determine the shift range of the range switching valve to the parking The bit pattern corresponding to the parking range can be stored as the position, and the bit pattern corresponding to the parking range as the initial position of the range switching valve is stored in association with the output voltage of the second position sensor. Thus, the output voltage of the second position sensor can be learned in association with the position set at that time as the initial position of the range of the range switching valve .

According to the second aspect of the present invention, even when the first position sensor is not determined to be defective by the failure determination means at the time of start-up, it correctly corresponds to the initial position (parking range) of the range switching valve. You can make it learn .

According to the third aspect of the invention, the range position of the correct range switching valve is stored by the initial learning means, and the actuator for switching the range of the range switching valve after starting is controlled based on the stored result. The range switching of the range switching valve is correctly performed, and the vehicle can be driven safely.

According to the fourth aspect of the present invention, since the correct range switching valve range position is stored by the initial learning means, the expected value that the first position sensor should output at the initial position and the output value at the initial position. By comparing with, it is possible to diagnose the failure location of the first position sensor .

  FIG. 1 is a schematic configuration diagram of a vehicle related to control of an automatic transmission. As shown in FIG. 1, the vehicle includes a shift lever 2, a shift lever position sensor 4, an AT-ECU 6, an SBW ECU 8, an actuator 10, a position sensor 12, a control shaft 14, an automatic transmission (AT) 16, an engine ECU 18, a meter. The system mainly includes an ECU 20, a navigation system 22, and a multiple communication network (CAN (Controller Area Network)) 24.

  The shift lever 2 is provided in the vicinity of a vehicle driver's seat (not shown), and one of four ranges, P, R, N, and D, for example, is selected by an operation of the vehicle driver. The shift lever position sensor 4 outputs a signal indicating the position selected by operating the shift lever 2 by the driver. The output value of the sensor 4 is input to the AT-ECU and the SBW ECU 8.

  As will be described later, the AT-ECU 6 switches the range switching valve to the shift range indicated by the output signal of the shift lever position sensor 4 based on the initial learning instruction to the SBW ECU 8 and the sensor output from the shift lever position sensor 4. Request from the SBW ECU 8, the shift pattern and the output pattern from the first position sensor that detects the shift range, identification of the failure position of the first position sensor, sensor outputs from the shift lever position sensor 4 and the position sensor 12, etc. Based on the above, shift control of the automatic transmission 16 is performed.

  As will be described later, the SBW ECU 8 learns the range at the start of the vehicle according to the initial learning instruction from the AT-ECU 6, and switches the range switching valve to the required range based on the initial learning result according to the required range from the AT-ECU 6. To control the actuator. The actuator 10 is controlled by the SBW ECU 8 so that the range is fixed by initial learning at the time of starting, and the range switching valve is switched to the required range.

  As will be described later, the position sensor 12 is a first position sensor (shift that outputs an electric signal indicating the shift range of any one of P, R, N, and D of the range switching valve based on the rotation of the control shaft 14. And a function as a second position sensor that detects an amount of rotation from the reference of the control shaft 14 and outputs an electrical signal corresponding to the amount of rotation.

  The control shaft 14 is connected to the output shaft of the motor of the actuator 10 and performs range switching of the range switching valve by rotation thereof. In the automatic transmission (AT) 16, the shift range of the range switching valve is switched by the actuator 10, and shift control is performed by the AT-ECU 6 according to the line pressure supplied through the range switching valve.

  The engine ECU 18 controls an engine (not shown). The meter ECU 20 displays the selected range (P, R, N, D) or the like on the meter based on the notification from the AT-ECU 8. The navigation system 22 is a system that displays the position of the vehicle. The CAN 24 is a network for the AT-ECU 6, the SBW ECU 8, the engine ECU 18, the meter ECU 20, and the navigation system 22 to communicate with each other.

  2 is a schematic configuration diagram showing an example of the actuator 10 in FIG. 1. FIG. 2 (a) is a perspective view, FIG. 2 (b) is an enlarged view of a C portion, and FIG. 2 (c) is an enlarged view of a D portion. is there. As shown in FIG. 2A, the actuator 10 includes a DC motor 50 and a detent mechanism 60. The motor 50 rotates the control shaft 14 connected to the motor 50 by rotating in a clockwise or counterclockwise direction with a predetermined driving force under the control of the AT-ECU 6. The detent mechanism 60 determines the rotational position of the control shaft 14, that is, the shift range switching position of the spool (moving part) 100 a of the range switching valve (manual valve) 100, and has a detent lever 62 and a detent spring 64.

  The detent lever 62 is fixed to the control shaft 14 and rotates integrally with the control shaft 14. The shape is a fan shape, and a plurality of concave and convex portions 62a are formed on the outer periphery corresponding to the P, R, N, and D ranges. The detent spring 64 is fixed to the manual valve 100, and a roller 64a is provided at the end. The roller 64a engages with one of the plurality of convex recesses 62a.

  The detent lever 62 has a mechanism that stops in the P range and the D range, which are shift ranges when the spool 100a of the range switching valve 100 moves to the left and right ends, and is restricted from rotating outward. That is, as shown in FIG. 2B, the wall 62b outside the roller 64a stop position of the uneven portion 62a of the P range located at the end by the clockwise rotation of the detent lever 62 is perpendicular to the rotation direction. It has a shape.

  As shown in FIG. 2 (c), the wall 62e outside the stop position of the roller 64a of the uneven portion 62a of the D range located at the end by the counterclockwise rotation of the detent lever 62 is perpendicular to the rotation direction. It has become. 62c and 62d are inner walls in the rotational direction. Moreover, it can be set as a stopper by applying the outer side of the detent lever 62 to a case.

  A parking mechanism 80 fixes the output shaft of the automatic transmission 16 at the P range position, and includes a parking lever 82, a parking ball 84, and a parking gear 86. The parking lever 82 engages the parking ball 84 with the parking gear 86 when the control shaft 14 is at the rotational position of the P range, and when the control shaft 14 is at the rotational position (R, N, D) other than the P range. Then, the engagement of the parking ball 84 with the parking gear 86 is released.

  The parking ball 84 is engaged with the parking gear 86 when pressed from the parking lever 82 in the P range, and is released from the parking gear 86 when released from the parking lever 82 in other ranges. Is done. The parking gear 86 is splined to the output shaft of the automatic transmission 16.

  The range switching valve 100 is of a spool valve type and is supplied with a line hydraulic pressure that is a basic hydraulic pressure for controlling the automatic transmission 16. The range switching valve 100 controls the engagement and release of a friction engagement device (not shown) for setting each shift range by switching the discharge port by operating the spool 100a in the axial direction.

FIG. 3 is a view showing an example of the position sensor (shift range detecting means) 12 in FIG. The position sensor (shift range detection means) 12 is formed on the fan-shaped insulating substrate 118 and the insulating substrate 108, and is formed on the same radius with O as the center, conductor patterns 114a, 114b, 114c, conductor pattern 116a, 116b and conductor patterns 118a, 118b, 118c, a voltage detection pattern 120a, a variable resistor 120b, and a movable contact portion 130.

  The insulating substrate 108 is fixed to the transmission case of the automatic transmission 16. The conductor patterns 114a, 116a, and 118a are grounded by the contact 122 when the movable contact portion 130 is positioned in the P range. The conductor patterns 116b and 118a are grounded by the contact 122 when the movable contact portion 130 is positioned in the R range. The conductor patterns 114b and 118b are grounded by the contact 122 when the movable contact portion 130 is positioned in the N range.

  The conductor patterns 114c and 118c are grounded by the contact 122 when the movable contact portion 130 is positioned in the D range. The conductor patterns 114a and 114b are connected. The conductor patterns 114a to 118c are each connected to a resistor connected to a power source, and the AT-ECU and the SBW ECU 8 are connected to a connection point with the resistor.

  The movable contact portion 130 is fixed to the control shaft 14 and has a brush 120c and a contact 122 that rotate integrally with the control shaft 14 around O and contact the voltage detection pattern 120a and the variable resistor 120b. The brush 120c is connected to the voltage detection pattern 120a and the variable resistor 120b. The voltage detection pattern 120a, the variable resistor 120b, and the brush 120c relating to the detection of the output voltage Vo constitute the second position sensor 120.

  The voltage detection pattern 120a is a conductor connected to the brush 120c, and is an arc-shaped conductor pattern having a constant width formed in a movable range of the movable contact portion 130, and an output formed on any one of the patterns. An output voltage Vo is output from the terminal. The output voltage Vo is analog / digital converted and input to the SBW ECU 8.

  The variable resistor 120b is an arc-shaped resistor pattern having a constant width so as to be in electrical contact with the brush 120c at least in the range of the P, R, N, and D shift ranges. The end is connected to a power supply voltage of 5 V, and the other end, for example, the end on the P range side is grounded.

  Assuming that the resistor R1 from the connection point of the power supply voltage 5V and the variable resistor 120b to the connection point of the brush 120c and the variable resistor 120b and the resistor R2 from the connection point of the power supply voltage Vi and the variable resistor 120b to the ground point of the variable resistor 120b The voltage Vo is Vi × (R2−R1) / R2. Thereby, the output voltage Vo corresponding to the position of the connection point between the brush 120c and the variable resistor 120b, that is, the rotational position of the movable contact portion 130 is output. In the present embodiment, the voltage in the P range <the output voltage in the R range <the output voltage in the N range <the output voltage in the D range.

  The resistance of the variable resistor 120b, the resistance of the harness for connecting and grounding the power supply, the resistance of the terminal, etc. vary depending on the temperature, the temperature in the engine room and the vehicle interior differ, and the power supply voltage Vi decreases due to battery consumption. For this reason, the output voltage Vo is different even if the position of the movable contact portion 130 is the same. Thereby, the output voltage Vo in the P, R, N, and D ranges varies depending on the temperature, and the range may be different even if the output voltage Vo is the same. That is, the range cannot be determined with the output voltage Vo.

  The contact 122 is grounded. In the P range, the conductor patterns 114a, 116a, 118a are grounded by the contact 122, and the terminals of the AT-ECU and the SBW ECU 8 to which the conductor patterns 114a, 116a, 118a are connected are at the ground level.

  In the R range, the conductor patterns 116b and 118a are grounded by the contact 122, and the terminals of the AT-ECU and the SBW ECU 8 to which the conductor patterns 116b and 118a are connected are at the ground level.

  In the N range, the conductor patterns 114b and 118b are grounded by the contact 122, and the terminals of the AT-ECU and the SBW ECU 8 to which the conductor patterns 114b and 118b are connected are at the ground level.

In the D range, the conductor patterns 114c and 118c are grounded by the contact 122, and the terminals of the AT-ECU and the SBW ECU 8 to which the conductor patterns 114c and 118c are connected are at the ground level. Conductor patterns 114a~118c and contacts 122 constitute a first position sensor 110 for detecting the shift range of the range switchover valve 100.

  FIG. 4 is a diagram showing the output (expected value pattern) of the first position sensor 110 in each shift range (P, R, N, D). In FIG. 4, “1” is the ground level (0V), and “0” is the power supply voltage level (5V). PN corresponds to the conductor patterns 114a and 114b, P corresponds to the conductor pattern 116a, RVS corresponds to the conductor pattern 116b, R corresponds to the conductor pattern 118a, N corresponds to the conductor pattern 118b, D corresponds to the conductor pattern 114c, FWD corresponds to the conductor pattern 118c.

  FIG. 5 is a block diagram relating to the control of the automatic transmission 16 of the AT-ECU 6 and the control of the actuator 10 of the SBW ECU 8. The automatic transmission 16 of the AT-ECU 6 is controlled by an initial learning instruction unit 150, a shifter failure determination unit 152, a driver instruction calculation unit 154, an automatic operation calculation unit 156, an actuator operation instruction determination unit 158, and a position sensor failure determination unit. 160, a control shaft position calculation unit 162 and an actual position determination unit 164 are included.

  The initial learning instruction unit 150 instructs the SBW ECU 8 to perform initial learning when the vehicle is started (when the ignition switch is turned on). The shifter failure determination unit 152 determines whether or not the shift lever 2 has a failure. For example, if the pattern is normal, the pattern corresponding to the selected range is output from the shift lever position sensor 4, so that the shift lever 2 malfunctions when the pattern does not correspond to any of the ranges P, R, N, and D. Judge.

  The driver instruction calculation unit 154 does not accept the operation of the shift lever 2 when the shifter / failure determination unit 152 determines that a failure has occurred. When the shifter / failure determination unit 152 determines that there is no failure, the selection range detected by the shift lever position sensor 4 is accepted and the driver instruction is confirmed.

  When the engine (not shown) is turned off, the automatic operation calculation unit 156 causes the control shaft 14 to abut the P range, engages the parking ball 84 with the parking gear 86, and fixes the output shaft of the automatic transmission 16 (automatic parking is turned on) ) And operate the shift range without operating the shift lever 2.

  The actuator operation instruction determination unit 158 instructs the SBW ECU 8 to switch to the shift range instructed by the driver instruction calculation unit 154 or the automatic operation calculation unit 156. The driver instruction calculation unit 154 and the actuator operation instruction determination unit 158 function as a shift control device that outputs an operation instruction to the SBW ECU 8 based on the shift instruction from the shift lever 2.

  The position sensor failure determination unit 160 uses the PN, P, RVS, R, N, D, and FWD pit patterns (sensor output patterns) output from the first position sensor 110 and the selection range output from the SBW ECU 8. The corresponding expected value pattern shown in FIG. 4 is compared, and if there is a mismatched bit, it is determined that a failure has occurred in the sensor corresponding to the mismatched bit. As will be described later, since the shift range is accurately learned by the initial learning and the shift range switching is controlled based on the learning result, the selection range output from the SBW ECU 8 is correct.

  Based on the determination result of the position sensor failure determination unit 160, the control shaft position calculation unit 162 calculates whether the control shaft 14 is in a shift range of P, R, N, or D from the sensor output pattern and the expected value pattern. . The actual position determination unit 164 is determined when the range position of the control shaft 14 calculated by the control shaft position calculation unit 162 is equal to the driver instruction range calculated by the driver instruction calculation unit 154. The AT control unit 166 performs shift control according to the range determined by the actual position determination unit 164.

  The initial learning execution control unit 170 learns the shift range when the engine is started (ignition switch is turned on). FIG. 6 is a functional block diagram of the initial learning execution control unit 170 in FIG. The initial learning execution control unit 170 includes a position sensor failure determination unit 180, a position sensor expected value pattern storage unit 182, a P range thrusting instruction unit 184, an initial position learning unit 186, and an initial position storage unit 188.

  The position sensor failure determination unit (failure determination unit) 180 stores the sensor output pattern output from the first position sensor 110 and the position sensor expected value pattern storage unit 182 when the engine is started (ignition switch is turned on). When the sensor output pattern is different from any expected value pattern, it is determined that the first position sensor 110 has failed. When the sensor output pattern is equal to any expected value pattern, it is determined that the first position sensor 110 is normal. The position sensor expected value pattern storage unit 182 stores the expected value pattern of each shift range shown in FIG.

  The P range thrusting instructing unit 184 determines that the first position sensor 110 has failed by the position sensor fail determining unit 180, and the shift lever position signal from the shift lever position detecting sensor 4 is received by the driver. Indicates that the P range has been selected (including when the P range is ended), the actuator control unit 174 is instructed to push the detent lever 64 into the P range.

  It is necessary to determine the specific range because the current position is not in the P range because the current position is not in the P range. However, in the P range, the detent lever 62 is positioned at the end. It is because it can be thrown into the P range by pushing.

  When the battery is removed in the N range, or after being shut down in the P range, and after being operated after being operated outside the P range position by a backup wire (wire that can be manually operated in response to power supply failure or battery exhaustion, etc.) Then, since it will be outside the P range at the start, the shift range is unknown at the start.

  When the position sensor failure determination unit 180 determines that the first position sensor 110 is normal, the initial position learning unit 186 determines the range corresponding to the sensor output pattern of the first position sensor 110 at that time and the first position sensor 110. The output voltage Vo of the second position sensor 120 and the initial position learned flag are stored in the initial position storage unit 188.

  Further, when the detent lever 62 is pushed to the P range in accordance with the instruction of the P range pushing instruction unit 184, the initial position storage unit stores the P range and the output voltage Vo of the second position sensor 120 and the initial position learned flag. Store at 188.

  In accordance with the operation instruction from the actuator operation instruction determination unit 158, the actuator operation determination unit 172 in FIG. The actuator control unit 174 controls the driving force and the driving direction of the motor 50 of the actuator 10 and pushes it to the P range instructed by the P range pushing instruction unit 184, or is designated by the actuator operation determining unit 172. Switch to range.

  Protrusion to the P range is caused by the rotation of the detent lever 62 being blocked by the stopper of the outer wall 62b of the convex / concave 62a of the detent lever 62 and the motor 50 not rotating. Detect by not working. Further, by setting the driving force of the motor 50 <the strength of the detent lever 62 or the strength of the case, damage to the detent lever 62 or the case is avoided.

  After the initial position learning, the actuator control unit 174 uses the initial position learning range and the output voltage Vo of the second position sensor 120 stored in the initial position storage unit 188 as a reference, for example, a displacement voltage from the output voltage Vo. Alternatively, since the shift range switching control is performed according to the relationship between the output voltage Vo and the shift range corresponding to a temperature change or the like obtained through experiments, the shift range is switched without error.

  FIG. 7 is a flowchart of initial learning and failure determination of the position sensor 110. In step S2, it is determined whether or not the initial position learning is completed depending on whether or not the initial position learned flag is set in the initial position storage unit 188. If a positive determination is made, the process proceeds to step S16. If a negative determination is made, the process proceeds to step S4.

  In step S4, the sensor output pattern of the first position sensor (AT position sensor) 110 is compared with the expected value pattern stored in the position sensor expected value pattern storage unit 182, and the expected value pattern that matches the sensor output pattern. Whether or not the AT position sensor 110 is normal is determined based on whether or not there is. If a positive determination is made, the process proceeds to step S14. If a negative determination is made, the process proceeds to step S6.

  In step S6, it is determined from the shift lever position signal from the shift lever position sensor 4 whether or not the shift lever 2 has instructed to enter the P range. If a positive determination is made, the process proceeds to step S8. If a negative determination is made, the process ends. In step S8, P range input (P range thrusting) control is performed. After turning on the P range in step S10, the P range, the output voltage Vo of the second position sensor 120, and the initial position learned flag are stored in the initial position storage unit 188, that is, the initial position learning of the actuator 10 is performed.

  In step S12, the sensor output pattern of the first position sensor 110 and the expected value pattern in the P range are compared, and the corresponding sensor that does not match is specified as a failure sensor (the abnormal position of the AT position sensor is specified).

  FIG. 8 is a diagram showing a failure determination of the first position sensor 110. FIG. For example, as shown in FIG. 8, the sensor output pattern of the first position sensor 110 in the P range is PN = 1, P = 1, RVS = 0, R = 1, N = 0, D = 1, and FWD = 0. Since the expected value pattern is PN = 1, P = 1, RVS = 0, R = 1, N = 0, D = 0, FWD = 0, the output of the sensor D is different from the expected value. Sensor D is determined to be ON failure.

  In addition, since the range is switched after the start based on the initial learning result, the range is switched correctly. By comparing the sensor output pattern of the first position sensor 110 with the expected value pattern corresponding to the selected shift range, the corresponding sensor that does not match is specified as a failure sensor.

  For example, as shown in FIG. 8, the sensor output pattern of the first position sensor 110 in the R range is PN = 0, P = 1, RVS = 1, R = 1, N = 0, D = 0, and FWD = 0. If there is, it is specified that the sensor P is an ON failure. Similarly, in the case of the N range and the D range, if the sensor output pattern of the first position sensor 110 is as shown in FIG. 8, it is specified that the sensor N is OFF fail and the sensor FWD is OFF fail.

  In step S14, the range indicated by the output pattern of the first position sensor 110, the output voltage Vo of the second position 120, and the initial position learned flag are stored in the initial position storage unit 188, that is, the initial position learning of the actuator 10 is performed. To do.

  In step S16, acceptance of the operation of the shift lever 2 is started. This is because the initial position of the range switching valve 100 is correctly learned in the initial position storage unit 188. When the shift lever 2 is operated, based on the shift range learned in the initial position storage unit 188, the output voltage Vo of the second position sensor 120, and the current output voltage Vo of the second position sensor 120, Range switching of the range switching valve 100 is performed by the actuator 10.

  According to the present embodiment described above, even if the position becomes unstable due to the failure of the first position sensor 110, it is possible to safely enter the P range. Since the position is determined by entering the P range, a failure diagnosis of the position sensor signal of the first position sensor 110 is possible.

It is a schematic block diagram which concerns on control of the automatic transmission by embodiment of this invention. It is the schematic which shows an example of the actuator in FIG. It is a figure which shows an example of the position sensor in FIG. It is a figure which shows the expected value pattern of a 1st position sensor. It is a block diagram concerning control of automatic transmission 16 of AT-ECU 6, and control of an actuator of SBW ECU. It is a flowchart of an initial position learning execution control part. It is a flowchart of initial position learning. It is a figure which shows the example of a position sensor failure.

Explanation of symbols

2 Shift lever 4 Shift lever position sensor 6 AT-ECU
8 SBW ECU
DESCRIPTION OF SYMBOLS 10 Actuator 12 Position sensor 14 Control shaft 150 Initial position learning instruction | indication part 158 Actuator operation instruction | indication determination part 170 Initial position learning execution control part 174 Actuator control part

Claims (4)

A shift control device that outputs an operation instruction based on a shift instruction from a shift lever; and a plurality of shift ranges of a range switching valve of an automatic transmission based on the operation instruction by moving a moving unit of the range switching valve A control device for an automatic transmission comprising an actuator for switching and a shift range detecting means for detecting the shift range of the range switching valve,
The shift range detection means includes a first position sensor that outputs a bit pattern corresponding to the detected shift range and a second position sensor that outputs a voltage corresponding to the detected shift range,
If the bit pattern for outputting the first position sensor does not correspond to the predetermined shift range, and determining the failure determination means that a failure of the position sensor of the first,
At the time of starting the automatic transmission, when the failure determination unit determines that the first position sensor has failed, the shift instruction is a shift range when the moving unit moves to one end. A range determining means for instructing an operation to the parking range and determining that the shift range of the range switching valve is parking when it is an instruction to become a parking range;
When it is determined by the range determination means that the shift range is the parking, a bit pattern corresponding to the parking range is stored as an initial position of the range switching valve, and is associated with the bit pattern and then An automatic transmission control device comprising initial learning means for storing an output voltage of the second position sensor . The initial learning means is the initial position of the range switching valve at that time when the first position sensor is not determined to be defective by the failure determination means when the automatic transmission is started. 2. The automatic transmission according to claim 1 , wherein a bit pattern output by the position sensor is stored, and an output voltage of the second position sensor at that time is stored in association with the bit pattern . Control device. When the initial position is stored by the initial learning means, the claims based on the stored result, characterized by comprising control means for controlling the actuator to perform a range switching of the range switching valve after starting 3. A control device for an automatic transmission according to 2. 3. The control apparatus for an automatic transmission according to claim 2, further comprising a failure diagnosis means for diagnosing a failure location of the first position sensor when an initial position is stored by the initial learning means.

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