JPH07113468A - Speed change controller for automatic transmission - Google Patents

Abstract

PURPOSE:To improve durability of the equipment for the reverse stage prohibition control and secure the control. CONSTITUTION:A speed change controller for an automatic transmission which is constituted so that a detent mechanism 3A for selectively suppressing the shift of a shift lever 1A to a reverse range position is installed on a shift operating device 2A is further equipped with a reverse stage prohibition judging device 4A for judging the traveling state where the reverse stage is to be prohibited and a shift operation detecting means 5A for detecting that the shift lever 1A deflects from the advance range position. Further, the speed change controller is equipped with a reverse stage prohibition instructing means 6A which operates the detent mechanism 3A so as to suppress the shift of the shift lever 1A to the reverse stage position when it is judged that the traveling state is in the state for prohibiting the reverse stage and the shift lever 1A deflects from the advance range position.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for controlling a shift in an automatic transmission for a vehicle, and in particular, a shift control for inhibiting a reverse gear from being set under a predetermined condition. It relates to the device.

[0002]

2. Description of the Related Art As is well known, in an automatic transmission of a vehicle, each shift stage for forward traveling is automatically set based on the traveling state such as vehicle speed and throttle opening, but the reverse stage is operated. It is set by the person operating the shift lever to select the reverse range (reverse (R) range). Therefore, conventionally, there has been developed a device for preventing the reverse gear from being set during forward traveling even if the shift lever is operated by mistake. As an example of this, Shoukai 62-141533
In the official gazette, an actuator for preventing the shift operation of the shift lever is provided, and when the vehicle speed exceeds a preset vehicle speed, the operation of the actuator is prohibited by the action of the vehicle speed switch, and as a result, the shift lever is moved to a predetermined position. A device is described which is arranged so that it cannot be shifted into the shift position. According to this device, when the vehicle is traveling in the forward (D) range and traveling at a predetermined vehicle speed, the actuator prevents the shift lever from moving to the R range position. Dans can be prohibited.

[0003]

That is, since the above-mentioned conventional device is configured to control the switching operation of the actuator for prohibiting the reverse gear in accordance with the vehicle speed, the vehicle speed switches the actuator. The actuator is switched each time the reference vehicle speed is changed. Therefore, for example, when the vehicle is traveling in a city area or is caught in a traffic jam, acceleration / deceleration or traveling / stop is repeatedly performed. Therefore, in the above conventional device, the actuator is frequently switched, Durability may deteriorate. Further, since such an actuator is provided in the vehicle compartment together with the shift device, there is a possibility that an abnormal noise caused by a frequently repeated actuator switching operation may cause discomfort.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a gear shift control device which is excellent in durability and can reliably prohibit a reverse gear as required. .

[0005]

SUMMARY OF THE INVENTION The present invention is characterized by having the configuration shown in the drawings in order to achieve the above object. That is, as shown in FIG. 1, the invention according to claim 1 has at least three ranges of a forward range for forward traveling, a neutral range for setting a neutral state, and a reverse range for setting a reverse state. Shift operation device 2A for selecting the shift lever 1A
And a detent mechanism 3A for selectively preventing the shift lever 1A from moving to the reverse range position in the shift operation device 2A.
A reverse speed prohibition judging means 4A for judging a traveling state in which the reverse speed is prohibited, and a shift operation detecting means 5A for detecting that the shift lever 1A is out of the forward range position,
To prevent the shift lever 1A from moving to the reverse gear position by determining that the traveling state is a state in which the reverse gear is prohibited and detecting that the shift lever 1A is out of the forward range position. It is characterized by being provided with a reverse speed prohibition instruction means 6A for operating the detent mechanism 3A.

The shift lever 1B has at least three ranges, a forward range for forward traveling, a neutral range for setting a neutral state, and a reverse range for setting a reverse state. A detent mechanism 3B that includes a shift operation device 2B that is selected by
And a neutral switch 4B that outputs a signal when the shift lever 1B is in the neutral position, in the shift control device of the automatic transmission provided in the shift operation device 2B, the reverse drive for determining the reverse drive state is prohibited. The step prohibition judging means 5B, the fail judging means 6B for judging the failure of the neutral switch 4B, and the running state in which the reverse gear is prohibited is judged when the failure of the neutral switch 4B is not judged and the neutral switch 4B gives a signal. Is output to operate the detent mechanism 3B so as to prevent the shift lever 1B from moving to the reverse gear position, and when the failure of the neutral switch 4B is determined, the reverse gear should be prohibited. Is determined, the shift lever 1B is in the reverse gear. And it is characterized in that it comprises a reverse gear inhibition instruction means 7B for operating said detent mechanism 3B to prevent the move to location.

Further, in the invention described in claim 3, as shown in FIG. 3, the shift operating device 2C for selecting the reverse range for setting the reverse state by operating the shift lever 1C is provided with the shift lever 1C. A detent mechanism 3C for preventing movement to the reverse range position is provided, and a friction engagement device 4C engaged for setting the reverse speed.
In a shift control device for an automatic transmission in which a prohibiting valve 5C selectively blocking the supply of hydraulic pressure to the hydraulic device 6C is provided in the hydraulic device 6C, the detent mechanism 3C prevents the shift lever 1C from moving to the reverse position. It is characterized in that a reverse stage prohibition instructing means 7C for operating the prohibiting valve 5C when it is operated to is provided.

[0008]

According to the invention described in claim 1, at least three ranges of the forward range, the neutral range and the reverse range are selected by operating the shift lever 1A of the shift device 2A. The shift operating device 2A is provided with a detent mechanism 3A, and the detent mechanism 3A selectively prevents the shift lever 1A from shifting to a reverse range position. That is, when the reverse drive prohibition determining means 4A determines that the vehicle is in a traveling state in which the reverse drive is prohibited and the shift operation detecting means 5A detects that the shift lever 1A is out of the forward drive range position, the reverse drive is prohibited. The instruction means 6A operates the detent mechanism 3A,
The shift lever 1A is prevented from moving to the reverse range position. Therefore, even if the running condition such as vehicle speed changes
Shift lever 1 which is a preliminary operation for setting the reverse gear
As long as the movement of A from the forward range position is not detected, the detent mechanism 3A does not perform the switching operation, so the frequency of the switching operation of the detent mechanism 3A is reduced, and the durability of the mechanism including the detent mechanism 3A for prohibiting the reverse gear is reduced. There is no inconvenience such as deterioration of sex.

According to the second aspect of the present invention, if the neutral switch 4B is functioning normally, it is determined by the reverse gear prohibition judging means 5B that the traveling state is a state in which the reverse gear is prohibited, and When the neutral state is detected by the neutral switch 4B, the reverse speed prohibiting means 7B operates the detent mechanism 3B to prevent the shift lever 1B from moving to the reverse range position. On the other hand, when the fail of the neutral switch 4B is judged by the fail judging means 6B, the reverse gear prohibition instructing means 7B operates the detent mechanism 3B based on only the judgment of the traveling state of the reverse gear prohibition judging means 5B. The shift lever 3A is prevented from moving to the reverse range position. That is, the reverse speed prohibition control is reliably performed.

Further, according to the third aspect of the present invention, the detent mechanism 3C prevents the shift lever 1C from moving to the reverse range position, and the prohibit valve 5C is operated. Is done.

[0011]

EXAMPLES The present invention will now be described in detail based on examples. FIG. 4 is a block diagram showing a basic configuration of an embodiment of the present invention. The example shown here is intended for an automatic transmission capable of setting 5 forward gears and 1 reverse gear. is there. Therefore, first, the structure of the gear train of the automatic transmission will be described. In this automatic transmission, a torque converter 11 having a lock-up clutch 10 as a transmission mechanism and an auxiliary transmission unit 12 having a pair of planetary gear mechanisms are provided.
And a main transmission unit 13 that sets a plurality of forward gears and reverse gears by two sets of planetary gear mechanisms. Sub transmission unit 1
2 is for switching between high and low stages,
The carrier 14 of the planetary gear mechanism is the torque converter 1
1, a clutch C0 and a one-way clutch F0 are provided in parallel relationship with each other between the carrier 14 and the sun gear 16, and the sun gear 16 and the housing Hu are connected to each other. A brake B0 is provided between the two.

On the other hand, the sun gears 17 and 18 in each planetary gear mechanism of the main transmission unit 13 are provided on a common sun gear shaft 19, and the ring gear 20 in the left (front side) planetary gear mechanism of the main transmission unit 13 is provided. A first clutch C1 is provided between the sun gear shaft 19 and the ring gear 21 of the sub transmission unit 12, and a second clutch C2 is provided between the sun gear shaft 19 and the ring gear 21 of the sub transmission unit 12. The carrier 22 of the planetary gear mechanism on the left side of the figure and the ring gear 23 of the planetary gear mechanism on the right side (rear side) of the main transmission unit 13 are integrally coupled, and the output shaft 24 is connected to these carrier 22 and ring gear 23. Are connected.

A first brake B1 which is a band brake is provided so as to stop the rotation of the sun gear shaft 19,
More specifically, it is provided on the outer peripheral side of the clutch drum of the second clutch C2, and between the sun gear shaft 19 and the housing Hu, a second brake B2 which is a multi-disc brake.
Further, the first one-way clutch F1 and the third brake B3 are arranged in parallel between the carrier 25 and the housing Hu in the rear planetary gear mechanism.

In the automatic transmission having the above-described structure, five forward gears and one reverse gear are set by engaging and disengaging the friction engagement devices as shown in FIG. In addition,
In FIG. 5, ◯ indicates engagement, X indicates disengagement, and ⊚ indicates engagement during engine braking.

Each clutch C0 in the above automatic transmission
, C1, C2 and each brake B0, B1, B2, B3
The hydraulic control device 30 that supplies and discharges hydraulic pressure to and from the first to third speeds for mainly setting the first to fifth speeds and the reverse gear is used.
Solenoid valves S1, S2, S3, a linear solenoid valve SLU for controlling the lockup clutch 10 and adjusting the supply pressure of the brake B0, and a line hydraulic pressure PL.
A linear solenoid valve SLT for controlling the valve according to the throttle opening, and a linear solenoid valve SLN for controlling the accumulator back pressure are provided. An electronic control unit (T-ECU) 31 for controlling these solenoid valves is provided, which includes a central processing unit (CPU) and storage elements (ROM, RAM).
And mainly the input / output interface, which is the signal from the input speed sensor to the automatic transmission,
The signal from the rotation speed sensor of the first clutch C1, the vehicle speed signal, the signal from the neutral start switch, the signal from the oil temperature sensor, the signal from the pattern select switch, the signal from the transmission control switch, the signal from the stop lamp switch. Signals are being input. An electronic control unit (E-ECU) 32 for an engine is connected to the electronic control unit 31 so as to be able to perform data communication with each other. A signal from the throttle position sensor, a signal from the water temperature sensor, etc. are input to the electronic control unit 32 for the engine.

Electronic control unit 31 for the above automatic transmission
Controls the gears to be set and the engagement / disengagement of the lockup clutch 10 based on the input signals and the map stored in advance. A signal is output so as to execute the torque down control.

The above-mentioned automatic transmission has parking (P), reverse (R), and neutral (N) ranges, as well as a drive (D) range for forward traveling, a fourth speed range, a third speed range, and a second speed range. Each of the speed range and the L range is configured to be selectable, and the range positions of the gear shifting device are arranged as shown in FIG. That is, the R range position is arranged on the rear side of the vehicle with respect to the P range position, and the N range position is arranged obliquely rearward on the driver's seat (not shown) side with respect to the R range position. The D range position is arranged on the rear side of the vehicle with respect to the N range position, and the fourth speed range position is arranged on the opposite side of the D range position from the driver's seat. The third range position is arranged on the vehicle rear side with respect to the fourth speed range position, the second speed range position is arranged obliquely rearward with respect to the third speed range position, and further on the L range position, It is located on the opposite side of the driver's seat with respect to the second-speed range position. The respective range positions are connected by a groove 34 that guides the shift lever 33.

The respective ranges for forward traveling will be briefly described here. The D range is a range in which each speed stage from the first speed to the fifth speed can be set, and the fourth speed range is It is a driving range that allows upshifts up to the fourth speed. Similarly, the third speed range is a range that allows upshifting to the third speed, the second speed range is a range that allows upshifting to the second speed, and the L range is a fixed range of the first speed.

A detent mechanism 35 for preventing the shift lever 33 from moving from the N range position to the R range position is provided between the N range position and the R range position among the above range positions. Further, at the N range position, a neutral start switch 36 for detecting that the shift lever 33 is at the N range position, that is, the N range is selected, is provided.

This detent mechanism 35 is provided in the electronic control unit 31 for the automatic transmission as shown in FIG.
A solenoid 38 that is N / OFF controlled to selectively project the detent pin 37 between the N range position and the R range position is provided. Further, a manual release mechanism 39 for manually retracting the detent pin 37 from the groove 34 is provided. This is a lever 40 integrated with the detent pin 37 and a release button 41 connected by a link mechanism 42. When the release button 41 is pushed down, the lever 40 and the detent pin 37 integral with the lever 40 are moved backward from the groove 34 via the link mechanism 42.

In addition to the detent mechanism 35, the automatic transmission described above is provided with a reverse control valve 43 which is a reverse speed prohibiting valve as means for selectively prohibiting the reverse speed. An example of this is shown in FIG.
The reverse control valve 43 includes a first land 44 located on one end side and a second land 45 provided adjacent to the first land 44 and having a diameter larger than that of the first land 44.
And a spool 47 having a cylindrical portion 46 having the same outer diameter as the second land 45 and formed at the other end. Further, a drain port 48 that opens at the end of the first land 44, a control port 49 that always opens between the first land 44 and the second land 45, and a second land 45.
A reverse input port 50 controlled by the reverse input port 50, an output port 51 formed on the opposite side of the reverse input port 50 from the control port 49, and a low input port 52 selectively opened and closed by the cylindrical portion 46. , The hold port 53 formed by opening to the end side of the cylindrical portion 46
And are provided. And inside the cylindrical portion 46,
A spun rig 54 that presses the spool 47 in its axial direction.
Are arranged.

Further, in FIG. 8, reference numeral 55 indicates a manual valve, and a port 56 for outputting the line pressure when the R range is selected is connected to the control port 49 and the reverse input port 50 of the reverse control valve 43, Further, the port 57 that outputs the line pressure when the L range is selected is connected to the low input port 52.

Further, a second clutch C2 is connected to the output port 51 of the reverse control valve 43 via a first shuttle valve 58 and an orifice 59, while another orifice 60 and a second shuttle valve 61 are connected. And the third brake B3 is connected.

A second solenoid valve S2 is connected to the hold port 53 of the reverse control valve 43. The second solenoid valve S2 is a so-called normally-closed type solenoid valve that closes the drain port when not energized.
Line port pressure is generated in the hold port 53 and ON
The pressure is discharged from the hold port 53 in this state.

Therefore, the reverse control valve 4
3 shows that when the spool 47 is pushed down to the position shown in the left half of FIG.
Since it is cut off for 1, the line pressure output from the manual valve 55 when the R range is selected is set to the second clutch C2 and the third brake B3 for setting the reverse gear.
It is designed to shut off against. That is, if the second solenoid valve S2 is ON, the control port 5
When the line pressure is supplied to 0, the spool 47 is pushed down to the position shown in the left half of FIG. 8, and the setting of the reverse gear is prohibited. On the contrary, if the second solenoid valve S2 is O
If it is FF, the line pressure acts on the hold port 53 and the spool 47 remains pushed up to the position shown in the right half of FIG. 8, so that the reverse input port 50 communicates with the output port 51 and the reverse stage The setting is allowed.

The reverse speed inhibition control by the control device of the present invention for the above-described automatic transmission will be described below. FIG. 9 is a flowchart showing a control routine as one example thereof. In the control shown here, the reverse gear is prohibited when the shift lever 33 is out of the D range position, that is, when the vehicle speed is equal to or higher than a predetermined speed. To do. Specifically, first, after processing the input signal (step 1), the selected ranges are the P range, the R range, and the 4 range.
It is determined whether the speed range is the third speed range, the third speed range, the second speed range, or the L range (step 2). If neither of these ranges is selected, it is determined whether the N range is selected (step 3). If the N range is not selected, then it is determined whether or not the D range is selected (step 4).

If the result of the determination in step 4 is "no", the process proceeds to step 5 and it is determined whether or not the flag FD is set to "1". This flag FD is D
"1" when it is detected that the range is selected
If the determination result in step 5 is "yes", the shift lever 33 is set to D.
It means that it was detected that it was out of range,
In this case, the routine proceeds to step 6, where the flag FD is reset to zero, and then it is judged whether the vehicle speed V is equal to or higher than a preset reference vehicle speed α (step 7). This reference speed α
Is a small value of, for example, several km / h, and if the actual vehicle speed V is equal to or higher than the reference vehicle speed α, the reverse speed prohibition control is executed (step 8). Then, after the flag Fr is set to "1" (step 9), the process returns.

The reverse speed prohibition control in step 8 is as follows.
For example, it is executed by exciting the solenoid 38 of the detent mechanism 35 to cause the detent pin 37 to project between the N range position and the R range position, but the detent pin 37 actually projects into the groove 34. Even if a predetermined time is required for the solenoid 3
Since 8 is excited, it is possible to reliably prevent the shift lever 33 from entering the R range position even when the shift lever 33 is quickly operated.

When the vehicle speed V is lower than the reference vehicle speed α, the reverse speed prohibition control is released (step 10).
In addition, the flag Fr is reset to zero (step 11) and then the process returns.

On the other hand, if it is determined in step 4 that the D range has been selected, the flow proceeds to step 12 to set the flag FD to "1" and the flag Fr.
Is determined to be "1" (step 13). If the flag Fr is set to "1", the reverse speed prohibition control is being executed. In this case, therefore, it is determined whether the actual vehicle speed V is equal to or higher than the reference vehicle speed α (step 14). ), If the result is "yes", it returns. If the result is "no", it means that the running state has changed to a state in which the reverse gear is not prohibited. Therefore, the reverse gear prohibition control is released (step 15). At the same time, the flag Fr is reset to zero (step 16) and then returned. If the result of the determination in step 13 is "No", the reverse stage prohibition control has not been executed, and the process immediately returns.

Further, when the determination result of step 5 is "NO" because the shift lever 33 is not set to any range position, the process immediately proceeds to step 13, and the determination result of step 2 is " If YES, the flag FD is reset to zero (step 17) and then the process proceeds to step 13.

In the above description, the contents of the reverse speed prohibition control are described as the solenoid 38 in the day tent mechanism 35.
However, since the automatic transmission described above includes the reverse control valve 43, the solenoid 3
The valve 43 may be operated together with the excitation of No. 8 to prohibit the reverse gear. Specifically, this is performed by temporarily turning on the second solenoid valve S2 to discharge the pressure from the hold port 53 of the reverse control valve 43. By doing so, even if the range is switched to the R range, the hydraulic pressure is sent from the manual valve 55 to the control port 49 of the reverse control valve 43, the spool 47 is pushed down to the position shown in the left half of FIG. Since the input port 50 is closed, the supply to the second clutch C2 and the third brake B3 is cut off, and the reverse gear is prohibited. If such control is preliminarily performed, the valve stick can be prevented.

The above control is an example in which the reverse speed prohibition control is executed when the shift lever 33 is out of the D range position. However, when the forward running state is switched to the reverse speed,
Since the shift lever 33 always passes the N range position,
It is also possible to execute the reverse speed prohibition control when the N range is detected. However, since such control is premised on the normal operation of the neural start switch 36 described above, it is preferable to perform different control when the switch 36 fails.

FIG. 10 is a flowchart showing an example of the control. First, the input signal is processed (step 20), and then it is determined whether or not the neutral start switch (Nsw) has failed (step 21). If the neutral start switch has not failed, it is judged whether or not the N range is selected (step 22). If the shift lever 33 is in the N range position, the R range is likely to be selected. , It is determined whether the actual vehicle speed V is equal to or higher than a predetermined reference vehicle speed α (step 2
3). If the actual vehicle speed V is equal to or higher than the reference vehicle speed α, control for prohibiting the reverse gear is executed (step 24). Specifically, this is performed by exciting the solenoid 38 of the detent mechanism 35 to cause the detent pin 37 to project into the groove 34. Then, the flag Fr is set to "1" (step 25), and the second solenoid valve S2 is turned on.
The switching between N and OFF is repeated (step 26). This is to avoid the valve stick.

On the other hand, if the result of step 23 is "No" because the actual vehicle speed V is lower than the reference vehicle speed α, there is no problem even if the reverse gear is set, that is, the reverse gear. Since the vehicle is in a traveling state in which the reverse speed is allowable, the control for prohibiting the reverse gear is released (step 27). And flag F
After r is reset to zero (step 28), the process returns.

If the neutral start switch has failed, that is, if the result of the determination in step 21 is "yes", it is impossible to determine whether or not the shift lever 33 is in the N range position. In this case, it is determined whether or not the control for prohibiting the reverse gear is canceled or executed based only on the traveling state. That is, the process immediately proceeds to step 23, and the above control is executed. Therefore, it is possible to reliably prevent the setting of the reverse gear when the vehicle is traveling forward at a predetermined vehicle speed or higher.

If the judgment result of step 22 is "No" because the N range is not selected,
The routine proceeds to step 29, where it is judged whether or not the flag Fr is "1". If it is not "1", it means that the prohibition control of the reverse gear has been released, so the routine directly returns. On the contrary, if it is "1", it means that the reverse speed prohibition control is being executed, so it is judged whether or not the actual vehicle speed V is equal to or higher than a predetermined reference vehicle speed α (step 30). If V is equal to or higher than the reference vehicle speed α, the process directly returns and continues the reverse speed prohibition control. If the vehicle speed V is lower than the reference vehicle speed α, the reverse speed prohibition control is released (step 31) and the flag Fr is reset to zero (step 32).
And then return.

By the way, the vehicle speed that can be detected by the automatic transmission is a value that does not include the direction. Therefore, if the range position and the vehicle speed are used as data when performing the reverse speed prohibition control, the reverse speed equal to or higher than the predetermined vehicle speed is used. From N range in the state to R
It is conceivable that a situation may occur in which switching to the range is prohibited. In order to eliminate such an inconvenience, it is sufficient to confirm that the traveling in the state in which the N range is set is the forward traveling, prior to the reverse travel prohibition control, and if an example of the control is shown, This is as shown in FIG.

First, the input signal is processed (step 40), and then it is judged whether or not the R-lens is selected (step 41). When the R range is selected, the flag Fk is set to "1" (step 42) and then the process returns, and when the R range is not selected, it is determined whether or not the N range is selected. A judgment is made (step 43). If the judgment result is "yes", it is judged whether or not the flag Fk is "1" (step 44).
This flag FK is a flag which is set to "1" when the R range is selected even if the R range is temporary. Therefore, if the determination result of this step 44 is "yes", the range immediately before the N range is set. Was the R range, so
This routine is exited without any particular control. That is, the reverse speed prohibition control is not performed.

On the other hand, if the result of the determination in step 44 is "NO", it means that the N range has been set without going through the R range, and therefore the reverse gear is set based on the normal running condition described above. Perform prohibition control. That is, it is determined whether the actual vehicle speed V is equal to or higher than the reference vehicle speed α (step 45),
If the vehicle speed is equal to or higher than the reference vehicle speed α, the reverse speed prohibition control is executed (step 46) and the flag Fr is set to "1" (step 47). On the contrary, if the vehicle speed is lower than the reference vehicle speed, the reverse speed prohibition control is released (step 4
At the same time, the flag Fr is reset to zero (step 49).

On the other hand, if the judgment result in step 43 is "No" because the N range is not selected, it is judged whether or not the D range is selected (step 50). If the D range is not selected, the routine immediately proceeds to step 51, where it is determined whether or not the flag Fr is "1". If the D range is selected, the flag Fk is reset to zero (step 52) and then the step is performed. Proceed to 51. The flag Fr in step 51 is a flag that is set to "1" because the reverse speed prohibition control is being executed. Therefore, if the result of the determination is "no", the process immediately returns, and if it is "yes". For example, the actual vehicle speed V is the standard vehicle speed α
It is determined whether or not the above (step 53). If the vehicle speed is equal to or higher than the reference vehicle speed α, the vehicle is returned and the reverse speed prohibition control is continued. If the vehicle speed is lower than the reference vehicle speed α, the reverse speed prohibition control is released (step 54) and the flag Fr is set to zero. Reset (step 55) and return.

Therefore, in the control shown in FIG. 11, the range immediately before the N range is determined, and when the range immediately before the N range is other than the R range, that is, the range for forward traveling, the reverse stage is performed based on the traveling state. Therefore, even if the vehicle speed in the reverse drive state is equal to or higher than the reference vehicle speed α, it is possible to avoid the inconvenience that the reverse drive prohibition control is performed.

In the above embodiments, the automatic transmission equipped with the gear train shown in FIG. 4 has been described as an example, but the present invention is not limited to the above embodiments, It can be applied to a shift control device for an automatic transmission having another gear train. Further, similarly, the present invention can be applied to a shift control device for an automatic transmission having a hydraulic circuit other than the hydraulic circuit shown in FIG. Furthermore, it goes without saying that the detent mechanism that can be adopted in the present invention is not limited to the configuration shown in FIG. 7.

[0044]

As described above, according to the first aspect of the invention, unless the shift lever deviates from the predetermined forward range position, the reverse speed prohibition control is not executed even if the vehicle speed becomes high. , The frequency of performing the reverse travel prohibition control is reduced, and thus even if a predetermined actuator is operated for prohibiting the reverse travel stage, the number of times of operation is reduced, so that the durability thereof can be improved, Further, there is no fear that the sound generated during the operation causes discomfort. Further, the shift distance from the forward range position to the reverse range position is longer than the distance from the neutral range position to the reverse range position.Therefore, even when the shift operation is fast, the detent mechanism prohibits the reverse stage. It can be done reliably.

According to the second aspect of the invention, when the switch for detecting the presence of the shift lever at the neutral position fails, the reverse speed prohibition control is executed only based on the traveling state. Therefore, it is possible to surely prohibit the reverse gear at the time of a failure and establish a so-called fail safe.

Further, according to the third aspect of the invention, the detent mechanism prevents the shift lever from moving to the reverse range position, and the valve for preventing the reverse stage setting is operated. It is possible to reliably avoid the reverse gear prohibition control by avoiding the above.

[Brief description of drawings]

1 is a block diagram showing the invention described in claim 1 by functional means.

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

FIG. 3 is a block diagram showing the invention described in claim 3 by functional means.

FIG. 4 is a skeleton diagram showing a gear train of an automatic transmission which is an object of one embodiment of the present invention.

5 is a table showing an engagement operation table of a friction engagement device that is engaged to set each shift speed in the automatic transmission shown in FIG.

FIG. 6 is a diagram showing an arrangement of each range position in the shift device used in the embodiment of the present invention.

FIG. 7 is a perspective view schematically showing an example of a detent mechanism.

FIG. 8 is a partial hydraulic circuit diagram schematically showing a reverse control valve and a hydraulic circuit related thereto.

FIG. 9 is a flowchart showing an example of a control routine for executing reverse speed prohibition control when the shift lever deviates from the D range position.

FIG. 10 is a flowchart showing an example of a control routine for performing reverse speed prohibition control by also determining a failure of the neutral start switch.

FIG. 11 is a flowchart showing an example of a control routine that determines the traveling direction from the range position passed by the shift lever and executes the reverse speed prohibition control.

[Explanation of symbols]

 1A, 1B, 1C shift lever 2A, 2B, 2C shift operating device 3A, 3B, 3C detent mechanism 4A, 5B reverse speed prohibition judging means 4B neural switch 4C friction engagement device 5A shift operation detecting means 5C prohibiting valve 6A, 7B, 6C Reverse speed prohibition instructing means 6B Fail judging means

Front Page Continuation (72) Inventor Fukumura Kagenori, Toyota City, Toyota City, Aichi Prefecture, 1st Toyota Motor Co., Ltd. (72) Inventor, Etsuo Shimizu, Toyota City, Toyota City, Aichi Prefecture, Toyota Motor Co., Ltd. (72) Inventor Yutaka Taga 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Automobile Co., Ltd.

Claims (3)

[Claims] 1. A shift operation device for selecting at least three ranges of a forward range for forward traveling, a neutral range for setting a neutral state, and a reverse range for setting a reverse state by a shift lever, In a shift control device for an automatic transmission in which a detent mechanism that selectively prevents a shift lever from moving to a reverse range position is provided in a shift operating device, a reverse speed prohibition determination means for determining a traveling state in which a reverse speed is prohibited A shift operation detecting means for detecting that the shift lever is out of the forward drive range position, and that it is determined that the traveling state is a state in which the reverse drive is prohibited, and the shift lever is out of the forward drive range position. When detected, the detent mechanism is operated to prevent the shift lever from moving to the reverse position. Shift control device for an automatic transmission, characterized in that it comprises a reverse gear inhibition instruction means that. 2. A shift operating device for selecting at least three ranges of a forward range for forward traveling, a neutral range for setting a neutral state and a reverse range for setting a reverse state by a shift lever, In a shift control device for an automatic transmission provided with a shift operation device, a detent mechanism that prevents the shift lever from moving to a reverse range position and a neutral switch that outputs a signal when the shift lever is in the neutral position Reverse stage prohibition determining means for determining a traveling state in which a reverse gear is prohibited, fail determination means for determining a failure of the neutral switch, and a traveling state in which a reverse gear is prohibited is determined if the neutral switch fails. And the neutral switch outputs a signal By operating the detent mechanism so as to prevent the shift lever from moving to the reverse gear position, and when it is determined that the neutral switch has failed, it is determined that the traveling state in which the reverse gear should be prohibited is determined. A reverse gear prohibition instruction means for operating the detent mechanism so as to prevent the vehicle from moving to the reverse gear position. 3. A shift device for selecting a reverse range for setting a reverse state by operating a shift lever is provided with a detent mechanism for preventing movement of the shift lever to a reverse range position, and a reverse stage. In a shift control device for an automatic transmission in which a hydraulic valve is provided with a prohibiting valve that selectively blocks the supply of hydraulic pressure to a friction engagement device that is engaged for setting, the detent mechanism includes a shift lever in a reverse gear position. And a reverse speed prohibition instruction means for operating the prohibition valve when the prohibition valve is operated so as to prevent movement to the reverse gear.