JPH10184893A - Automatic transmission controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly cope with a system failure by means of a controller in a controller in which a shift range is changed by means of electrical control. SOLUTION: When a shift lever device 5 is operated, a reference shift range serving as a reference in shift range setting is set. When a range control mode is set, an actually set actual shift range is changed by means of an operation of a cut mechanism 7 while the setting condition for the reference shift range is maintained. Usually, an ESR indicator 13 is turned on at the same time when the range control mode is set. However, when an action for setting the range control mode is carried out in spite of a failure of a function for performing this mode, the ESR indicator 13 is flashed and turned off after several seconds. An operator can know generation of an abnormal condition by flashing of the ESR indicator 13.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission control device which determines a maximum gear position according to a set shift range and changes the gear position according to a running state, and more particularly to an automatic transmission control device which is actually controlled by electric control. The present invention relates to a control device capable of switching an actual shift range or an actual gear to be set.

[0002]

2. Description of the Related Art Conventionally, the operability of an automatic transmission has been improved,
There is a need for easier driving of vehicles. In order to respond to this demand, an automatic transmission control device provided with a switch for switching a shift range on a steering or the like separately from a shift lever has been proposed. Such a control device is disclosed in Japanese Patent Application Laid-Open No. Hei 5-193118 and Japanese Patent Application No. 8-254680 filed by the present applicant.

In the control device described in Japanese Patent Application No. 8-254680, a reference shift range (shift position) is mechanically set according to a shift lever operation. That is, the shift lever is connected to the hydraulic control device of the automatic transmission by a cable or the like. With the movement of the shift lever, the manual valve of the hydraulic control device moves. The shift position is determined by the position of the manual valve. For example, the hydraulic circuit is designed so that when the shift lever is in the D position, the gear can be shifted to the first to fifth gears (in the case of a five-speed transmission).

When a switch provided on the steering wheel is pressed, an electronic control unit (T-ECU) for an automatic transmission
Set the ESR (Electric Shiftrange Control System) mode. Then, the T-ECU sets an ESR range that is an actual shift range that is actually set according to the switch operation. For example, the shift lever is in the D position as described above, and the ESR is
It is assumed that three ranges are set as ranges. in this case,
The T-ECU causes the automatic transmission to perform a shift change from the first gear to the third gear, even though a shift change from the first gear to the fifth gear is possible. Thus, the electrical switching of the shift range is performed.

According to this control device, a driver can set a shift range by operating a switch. The driver does not have to perform the operation of the shift lever, that is, the operation of visually checking where the shift lever is located and moving the shift lever to a desired position. Therefore,
The driver can easily set the shift range.

[0006]

The above-mentioned control device has a great feature in that it facilitates operation. However, at present, development is underway on the premise that the function of switching the shift range by electrical control operates normally, and there is room for improvement regarding effective countermeasures when an abnormality occurs in this function. Could have occurred.

If an error occurs in the system that executes the ESR mode, the shift range may not be changed according to the switch operation as set.
The shift control according to the shift range may not be performed. Therefore, it is necessary to appropriately deal with these situations in order to actually provide such a control device. The coping with the abnormal situation is, for example, informing the driver of the occurrence of the abnormality in an easy-to-understand manner and forcing the driver to perform a driving corresponding to this situation. To operate properly.

[0008] The present invention has been made in view of the above problems. SUMMARY OF THE INVENTION An object of the present invention is to provide an automatic transmission control device capable of appropriately coping with an abnormality in a function of switching a shift range by electrical control.

[0009]

[Means for Solving the Problems]

(1) An automatic transmission control device of the present invention is a control device that changes a gear position according to a traveling state, and a mechanically set reference shift range is actually set by electric control. Means for setting a control mode for changing to an actual shift range or an actual gear position, display means for displaying that the control mode is set, and abnormality detection means for detecting an abnormality in a function of executing the control mode. When the operation for setting the control mode is performed and the abnormality detection unit detects an abnormality, the display unit performs a display different from the normal state, and then a display change unit that stops the display. Have.

One example of the above control mode is the above-mentioned ESR.
Mode. Also, for example, the display at the time of normality is lighting of the indicator, and the display at the time of occurrence of abnormality is blinking of the indicator. The display color may be changed in addition to the blinking.
In addition, the time from the display change to the subsequent display stop,
It may be set appropriately, for example, set to several seconds.

In the present invention, the display on the display means is changed in order to cope with the occurrence of the abnormality, whereby the occurrence of the abnormality is easily communicated to the driver. Since the display is changed during the operation for setting the control mode, the change timing is appropriate. Further, it is not preferable that the display indicating the abnormality is continued forever because the driver feels strange. In the present invention, since the display is stopped after the display is changed, the driver does not have to feel uncomfortable.

Here, in order to notify the occurrence of an abnormality,
It is also conceivable to take a measure that "even if an operation for setting the control mode is performed, display on the display means is not performed". As a specific example, the indicator is not turned on. The driver determines whether there is an abnormality based on whether or not display is performed during the mode setting operation. However, in this case, the driver must always pay attention to the display, which is not preferable as a method of notifying an abnormality. On the other hand, in the present invention, the display on the display means is changed, so that the occurrence of an abnormality can be notified to the driver without requiring special attention from the driver.

By the way, it is well known that the display of a predetermined display means is changed when the automatic transmission fails. On the other hand, in the present invention, when there is an abnormality in the execution function of the control mode, the display on the display means for this mode is changed. The problem here is that a malfunction of the automatic transmission is also detected as abnormal by the abnormality detecting means of the present invention. This is because it corresponds to an abnormality in the configuration (configuration of the control system) for performing the shift according to the actual shift range. Therefore, the display of the two types of display means is changed when the automatic transmission fails. As a specific example, when the solenoid of the hydraulic control device fails, the overdrive indicator blinks to notify the failure of the automatic transmission, and the control mode indicator blinks. In this case, the driver may feel uncomfortable.

In view of the above, according to the present invention, the display of the display means for the control mode is stopped after the change. This prevents the driver from feeling uncomfortable. In the above specific example, the indicator for the control mode, which has been flashed once, is turned off after a few seconds.

(2) An automatic transmission control device according to another aspect of the present invention is a control device for changing a gear position according to a traveling state, and is mechanically set according to a shift lever operation. Means for setting a control mode for changing the reference shift range to an actual shift range or an actual gear that is actually set by electrical control, and abnormality detecting means for detecting an abnormality in a function of executing the control mode. When the abnormality detection unit detects an abnormality, the control unit prohibits execution of the control mode and returns to control corresponding to the reference shift range as abnormality handling processing.

According to the present invention, when an abnormality occurs, the execution of the control mode is prohibited, and the control is returned to the control corresponding to the reference shift range. The driver may perform the operation corresponding to the reference shift range without performing the operation corresponding to the control mode.

According to the present invention, after returning to the reference shift range, different measures are taken according to the state of a failure (failure) when an abnormality occurs. That is, if the shift control according to the reference shift range is possible after the return, this is executed.
On the other hand, if shift control in accordance with the reference shift range is not possible, a predetermined fail process is performed. This fail processing may be the same processing as when a failure occurs in a conventional general control device having no control mode function. As a result, for example, running at a predetermined gear position is guaranteed against a solenoid failure.

The above contents will be described more specifically. The system for executing the control mode includes a configuration (referred to as an operation system) for setting an actual shift range such as a switch.
A configuration (referred to as a control system) for performing a shift operation in accordance with the set actual shift range is included. After returning to the reference shift range, the following measures are taken according to the failure state (whether the operation system or the control system is abnormal).

When an abnormality occurs in the operation system, the shift control is performed as set in the reference shift range. That is, normal shift control when the control mode is not set is performed. This is because normal shift control can be performed even if the actual shift range cannot be switched due to an abnormality in the operation system. As a result, only the execution of the control mode is prohibited for the operation system abnormality.

On the other hand, when a control system abnormality occurs, not only the shift control according to the actual shift range cannot be performed, but also the shift control as set in the reference shift range may not be executable. At this time, the fail processing for the reference shift range as described above is performed.

As described above, according to the present invention, the setting of the control mode is prohibited, regardless of the abnormality in either the operation system or the control system included in the system for executing the control mode. A process of "return to control corresponding to the reference shift range" may be performed, and this process is simple and easy to realize. Thereby, it is possible to appropriately cope with the occurrence of the abnormality.

[0022]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An automatic transmission control device according to an embodiment of the present invention will be described below with reference to the drawings. Here, [1] “A configuration example of an automatic transmission to be controlled and a hydraulic control device provided in the automatic transmission”
[2] “Configuration of automatic transmission control device”, [3] “Control by automatic transmission control device”, [4] “Control characteristic of this embodiment”, [5] “Automatic application of the present invention” Modification Example of Transmission Control Device ".

[ 1] "The automatic transmission to be controlled and
And the configuration of the hydraulic control device provided in this automatic transmission
Example: The automatic transmission to be controlled by the control device includes a torque converter and a planetary gear mechanism, and is configured to be able to set five forward speeds and one reverse speed. The planetary gear mechanism is provided with a plurality of friction engagement devices such as clutches and brakes, and further provided with servo means for operating each friction engagement device. By operating each friction engagement device according to the supply of hydraulic pressure to the servo means, a shift change from the first gear to the fifth gear is performed.
In the first to third speeds, the operation of each friction engagement device switches whether or not to transmit reverse driving force from the axle side to the engine. In accordance with this switching, the state where the engine brake works and the state where it does not work are switched. In the fourth speed and the fifth speed, the engine brake is always applied.

FIGS. 23 to 25 show an example of the configuration of such an automatic transmission and a hydraulic control device for controlling the same. First, a detailed configuration of the automatic transmission and the hydraulic control device will be described with reference to these drawings.

As described above, the automatic transmission has five forward speeds.
One reverse speed can be set, and an example of the gear train is shown in FIG. In FIG. 23, the automatic transmission A is connected to the engine E via a torque converter 113. This torque converter 113
A pump impeller 115 connected to a crankshaft 114 of the engine E, a turbine runner 117 connected to an input shaft 116 of the automatic transmission A, and a pump impeller 1
The clutch includes a lock-up clutch 118 that connects between the turbine runner 15 and the turbine runner 117, and a stator 120 that is prevented from rotating in one direction by a one-way clutch 119.

The automatic transmission A has a high and a low
The vehicle is provided with a sub-transmission unit 121 for switching gears, and a main transmission unit 122 for switching between a reverse gear and four forward gears. The sub transmission unit 121 includes a sun gear S0, a ring gear R
0, a planetary gear set 123 comprising a pinion P0 rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0, and a clutch C0 provided between the sun gear S0 and the carrier K0.
And a one-way clutch F0 and a brake B0 provided between the sun gear S0 and the housing 129.

The main transmission section 122 is a first planetary gear train 124 comprising a sun gear S1, a ring gear R1, and a pinion P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, Sun gear S2, ring gear R2, and carrier K
2, a second planetary gear set 125 comprising a pinion P2 rotatably supported by the sun gear S2 and the ring gear R2, and rotatably supported by the sun gear S3, the ring gear R3 and the carrier K3. And a third planetary gear set 126 including a pinion P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, and the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3
Is connected to the output shaft 127. Also, the ring gear R
2 is integrally connected to the sun gear S3. And
A first clutch C1 is provided between ring gear R2 and sun gear S3 and intermediate shaft 128, and a second clutch C2 is provided between sun gear S1 and sun gear S2 and intermediate shaft 128.
Is provided.

The sun gear S1 is used as a braking means.
A first brake B1 in the form of a band for stopping rotation of the sun gear S2 is provided on the housing 129. A first one-way clutch F1 and a brake B2 are provided in series between the sun gear S1 and the sun gear S2 and the housing 129. The first one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in a direction opposite to the input shaft 116.

A third brake B3 is provided between the carrier K1 and the housing 129.
A fourth brake B4 and a second one-way clutch F2 are provided in parallel between the first housing B and the housing 129. The second one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.
The clutches C0, C1, C2, the brakes B0, B1,
B2, B3 and B4 are hydraulic friction engagement devices in which friction materials are engaged by the action of hydraulic pressure.

The clutch C in the auxiliary transmission section 121
C0 sensor 1 for detecting the rotation speed of 0, that is, the input rotation speed
30 and a C2 sensor 131 for detecting the rotation speed of the second clutch C2 in the main transmission section 122. Note that these sensors 130 and 131 are connected to an electronic control unit for an automatic transmission described later.

In the automatic transmission A, five forward speeds and reverse speeds can be set, and the engagement and disengagement states of the respective friction engagement devices for setting these shift speeds are shown in FIG. This is shown in the engagement operation table. In FIG. 24, the mark ○ indicates the engaged state, the mark ◎ indicates that the engagement does not affect the torque transmission, the mark 係 合 indicates the engagement to apply the engine brake, and the blank indicates the released state. Show.

A hydraulic circuit shown in FIG. 25 is provided in the hydraulic control device for setting the respective shift ranges and shift speeds shown in FIG. That is, the manual valve 140 that receives the supply of the line pressure PL according to the throttle opening degree
And between the hydraulic servo means of each friction engagement device described above,
1-2 shift valve 141 for controlling the supply and discharge of the control pressure PC to the fourth brake B4 for the first speed engine brake, and 2 for controlling the supply and discharge of the drive range pressure PD to the second brake B2 for achieving the third speed. -3 shift valve 142, first brake B for third speed engine brake
A 3-4 shift valve 143 for controlling the supply and discharge of the control pressure PC to and from the first clutch and the supply and discharge of the drive range pressure PD to and from the second clutch C2 for achieving the fourth and fifth speeds;
A 4-5 shift valve 144 for switching the supply of the line pressure PL to the brake B0 and the clutch C0 is provided.

Further, drive range pressure (D range pressure)
A pressure control valve 145 that generates a control pressure PC by adjusting a signal pressure output from the linear solenoid valve SLN during gear shifting while using the pressure as an original pressure, and an engine brake relay valve that switches supply and discharge of the control pressure PC to the 2-3 shift valve 142. 146, a C0 exhaust valve 147 for switching supply / discharge of the line pressure PL to / from the clutch C0 via the 4-5 shift valve 144 is provided.

The first shift solenoid valve SOL
1 outputs a signal pressure for switching the 2-3 shift valve 142, the second shift solenoid valve SOL2 outputs a signal pressure for switching the 1-2 shift valve 141, and the third shift solenoid valve SOL3 outputs 1-. 2-shift valve 141
And outputs a switching signal pressure to the C0 exhaust valve 147 via the. The fourth shift solenoid valve SOL4 is an engine brake relay valve 1
A switching signal pressure is output to the pressure control valve 46 and the C0 exhaust valve 147, and the linear solenoid valve SLN outputs a pressure control signal pressure to the pressure control valve 145. Further, an accumulator is attached to the friction engagement devices other than the first brake B1 and the fourth brake B4.

The configuration and function of each of the above components will be described in more detail. The manual valve 140 is connected to a shift lever as a first range operating mechanism (not shown) by mechanical means such as a cable, and is connected to a spool which is linked to the shift lever. A line pressure PL is supplied from an input port 148 and the spool 1
According to the sliding position of 49, the input port 148 is connected to each output port for output. Specifically, in the D position, output is made only from the D range port 150,
In addition, in the “3” position, the signal is output from the “3” range port 151. In the “2” position, the output is further “2”.
The signal is output from the range port 152 and further output from the L range port 153 in the L position. On the other hand, in the R position, the R range port 15
4, the output port is closed in the N position, and the input port 148 is connected to the drain port EX in the P position. In the automatic transmission A, the "4" range can be selected. This is a shift range in which the fifth speed, which is the highest speed, is prohibited. It rotates about the center, and the hydraulic pressure is output from the “2” range port 152.

Next, the pressure control valve 14
5 has a spool and a plunger pressed in one direction by a spring, receives a D range pressure PD, regulates the pressure by an output signal of a linear solenoid valve SLN, and controls a control pressure PC by an engine brake relay valve. Via 146, it is supplied to the 2-3 shift valve 142.

The engine brake relay valve 146 is
A switching valve comprising a spool and a plunger pressed in one direction by a spring, wherein a "2" range pressure is applied to the plunger and a linear solenoid valve SL
The signal pressure of N is applied to the spool, the control pressure PC is supplied to the 2-3 shift valve 142 by any hydraulic pressure, and the 2-3 shift valve 14 is released by releasing the hydraulic pressure.
The discharge of the control pressure PC from 2 is switched.

The 2-3 shift valve 142 is a switching valve provided with a spool pressed in one direction by a spring.
Signal pressure and L of first shift solenoid valve SOL1
The supply of the control pressure PC to the 3-4 shift valve 143 and the 1-2 shift valve 141 is switched by the application of the range pressure, and the D range pressure oil passages L1a and L1.
b and the drain is switched.

The 1-2 shift valve 141 is a switching valve provided with a spool pressed in one direction by a spring.
The fourth control pressure PC is controlled by the signal pressure of the second soft solenoid valve SOL2 and the oil pressure from the oil passage L1a.
Switching between the supply to the brake B4 and the exhaust pressure from the brake B4, and the third shift solenoid valve SOL
3 to the oil passage LS32 and the oil passage LS32
And switching from discharge to

The 3-4 shift valve 143 is a switching valve provided with a spool pressed in one direction by a spring via a piston, and is provided with a second shift solenoid valve SOL2.
Supply of the signal pressure of the third shift solenoid valve SOL3 from the oil passage LS3 to the 4-5 shift valve 144 via the oil passage LS34 by the oil pressure from the oil passage L1b and the oil pressure from the oil passage L3. Shut off, oil path L of oil path L1a
It controls the communication and cutoff with 1e, the supply of the control pressure PC to the first brake B1, and the exhaust pressure from the brake B1.

The 4-5 shift valve 144 is a switching valve provided with a spool pressed in one direction by a spring.
The line pressure PL is switched between supply and discharge to the C0 exhaust valve 147 by the signal pressure from the oil passage LS34 and the oil pressure of the oil passage L2, and supply to the brake B0 via the oil passage LL1 and discharge from the brake B0. And control. C
The 0 exhaust valve 147 is a switching valve including a spool 155 and a plunger 156 that are pressed in one direction by a spring. 3
With the signal pressure of the solenoid valve SOL3 and the oil pressure of the oil passage L1d, the line pressure PL via the 4-5 shift valve 144 is supplied to the clutch C0 via the oil passage LL3 and discharged from the clutch C0. ing.

In the hydraulic control device configured as described above, in the illustrated neutral position, the line pressure PL is supplied to the clutch C0 via the 4-5 shift valve 144 and the C0 exhaust valve 147. Since the oil passage passing through the valve 140 is shut off, the hydraulic pressure of the first clutch C1 is drained. In addition, the deviation of the position sandwiching the center line of each valve in the figure indicates the limit position of the spool displacement, and particularly for each shift valve, numbers are distributed to the left and right of the center line,
The position corresponds to the gear position.

According to the above-described hydraulic control device, the position pressure is controlled by electronic control corresponding to the vehicle speed and the engine load (for example, the throttle opening) in accordance with the selection of the position of the manual valve 140 accompanying the manual operation of the shift device. Pressure adjustment and each shift solenoid valve SOL1, to SO
L3 is ON / OFF controlled to set each shift speed. That is, each clutch and brake are controlled as shown in FIG. 24 to set each shift speed in relation to the one-way clutch (OWC), and the fourth solenoid valve S
An engine (E / G) brake state can be obtained by outputting the signal pressure in accordance with ON / OFF of OL4.

For example, when the signal pressure is output from the fourth solenoid valve SOL4 in the state where the third speed is set in the D range, the spool of the engine brake relay valve 146 is moved to the position shown in the left half of FIG. As a result, the control pressure PC using the D range pressure as the original pressure is
3-4 shift valve 14 via 3 shift valve 142
3 from which hydraulic pressure is supplied to the first brake B1 to be engaged. That is, the engine brake is activated in the third speed.

When the fourth solenoid valve SOL4 outputs a signal pressure in the second speed state of the D range, hydraulic pressure is supplied to one end of the spool of the C0 exhaust valve 147. , The line pressure PL supplied via the 4-5 shift valve 144 is supplied to the clutch C0 in the auxiliary transmission portion 121, which is engaged to apply the engine brake at the second speed. it can.

Further, when the fourth solenoid valve SOL4 outputs a signal pressure at the first speed in the D range, the engine brake relay valve 146 is output similarly to the case of the third speed described above.
The control pressure PC is output to the 2-3 shift valve 142, and the control pressure PC is further supplied from the 2-3 shift valve 142 to the 1-2 shift valve 141, from which the control pressure PC is sent to the fourth brake B4. Engage. That is, the engine brake can be applied at the first speed.

Each of the first to fifth speeds is defined by:
First to third shift solenoid valves SOL1,.
SOL3 is controlled by ON / OFF control, and each shift valve 141 to 144 is appropriately switched according to the output pressure. This is set by the same as the conventional device, and is easily known from the hydraulic pressure in FIG. By the way.

As described above, in the above-mentioned automatic transmission A, each gear can be electrically controlled and set.
The engine brake at the lower gear speed can be set by electrically controlling the fourth solenoid valve SOL4. By utilizing such a function, the automatic transmission control device according to the present invention is configured to electrically switch the forward range.

The configuration examples of the automatic transmission and the hydraulic control device to which the present invention is applied have been described. It should be noted that the configuration of the automatic transmission shown in FIGS. 23 to 25 may be appropriately modified, and the configuration may be added or deleted, corresponding to the configuration of each of the following embodiments. For example, if there is a function not used in the embodiment, that function may be removed from FIGS.

[ 2] “Configuration of Automatic Transmission Control Device” FIG. 1 shows the configuration of the control device of the present embodiment. As shown in FIG. 1, the control device of the present embodiment includes a hydraulic control device 1 and a T-ECU 3 as control means. In addition, a shift lever device 5 and a cutting mechanism 7 are provided as operating means for setting a shift range.

In this control device, the shift position is set by operating the shift lever. This shift position is a reference shift range that is set mechanically.
The shift position is set as a parking (P) position, a reverse (R) position, a neutral (N).
(1) D position: The gear position is set in the range of 1st gear to 5th gear. The engine brake is effective at the 4th and 5th speeds. (2) 3rd position: Set the shift speed in the range from 1st speed to 3rd speed. (3) L position: Set only 1st gear. The engine brake is effective; here, when traveling forward, the D position is usually set.
Other forward positions are set mainly because
These positions are for utilizing the engine brake, and these positions are called engine brake positions.

In this control device, the ESR range is set according to the operation of the cutting mechanism 7. This ESR range is the actual shift range set by the electric control in the T-ECU 3. D, 4, 3, 2, and L ranges are set as the ESR range. Among them, the setting contents of the D, 3, and L ranges are the same as those of the above-described shift positions D, 3, and L. The setting contents of the 4th range and the 2nd range are shown below: (4) 4th range: The shift speed is set in a range from the first speed to the fourth speed. (5) 2 range: Set 1st or 2nd speed. The engine brake is effective in the second speed; when the ESR range is not set, the shift control according to the shift position is performed. When the ESR ranges are set, shift control according to each range is performed.

FIG. 2 shows the structure of the hydraulic control device 1 and is a block diagram corresponding to FIG. 25 described above. As described above, the hydraulic control device 1 includes the hydraulic circuit 21.
The hydraulic circuit 21 has a plurality of control valves (not shown) such as a shift valve and a relay valve. The hydraulic control device 1 includes:
Further, a plurality of solenoids 2 for moving the control valve are provided.
3 (such as SOL1 in FIG. 25), and the solenoid 23 is connected to the T-ECU 3.

The hydraulic circuit 21 is supplied with hydraulic pressure from an oil pump. In the hydraulic circuit 21, a hydraulic path according to the position of each control valve is set, and hydraulic pressure is supplied to the servo means of the automatic transmission A according to the hydraulic path. Solenoid 23
To change the combination of the positions of the control valves, different hydraulic paths are set. According to the new hydraulic path, the servo means of the automatic transmission A operates, a shift change is performed, and engine brake control is performed.

The hydraulic circuit 21 has a manual valve 2
5 (corresponding to the manual valve 140 in FIG. 25). The manual valve 25 is connected to the shift lever device 5 via a cable 27 (or a rod). That is, the movement of the manual valve 25 is performed by mechanically transmitting the operation of the shift lever device 5. The manual valve 25 takes positions corresponding to the P position, the R position, the N position, the D position, the 3 position, and the L position by moving in the axial direction.

Further, the hydraulic circuit 21 includes a manual valve 2
5 is set as follows. When the manual valve 25 is in the D position, the first to fifth speeds can be set by a combination of the positions of the control valves.
When all the solenoids 23 cannot be driven, the fifth speed is set. Similarly, when the manual valve 25 is in the third position, the first to fourth speeds can be set by a combination of the positions of the control valves. When all the solenoids 23 cannot be driven, the fourth speed is set. Similarly, when the manual valve 25 is in the L position, it is possible to set the state in which the first speed is set and the engine brake is effective.

FIG. 3 is a view near the steering wheel 30 on which the control device is mounted, and shows the shift lever device 5 and the cutting mechanism 7. The shift lever device 5 is operating means for setting a shift range by mechanical control described later. The shift lever device 5 has a shift lane (not shown) provided on a steering column or an instrument panel, and a shift lever 31 that moves along the shift lane. Further, the cutting mechanism 7 includes an ESR (described later).
Operation means for setting the shift range by electrical control in the mode. The cut mechanism 7 includes a cut lever 33 provided to project from the steering column.
Having.

FIG. 4 shows the structure of the shift lane.
Each shift position is set in the shift lane as illustrated. That is, P
Position, R position, N position, D position, 3 position and L position are set. When the shift lever 31 is moved to each position, the manual valve 25 provided in the hydraulic control device 1
Move to the position corresponding to that position. Further, a sport position is provided in the shift lane. When the shift lever 31 is in this position,
A sports mode (in principle, a mode in which the shift speed is held unless the driver performs a shift operation) is set.

A main switch 35 is provided below the shift lane. This main switch 35
Is a switch for setting and canceling the ESR mode. By operating the main switch 35, a cutting mechanism 7 described later is switched between an active state and a non-active state. That is, once the main switch 35 is pressed, the cut mechanism 7 functions according to the operation of the cut lever 33. When the main switch 35 is pressed again, even if the driver operates the cut lever 33, the cut mechanism 7 does not function. Note that the setting of the ESR mode is automatically canceled when the ignition is turned off.

FIG. 5 is an explanatory diagram showing the function of the cut lever 33. The cut lever 33 is configured to be tilted in four directions by a driver's operation. When the driver releases his hand, the cut lever 33 that has been tilted automatically returns to the original position. The driver performs the following four types of operations using the cut lever 33; "cut operation": tilts the cut lever 33 clockwise; "cut-off operation": moves the cut lever 33 counterclockwise. "Cancel operation": Move the cut lever 33 forward (toward the steering wheel 30); "Two-stage cut operation": Move the cut lever 33 away; It is detected by the ECU 3.

The position and length of the cut lever 33 are set so that the driver can operate the cut lever 33 with his fingertip while holding the steering wheel 30. In addition, the aforementioned main switch 35 is provided with the cut lever 3
3 may be provided at the tip.

Next, the T-ECU 3 will be described. T
-The ECU 3 is an electronic control unit, which controls the driving of the solenoid 23 of the hydraulic control unit 1. The T-ECU 3 is
The position of the shift lever 31 in the shift lever device 5 is detected. Further, various operations in the cutting mechanism 7 are detected, and an operation of the main switch 35 is detected. Further, information on the operation of the cruise control device is input from the C / C switch 9 to the T-ECU 3. Further, information such as a vehicle speed, a throttle opening, and an engine operating state (for example, engine load) is input to the T-ECU 3. The T-ECU 3 sets a shift range based on the detected information and the input information. And
The shift speed is determined within the set shift range based on the input information. Further, the solenoid 23 of the hydraulic control device 1 is driven so that the determined shift speed is realized. Further, information on the shift range is output and displayed on the shift lever position indicator 11 and the ESR indicator 13.

Here, when an ESR mode, which will be described later, is set and a shift range is set by electrical control in the T-ECU 3, a shift to the same shift position as the above-described shift position corresponding to the shift range is performed. The engine is braked at the same gear.
For example, if three ranges are set by electrical control,
As in the case of the above-described three positions, the shift is executed in the range from the first gear to the third gear, and the engine brake is applied at the third gear.

[ 3] “Control by Automatic Transmission Control Device” “Mechanical Control of Shift Range” When the driver operates the shift lever device 5, this operation is performed via the cable 27 by the manual operation of the hydraulic control device 1. It is mechanically transmitted to the valve 25 and the manual valve 25 moves. Thus, the shift position is set according to the position of the manual valve 25. On the other hand, the T-ECU 3 detects the set shift position based on the position of the shift lever 31. Then, a control signal is output to the solenoid 23 of the hydraulic control device 1 so that the shift change is performed within the setting of the shift position.

The shift position set by the mechanical control becomes a reference shift range. This setting state of the shift position is maintained as it is even when the shift range of the actual control is changed by the electrical control described later. Therefore, when the cut mechanism 7 as the electric control means fails, the actual shift range returns to the reference shift range.

The T-ECU 3 displays the set shift position on a shift lever position indicator 11 provided on the instrument panel. FIG. 6 shows the shift lever position indicator 11, and P, R, N, D, 3,.
The letter L is displayed and the shift position being set (FIG. 6)
(D position) is underlined. Alternatively, the character at the shift position being set may be turned on and the character at the other position may be turned off.

In this embodiment, only the D position, the 3 position, and the L position are set by mechanical control.
On the other hand, as described below, D to D
An L shift range is set. The driver normally sets various shift ranges using the cutting mechanism 7. Then, when the cut mechanism 7 fails, the shift lever 31 is operated to set the 3 position or the L position. With such a configuration, the number of positions of the shift lever 31 is reduced, and the size of the shift lever device 5 is reduced. Conventionally, the shift lever device 5 for a five-speed automatic transmission is large, and it has been difficult to provide the shift lever device 5 on a column or instrument panel of the steering 30. In the present embodiment, the shift lever device 5 can be provided at a free position where the driver can easily operate.

"Electrical Control of Shift Range (ESR Mode)" (1) Mode Setting When the main switch 35 is pressed while the above-described mechanical control is being performed, the T-ECU 3 sets the ESR mode. The electric control is performed in a state where the ESR mode is set. However, the ESR mode is set only when the shift lever 31 is at the D position. Even if the main switch 35 is pressed when the shift lever 31 is in another position, the T-ECU 3 does not accept this operation.

[0070] The T-ECU 3 is provided with an E-
By turning on the SR indicator 13, the ESR
Indicates that the mode has been set. FIG.
The display of the R indicator 13 is shown. The upper part of FIG. 7 shows a state before the ESR mode is set, and nothing is displayed (light is off). The middle part of FIG. 7 shows a state in which the ESR mode is set, and “main” is displayed (lighted).

(2) Initial setting ESR range When the main switch 35 is pressed, the ESR mode is set. In this state, the D position is still set. In this state, when the “cut operation (the operation of tilting the cut lever 33 clockwise)” is performed, T-EC
U3 sets the ESR range. In particular, the ESR range set in response to the first cut operation after the ESR mode is set is referred to as “first set ESR range”.

Here, the "ESR range" refers to a shift range set by operating the cut lever 33. For example, assume that the T-ECU 3 sets three ranges as the ESR range. In this case, the manual valve 25 is in the D position, and the setting of the hydraulic circuit 21 allows a shift change from the first gear to the fifth gear. However, T-
The ECU 3 instructs the solenoid 23 to perform only a shift change from the first speed to the third speed. As described above, the actual shift range is changed from the D position set by the shift lever 31 to the ES set by the cut mechanism 7.
The range is changed to the R range.

As described above, the ESR range is equal to T
-The actual shift range set by the ECU 3. Therefore, it is different from the so-called sport mode (the shift speed is held).

FIG. 8 shows the setting of the “initial setting ESR range”. The “initial setting ESR range” is set based on the current gear when the cutting operation is performed, and the shift range in which the gear below the current gear is the highest gear is the “initial setting ESR range”. ". Specifically, if the fifth speed is set at the time of the cut operation, the ESR range is four ranges, the fourth range is three ranges, the third speed is two ranges, and the second speed is the L range. If the first speed is set during the cutting operation, the L range, which is the lowest shift range, is set.

Note that, because the vehicle speed is high, the engine speed may become too high according to the setting of FIG. Therefore, a predetermined upper limit vehicle speed is set for each gear position. T-
When the actual vehicle speed is higher than the upper limit vehicle speed, the ECU 3 sets the “first set ESR range” according to FIG. 9 instead of FIG. In this case, although the down range is performed, the down shift is not performed. However, switching to a state where the engine brake is effective is performed. As described above, each shift range is set so that the engine brake is effective at the highest gear.

After setting the ESR mode, first, “2”
When the step cut operation (the operation of moving the cut lever 33 to the other side) ”is performed, the T-ECU 3 sets the range one level lower than the corresponding range in FIG. 8 or FIG. 9 as the“ first set ESR range ”. Set.

(3) Control after setting the initial setting ESR range After setting the initial setting ESR range, the control shown in FIG. 10 is performed. The ESR range is changed downward one by one according to the “cut operation”. However, when the L range has already been set, the ESR range is not changed. Also, when a downshift occurs due to a change in the ESR range (for example, three ranges and
When the vehicle is running in the third speed), the engine speed may become too high due to the downshift. Also in this case, ES
The R range is not changed. Assuming such a situation, an upper limit vehicle speed is set in advance for each gear position.

On the other hand, the T-ECU 3 changes the ESR range upward one by one according to the “cutoff operation”. However, when the D range is set, the ESR range is not changed even if the cutoff operation is performed.

When the “two-stage cutting operation” is performed,
The T-ECU 3 changes the ESR range by two to the lower side.
However, when the operation is in the L range, the ESR range is not changed. Also, if it is 2 ranges,
Changed to L range. Further, the above upper limit vehicle speed is compared with the actual vehicle speed, and if the actual vehicle speed is high, the ESR range is not changed, or is changed by only one.

Further, "cancel operation (cut lever 3
3), the D range is set.

When the shift lever 31 is operated during the setting of the ESR mode, the T-ECU 3 releases the ESR mode. Then, the shift position is set according to the position of the shift lever 31 after the movement.

Further, during the setting of the ESR mode, D
When the range or the four range is set, the cruise control according to the input signal from the C / C switch 9 is permitted. However, when the ESR range is changed to three or less by the cut operation, the cruise control control is prohibited. Further, during the setting of the ESR mode, when the L range is set from 3 ranges, the T-ECU 3 does not accept an input signal from the C / C switch 9.

(4) Display of ESR range As shown in the lower part of FIG. 7, the T-ECU 3
The SR range is displayed on the ESR indicator 13. FIG.
Indicates a state in which three ranges are displayed as ESR ranges. The driver can check the position of the shift lever 31 with the shift lever position indicator 11 and can check the actual shift range set by the T-ECU 3 with the ESR indicator 13. The operation is performed in consideration of the difference between the position of the shift lever 31 and the actual shift range.

"Overall Control" The control by the present control device has been described separately for mechanical control and electrical control. Next, according to the flowchart of FIG.
The processing performed by U3 will be described.

After the start (S10), the input signal is processed (S20), and the position of the shift lever 31 is detected (S30). When the shift lever 31 is in a position other than the D position, that position is output to the shift lever position indicator 11 (S210), and the ESR
Turn off the indicator 13 (turn it off) (S22)
0) and return (S230). When the shift lever 31 is in the D position, it is determined whether or not the ESR mode is set (S40), and if not, the same indicator display as described above is performed (S210, S2).
20).

On the other hand, when the ESR mode is being set, the operation of the shift lever 31 by the driver is checked (S50). When the shift lever 31 moves, the ESR mode is canceled and the shift position is set according to the position of the shift lever 31 after the movement (S60). For example, E
Two ranges are set as the SR range, and when the shift lever 31 moves from the D position to the third position, three positions are set in step S60.
Then, the position after the movement is output to the shift lever position indicator 11 (S70), and the ESR indicator 1
3 is turned off (turned off) (S80), and the process returns (S230).

In step S50, when the shift lever 31 is not operated, the "cancel operation" for the cut lever 33 is checked (S90). When the "cancel operation" is performed, the D range is set (S100). Then, the D position is displayed on the shift lever position indicator 11 (S110), and only "main" is displayed on the ESR indicator 13 (S120, middle part of FIG. 7).

In step S90, when the "cancel operation" is not performed, the "cut operation" of the cut lever 33 is further checked (S130). When the "cut operation" is performed, the down range is performed (S140). . This step S140 is performed according to the flowchart shown in FIG. In FIG. 12, first, the setting of the ESR range is checked (S141). If the ESR range has not been set yet, the actual vehicle speed is compared with a predetermined upper limit vehicle speed (S14).
2) When the actual vehicle speed is equal to or lower than the upper limit vehicle speed, the first set ESR range is set according to FIG. 8 described above (S143). When the actual vehicle speed is higher than the upper limit vehicle speed, the first set ESR range is set according to FIG. 9 described above (S144). On the other hand, if the ESR range has already been set in step S142, the down range is performed according to FIG. 10 described above (S14).
5). After these controls, the D position is displayed on the shift lever position indicator 11 (S190), and the ESR range is displayed on the ESR indicator 13 (S200,
(FIG. 7, lower part).

On the other hand, in step S130, "cut operation"
Is not performed, the "cut-off operation" of the cut lever 33 is further checked (S150). If the "cut-off operation" is performed, the up-range is performed according to FIG. 10 described above (S160). Also in this case, the same indicator display as above is performed (S190, S200).

When the "cut-off operation" is not performed in step S150, "2"
Step S170) is checked (S170). When the "two-step cut operation" is performed, a predetermined down range is performed (S170).
180). In step S180, as in step S140, the initial setting of the ESR range and the setting of ESR are performed.
Change the SR range. Also in this case, the same indicator display as above is performed (S190, S200).

When the "two-stage cutting operation" is not performed in step S170, the display of each indicator is not changed, that is, the shift lever position indicator 11
The position is displayed (S190), the ESR range is continuously displayed (S200), and the process returns (S230).

In the above control, the first set ESR range is set according to FIG. As shown in FIG. 8, as the initial set ESR range, a range in which the next shift stage below the current shift stage as the highest shift stage is set based on the current shift stage at the time of the cutoff operation. . A downshift occurs with the setting of the ESR range. At the shift speed after the downshift, the engine brake is activated.
This is because control is performed so as to apply the engine brake at the highest gear in each forward range. At the time of the two-stage cut-off, a range is set in which the next lower gear is the highest speed.

As described above, when the driver performs the cutting operation once, the downshift is reliably performed. And
The vehicle can run while using the engine brake.

When the vehicle speed is high, the first set ESR range is set according to FIG. 9 instead of FIG. In this case, although the down range is performed, the down shift is not performed. However, as described above, control is performed so as to apply the engine brake at the highest gear in each forward range. Accordingly, the engine brake is activated along with the down range. Even at a high vehicle speed, the driver can drive the vehicle using the engine brake by the cut operation.

[ 4] "Control peculiar to the present embodiment" In the following description, when "ESR system" is described, the ESR mode is set, the ESR range is set, and the ESR range is followed. It is assumed that the configuration includes all components for executing the shift and the like of the automatic transmission A. The ESR system includes a configuration of an operation system and a configuration of a control system. The configuration of the operation system is a configuration for setting the ESR range, and includes the cut mechanism 7 and the like. On the other hand, the configuration of the control system is a component provided in the automatic transmission A and the control device for actually performing the shift, and the solenoid 2 of the hydraulic control device 1
3. electrical components such as a rotation speed sensor of the automatic transmission A; FIG. 13 shows the relationship between the ESR system, the operation system configuration, and the control system configuration.

In this embodiment, the failure of the components of the operation system and the control system is detected, and the failure is dealt with. In addition, measures against only control system failures are handled by ESR
This is also performed in a conventional automatic transmission control device without a system. In the present embodiment, in providing the ESR system, appropriate measures are taken as a whole in consideration of the possibility of failure of both the operation system and the control system.

FIG. 14 is a flowchart showing the control characteristic of this embodiment. After the start (S610),
The input signal is processed (S620), and a failure of the AT component is detected (S630). The AT parts are components of the automatic transmission A, and it can be considered that most of the AT parts are included in the configuration of the control system in FIG. Here, solenoid 2
3. It is determined whether or not the rotation speed sensor has failed. The configuration for fail determination is conventionally known, and a detailed description thereof will be omitted.

When the AT component has failed, a predetermined indicator (not shown) blinks (S680).
Thus, the driver knows that the function of the automatic transmission A has failed. Conventionally, at the time of failure of AT parts, O / D
It is well known to flash an (overdrive) indicator or the like, and here, a similar process is performed.

If the AT component has not failed, the process proceeds to step S640. After the display in step S680, the process proceeds to step S640. In step S640, it is determined whether or not a switching operation for turning on the ESR system has been performed, that is, whether or not main switch 35 has been turned on. This determination is made by the system O
This is a determination regarding the operation of switching from FF to ON, not a determination as to whether the system is in the ON state (while the ESR mode is being set). Here, it is also determined whether or not the D position, which is a condition for setting the ESR mode, is set. If the determination is NO, the process returns (S
690).

When the operation of switching to the system ON is performed, it is determined whether or not the ESR system has failed (S650), and if not, the process returns (S690). If any of the components of the operation system and the control system of the ESR system has failed, it is determined to be YES. Therefore, the AT part has failed, and step S6
When 30 is YES, this determination is also considered to be YES. Even if step S630 is NO, if the cut mechanism 7 as an operation system component has failed, the determination here is YES.

If a failure has occurred in the ESR system, "main" of the ESR indicator 13 shown in FIG. 7 is blinked (S660). As a result, the driver is notified of the failure of the ESR system. Other, ES
An indicator for lighting and displaying the logo "ESR" when the R system is turned on may be provided on the instrument panel in the vehicle compartment, and this indicator may be blinked. Also, ES
A notification sound generator may be provided in the R system, and a notification sound may be generated instead of the indicator blinking. On this occasion,
Both the blinking of the indicator and the generation of the notification sound may be executed.

In step S660, the "main" of the ESR indicator 13 flashes several times or several seconds (2 to 2 seconds).
After performing (about 3 seconds), the ESR indicator 13 is turned off, and the process returns (S690). Even when the above-mentioned other forms of notification are adopted, the notification is stopped within a few seconds.
Turning off the ESR indicator 13 indicates that the ESR system is non-active (that the ESR mode is not set), as in the normal control in FIG.

According to the above-described processing, the following display is performed; (1) When the AT component fails; the indicator indicating the failure of the AT component continues blinking. When an ON switch of the ESR system is instructed, E
The SR indicator 13 flashes several times or only for a few seconds.

(2) When a component other than the AT part in the ESR system fails; the indicator indicating the failure of the AT part does not blink. When the ON switching of the ESR system is instructed, the ESR indicator 13
Flashes several times or only for a few seconds.

(3) When the ESR system components (including AT components) have not failed; when the ESR system ON switching is instructed, the ESR indicator 1
3 lights up.

In the above (1) to (3), the following display can be seen for the ESR system when the ON switching of the ESR system is instructed; (A) The operation system component fails. ESR indicator 13 flashes several times or for a few seconds; (B) Control system component fails; ESR indicator 13 flashes for a few times or for a few seconds. Also,
The indicator indicating the failure of the AT component flashes continuously. The configuration for the latter is also used as a configuration for notifying the failure of the conventional automatic transmission. (C) When there is no failure; the ESR indicator 13 is turned on.

The driver can easily know that an abnormality has occurred in the ESR system by watching the blinking of the ESR indicator 13. By flashing the indicator during the operation for turning on the ESR system, the occurrence of an abnormality is notified at an appropriate timing. Then, since the driver turns off the ESR indicator 13,
It knows that the ESR system is inactive (the ESR mode was not set). Therefore, the driver performs a driving operation without using the ESR mode.

In this embodiment, the ESR indicator 13
Is turned off several times or several seconds, so that the following advantages are provided.
When the AT component fails, the indicator indicating this is blinked continuously. Here, blinking the ESR indicator 13 further means that two indicators blink in response to one failure, which is not preferable because it may give the driver an unnecessary feeling of strangeness. In the present embodiment, the ESR indicator 13 is turned off after blinking several times or several seconds to notify the abnormality of the ESR system, so that the driver does not feel uncomfortable.

[0109] When a failure of the ESR system is detected, the present control device operates as follows separately from the indicator display. The control device prohibits execution of the ESR mode. If the ESR mode is being set, this is canceled. Then, control corresponding to the shift position at that time is performed. At this time, as shown in the following (a) and (b), different controls are performed according to the fail state. Here, it is assumed that the shift lever is at the D position.

(A) In the case of a control system component (or AT component) failure: Failure processing is performed at the D position. As shown in connection with FIGS. 23 to 25 described above, for example, when all the solenoids of the hydraulic control device have failed off, switching to the fifth speed is automatically performed.

(B) Operation system parts (or other than AT parts
For example, if the failure is a cutting mechanism);
Although the ESR mode cannot be executed, normal control of the automatic transmission is possible. That is, it is only necessary to prohibit the execution of the ESR mode, and it is not necessary to perform the above-described fail-corresponding control. Therefore, control at the normal D position is performed.

As described above, in the present embodiment, the operation of the ESR system is prohibited with respect to the operation failure.
Normal shift control at the D position is performed. On the other hand, for the failure of the control system, processing is performed when a failure occurs at the D position. Therefore, appropriate processing is performed according to the failure state.

In the present embodiment, the case where the shift range is switched by the electrical control of the T-ECU 3 has been described. However, the same applies to the case where the shift stage is switched by the electrical control instead of the shift range. The present invention can be applied.

[ 5] "Automatic transmission control to which the present invention is applied"
Modification of Apparatus "In the following modification, the present invention is applied in the same manner as in the above-described embodiment. That is, control for displaying the indicator is performed as described with reference to FIG. Also,
In response to a failure of the ESR system, a process of returning to the control at the shift position at that time is performed. In addition,
A description of the same contents as those of the above embodiment will be omitted as appropriate, and the following description will focus on differences.

[Modification 1] FIG. 15 shows the structure of the shift lane of the shift lever device of Modification 1. A characteristic configuration in this modification is an M position provided beside the D position.

In the automatic transmission control device of the above embodiment, when the main switch 35 is turned on, the cut mechanism 7 for setting the ESR range is activated. The main switch 35 is provided separately from the shift lever device, as shown in FIG.

On the other hand, in this modification, the M position is
It functions similarly to the main switch 35 described above. That is, this modification is an embodiment in which the main switch 35 is incorporated in the shift lever device. Accordingly, the original main switch 35 has been eliminated.

In this modification, the configuration of the manual valve 25 in the hydraulic circuit of the hydraulic control device 1 is changed with the addition of the M position. Here, the operation of the hydraulic circuit may be changed so that the operation of the hydraulic circuit is the same regardless of whether the shift lever is in the D position or the M position.

The control according to this modification will be described. When the shift lever is not at the M position, the ESR mode is not set, and the cutting mechanism 7 is not activated. When the shift lever moves to the M position, the ESR mode is set, and the cutting mechanism 7 is activated.

When moving to the M position, the D range is set. In this embodiment, when the shift lever is in the D position, the main switch 3
This is the same state as when No. 5 is turned on. In the D range,
The same shift control as when the shift lever is at the D position is performed.

The switching of the ESR range corresponding to the operation of the cutting mechanism 7 is as described in the above embodiment. That is, the first set ESR range according to FIGS. 8 and 9 is set, and further the change to the D, 4, 3, 2, and L ranges is performed according to FIG. The control contents of the shift line and the lock-up line are the same as in the case of the D position.

In step S640 of FIG.
When determining whether or not there is an operation for turning on the SR system, ON / OFF of the main switch 35 has been detected. In this modification, it is detected whether or not the shift lever has been moved from the D position to the M position.

[Modification 2] Here, the following points are changed from Modification 1. In the first modification, when the shift lever moves from the D position to the M position, ES
While the R mode was set, the D range was set first. In the second modification, when moving to the M position, 4
Set the range. Thereby, in the second modification, the ESR
Overdrive is cut when setting the mode.

In the above embodiment, when a component (excluding the AT component) of the ESR system fails, D
The range has been set. On the other hand, in the second modification, 4
The range is set. Other controls are the same as in the above embodiment and the first modification.

[Modification 3] FIG. 16 shows a shift lane of the shift lever device 5 in this modification.
In this modification, normally, the shift lever 31 cannot be moved to the L position. When the driver presses the Fail switch 37, the driver can move the shift lever 31 to the L position. Note that the Fail switch 37 may be shared with the P position lock release switch.

In this configuration, the operation of the cutting mechanism 7 normally sets the engine brake range (from 4 to L range). Only when the cutting mechanism 7 fails,
By operating the shift lever 31, the engine brake position is set.

[Modification 4] FIG. 17 is an explanatory diagram showing the vicinity of the steering in this modification. In this modification, the cut mechanism 7 includes a cut switch 38 and a cutoff switch 39 provided near the center of the steering 30. The operation of pressing down the cut switch 38 is a “cut operation”, and the cut-off switch 3
The operation of depressing 9 is a “cutoff operation”.

[Modification 5] In the above description, after the ESR mode is set, the “initial setting ESR range” in FIGS. 8 and 9 is set corresponding to the first cutting operation. In contrast, E
When the D range is set during SR mode control,
The range change of FIGS. 8 and 9 may be performed at any time in response to the cutting operation. Specifically, even when the D range has been set through a cut operation or a cutoff operation, the range change in FIGS. 8 and 9 is performed by the next cut operation.

[Modification 6] In the above embodiment, the ESR mode is set only when the D position is set by operating the shift lever. In this modification, the ESR mode is set even when a position other than the D position is set. And in which shift position ESR
Even when an abnormality occurs in the system, the processing according to the flowchart in FIG. 14 is executed. The same applies to the abnormality handling process of “prohibiting the operation of the ESR system and performing control at the shift position at that time”. In the following description, a description of a configuration common to the above-described embodiment will be omitted.

The configuration of the hydraulic control device 1 is the same as that of the above-described embodiment. However, the manual valve 25 takes a position corresponding to the P position, the R position, the N position, the D position, the 4 position, the 3 position, the 2 position, and the L position by moving in the axial direction. That is, four positions and two positions are added. When the manual valve 25 is in the fourth position, the first to fifth speeds can be set by a combination of the positions of the control valves. When all the solenoids 23 cannot be driven, the fifth speed is set. Similarly, when the manual valve 25 is in the second position, the first to third speeds can be set by combining the positions of the control valves. When all of the solenoids 23 cannot be driven, a state is set in which the third speed is set and the engine brake is effective.

FIG. 18 shows a shift lane of the shift lever device 5 in this modification. Hydraulic control device 1
, And shift lanes include P, R, N, D,
Positions 4, 3, 2, and L are set.

FIG. 19 shows the vicinity of the steering. In the sixth modification, the shift lever device 5 is provided on the floor, and is not shown in FIG. Also,
The cutting mechanism 7 is located on the front side (driver side) of the steering 30.
, And a + switch 43 provided on the back side. An operation of pressing the-switch 41 is a "cut operation", and an operation of pressing the + switch 43 is a "cut-off operation". It is needless to say that the cutting mechanism 7 shown in the above embodiment may be provided instead of such a configuration.

Next, the operation of the automatic transmission control device according to the sixth modification will be described.

“Mechanical Control of Shift Range” The mechanical control in the sixth modification is the same as that of the above-described embodiment. However, in this modification, four positions and two positions can be set by mechanical control. That is, the driver shifts the shift lever 31 to four positions or two positions.
When moved to the position, this movement is transmitted to the manual valve 25 of the hydraulic control device 1 by mechanical transmission means,
Each shift position is set.

FIG. 20 shows the shift lever position indicator 11 according to the sixth modification. As shown, 4
Position and two position displays have been added. Note that FIG. 20 shows a setting state of four positions.

"Electrical control of shift range (ESR mode)" (1) Mode setting In response to the depression of the main switch 35, the T-ECU 3
Sets the ESR mode. In the sixth modification, the ESR mode is set even when the shift lever 31 is in any forward position.

(2) Control Corresponding to Operation of Cut Mechanism 7 FIG. 21 shows a shift range setting change corresponding to operation of the cut mechanism 7. The control corresponding to each operation will be described with reference to FIG.

(A) "Cut operation (pressing down of-switch 41)" In response to the cut operation, the ESR range is shifted down one position. For example, when the shift lever 31 is in the four positions and the ESR mode is set, the range is sequentially changed to three ranges and two ranges according to the cut operation.

Note that, similarly to the above-described embodiment, downshifting is prohibited in a situation where a downshift occurs along with the downrange and the engine speed becomes too high due to the downshift.

(B) “Cutoff operation (+ switch 43)
In response to the cutoff, a change to the ESR range one level above is made. For example, when the shift lever 31 is at the D position and two ranges are set as the ESR range, the range is sequentially changed to three ranges and four ranges according to the cut operation.

Here, the ESR corresponding to the cutoff operation
Changing the range is restricted as follows. That is, the highest ESR range that can be set by the cutoff operation is a range corresponding to the position of the shift lever 31 at that time. For example, when the shift lever 31 is in the three positions, as shown in FIG. 21, the ESR range set by the cutoff operation is limited from the L range to the three ranges. Then, even if the cutoff operation is performed during the setting of the three ranges, the T-ECU 3 does not accept this operation.

(C) "Two-stage cutting operation" In response to the two-stage cutting operation, a change to the ESR range two lower positions is performed. The same control as in the above embodiment is performed.

(D) "Cancel operation" In response to the cancel operation, the setting of the ESR range is canceled. Then, the ESR range is changed to a range corresponding to the position of the shift lever 31 at that time, as shown in FIG.

When the shift lever 31 is operated in a state where the ESR range is set by the cutting mechanism 7, the following control is performed. The setting of the ESR range is canceled, and the position after the shift lever 31 is moved is set by the mechanical control described above. At this time, the setting of the ESR mode is not released. Therefore, the driver can set the ESR range again by the cut operation without pressing the main switch 35 again. Furthermore, when the shift lever 31 is operated, the ESR indicator 13 is turned off except for the display of "main" (the middle part of FIG. 7).

In addition to the above, the details of the electrical control and the display of each indicator are the same as those in the above-described embodiment, and the description will be omitted.

[Overall Control] Next, the overall processing performed by the T-ECU 3 will be described with reference to the flowchart of FIG.

After the start (S310), the input signal is processed (S320), and the position of the shift lever 31 is detected (S330). When the shift lever 31 is at a position other than the forward position (P, R, N), that position is output to the shift lever position indicator 11 (S51).
0), turns off the ESR indicator 13 (turns it off) (S520), and returns (S530). When the shift lever 31 is in the forward position (D to L),
It is determined whether the ESR mode is set (S33).
0), if not set, the same indicator display as above is performed (S510, S520).

On the other hand, when the ESR mode is being set, the operation of the shift lever 31 by the driver is checked (S35).
0). When the shift lever 31 moves, the currently set E
The SR range is canceled, and the shift position is set according to the position of the shift lever 31 after the movement (S3).
60). Then, the post-movement position is output to the shift lever position indicator 11 (S370), and the ESR indicator 13 is turned off (set to the state shown in the middle part of FIG. 7) (S3).
80), and returns (S530).

If the shift lever 31 is not operated in step S350, the "cancel operation" for the cut lever 33 is checked (S390). "Cancel operation"
Is performed, the shift position is set according to the position of the shift lever 31 at that time (S400). This position is displayed on the shift lever position indicator 11 (S410), and only "main" is displayed on the ESR indicator 13 (S420, middle part of FIG. 7).

In step S390, "cancel operation"
Is not performed, the "cut operation" of the cut lever 33 is further checked (S430). If the "cut operation" is performed, the down range is performed according to the setting of FIG. 21 (S430).
440). Then, the position of the shift lever 31 is displayed (S490), and the ESR range after the down range is set to E.
It is displayed on the SR indicator 13 (S500, lower part of FIG. 7).

On the other hand, in step S430, "cut operation"
Is not performed, the "cut-off operation" of the cut lever 33 is further checked (S450). If the "cut-off operation" is performed, the up-range is performed according to FIG. 21 (S460). Particularly, at this time, as described above, the ESR range is limited so as to be at most the range corresponding to the position of the shift lever 31 at that time. Also in this case, the same indicator display as above is performed (S490, S50).
0).

When the "cut-off operation" is not performed in step S450, the "2"
Step S470 is checked (S470), and when the "two-step cut operation" is performed, a predetermined down range is performed (S470).
480). Also in this case, the same indicator display as above is performed (S490, S500).

When the "two-stage cutting operation" is not performed in step S470, the display of each indicator is continued (S490, S500), and the process returns (S530).

The automatic transmission control device according to the sixth modification has been described. Here, for example, when the ESR range is canceled, it is configured not to give the driver a sense of incompatibility. As a specific example, there is a case where five ranges are set as the ESR ranges when the shift lever 31 is in the two positions. At this time, if the ESR range is cancelled, a downshift to the second speed is forcibly performed, which may give a feeling of strangeness to the driver. on the other hand,
In the sixth modification, the ESR range that can be set in the ESR mode is limited to a range corresponding to the position of the shift lever 31 at that time at the maximum. Therefore, even if the ESR range is cancelled, a sudden dow shift is not performed, and the driver does not feel uncomfortable.

In the sixth modification, it is easy to configure so that the shift range is electrically controlled even in the forward position other than the D position. For example, it is assumed that when the shift lever 31 is in the two positions, the cut mechanism 7 can be operated to set from the D range to the L range.
In this case, when the solenoid 23 of the hydraulic control device 1 fails, the two-position engine brake cannot be guaranteed, and the engine brake may not be used. On the other hand, in the sixth modification, the ESR range that can be set in the ESR mode is limited to a range corresponding to the shift lever 31 position at that time at the maximum. Further, the hydraulic circuit 21 of the hydraulic control device 1 guarantees the setting of the state where the engine brake is effective at the first to fifth speeds according to the position of the manual valve 25 when the solenoid 23 fails. Further, the manual valve 25 is connected to the shift lever 31 by mechanical transmission means.
As described above, even when the solenoid 23 fails, the driver can operate the shift lever 21 to run the vehicle while using the engine brake.

[0156]

According to the present invention, when an abnormality is detected in the function for executing the control mode for the electrical control of the actual shift range or the actual gear, the display of the display means for this mode is changed. Therefore, the occurrence of the abnormality is easily communicated to the driver. Further, since the display on the display means is stopped after the change, the driver does not have to feel uncomfortable.

Further, according to the present invention, the execution of the control mode is prohibited in response to the abnormality detection, and the control is returned to the control corresponding to the reference shift range. Appropriate countermeasures are taken.

As described above, according to the present invention, it is possible to appropriately cope with the occurrence of an abnormality in the function of switching the shift range or the gear by electrical control.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of a control device according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing a configuration of a hydraulic control device included in the device of FIG.

FIG. 3 is an explanatory diagram showing the vicinity of a steering of a vehicle equipped with the control device of FIG. 1;

FIG. 4 is an explanatory diagram showing positions provided in a shift lane and corresponding to each shift range.

FIG. 5 is an explanatory diagram showing a function of a cut lever provided in the cutting mechanism.

FIG. 6 is an explanatory diagram showing a display of a shift lever position indicator.

FIG. 7 is an explanatory diagram showing a display of an ESR indicator.

FIG. 8 is an explanatory diagram showing setting contents of an initial setting ESR range.

FIG. 9 is an explanatory diagram showing setting contents of an initial setting ESR range at a high vehicle speed.

FIG. 10 is an explanatory diagram showing the contents of setting change of an ESR range corresponding to a cut operation and a cutoff operation.

FIG. 11 is a flowchart illustrating an overall process performed by a T-ECU.

FIG. 12 is a flowchart illustrating downrange control corresponding to a driver's cut operation.

FIG. 13 is an explanatory diagram showing a relationship between a configuration of a control system and a configuration of an operation system of the ESR system.

FIG. 14 is a flowchart showing control when the ESR system fails.

FIG. 15 is an explanatory diagram showing a configuration of a shift lever device according to a second modification of the embodiment shown in FIG. 1;

FIG. 16 is an explanatory diagram illustrating a configuration of a shift lever device according to Modification Example 4 of the embodiment in FIG. 1;

FIG. 17 is an explanatory diagram showing the vicinity of a steering in Modification Example 5 of the embodiment in FIG. 1;

FIG. 18 is an explanatory diagram showing a shift lane of a shift lever device according to a sixth modification of the embodiment shown in FIG. 1;

FIG. 19 is an explanatory diagram showing the vicinity of a steering of a vehicle equipped with the control device of the sixth modification.

FIG. 20 is an explanatory diagram showing a shift lever position indicator in the control device of the sixth modification.

FIG. 21 is an explanatory diagram showing a change of a shift range setting corresponding to an operation of a cutting mechanism in the control device of the sixth modification.

FIG. 22 is a diagram illustrating a T-ECU in a control device according to a sixth modification;
5 is a flowchart showing the overall processing performed by the user.

FIG. 23 is a skeleton diagram illustrating an example of a gear train of an automatic transmission that is a control target of the embodiment.

24 is an explanatory diagram showing an engaged and released state of a friction engagement device for setting each shift speed in the automatic transmission of FIG. 23;

FIG. 25 is a partial hydraulic circuit diagram showing an example of a hydraulic circuit in the hydraulic control device for controlling the automatic transmission of FIG. 23, and showing a part of the hydraulic circuit.

[Explanation of symbols]

1 hydraulic control device, 3 T-ECU, 5 shift lever device, 7 cutting mechanism, 11 shift lever position indicator, 13 ESR indicator, 21 hydraulic circuit,
23 solenoid, 25 manual valve, 27 cable, 31 shift lever, 33 cut lever, 35
main switch.

Claims (2)

[Claims] An automatic transmission control device for changing a gear position according to a traveling state, wherein a mechanically set reference shift range is changed to an actual shift range or an actual gear position actually set by electric control. Means for setting a control mode to be changed to, a display means for displaying that the control mode is set, an abnormality detecting means for detecting an abnormality in a function of executing the control mode, and setting the control mode. When the operation is performed, and when the abnormality detection unit detects an abnormality, the display unit performs a display different from that in a normal state, and a display change unit that stops the display after that. Automatic transmission control device. 2. An automatic transmission control device for changing a gear position according to a traveling state, wherein a reference shift range mechanically set according to a shift lever operation is actually set by an electric control. Means for setting a control mode for changing to a shift range or an actual gear position, and an abnormality detecting means for detecting an abnormality in a function of executing the control mode.When the abnormality detecting means detects an abnormality, An automatic transmission control device, wherein as the abnormality handling process, execution of the control mode is prohibited, and control is returned to control corresponding to the reference shift range.