JPH1089451A - Speed change range control device of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To set a speed change range suitable for travel even if fail is caused in detection of a mechanically selecting range by setting a speed change range selected by validating a second range operation mechanism when range signals are outputted in a plurality by a first range operation mechanism. SOLUTION: Shift positions of a first range operation mechanism mainly composed of a first shift lever to mechanically select speed change ranges are detected in a plurality, and when plural range signals are outputted, among speed change ranges shown by these plural shift positions, speed change ranges not less than the lowest speed side speed change range are selectively controlled by a second range operation mechanism. Therefore, even if fail is caused in a system to detect a shift position in the range operation mechanisms to mechanically select speed change ranges of a fist shift lever or the like, since the mechanisms to switch an electric speed change range are not immediately put in an unoperable condition, its range operation mechanisms can be continuously used.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift range control device capable of switching a traveling range in an automatic transmission for a vehicle by an electric operation such as a switch operation.

[0002]

2. Description of the Related Art As is well known, an automatic transmission for a vehicle is configured so that a plurality of ranges for forward running such as an S range and an L range can be selected in addition to a range such as parking, reverse or driving. ing. The S range and L range for forward traveling are ranges in which the settable forward speed is limited to a predetermined middle / low speed stage, and the engine brake is applied in those forward speeds. Therefore, by selecting these middle and low speed ranges when climbing up or downhill, it is possible to obtain a large driving force by limiting the upshift, and to apply the engine brake.

Conventionally, these shift ranges are selected by operating a shift lever provided on a floor or a steering column adjacent to a driver's seat. However, when operating the shift lever, it is necessary to temporarily release one hand from the steering wheel, and it is necessary to remove the line of sight from the front to confirm the selected range, so there is room for improvement in terms of operability. there were.

An example of a shift range control device for solving such a disadvantage is disclosed in Japanese Patent Laid-Open No. 5-19611.
No. 8 publication. The device described in this publication is a first device for mechanically selecting each shift range such as parking, reverse, neutral, and drive.
And a second range operation mechanism for selecting a plurality of low speed shift ranges by outputting an electric signal while the drive range is selected by the first range operation mechanism. It is a thing. More specifically, this shift device is provided with two switches, one for up and one for down, and every time these switches are operated in the drive range, the shift range is shifted one step at a time to the high speed side or the low speed side. It is configured to be switchable.

[0005]

The range that can be selected by the switch operation in the above-mentioned conventional device is a forward range on the medium to low speed side, and therefore, a mechanical range such as a shift lever and a manual valve switched by the shift lever. Only when the shift range selected by the operating mechanism is a specific range such as a drive range (D range) in which all forward gears can be set, an electrical range such as a switch or a solenoid valve switched by the switch. The operation mechanism is configured to be effective. That is, it is electrically detected that a specific range such as the D range is selected by operating the shift lever.

However, since the electrical detection of the shift position is performed in accordance with the opening and closing of the contacts and the input of a signal to the control device, if a failure such as a short circuit or disconnection occurs, the shift range selected by the shift lever is detected. There was a possibility that you could not. In such a case, the above-described conventional apparatus cannot determine the range selected by the mechanical range operation mechanism that is the premise of the selection of the electric shift range, and as a result, the electric range of the shift range cannot be determined. Selection control becomes impossible. Further, when the shift range is selected by an electric operation, the shift range may be switched. Therefore, in the above-described conventional apparatus, when a failure occurs in the mechanism for selecting and detecting the shift range by operating the shift lever, the gear position and the engine brake state cannot be properly controlled, and the engine brake is not effective. There was a possibility.

The present invention has been made in view of the above circumstances, and provides a control device capable of setting a shift range suitable for traveling even if a failure occurs in detection of a mechanically selected range. It is intended to provide.

[0008]

SUMMARY OF THE INVENTION In order to achieve the above object, a first aspect of the present invention is to provide a first range operating mechanism for mechanically switching a shift range, and a first range operating mechanism specified by the first range operating mechanism. A shift range control device for an automatic transmission, comprising: a second range operating mechanism for electrically switching the shift range by outputting an electric signal in a state where the shift range is mechanically selected. When a plurality of range signals output by electrically detecting the shift range selected by the operating mechanism and including the specific shift range are output, the second range operating mechanism is enabled and the second range operating mechanism is enabled. A range setting means for setting a shift range selected by the operating mechanism is provided.

Therefore, according to the first aspect of the present invention, since a plurality of range signals are output,
Although it is considered that some abnormality has occurred, if the specific range is selected by the first range operating mechanism, even if the shift range is switched by the second range operating mechanism, this is still the original control mode. Therefore, there is no problem, and even if the range signal indicating the specific range is based on an abnormality, the automatic transmission is set to the shift range indicated by another range signal, which is effective for engine braking. In the case of the shift range, the shift range set by the second range operation mechanism is the same as that of the effect of the engine brake, and the shift range is selected according to the driver's intention, so that there is no sense of incongruity. . Further, a range signal other than the range signal indicating the specific shift range indicates a shift range for non-traveling or a shift range for reverse running, which is based on an operation of the first range operating mechanism. If the automatic transmission is set to the non-traveling state or the reverse traveling state, the traveling range is not switched even if the second range operation mechanism is operated, and this also makes the transmission uncomfortable. Does not occur.

According to a second aspect of the present invention, there is provided a first range operating mechanism for mechanically switching a shift range, and an electric signal is output while a specific shift range is mechanically selected by the first range operating mechanism. A shift range control device for an automatic transmission having a second range operating mechanism for electrically switching a shift range by performing a shift range other than the specific shift range by the first range operating mechanism. Range limiting means for limiting a shift range selectable by the second range operation mechanism to a higher-speed shift range equal to or higher than the shift range indicated by the range signal when a range signal indicating the above is output. It is characterized by having.

Therefore, according to the second aspect of the present invention, the electric second range operation mechanism is operated in a state in which a speed range other than the specific speed range is selected by the first range operation mechanism. In this case, the second range operation mechanism can switch to a speed range set by the first range operation mechanism, that is, a higher speed range than the speed range in which engine braking is effective at a predetermined gear. Therefore, the engine brake state in the shift range set by the first range operating mechanism is based on the driver's intention, and the switching by the second range operating mechanism to the shift range in which the engine braking force increases from the engine brake state. Since the operation is prohibited, an uncomfortable feeling such as excessive engine braking is prevented.

Further, according to a third aspect of the present invention, there is provided a first range operating mechanism for mechanically switching a shift range, and an electric signal is output while a specific shift range is mechanically selected by the first range operating mechanism. In this case, there is no range signal indicating the shift range selected by the first range operating mechanism in the automatic transmission shift range control device having the second range operating mechanism for electrically switching the shifting range. An all-off determining means for determining that the range signal is completely absent, and the second range operating mechanism is enabled when the all-off determining means determines that there is no range signal. And an activating means for setting a range.

According to the third aspect of the present invention, if there is no range signal, it means that the shift position is detected abnormally, but even if the range signal is not output. In some cases, the forward range is set. In this case, in order to more reliably control the behavior of the vehicle, it is preferable that the engine brake be effective in the middle and low speed stages, so that the second range operating mechanism functions effectively. The shift range can be switched under the control.

According to a fourth aspect of the present invention, there is provided a first range operating mechanism for mechanically switching a shift range, and an electric signal is output while a specific shift range is mechanically selected by the first range operating mechanism. A shift range control device for an automatic transmission having a second range operating mechanism for electrically switching a shift range by detecting a malfunction of a means for detecting a shift range selected by the first range operating mechanism. Failure detecting means for detecting the failure, and the second detecting means when the abnormality is detected by the failure detecting means.
Invalidating means for disabling the range operating mechanism and inhibiting switching of the shift range by the second range operating mechanism.

According to the present invention, if the function of detecting the shift range selected by the first range operating mechanism is abnormal, a range signal indicating the specific shift range is output. Does not indicate the actually set shift range, the basis for effectively operating the second range operating mechanism is lost, and the function of the second range operating mechanism is stopped. As a result, the setting of the engine brake range and the sense of incongruity associated therewith are prevented.

[0016]

Next, the present invention will be described more specifically with reference to the drawings. First, the overall control system will be described. FIG. 4 shows an engine 1 as an example of a prime mover.
2 shows a control system diagram of the automatic transmission 2, and a signal corresponding to the depression amount of an accelerator pedal 3 is input to the engine electronic control device 4. An electronic throttle valve 6 driven by a throttle actuator 5 is provided in an intake pipe of the engine 1. The electronic throttle valve 6 outputs a control signal from the electronic control unit 4 to the throttle actuator 5 according to the amount of depression of the accelerator pedal 3, and the opening is controlled according to the control amount.

An electronic control unit 4 for controlling the engine 1 includes a central processing unit (CPU) and a storage unit (R).
AM, ROM) and an input / output interface. The electronic control unit 4 includes, in addition to a signal corresponding to the depression amount of the accelerator pedal 3 described above,
Engine speed Ne, intake air amount Q, intake air temperature,
A throttle opening, a vehicle speed, an engine water temperature, an output signal of a brake switch, and the like are input as control data. In addition to the control of the throttle actuator 5, the engine electronic control unit 4 outputs a signal to the fuel injection device 7 and an igniter 8 for changing the ignition timing for controlling the torque at the time of shifting. It is configured.

The automatic transmission 2 connected to the engine 1 is a so-called electronically controlled automatic transmission that electrically controls the hydraulic pressure to control shifting and engagement / disengagement of a lock-up clutch. The hydraulic control device 9 for controlling the hydraulic pressure mainly includes three shift solenoid valves SOL1, SOL2, SOL3 for executing a shift, and a solenoid valve SOL4 for mainly controlling an engine braking state.
A linear solenoid valve SLU that mainly controls the lock-up clutch, a linear solenoid valve SLT that controls the line pressure according to the throttle opening, and a linear solenoid valve SLN that mainly controls the back pressure of the accumulator.

An electronic control unit 10 for an automatic transmission for outputting a control signal to each solenoid valve in the hydraulic control unit 9 is provided. The electronic control unit 10 for the automatic transmission is similar to the electronic control unit 4 for the engine described above.
Central processing unit (CPU) and storage device (RAM,
ROM) and an input / output interface, and therefore can be integrated with the engine electronic control unit 4 as needed. The electronic control unit 10 for the automatic transmission performs a calculation based on input data in accordance with a map or a calculation formula stored in advance, and outputs a control signal based on the calculation result to each of the solenoid valves to shift or lock up. It is configured to execute control of engagement / disengagement of a clutch, control of transient hydraulic pressure during gear shifting, and the like.

The electronic control unit 10 for the automatic transmission includes the above throttle opening, vehicle speed,
In addition to the engine water temperature and the output signal of the brake switch,
Shift position, output signal of the pattern select switch, output signal from a C0 sensor for detecting the rotation speed of the clutch C0, output signal of the C2 sensor for detecting the rotation speed of the second clutch C2, oil temperature of the automatic transmission 2, Output signal of a manual shift switch, a cut signal for switching a shift range to a low speed side, a cutoff signal for switching a shift range to a high speed side, a cruise signal output from a cruise control device (not shown) for maintaining a constant vehicle speed, and the like. Has been entered. Further, the electronic control unit 1 for an automatic transmission
To 0, a shift lever position indicator 11 for displaying the position of the shift lever and a shift range indicator 12 for displaying the selected shift range are connected. Note that these indicators 11 and 12 can be provided on a meter panel (each not shown) incorporated in the instrument panel. Further, a main switch for switching the cut signal and the cutoff signal so as to be effectively output may be provided. In this case, the signal of the main switch is transmitted to the electronic control unit 1 for the automatic transmission.
Input to 0.

The electronic control units 4 and 10 are connected so as to be able to communicate with each other. In particular, the electronic control unit 10 for the automatic transmission sends a signal for setting each gear to the electronic control unit 4 for the engine. Transmitted from the engine electronic control unit 4 to the automatic transmission electronic control unit 10.
The intake air amount (Q / Ne) per one revolution of the engine 1 is transmitted.

The above-mentioned automatic transmission 2 has five forward speeds and one reverse speed.
The gear stage can be set, and an example of the gear train is shown in FIG. In FIG. 5, the automatic transmission 2
Is connected to the engine 1 via a torque converter 13. The torque converter 13 includes a pump impeller 15 connected to a crankshaft 14 of the engine 1 and a turbine runner 1 connected to an input shaft 16 of the automatic transmission 2.
7, the pump impeller 5 and the turbine runner 17
And a stator 20 that is prevented from rotating in one direction by a one-way clutch 19.

The automatic transmission 2 has a high and a low 2
The vehicle is provided with an auxiliary transmission section 21 for switching gears, and a main transmission section 22 for switching between reverse gear and four forward gears.
The auxiliary transmission unit 21 is composed of a planetary gear unit 23 composed of a pinion P0 rotatably supported by the sun gear S0, the ring gear R0, and the carrier K0 and meshed with the sun gear S0 and the ring gear R0. It has a clutch C0 and a one-way clutch F0 provided therebetween, and a brake B0 provided between the sun gear S0 and the housing 29.

The main transmission section 22 includes a first planetary gear unit 24 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.
A second planetary gear set 25 comprising a pinion P2 rotatably supported by the sun gear S2, the ring gear R2, and the carrier K2 and meshed with the sun gear S2 and the ring gear R2; a sun gear S3, a ring gear R3;
And a third planetary gear set 26 comprising a pinion P3 rotatably supported by the carrier K3 and meshed with the sun gear S3 and 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 to each other.
Is connected to the output shaft 27. Also, the ring gear R2
Are integrally connected to the sun gear S3. A first clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 28, and a second clutch C2 is provided between the sun gear S1 and the sun gear S2 and the intermediate shaft 28.

A first brake B1 in the form of a band for stopping the rotation of the sun gear S1 and the sun gear S2 is provided on the housing 29 as braking means. The sun gear S1 and the sun gear S2 and the housing 29
Between the first one-way clutch F1 and the brake B
2 are provided in series. This first one-way clutch F
1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 6.

A third brake B3 is provided between the carrier K1 and the housing 29, and a fourth brake B4 and a second one-way clutch F2 are provided between the ring gear R3 and the housing 29 in parallel. Have been. This second
The 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, B4 are hydraulic friction engagement devices in which friction materials are engaged by the action of hydraulic pressure.

The clutch C0 in the auxiliary transmission portion 23
Sensor 30 for detecting the rotational speed of the motor, that is, the input rotational speed.
And a C2 sensor 31 for detecting the rotational speed of the second clutch C2 in the main transmission portion 22. Note that these sensors 30 and 31 are connected to the electronic control unit 10 for the automatic transmission as described above.

In the automatic transmission 2 described above, 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. 6, the mark ○ indicates the engaged state, and the mark ◎ indicates that the engagement does not affect the torque transmission.
● indicates that the engine is engaged to apply the engine brake, and blank indicates the released state.

A hydraulic circuit shown in FIG. 7 is provided in the hydraulic control device 9 for setting the respective shift ranges and shift speeds shown in FIG. That is, the manual valve 40 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,
Controlling the supply and discharge of the control pressure PC to and from the fourth brake B4 for the first speed engine brake 1-2 Control the supply and discharge of the drive range pressure PD to the second brake B2 for achieving the third speed and the second shift valve 41 2 -3 shift valve 4
Supply and discharge of control pressure PC to first brake B1 for second and third speed engine brakes, and drive range pressure PD to second clutch C2 for fourth and fifth speeds
3-4 shift valve 43, brake B
A 4-5 shift valve 44 for switching the supply of the line pressure PL to the clutch C0 and the clutch C0 is provided.

Further, drive range pressure (D range pressure)
A pressure control valve 45 that generates a control pressure PC by adjusting a signal pressure output from a linear solenoid valve SLN during gear shifting during a gear shift, and an engine brake relay valve that switches supply and discharge of a control pressure PC to a 2-3 shift valve 42. 46, a C0 exhaust valve 47 for switching the supply and discharge of the line pressure PL to and from the clutch C0 via the 4-5 shift valve 44 is provided.

The first shift solenoid valve SOL1
Outputs a signal pressure for switching the 2-3 shift valve 42, and the second shift solenoid valve SOL2 outputs the 1-2 shift valve 4
The third switching solenoid valve SOL3 outputs the switching signal pressure to the C0 exhaust valve 47 via the 1-2 shift valve 41. The fourth solenoid valve SOL4 is connected to the engine brake relay valve 46 and the C0 exhaust valve 4
7 and the linear solenoid valve SLN outputs a signal pressure for pressure adjustment to the pressure control valve 45. 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 part described above will be described in more detail. The manual valve 40 is connected to a shift lever as a first range operating mechanism (not shown) by a mechanical means such as a cable, and is connected to a spool which is interlocked with the shift lever. The line pressure PL is supplied from an input port 48, and is output by connecting the input port 48 to each output port according to the sliding position of the spool 49. More specifically, in the D position, the signal is output only from the D range port 50, in the "3" position, the signal is output from the "3" range port 51, and in the "2" position, the signal is further output from the "2" range port 52.
Output at the L position, and the L range port 53
Output from On the other hand, in the R position, the signal is output from the R range port 54, in the N position, all output ports are closed, and in the P position, the input port 48 is connected to the drain port EX. In the automatic transmission 2 described above, 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 around the center, and the hydraulic pressure is output from the “2” range port 52 described above.

Next, the pressure control valve 4
5 has a spool and a plunger pressed in one direction by a spring, receives a D range pressure PD, and regulates the pressure by an output signal of a linear solenoid valve SLN.
Control pressure PC is applied to engine brake relay valve 4
Via 6, it is supplied to the 2-3 shift valve 42.

The engine brake relay valve 46 is a switching valve having a spool and a plunger pressed in one direction by a spring. When the "2" range pressure is applied to the plunger, the signal of the linear solenoid valve SLN is output. Pressure is applied to the spool, and
-3 supply of control pressure PC to shift valve 42;
The discharge of the control pressure PC from the 2-3 shift valve 42 by the release of the oil pressure is switched.

The 2-3 shift valve 42 is a switching valve provided with a spool pressed in one direction by a spring.
The supply of the control pressure PC to the 3-4 soft valve 43 and the 1-2 shift valve 41 is switched by application of the signal pressure and the L range pressure of the shift solenoid valve SOL1,
In addition, communication between the D range pressure oil passages L1a and L1b and switching of drains are performed.

The 1-2 shift valve 41 is a switching valve provided with a spool pressed in one direction by a spring.
Signal pressure of shift solenoid valve SOL2 and oil passage L1a
Supply of the control pressure PC to the fourth brake B4 and switching to exhaust pressure from the brake B4, and supply of the signal pressure of the third shift solenoid valve SOL3 to the oil passage LS32 and its oil passage LS32 And switching from discharge to

The 3-4 shift valve 43 is a switching valve having a spool which is pressed in one direction by a spring via a piston. The signal pressure of the second shift solenoid valve SOL2, the oil pressure from the oil passage L1b and the oil pressure The third shift solenoid valve SOL3 from the oil passage LS3 is operated by the hydraulic pressure from the passage L3.
Supply and cutoff to the 4-5 soft valve 44 via the oil passage LS34, communication and cutoff of the oil passage L1a to the oil passage L1e, supply of the control pressure PC to the first brake B1 and its brake B1 To control the pressure from the exhaust.

The 4-5 shift valve 44 is a switching valve having a spool which is pressed in one direction by a spring. The signal pressure from the oil passage LS34 and the oil pressure in the oil passage L2 make the C0 exhaust valve of the line pressure PL. Switching between supply and discharge to 47 and control of supply to brake B0 via oil passage LL1 and discharge from brake B0 are controlled.

The C0 exhaust valve 47 includes a spool 55 and a plunger 56 which are pressed in one direction by a spring.
And a 4-5 shift by the signal pressure of the fourth solenoid valve SOL4 via the oil passage LS4, the signal pressure of the third solenoid valve SOL3 via the oil passage LS32, and the oil pressure of the oil passage L1d. Line pressure P via valve 44
L is supplied to the clutch C0 via the oil passage LL3 and discharged from the clutch C0.

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 44 and the C0 exhaust valve 47. Since the oil passage passing through the valve 40 is shut off, the hydraulic pressure of the first clutch C1 is drained. The deviation of the position sandwiching the center line of each valve in the figure is
This indicates the limit position of the spool displacement. In particular, for each shift valve, the position and the shift speed are made to correspond to each other by dividing numbers on the left and right of the center line.

According to the above-described hydraulic control device, the range 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 40 due to the manual operation of the shift device. Pressure adjustment and shift solenoid valves SOL1 and SOL3 are ON
/ OFF control is performed to set each shift speed. That is, each clutch and brake are controlled as shown in FIG. 6 to set each shift speed in relation to the one-way clutch (OWC), and to turn ON / OF the fourth solenoid valve SOL4.
Engine (E / G) by output of the signal pressure accompanying F
The braking state can be obtained.

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 46 is moved to the position shown in the left half of FIG. , As a result, D
The control pressure PC based on the range pressure is supplied to the 3-4 shift valve 43 via the 2-3 shift valve 42,
From here, the hydraulic pressure is supplied to the first brake B1, which is 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 47. Then, the line pressure PL supplied via the 4-5 shift valve 44 is supplied to the clutch C0 in the auxiliary transmission section 21 and the clutch C0 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 signal from the engine brake relay valve 46 is transmitted as in the case of the third speed described above.
The control pressure PC is output to the 2-3 shift valve 42, and the control pressure PC is supplied from the 2-3 shift valve 42 to the 1-2 shift valve 41, from which the control pressure PC is sent to the fourth brake B4. Combine. That is, the engine brake can be applied at the first speed.

Each of the first to fifth speeds is defined by the following:
First to third shift solenoid valves SOL1,.
OL3 is controlled by ON / OFF control, and the shift pressure is set by appropriately switching each of the shift valves 41 to 44 according to the output pressure. This is the same as the conventional device, and is easily known from the hydraulic circuit of FIG. Is being done.

As described above, in the automatic transmission 2 described above, 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. Using such a function, the shift range control device according to the present invention is configured to electrically switch the forward range.

FIG. 8 shows an example of a range operating mechanism for electrically switching the forward range, that is, a second range operating mechanism. In FIG. 8, reference numeral 60 denotes a steering wheel (handle), and a second shift lever 61 is attached to a steering column (not shown) to which the steering wheel 60 is attached. The second shift lever 61 is disposed protruding from the steering column in a radial direction at a position close to the steering wheel 60, and has a length that can be operated by a finger of the hand holding the steering wheel 60. I have. Further, the second shift lever 61 is held by an elastic force so as to be always located at the neutral position, and can be turned in the radial direction of the steering column from the neutral position,
Further, it is configured to be able to be pulled toward the steering wheel 60 side.

The rotation operation of the second shift lever 61 in the circumferential direction is an operation for increasing / decreasing the shift range, and switches 62 and 63 for detecting the operation are provided. Each of these switches 62 and 63 is a so-called momentary switch that outputs a signal each time the switch is turned on, and among them, the switch 62 and 63 rotate counterclockwise in FIG. 8 with respect to the neutral position of the second shift lever 61. The switch 62 at the position is a cut-off switch for outputting a signal for switching the shift range to a higher speed side (up range), and the switch 6 located at the opposite side to the cut-off switch.
A cut switch 3 outputs a signal for switching the shift range to a lower speed side (down range).

The cut-off switch 62 and the cut switch 63 are connected to the electronic control unit 10 for an automatic transmission described above. These switches 62,
63 is configured to be active when the D range is set, that is, to be in a state in which an electric signal can be output. This can be achieved by configuring the circuits of these switches 62 and 63 to function when the D range is selected by a lever (not shown). Alternatively, a main switch 64 is provided at an appropriate position such as a shift device, an instrument panel, or a second shift lever 61, and the switches 62 and 63 are activated by turning on the main switch 64. It may be configured as follows.

The operation of further pulling the second shift lever 61 toward the steering wheel 60 cancels the electrically set shift range by rotating the second shift lever 61 in the circumferential direction of the steering column as described above. Then, a return switch 65 for detecting such an operation of the second shift lever 61 is provided. The return switch 65 is connected to the electronic control unit 10 for the automatic transmission, and inputs a signal accompanying the return operation of the second shift lever 61 to the electronic control unit 10 for the automatic transmission. Note that the arrangement position and operation direction of the second shift lever 61 are shown in an enlarged manner in FIG.

When the shift range is switched by operating the second shift lever 61, the manual valve 40
This can be executed when the shift position is in the range position, that is, when the D range is selected by the shift device (first range operating mechanism) that mechanically selects the shift range. Outputs a signal to control the shift range down or up. The downshift or upshift control of the shift range is executed by switching the current shift range to a one-speed lower or higher shift range. Specifically, each time the cut switch 63 outputs a signal once. That is, every time the second shift lever 61 is rotated clockwise once, the range is switched in the order of D range → “4” range → “3” range → “2” range → L range, and conversely, cutoff Each time a signal is output once, that is, each time the second shift lever 61 is rotated counterclockwise once, the L range → “2” range → “3” range → “4” range → D The range can be switched in order.

In each of these shift ranges, a settable shift speed and a shift speed at which the engine brake works are determined, and these shift speeds are stored in the electronic control unit 10 in advance as a map. In addition, an ON / OFF pattern of a solenoid valve for applying an engine brake is stored. Each time the cut switch 63 or the cut-off switch 62 is turned on, the shift map and the solenoid pattern are changed, and a predetermined shift range is set. In this case, in the state of the D range, there is no more high speed side shift range, so that the output signal due to the ON operation of the cutoff switch 62 is cancelled. Since there is no range, the output signal due to the ON operation of the cut switch 63 is canceled.

Further, when the shift range is switched to a lower-speed shift range, a downshift may occur at the same time, in which case the engine speed increases. Therefore, in order to protect the engine 1, when the cut switch 63 is turned ON while the engine 1 is overrunning, the output signal is canceled and the current shift range is maintained. This is the same control as the down range prohibition control in the conventional shift device.

Further, when the return switch 65 is turned on, the manual valve 40 is moved mechanically to set the selected D range. This means that the shift map for controlling the shift range is switched to that for the D range, and the solenoid valve is turned on according to the map.
This is executed by N / OFF control.

Therefore, according to the range control device configured as described above, the second shift lever 6 having the shift range for forward running provided near the steering wheel 60 is provided.
1, the shift range can be changed without releasing the hand from the steering wheel 60 and keeping the line of sight facing forward, thereby improving the operability of changing the shift range. I do. In particular, the D range can be set immediately by turning on the return switch 65 with the second shift lever 61, so that the cutoff switch 62 is turned on a plurality of times to return to the D range.
The return to the D range can be easily performed, and in that respect, the operability of the range operation is also improved.

In a vehicle equipped with a cruise control system for maintaining a constant vehicle speed, when the second shift lever 61 is operated to select the "4" range, the cruise control system is activated. Let
Further, the shift range on the lower speed side is set to the second shift lever 6.
If the gear is operated by operating the gear 1, the function of the cruise control system is canceled. This is because the control of the vehicle speed and the shift speed are superimposed.

As described above, in the range operating device according to the present invention, the shift between the forward ranges is performed by the electric operating device, and the electric range operation is performed by setting the manual valve 40 to the D range. It is possible in the state where it is done. Therefore, the switch for shifting between the forward ranges does not necessarily have to be configured to be performed by the second shift lever 61, and the manual valve 4
The mechanical shift device for operating 0 may have a configuration including only the D range position as the range position for forward traveling. The example shown in FIG. 9 is configured in consideration of these points.

That is, in the configuration shown in FIG. 9, the first shift lever 66 connected to the manual valve 40 by mechanical means such as a cable is provided on the steering column so as to protrude in the radial direction. The first shift lever 66 is configured to be rotated in the circumferential direction of the steering column to switch the manual valve 40, similarly to a lever in a so-called conventional column-type shift device. In the example shown in FIG. 9, the first shift lever 66 has four positions, parking (P), reverse (R), neutral (N), and drive (D).
Only one range position is provided, and these range positions are arranged counterclockwise in the order listed here, as shown in FIG. Note that it is optional to configure so that a shift button (not shown) needs to be pressed between the P range and the R range and between the R range and the N range.

A cut-off switch 62 and a cut switch 63 for electrically switching the shift range in the D range are arranged at positions near the center of the steering wheel 60. These switches 62 and 63
Is constituted by a momentary push button switch and may be attached to the steering wheel 60. However, it is preferable that the position is not changed by the rotation of the steering wheel 60 by attaching to the steering column. .

In the structure shown in FIG. 9, not only the same effect as that obtained by the device having the structure shown in FIG. 8 can be obtained, but also the shift which has conventionally been arranged beside the driver's seat. Since the device can be eliminated, the degree of freedom in arranging other in-vehicle devices is improved. Further, the first shift lever 66 is located on the front side of the steering wheel 60, but the range positions selected by the first shift lever 66 are the four range positions described above.
The driver's line of sight and front view with respect to the meter panel (not shown) and the center cluster are less obstructed by the first shift lever 66, so that the visibility can be prevented from deteriorating. By shortening the length within the allowable range, the visibility of the center cluster and the like can be improved.

The above-mentioned first shift lever 66 for switching the manual valve 40 by mechanical operation.
Is mainly operated at the start of traveling, and switching of the shift range during traveling is mainly performed by operating the second shift lever 61, the cut-off switch 62, or the cut switch 63. Therefore, P range and R
The shift lever for selecting a range or the like by mechanical operation is only required to be able to select the minimum necessary shift range, and is located on the floor next to the driver's seat, similarly to a conventional vehicle. Or on the instrument panel.

FIG. 10 schematically shows an example of a so-called gate-type shift lever arranged on a floor or an instrument panel.
The shift positions of the N range, the D range, the “3” range, and the L range are arranged in this order from the front side of the vehicle.
Alternatively, they are arranged as shown in FIG. 10 from above.
The solid line connecting the shift positions in FIG. 10 indicates a guide groove for moving the shift lever.
In a case where a so-called sport mode in which each gear is set by manual operation can be selected, FIG.
A shift position for the sports mode may be set at a location where (Sport) is described.

FIG. 11 shows an example in which the "3" range position is eliminated from the configuration shown in FIG. 10, and the shift to the L range, which is the engine brake range, is selectively prohibited. . That is, the forward range can be selected by the second shift lever 61, the cut-off switch 62, or the cut switch 63 described above.
Further, range operation by these electric operation mechanisms is easy. Therefore, in a shift device that mechanically selects a shift range, it is sufficient that the D range can be selected as the forward range, and another engine brake range can be selected as a measure against failure. For this reason, in the example shown in FIG.
A lock mechanism 71 such as a pin is provided in the guide groove so as to prevent the shift lever from moving to (Range), and by operating a fail switch 72 disposed at an appropriate position, the lock mechanism 71 is opened to shift the shift lever to the L range. It is configured to be able to move to a position. The fail switch 72 and the cutoff mechanism 71 may be electrically connected, or may be connected by mechanical means such as a link.

Switching of the shift range by the second range operating mechanism such as the above-mentioned second shift lever 61, cut-off switch 62 or cut switch 63 is performed by the first shift lever 66 which is the first range operating mechanism. This is effective when a range is selected. Specifically, this is performed on condition that the D range is electrically detected. Therefore, the first shift lever 6
If there is an abnormality in the shift position detection by the control unit 6, the original electric shift range switching operation cannot be performed. However, in the control device of the present invention, in order to ensure the most stable traveling, , Are controlled as described below.

FIG. 1 is a flow chart for explaining a control example in the case where a range signal indicating a plurality of shift positions is output, and processing of an input signal mainly for reading data (step 1) was performed. Thereafter, it is determined whether various sensors other than the shift position sensor, such as the cut switch 63, are normal (step 2). If an abnormality of the sensor is detected, the routine exits from this routine without performing any particular control. Conversely, if each sensor is normal, it is determined whether or not the shift position is in the D range (step 3).

As described above, in this embodiment, the D range is a specific shift range in the first shift operating mechanism that enables the electric range switching operation. Means that the routine exits from this routine without performing any particular control. If the D range is detected and the determination in step 3 is affirmative, the process proceeds to step 4 to determine whether the shift position is in the "3" range. Is determined. That is, it is determined whether a “3” range signal is output in addition to the D range signal. If an affirmative determination is made in step 4, the process proceeds to step 5, where it is determined whether the shift position is in the L range. That is, it is determined whether three range signals of the D range signal, the “3” range signal, and the L range signal are output.

If the determination in step 5 is affirmative, some abnormality has occurred in the system for detecting the shift position, and three range signals, which are originally one, have been output. In this case, since the three range signals include the D range signal that enables the electric range to be switched by the second range operating mechanism, the down range (cut) to the L range by the second range operating mechanism is performed. Is permitted (step 6).

That is, if the D range is actually selected out of these three ranges, the shift range can be electrically switched by the second range operating mechanism. Even if the switching of the range by the electric operation is permitted, no trouble occurs, and the shifting range can be switched without a sense of incongruity. If the "3" range is actually selected, it means that the driver intentionally selects the engine braking state at the middle and low gears, so the engine braking state at the lower gear is set. There is no possibility that a driving state contrary to the driver's intention will occur even if the L range is permitted. If the L range is actually selected, even if the "3" range or the D range can be selected by the second range operation mechanism, there is no sense of incongruity in switching the range.

On the other hand, if a negative determination is made in step 5, two range signals of the D range signal and the "3" range signal are being output. In this case, the range signal up to the "3" range is output. The down range (cut) by the second range operation mechanism is permitted (step 7).

If the D range is actually selected from the shift ranges indicated by these two range signals, there is no problem in the range switching by the second range operating mechanism up to the "3" range. And
If the “3” range is actually selected, the range is switched by the second range operation mechanism to the engine brake range selected by the first shift lever 66, and this does not cause a sense of discomfort.

On the other hand, if a negative determination is made in step 4 because the "3" range signal has not been output, the flow advances to step 8 to determine whether the shift position is in the L range. If an affirmative determination is made in step 8, the range switching (cut) up to the L range by the second range operating mechanism is permitted (step 9), and conversely, if a negative determination is made in step 8, the second range operating mechanism is turned off. Normal range switching (cut) by the two-range operating mechanism is permitted (step 10).

That is, if the determination in step 8 is affirmative, it is highly probable that the shift range actually set by the first shift lever 66 is the D range or the L range. It does not cause any trouble to electrically switch to any of the shift ranges by the second range operation mechanism, and if the L range is actually set, the range is switched to the L range and a higher (higher speed) range. There is no particular problem.

Therefore, in the control example shown in FIG. 1, when a plurality of range signals including the D range enabling the electric shift range to be switched are output, an abnormality has occurred in the detection of the shift position. However, the second range operating mechanism is enabled and the shift range selected by the second range operating mechanism is set. That is, steps 6, 7, and 9 in FIG. 1 correspond to the range setting means in the first aspect of the present invention.

In the control example shown in FIG. 1, a plurality of shift positions of a first range operating mechanism mainly including a first shift lever 66 for mechanically selecting a shift range are detected, and a plurality of range signals are output. In this case, the second range operation mechanism controls the shift range equal to or higher than the shift range on the lowest speed side among the shift ranges indicated by the plurality of shift positions. In other words, control is performed such that the second range operation mechanism cannot switch to a low-speed shift range that is not included in the plurality of output shift ranges. Therefore, steps 6, 7, and 9 in FIG. 1 correspond to the range limiting means in the second aspect of the present invention.

Therefore, by performing control as shown in FIG. 1, even if a failure occurs in a system for detecting a shift position in a range operation mechanism such as the first shift lever 66 for mechanically selecting a shift range, electric power is immediately applied. The mechanism for changing the gear shift range does not become inoperable, the electric range operating mechanism can be used continuously, and the convenience or effectiveness can be expanded.

As shown in FIG. 1, when a plurality of range signals are detected, the shift range permitted by the second range operation mechanism is limited according to the detected range. The control is executed when the vehicle speed is equal to or higher than the set vehicle speed, and when the vehicle speed is lower than the set vehicle speed, control is performed by the second range operation mechanism so that the shift range can be switched to a shift range lower than the output shift range. May be. After the shift to the low speed side shift range in the so-called fail state is performed once, control is performed so as to prohibit the switching to the higher (higher side) shift range (gear stage) while the fail state continues. May be.

Since the shift speed and the engine brake at each shift speed are set by ON / OFF control of the solenoid valves, even when the shift range is controlled as shown in FIG. ON as appropriate
Alternatively, control is turned off. In this case, for example, if the ON / OFF pattern of the solenoid valve is set in step 7 so as to set the lowest speed “3” range among the shift positions output based on the first range operation mechanism, the second Switching to the "3" range is enabled by the range operating mechanism, and the manual valve is switched to the "3" range position by mechanical operation, so that the minimum necessary engine brake range can be obtained.

The control example shown in FIG. 1 is a control example in which a plurality of range signals are output and a plurality of shift ranges are detected at the same time. However, the shift position selected by the first shift lever 66 is not changed. If it is completely unknown, that is, if the shift position signal is not output,
Control is performed as shown in FIG. First, processing of an input signal mainly for reading data (step 21) is performed, and then it is determined whether or not each sensor is normal (step 2).
2). Steps 21 and 22 are the same controls as Steps 1 and 2 in the control example shown in FIG. 1, and if a negative determination is made in Step 22,
The process exits this routine without performing any control.

On the other hand, if each sensor is operating normally and the determination in step 22 is affirmative, step 2
Proceeding to 3, it is determined whether or not the D range has been selected. That is, it is determined whether or not the D range signal has been output. If a negative determination is made, it is determined that no shift position signal has been output, that is, it is determined that the shift position signal is all off (step 24). This step 24 corresponds to the all-off determining means in the invention of claim 3. Then, if a negative determination is made in step 24, the process returns. If an affirmative determination is made, the process returns.
Switching of the shift range by the second range operation mechanism is enabled. That is, the electric engine brake is activated (step 25). This step 25 is claimed in claim 3
The invention corresponds to the activating means in the invention.

That is, a state where no shift position signal is output is a state where a failure has occurred in the system for detecting the shift range. However, when the second range operating mechanism is operated, the vehicle moves forward. This is because the vehicle is traveling, and thus the second range operation mechanism is activated with priority given to applying the engine brake during forward traveling. Therefore, if the control is performed as shown in FIG. 2, even if a failure occurs in the detection of the shift position, it becomes possible to operate the second range operating mechanism to apply the engine brake, so that the drivability is deteriorated beforehand. And the convenience or effectiveness of the second range operating mechanism is expanded.

In the control example shown in FIG. 2, if the D range is detected and the determination in step 23 is affirmative, it is in the original state in which the second range operating mechanism can be used effectively. Proceed to activate the electric engine brake.

In the failure of the system for detecting the shift position, a failure in which a signal of a shift position different from the actually selected shift position is output in addition to the failure in which the above-mentioned shift position signal (range signal) is not output at all. If such a failure occurs, control is performed as shown in FIG.

First, after processing an input signal mainly for reading data (step 31), it is determined whether or not the shift position sensor has failed (step 32). This step 32 corresponds to the failure judging means in the invention of claim 4, and this judgment can be executed based on, for example, inconsistency of a combination of signals output from the shift position switch. The determination can be made as described in Japanese Unexamined Patent Publication No. Hei 5-306763.

If the shift position sensor is normal,
The routine returns without performing any control, and if there is an abnormality and an affirmative determination is made in step 32, it is determined whether or not the electric engine brake is operating (step 3).
3). That is, it is determined whether or not the shift range is selected by the second range operating mechanism that selects the shift range based on a signal from the switch. When the cut switch 63 or the cut-off switch 62 outputs a signal and the predetermined shift range is selected and the result of the determination in step 33 is affirmative, the shift position signal is output in a failure state of the shift position sensor. This means that two range signals including the range signal from the second range operation mechanism are output, and in that case, control for a failure is executed (step 34). As an example, the control shown in FIG. 1 is executed.

On the other hand, if a negative determination is made in step 33 because the electric engine brake is not operating, the range switching operation by the second range operating mechanism is invalidated, that is, the operation of the electric engine brake is stopped. The control is executed, and at the same time, this is indicated by a predetermined indicator (step 35). In order to further apply the engine brake, use of a mechanical engine brake, that is, a display urging the use of the engine brake by switching the first shift lever 66 is performed by a predetermined indicator (step 36). Step 35 corresponds to the invalidating means in the invention of claim 4.

Therefore, according to the control shown in FIG. 3, when the shift position cannot be detected due to the failure of the shift position sensor, it is prohibited to newly perform the electric range switching control by the second range operating mechanism. Thus, it is possible to avoid a discrepancy between the set shift position (shift range) and the electrical control content, thereby preventing an unintended engine brake or, conversely, a shortage of engine brake force. .

Although the present invention has been described with reference to specific examples, the present invention can be applied to an automatic transmission having a gear train and a hydraulic circuit other than the gear train shown in FIG. 5 and the hydraulic circuit shown in FIG.

Here, the characteristic aspects other than the configuration described in the claims of the present invention described with the above specific examples are as follows.

The shift range limitation according to the second aspect of the present invention is executed when the vehicle speed is equal to or higher than a predetermined vehicle speed, and when the vehicle speed is lower than the set vehicle speed, the lower speed shift range is changed by the second range operating mechanism. A shift range control device that can be selected.

A shift range control device according to claim 2, wherein once the shift range on the low speed side is set, the setting of the shift range on the higher speed side is prohibited.

When a plurality of range signals indicating the range selected by the first range operating mechanism for mechanically setting the shift range and the range signal of the second range operating mechanism for electrically setting the shift range are output. And a shift range control device for outputting an energizing pattern of a shift stage setting solenoid valve so as to set a shift range on a low speed side in a range signal output based on a first range operating mechanism.

When a failure of the shift position sensor is detected in a state where the shift range is selected by the second range operating mechanism, the selection of the shift range by the second range operating mechanism is continued and the shift range is maintained. Transmission range control device configured as described above.

[0094]

As described above, according to the first aspect of the present invention, the range signal output by electrically detecting the shift range selected by the mechanical first range operating mechanism is a specific signal. When output is provided for a plurality of shift ranges including the shift range, the electronic control unit includes range setting means for enabling the electric second range operating mechanism and setting the shift range selected by the second range operating mechanism. Even if a plurality of range signals are output, if the specific range is selected by the first range operating mechanism, even if the shift range is switched by the second range operating mechanism, this is the original control mode. There is no problem, and even if the range signal indicating the specific range is based on the abnormality, the automatic transmission is set to the shift range indicated by another range signal, If the shift range effective against the emission Jin brake, it becomes similar in terms of transmission range and engine braking to be set by the second range switching mechanism is effective against,
Therefore, since the shift range is selected in accordance with the driver's intention, there is no uncomfortable feeling. Further, a range signal other than the range signal indicating the specific shift range indicates a shift range for non-traveling or a shift range for reverse running, which is based on an operation of the first range operating mechanism. If the automatic transmission is set to the non-traveling state or the reverse traveling state, the traveling range is not switched even if the second range operation mechanism is operated, and this also makes the transmission uncomfortable. Does not occur. As a result, the shift range can be switched by effectively operating the second range operation mechanism, and the convenience or effectiveness thereof can be expanded.

According to the second aspect of the present invention, the electric second range operating mechanism is operated in a state in which a shift range other than the specific shift range is selected by the first range operating mechanism. In this case, the second range operation mechanism can switch to a speed range set by the first range operation mechanism, that is, a higher speed range than a speed range in which engine braking is effective at a predetermined gear, and thus the first range operation is performed. The switching operation by the second range operation mechanism to the shift range in which the engine braking force is increased from the engine brake state in the shift range set by the mechanism can be prohibited, and as a result, discomfort such as excessive engine braking is prevented. be able to.

According to the third aspect of the present invention,
If there is no range signal, it means that an abnormality has occurred in the detection of the shift position.However, even when the range signal is not output, the forward range may be set. In order to more reliably control the behavior, it is preferable that the engine brake is effective at the middle and low speed stages. Therefore, the second range operation mechanism is controlled so as to function effectively, and the shift range can be switched.
As a result, the drivability or drivability can be improved.

According to the invention described in claim 4,
If there is an abnormality in the function of detecting the shift range selected by the first range operating mechanism, even if a range signal indicating a specific shift range is output, it indicates that this actually indicates the set shift range. Therefore, it is not necessary to make the second range operating mechanism function effectively. Therefore, the function of the second range operating mechanism is stopped, so that it is possible to prevent the setting of the engine brake range and the sense of incongruity associated therewith.

[Brief description of the drawings]

FIG. 1 is a flowchart illustrating an example of control executed by a shift range control device according to the present invention.

FIG. 2 is a flowchart for explaining another control example executed by the shift range control device according to the present invention.

FIG. 3 is a flowchart for explaining still another control example executed by the shift range control device according to the present invention.

FIG. 4 is a diagram schematically showing an overall control system of the automatic transmission targeted by the present invention.

FIG. 5 is a skeleton diagram showing an example of a gear train of the automatic transmission according to the present invention.

FIG. 6 is a chart showing an engaged / disengaged state of a friction engagement device for setting each shift speed.

FIG. 7 is a partial hydraulic circuit diagram showing a part of a hydraulic circuit of an automatic transmission according to the present invention.

FIG. 8 shows a second range operation mechanism according to the present invention;
It is a figure which shows arrangement | positioning of a shift lever, (A) is the figure seen from the front of a steering wheel, (B) is the elements on larger scale of the 2nd shift lever, (C) is the figure seen from the side of the steering wheel. is there.

FIG. 9 shows a first range operation mechanism according to the present invention, ie, a first range operation mechanism.
FIG. 4 is a front view of an example in which a shift lever is arranged on a steering column, and a cutoff switch and a cut switch are provided on a front side of a steering wheel.

FIG. 10 is a view showing an arrangement of shift positions of a first shift lever provided on a floor or an instrument panel and mechanically switching a shift range.

FIG. 11 is a diagram showing an arrangement of shift positions of another first shift lever provided on a floor or an instrument panel and mechanically switching a shift range.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 engine 2 automatic transmission 4 engine electronic control device 10 automatic transmission electronic control device 61 second shift lever 62 cut-off switch 63 cut switch 66 first shift lever

Claims (4)

[Claims] 1. A first range operating mechanism for mechanically switching a shift range, and an electrical signal is output by outputting an electric signal in a state where a specific shift range is mechanically selected by the first range operating mechanism. 2nd to change gear range
A shift range control device for an automatic transmission having a range operating mechanism, wherein a range signal electrically detected and output from the shift range selected by the first range operating mechanism determines the specific shift range. If a plurality of outputs are included, the second
A shift range control device for an automatic transmission, comprising range setting means for enabling a range operation mechanism and setting a shift range selected by a second range operation mechanism. 2. A first range operation mechanism for mechanically switching a shift range, and an electrical signal is output by outputting an electric signal in a state where a specific shift range is mechanically selected by the first range operation mechanism. 2nd to change gear range
A shift range control device for an automatic transmission including a range operating mechanism, wherein a range signal indicating that a shift range other than the specific shift range is selected by the first range operating mechanism is output; A shift unit for limiting a shift range selectable by the second range operating mechanism to a shift range on a high-speed side equal to or higher than a shift range specified by the range signal; Range control device. 3. A first range operating mechanism for mechanically switching a shift range, and an electrical signal is output when a specific shift range is mechanically selected by the first range operating mechanism. 2nd to change gear range
A shift range control device for an automatic transmission having a range operating mechanism; an all-off determining means for determining that there is no range signal indicating a shift range selected by the first range operating mechanism; An enabling means for enabling the second range operating mechanism to set the shift range selected by the second range operating mechanism when the off determining means determines that the range signal is completely absent. A shift range control device for an automatic transmission. 4. A first range operating mechanism for mechanically switching a shift range, and an electrical signal is output when a specific shift range is mechanically selected by the first range operating mechanism. 2nd to change gear range
A shift range control device for an automatic transmission having a range operating mechanism, wherein: a fail detecting means for detecting an abnormality of a means for detecting a shift range selected by the first range operating mechanism; Shift range control for an automatic transmission, comprising: invalidation means for disabling the second range operation mechanism when an abnormality is detected and inhibiting switching of the shift range by the second range operation mechanism. apparatus.