JP4310985B2 - Shift control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a shift control that electrically shifts a position switching mechanism of a vehicle transmission to an operation state of a position switching operation unit, and executes a shift by driving a shift stage switching mechanism corresponding to the corresponding position. Relates to the device.
[0002]
[Prior art]
In an electronically controlled vehicle automatic transmission, hydraulic pressure is supplied to and discharged from a control port of a shift valve by a shift solenoid valve. When a failure such as a disconnection or a short circuit occurs in the transmission solenoid valve, a shift stage that does not hold may occur, and limp home traveling (retreat traveling) may be difficult.
[0003]
In order to prevent this limp home running difficulty, a second control port to which line hydraulic pressure is applied at a specific position (range) is provided in a shift valve that switches between a certain gear and a higher gear. There is one that ensures the establishment of the first speed and the second speed at a specific position (range) to achieve fail-safety (see, for example, Patent Document 1).
[0004]
Also, in case of a failure, the emergency switching valve is switched to the emergency side, the manual operation unit is operated, and the emergency direction control valve is controlled to ensure manual switching between the first forward and reverse. (See, for example, Patent Document 2).
[0005]
In addition, an emergency switch device that has two neutral switching positions between the reverse gear ratio and the forward gear ratio selection position enables manual low speed operation and travel path separation operation at a limited gear position. Yes (see, for example, Patent Document 3).
[0006]
[Patent Document 1]
Japanese Patent Laid-Open No. 2-125165 (page 10, FIGS. 8, 9)
[Patent Document 2]
JP 63-243554 A (3rd and 4th pages, Table 1)
[Patent Document 3]
JP-A-2-266159 (page 8, FIGS. 2 and 3)
[0007]
[Problems to be solved by the invention]
As described above, in the prior art, when fail-safe, it is necessary to travel at a limited gear position in a specific position, or in order to fail-safe, an emergency switching valve and an emergency switch device are provided in advance and fail-safe. There is a need to operate these devices when shifting at safe times. For this reason, there exists a problem that the vehicle drivability at the time of fail safe is not favorable.
[0008]
The present invention is capable of shifting without failing to limit the gear position due to the position such as the range and failing to operate a special emergency device at the time of fail-safe, and has good vehicle drivability. It is intended to be.
[0009]
[Means for Solving the Problems]
In the following, means for achieving the above object and its effects are described.
The transmission control device according to claim 1 The In the operation state of the Electrically Interlocking A position switching mechanism for performing position switching of the vehicle transmission; , By being driven and controlled at each position set through the position switching mechanism Applicable position Set the shift speed that can be achieved with Shift speed change mechanism And with A shift control device for executing a shift, wherein when a shift is detected by the shift stage switching failure detecting means for detecting a failure of the shift stage switching mechanism and the shift stage switching failure detecting means, the position switching is performed. The position switching by the mechanism is executed independently of the position switching operation section. Late And a failure position switching means.
[0010]
For example, when the driver is driving by operating the position switching operation unit to a specific position such as the D range, the gear stage that is established in a normal state is limited when the gear stage switching mechanism fails. The However, in a position that is not instructed by the operator using the position switching operation unit, a new gear stage may be realized even if the same gear stage switching mechanism fails.
[0011]
Therefore, in the present invention, when a failure of the gear position switching mechanism is detected by the gear position switching failure detecting means, the position switching means at the time of failure causes the position switching by the driver to switch the position by the position switching mechanism. Executes independently of the operation unit The As a result, even if there is no special emergency device to be used during fail-safe operation, the number of gears limited due to a failure can be increased without being limited by the gear position, and smoothness due to automatic gear shifting can be increased. Limp home driving is possible.
[0012]
Moreover, since the emergency device is not specially provided, the driver is not allowed to perform a special operation on the emergency device for shifting.
For this reason, the vehicle drivability at the time of fail safe can be made favorable.
[0013]
According to a second aspect of the present invention, the shift control device according to the first aspect is characterized in that the transmission is driven to shift by hydraulic pressure, and the position switching mechanism and the gear position switching mechanism are hydraulic switching valves. .
[0014]
Thus, in a transmission that is driven by hydraulic pressure, the hydraulic pressure cannot be switched due to a failure of the gear position switching mechanism, and some or all of the gear positions cannot be established at each position. In this case, the position switching means at the time of failure uses a gear stage that cannot be established due to a failure at the position selected by the driver using the position switching operation unit, and a gear stage that is established at other positions. The position is switched so that it can be realized or another speed is realized. As a result, there is no restriction on the gear position depending on the position at the time of fail-safe, and there is no need to operate an emergency device specially provided for shifting, so that the vehicle drivability at the time of fail-safe is good. Can be.
[0015]
According to a third aspect of the present invention, in the second aspect, the gear stage switching mechanism is an electromagnetic valve, and the gear stage switching failure detecting means can normally energize the gear shift solenoid that drives the electromagnetic valve. It is detected that the gear change mechanism is out of order.
[0016]
Here, the gear position switching failure detecting means detects that the gear position switching mechanism is faulty that the power supply to the gear shift solenoid of the gear position switching mechanism cannot be normally conducted. For example, failure of the gear change mechanism can be easily determined by detecting disconnection or short-circuiting of the shift solenoid, and the vehicle driveability at the time of fail-safe is improved by accurately increasing the number of gears by the position change means at the time of failure. Can be.
[0017]
In the shift control device according to claim 4, in any one of claims 1 to 3, The target gear position is calculated from the accelerator opening and the vehicle speed, and the target position for establishing this target gear position is determined. Corresponding to the number of shift stages that can be realized by the position switching means at the time of failure Request Equipped with automatic shifting means in case of failure The failure position switching means executes position switching by the position switching mechanism in accordance with a target position required by the failure automatic transmission means. It is characterized by that.
[0018]
By providing such an automatic transmission means at the time of failure, the automatic transmission can be performed as smoothly as possible even at the time of fail-safe, and the vehicle drivability at the time of fail-safe can be improved.
[0020]
And As described above, the position switching means at the time of failure executes the position switching in response to the request of the automatic speed change means at the time of failure, so that the automatic shifting can be performed as smoothly as possible even at the time of fail safe, and the vehicle drivability at the time of fail safe is improved. Can be.
[0021]
DETAILED DESCRIPTION OF THE INVENTION
[Embodiment 1]
FIG. 1 is a block diagram showing a schematic configuration of a vehicle transmission control apparatus to which the above-described invention is applied. The automatic transmission 2 shown in FIG. 1 is configured as a shift-by-wire automatic transmission. In the present embodiment, the shift control is shown as an example of a type that switches the forward position to a predetermined range, but it may be a predetermined gear stage (fixed type). The same applies to other embodiments.
[0022]
The automatic transmission 2 includes a torque converter 6 having a lock-up clutch 4, a second transmission unit 8 having a set of planetary gear mechanisms, and a plurality of forward gears and reverse gears by two sets of planetary gear mechanisms. A first transmission unit 10 for setting the gear is provided.
[0023]
The second transmission unit 8 performs two-stage switching between high and low, and the planetary gear mechanism carrier 12 is connected to the turbine runner 14 of the torque converter 6. A clutch C0 and a one-way clutch F0 are provided between the carrier 12 and the sun gear 16 so as to be in parallel with each other, and a brake B0 is provided between the sun gear 16 and the housing 18.
[0024]
The sun gears 20 and 22 in each planetary gear mechanism of the first transmission unit 10 are provided on a common sun gear shaft 24. The sun gears 20 and 22 in the planetary gear mechanism on the left side (front side) of the first transmission unit 10 are A first clutch C <b> 1 is provided between the second transmission unit 8 and the ring gear 28. A second clutch C <b> 2 is provided between the sun gear shaft 24 and the ring gear 28 of the second transmission unit 8. A carrier 30 of the left planetary gear mechanism and a ring gear 32 of the right (rear) planetary gear mechanism in the first transmission unit 10 are integrally connected, and an output shaft is connected to the carrier 30 and the ring gear 32. 34 are connected.
[0025]
The first brake B1, which is a band brake, is provided to stop the rotation of the sun gear shaft 24. More specifically, the first brake B1 is provided on the outer peripheral side of the clutch drum of the second clutch C2. A first one-way clutch F1 and a second brake B2 are disposed in series between the sun gear shaft 24 and the housing 18, and the first planetary gear mechanism on the rear side has a first gap between the carrier 36 and the housing 18. 2 One-way clutch F2 and third brake B3 are arranged in parallel.
[0026]
The hydraulic control device 40 supplies and discharges hydraulic pressure to the clutches C0, C1, C2, the brakes B0, B1, B2, B3, and the lockup clutch 4. The hydraulic control device 40 includes first and second speed change solenoid valves S1 and S2 for mainly executing the first to fourth speed shifts, and a linear solenoid valve SLU for mainly controlling the lockup clutch 4. And a rotary valve RV for switching the range by line hydraulic pressure. Of these valves S1, S2, SLU, and RV, a shift electronic control unit (hereinafter referred to as ECT-ECU) 42 is used to drive and control the first and second shift solenoid valves S1, S2 and the linear solenoid valve SLU. Is provided. A range switching shift-by-wire electronic control unit (hereinafter referred to as SBW-ECU) 44 is provided to drive and control the rotary valve RV via the electric motor M. Each of these ECUs 42 and 44 is configured as a microcomputer centered on a central processing element, a storage element, and an input / output interface.
[0027]
The ECT-ECU 42 is input with a throttle opening signal, a vehicle speed signal, a pattern select signal, a signal from the SBW-ECU 44, and other signals (engine water temperature signal, brake signal, etc.). Based on these input signals, the ECT-ECU 42 selects an appropriate shift map from a shift map group corresponding to a shift map stored in advance, and calculates a shift stage to be set from this shift map. A signal is output to the first and second shift solenoid valves S1 and S2 so as to set the gear position. Further, a signal is output to the linear solenoid valve SLU as necessary.
[0028]
On the other hand, the SBW-ECU 44 has a range selection switch for selecting the parking range (P), reverse range (R), neutral range (N), drive range (D), 2 range (2), and L range (L). 46 is connected and a range selection signal is input. Further, the SBW-ECU 44 receives a valve position signal from a position sensor 47 that detects the range switching position of the rotary valve RV, and various request signals as described later from the ECT-ECU 42. As a result, the SBW-ECU 44 sets the rotary valve RV by the electric motor M based on the valve position signal from the position sensor 47 so that the range selected by the driver with the range selection switch 46 or the requested range described later is set. Drive control. At the same time, a signal indicating the range position is output to the ECT-ECU 42 and a range display (not shown).
[0029]
In the automatic transmission 2 described above, as shown in the operation table of FIG. 2, the first and second shift solenoid valves S1 and S2 are controlled to be ON (）) / OFF (×), so that each friction engagement portion is controlled. (Clutch, brake, one-way clutch) are engaged / released as shown in the operation table of FIG. In FIG. 2, for each friction engagement portion, a circle indicates engagement, and a blank indicates release or engagement / release.
[0030]
Next, in the present embodiment, a control process at a normal time among the controls executed by the ECT-ECU 42 and the SBW-ECU 44 will be described.
In normal times, the SBW-ECU 44 sets the shift range by switching the rotary valve RV according to the selection content of the range selection switch 46. As a result, the line hydraulic pressure in the hydraulic control device 40 is set. In correspondence with the range set by the SBW-ECU 44, on the ECT-ECU 42 side, as shown in FIG. 2, the speed is determined based on the shift map selected according to the pattern select signal. Controls ON / OFF of the 1 and 2 shift solenoid valves S1 and S2.
[0031]
Next, the control process when the shift solenoid is abnormal will be described. 3 is a control process when the ECT gear shift solenoid is abnormal, executed by the ECT-ECU 42, FIG. 4 is a range corresponding gear position setting process executed by the ECT-ECU 42, and FIG. 5 is a SBW gear shift solenoid error executed by the SBW-ECU 44. The control process is shown.
[0032]
The control process when the ECT shift solenoid is abnormal (FIG. 3) will be described. This process is a process that is repeatedly executed in a short control cycle.
When this process is started, it is first determined whether or not the shift solenoids incorporated to drive the first and second shift solenoid valves S1 and S2 are abnormal (S102). This abnormality of the shift solenoid is detected by the ECT-ECU 42 in a separate determination process by measuring the energization state of each shift solenoid by a voltage sensor, a current sensor, etc., and current does not flow or short-circuits due to disconnection during energization drive. It is judged as abnormal when Therefore, in step S102, it is determined whether at least one of the first and second shift solenoid valves S1, S2 is abnormal by reading the result of the determination process.
[0033]
If both the first and second speed change solenoid valves S1 and S2 have no abnormality in the speed change solenoid ("NO" in S102), this process is temporarily terminated. When there is no abnormality in both the shifting solenoids, the first and second shifting solenoids as shown in FIG. 2 are arranged so that the gear position based on the shift map is obtained by the normal control processing in the ECT-ECU 42 as described above. The valves S1 and S2 are turned ON / OFF.
[0034]
If an abnormality of the shift solenoid is detected in one or both of the first and second shift solenoid valves S1 and S2 (“YES” in S102), it is then determined whether or not there is a request for limp home travel. (S104). For example, it is determined that there is a limp home travel request when the driver is about to start traveling by selecting a range with the range selection switch 46 and depressing the accelerator pedal.
[0035]
If there is no limp home travel request here (“NO” in S104), the present process is terminated. As a result, the shift solenoids of the first and second shift solenoid valves S1 and S2 are not energized, and shift control is not performed.
[0036]
If there is a limp home travel request (“YES” in S104), then a limp home shift request is transmitted to the SBW-ECU 44 (S106). As a result, the SBW-ECU 44 enters a mode for performing limp home shift, as will be described later.
[0037]
Then, based on the shift map, the target shift speed is calculated from the accelerator opening and the vehicle speed (S108). The shift map in this case may be a shift map during normal travel, or a shift map specially set for limp home travel.
[0038]
Then, a target range for establishing the target shift speed is calculated (S110). FIG. 6 shows the gear positions that can be taken in each range when one or both of the first and second shift solenoid valves S1, S2 are abnormal.
[0039]
As shown in the figure, when the first speed change solenoid valve S1 is abnormal and the second speed change solenoid valve S2 is normal, only the second speed change solenoid valve S2 is turned ON / OFF, so that the third speed and the fourth speed are set in the D range. The speed range is limited to the third speed in the second range and the first speed and the second speed in the L range. In the second range, since the line hydraulic pressure does not function properly when the second speed change solenoid valve S2 is turned OFF, OFF is not executed.
[0040]
However, if all of the D range, 2 range and L range are used independently of the selection state of the range selection switch 46, all of the first speed to the fourth speed are driven by ON / OFF driving of only the second speed change solenoid valve S2. Can be realized.
[0041]
Further, when the first speed change solenoid valve S1 is normal and the second speed change solenoid valve S2 is abnormal, only the first speed change solenoid valve S1 is driven, and in the D range, the first speed and the fourth speed are changed to 2 The speed range is limited to the first speed and the third speed in the range, and the first speed in the L range. In the L range, OFF of the first shift solenoid valve S1 is not executed because the line hydraulic pressure does not function properly.
[0042]
In this case, if all of the D range, the 2 range, and the L range are used independently of the selection state of the range selection switch 46, the first speed, the third speed, and the It is possible to realize a fourth speed.
[0043]
When both the first and second speed change solenoid valves S1 and S2 are abnormal, both speed change solenoid valves S1 and S2 are fixed. Therefore, the fourth speed is used in the D range, and the third speed is used in the second range. In the L range, the gear position is limited to the first speed.
[0044]
In this case, if all of the D range, the 2 range, and the L range are used independently of the selection state of the range selection switch 46, the first speed, the third speed and the second speed solenoid valve S1, S2 are fixed. It is possible to realize a fourth speed.
[0045]
Accordingly, in step S110, it is determined whether there is a range in which the target shift speed calculated in step S108 can be realized from the abnormal state of the shift solenoid. If there is a corresponding range, that range is set as the target range. For example, when the first speed change solenoid valve S1 is abnormal and the second speed change solenoid valve S2 is normal, all the shift stages for moving forward in the range exist, and therefore the corresponding range always exists.
[0046]
Further, when the first speed change solenoid valve S1 is normal and the second speed change solenoid valve S2 is abnormal, or when both the first and second speed change solenoid valves S1 and S2 are abnormal, the second speed change solenoid valve S2 is in any range. Only speed cannot be realized. Therefore, in this case, when the second speed becomes the target shift speed in step S108, the corresponding range does not exist. In this case, for example, as the target range, a range in which a lower gear (first speed) or a higher gear (third speed) can be realized is calculated as the target range.
[0047]
Next, the target range calculated in this way is transmitted to the SBW-ECU 44 as a required range (S112). As a result, on the SBW-ECU 44 side, the rotary valve RV is switched to the target range regardless of the setting contents of the range selection switch 46, as will be described later.
[0048]
Next, a range corresponding gear position setting process is executed (S114). The details of the range-compatible gear position setting process are as shown in FIG. In this process, first, it is determined from the contents of the set range transmitted from the SBW-ECU 44 whether or not the target range requested to the SBW-ECU 44 in step S112 of FIG. 3 is realized (S116). If the target range is not realized, the current state is maintained (S118), and the present process is temporarily terminated.
[0049]
If the actual range is the target range (“YES” in S116), it is determined whether or not the current range is other than the D range (S120). If it is the D range (“NO” in S120), as shown in FIG. 6, the shift solenoid valve that is not abnormal in the D range is driven, or if both are abnormal, the target shift is not performed. A stage is realized (S122).
[0050]
For example, when the first speed change solenoid valve S1 is abnormal, the fourth speed is calculated as the target gear position (S108 in FIG. 3), and the D range is calculated as the range for realizing the third speed (FIG. 3). S110), it is assumed that the D range is requested to the SBW-ECU 44 (S112 in FIG. 3). As a result, when the SBW-ECU 44 is set to the D range by the rotary valve RV (“YES” in S116, “NO” in S120), in step S122, the second transmission solenoid valve S2 is turned OFF as shown in FIG. This realizes the fourth speed. When the third speed is the target shift speed, it is realized by turning on the second shift solenoid valve S2 in the same D range.
[0051]
On the other hand, if the current range is other than the D range (“YES” in S120), it is next determined whether or not the current range is other than the two ranges (S124). If there are two ranges (“NO” in S124), as shown in FIG. 6, the shift solenoid valve that is not abnormal in the two ranges is driven, or if both are abnormal, the target shift is not performed. A stage is realized (S126).
[0052]
For example, when the first speed change solenoid valve S1 is abnormal, the third speed is calculated as the target gear position (S108 in FIG. 3), and two ranges are calculated as the ranges for realizing the third speed (FIG. 3). S110), it is assumed that the SBW-ECU 44 requests two ranges (S112 in FIG. 3). As a result, when the SBW-ECU 44 makes the two ranges by the rotary valve RV (“YES” in S116, “YES” in S120, “NO” in S124), in step S126, as shown in FIG. The third speed is realized by turning on the valve S2.
[0053]
On the other hand, if it is other than the two ranges (“YES” in S124), it is next determined whether or not the current range is other than the L range (S128). If it is the L range here (“NO” in S128), as shown in FIG. 6, the shift solenoid valve that is not abnormal in the L range is driven, or if both are abnormal, the target shift is not performed. A stage is realized (S130).
[0054]
For example, when the first speed change solenoid valve S1 is abnormal, the second speed is calculated as the target shift speed (S108 in FIG. 3), and the L range is calculated as the range for realizing the second speed (FIG. 3). S110), it is assumed that the L range is requested to the SBW-ECU 44 (S112 in FIG. 3). As a result, if the SBW-ECU 44 is set to the L range by the rotary valve RV (“YES” in S116, “YES” in S120, “YES” in S124, “NO” in S128), step S130 shows that in FIG. The second speed is realized by turning on the second speed change solenoid valve S2. If the first speed is the target shift speed, this is realized by turning off the second shift solenoid valve S2 in the L range.
[0055]
On the other hand, if it is outside the L range (“YES” in S128), the process is temporarily terminated.
As described above, when the first speed change solenoid valve S1 is abnormal and the second speed change solenoid valve S2 is normal, the second speed change solenoid valve S2 is turned ON / OFF and the range is changed by the rotary valve RV. All the shift speeds from the first speed to the fourth speed can be realized.
[0056]
When the first shift solenoid valve S1 is normal but the second shift solenoid valve S2 is abnormal, when the first speed is calculated as the target shift stage (S108 in FIG. 3), as shown in FIG. The ranges that can achieve the first speed are the D, 2, and L ranges. Therefore, for example, the D range is calculated as the target range (S110 in FIG. 3), and the SBW-ECU 44 is requested for the D range (S112 in FIG. 3). Thus, when the SBW-ECU 44 is set to the D range by the rotary valve RV (“YES” in S116, “NO” in S120), in step S122, the first speed change solenoid valve S1 is turned ON as shown in FIG. This realizes the first speed.
[0057]
Even when the SBW-ECU 44 is requested with the 2 or L range as the target range (S110, S112 in FIG. 3), the first speed is calculated as the target shift speed, and the first speed is determined in step S126 or S130. The first speed can be realized by turning on the shift solenoid valve S1.
[0058]
Further, when the second speed is calculated as the target shift speed, there is no range in which the second speed can be realized as shown in FIG. Therefore, as described above, the target range is calculated as a range in which the shift stage that is one step below or one step above the target shift stage can be realized. If the first speed is realized, one of the D, 2 and L ranges is set as the target range, and if the third speed is realized, the second range is set as the target range. For example, if the third speed is realized, the SBW-ECU 44 is requested to have two ranges. As a result, in step S126, the first shift solenoid valve S1 is turned OFF as shown in FIG. 6 in order to realize a shift stage that is one step higher than the target shift stage, here, the third speed.
[0059]
Further, when the third speed is calculated as the target shift speed, the range in which the third speed can be realized as shown in FIG. 6 is two ranges. Therefore, the SBW-ECU 44 is requested with the two ranges as the target range. As a result, in step S126, the third speed is realized by turning off the first shift solenoid valve S1 as shown in FIG.
[0060]
Further, when the fourth speed is calculated as the target shift speed, the range in which the fourth speed can be realized as shown in FIG. 6 is the D range. Therefore, the D range is calculated as the target range and requested to the SBW-ECU 44. Accordingly, in step S122, the fourth speed is realized by turning off the first speed change solenoid valve S1 as shown in FIG.
[0061]
When both the first and second speed change solenoid valves S1 and S2 are abnormal, the gear position is set only by switching the range. That is, when the first speed is calculated as the target shift speed (S108 in FIG. 3), the range in which the first speed can be realized as shown in FIG. 6 is the L range. Therefore, the L range is calculated as the target range and requested to the SBW-ECU 44 (S110, S112 in FIG. 3). As a result, the drive process is not executed in step S130, but the first speed is realized as shown in FIG.
[0062]
Further, when the second speed is calculated as the target shift speed, there is no range in which the second speed can be realized as shown in FIG. Therefore, in this case, in step S110 of FIG. 3, a range that can realize a shift stage that is one step below or one stage that is higher than the target shift stage is calculated as the target range. If the first speed is realized, the L range is set as the target range, and if the third speed is realized, the second range is set as the target range. If the first speed is realized, the same processing is performed as in the case where the first speed is set as the target shift stage as described above. If the third speed is realized, the same processing as in the case where the next third speed is set as the target shift stage is performed.
[0063]
Further, when the third speed is calculated as the target shift speed, the range in which the third speed can be realized as shown in FIG. 6 is two ranges. Accordingly, the two ranges are calculated as target ranges and requested to the SBW-ECU 44. As a result, the drive process is not executed in step S126, but the third speed is realized as shown in FIG.
[0064]
Further, when the fourth speed is calculated as the target shift speed, the range where the fourth speed can be realized as shown in FIG. 6 is the D range. Accordingly, the D range is calculated as the target range and requested to the SBW-ECU 44. As a result, the drive process is not executed in step S122, but the fourth speed is realized as shown in FIG.
[0065]
Here, the SBW shift solenoid abnormality control process (FIG. 5) executed by the SBW-ECU 44 will be described. This process is a process that is repeatedly executed in a short cycle. When this process is started, it is first determined whether or not a limp home shift request is being made (S202). If the limp home shift request is not transmitted from the ECT-ECU 42 in the ECT shift solenoid abnormality control process (FIG. 3) of the ECT-ECU 42 described above ("NO" in S202), the limp home shift mode is not entered. This process is terminated as it is. Therefore, the SBW-ECU 44 executes control for driving the rotary valve RV so as to realize the range corresponding to the selection content of the range selection switch 46 by a separate process not shown.
[0066]
On the other hand, if a limp home shift request is transmitted from the ECT-ECU 42 (“YES” in S202), it is first determined whether or not the vehicle is stopped by entering the limp home shift mode (S204). If the vehicle is stopped (“YES” in S204), the rotary valve RV is driven to the L range (S206). As shown in FIG. 6, even if any of the first and second shift solenoid valves S1 and S2 is abnormal, the first speed, which is the shift stage at the start, always exists in the L range. Therefore, if the L range is set before the start of traveling, a quick start is possible. In this case, the ECT-ECU 42 achieves the first speed in the L range when starting. It should be noted that when the vehicle is stopped, it is possible to follow the required range of the ECT-ECU 42 instead of setting the L range.
[0067]
If the vehicle is running ("NO" in S204), then in order to realize the required range corresponding to the requested range content transmitted from the ECT-ECU 42 by the process of step S112 in FIG. The valve RV is driven (S208). As a result, the SBW-ECU 44 realizes a range according to the request of the ECT-ECU 42 independently of the range selection switch 46.
[0068]
In the configuration described above, the range selection switch 46 corresponds to the position switching operation unit, the rotary valve RV corresponds to the position switching mechanism, and the first and second shift solenoid valves S1 and S2 correspond to the gear position switching mechanism. The process performed by the ECT-ECU 42 for determining whether the first and second shift solenoid valves S1 and S2 are disconnected or short-circuited corresponds to a process as a gear position switching failure detection means. The ECT shift solenoid abnormality control process (FIG. 3), the range-compatible shift stage setting process (FIG. 4), and the SBW shift solenoid abnormality control process (FIG. 5) are processes as a failure position switching means and a failure automatic transmission means. It corresponds to.
[0069]
According to the first embodiment described above, the following effects can be obtained.
(I). When a failure of one or both of the first and second speed change solenoid valves S1, S2 is detected, the SBW-ECU 44 requests the ECT-ECU 42 side independently of the range selection switch 46 operated by the driver. The rotary valve RV drive corresponding to the range is executed. As a result, the number of shift speeds limited in one range can be increased in the event of a failure.
[0070]
For example, when the first speed change solenoid valve S1 is abnormal and the second speed change solenoid valve S2 is normal, the hydraulic pressure related to the first speed change solenoid valve S1 cannot be switched. For this reason, as shown in FIG. 6, if the gear is fixed to the D range, the gear position is limited to the third speed and the fourth speed, the second range is limited to the third speed, and the L range is the first speed. Limited to 2nd speed. However, since the SBW-ECU 44 realizes a range corresponding to the required range on the ECT-ECU 42 side in step S208 of the SBW shift solenoid abnormality control process (FIG. 5), the first to fourth shift stages are realized. It becomes possible.
[0071]
Further, when the first speed change solenoid valve S1 is normal, but the second speed change solenoid valve S2 is abnormal, the hydraulic pressure related to the second speed change solenoid valve S2 cannot be switched. For this reason, as shown in FIG. 6, if the gear range is fixed to the D range, the gear position is limited to the first speed and the fourth speed, the second range is limited to the first speed and the third speed, and the L range is Limited to 1st speed. However, since the SBW-ECU 44 realizes the range corresponding to the required range on the ECT-ECU 42 side as described above, it is possible to realize the first, third, and fourth speed gears.
[0072]
Further, when both the first and second speed change solenoid valves S1 and S2 are abnormal, it becomes impossible to switch the hydraulic pressure related to the first and second speed change solenoid valves S1 and S2. For this reason, as shown in FIG. 6, if the gear is fixed to the D range, the gear position is limited to the fourth speed, the second range is limited to the third speed, and the L range is limited to the first speed. However, since the SBW-ECU 44 realizes the range corresponding to the required range on the ECT-ECU 42 side as described above, it is possible to realize the first, third, and fourth speed gears.
[0073]
Since the number of shift speeds that can be realized in this way is increased, the shift speeds limited by failure can be increased without providing a special emergency device for fail-safe operation. Smooth limp home travel is possible. In addition, since no special emergency device is provided, it is not necessary for the driver to perform a special operation on the emergency device for shifting. For this reason, the vehicle drivability at the time of fail safe can be made favorable.
[0074]
(B). Since the first and second speed change solenoid valves S1 and S2 are electromagnetic valves, a failure can be easily determined by detecting a disconnection or a short circuit, and the number of gears can be increased accurately. As a result, the vehicle drivability at the time of fail-safe can be improved.
[0075]
[Embodiment 2]
In the present embodiment, an ECT shift solenoid abnormality control process shown in FIG. 7 is executed instead of the ECT shift solenoid abnormality control process (FIG. 3). The other configuration is the same as that of the first embodiment.
[0076]
The control process when the ECT shift solenoid is abnormal (FIG. 7) will be described. Note that the same step numbers are assigned to the same processes as those in FIG.
First, steps S102 to S106 are the same as those in FIG. After the limp home shift request is transmitted to the SBW-ECU 44 in step S106, a shift map corresponding to the abnormality of the shift solenoid is set (S107). As described with reference to FIG. 6, in the automatic transmission 2 according to the present embodiment, when the first shift solenoid valve S1 is abnormal, it is possible to shift from the first speed to the fourth speed by switching the range. is there. However, when the first shift solenoid valve S1 is abnormal and when both the shift solenoid valves S1 and S2 are abnormal, the first speed, the third speed, and the fourth speed can be realized even if the range is switched. Second speed cannot be realized.
[0077]
For this reason, there are two types of shift maps that are used in advance when the shift solenoid is abnormal: a shift map that allows the first to fourth shift stages and a shift map that allows only the first, third, and fourth speeds. The shift map is designed and stored in the ROM of the ECT-ECU 42. At the time of execution of step S107, a shift map corresponding to the abnormal content of the shift solenoid is selected from these two types of shift maps and set as a shift map used for shift control at the time of abnormality.
[0078]
The target shift speed is calculated from the accelerator opening and the vehicle speed by using the shift map set in accordance with the abnormality content of the shift solenoid in this way (S108).
Then, a target range for establishing the target shift speed is calculated (S111). Here, since the target shift speed is calculated from the shift map corresponding to the abnormal content of the shift solenoid in step S107, there are always ranges in the D, 2 and L ranges where the target shift speed can be realized. Accordingly, there is no gear position in any range as described in step S110 of FIG. 3, and therefore the range is not determined by shifting the gear position.
[0079]
Next, the target range calculated in this way is transmitted to the SBW-ECU 44 as a required range (S112). Then, a range-compatible gear position setting process (S114) is executed, and this process is temporarily terminated.
[0080]
In the configuration described above, the ECT shift solenoid abnormality control process (FIG. 7), the range-compatible gear position setting process (FIG. 4), and the SBW shift solenoid abnormality control process (FIG. 5) This corresponds to processing as a speed change means.
[0081]
According to the second embodiment described above, the following effects can be obtained.
(I). The effects (a) and (b) of the first embodiment are produced.
(B). Since the shift map corresponding to the abnormal content of the shift solenoid can be used by the processing of step S107, limp home traveling by automatic shift becomes smoother, and the vehicle drivability at the time of fail safe can be further improved. it can.
[0082]
[Embodiment 3]
In the present embodiment, an ECT shift solenoid abnormality control process shown in FIG. 8 is executed instead of the ECT shift solenoid abnormality control process (FIG. 3). The other configuration is the same as that of the first embodiment.
[0083]
The control process (FIG. 8) when the ECT shift solenoid is abnormal will be described. Note that the same step numbers are assigned to the same processes as those in FIG.
First, steps S102 to S108 are the same as those in FIG. After the target shift speed is calculated in step S108, the whole range that can realize this target shift speed is calculated (S111a).
[0084]
Here, as shown in FIG. 6, when the first speed change solenoid valve S1 is abnormal and the second speed change solenoid valve S2 is normal, if the first speed is the target speed, the target speed is realized. The range which can be done is one L range. Therefore, in this case, only the L range is calculated. Similarly, if the second speed is the target shift speed, only the L range is calculated, and if the fourth speed is the target shift speed, only the D range is calculated. However, if the third speed is the target shift speed, two values of D and 2 ranges are calculated.
[0085]
Further, when the first shift solenoid valve S1 is normal but the second shift solenoid valve S2 is abnormal, if the first speed is the target shift stage, the range in which the target shift stage can be realized is D, 2, L There are three ranges. Therefore, in this case, these three are calculated. Since there is no corresponding range in the case of the second speed, a range that can be realized for the lower gear or the upper gear is calculated. In this case, if the first speed is used, three of the D, 2 and L ranges are calculated as described above. If the third speed is the target gear, only two ranges are calculated, and if the fourth speed is the target gear, only the D range is calculated.
[0086]
Further, when both the first and second speed change solenoid valves S1 and S2 are abnormal, only the L range is calculated if the first speed is the target shift stage. Since there is no corresponding range in the case of the second speed, if the first speed one step below is used as described above, only the L range is calculated. If the third speed is the target gear, only two ranges are calculated, and if the fourth speed is the target gear, only the D range is calculated.
[0087]
When all the ranges capable of realizing the target shift speed are calculated in this way, it is next determined whether or not the same range as the previous target range exists in all the ranges (S111b).
[0088]
When the same range exists (“YES” in S111b), the previous target range is set as the target range (S111c). For this reason, even if the target shift speed is changed, the target range remains the same. For example, when the first speed change solenoid valve S1 is abnormal and the second speed change solenoid valve S2 is normal, the second speed change solenoid valve S2 is turned OFF in the D range to realize the fourth speed. Consider shifting to 3rd gear. In this case, as shown in FIG. 6, there are two methods, a process of turning on the second shift solenoid valve S2 by changing to the two ranges and a process of turning on the second shift solenoid valve S2 while maintaining the D range. Exists. Of these, the latter process is the same as the previous target range, so the D range is set as the target range.
[0089]
If the same range does not exist ("NO" in S111b), select one from all the calculated ranges as the target range, or if there is one calculated range, use that range as the target range. Set (S111d). In addition, when there are a plurality of calculated ranges, it is possible to select the one with the smaller drive amount of the electric motor M that drives the rotary valve RV in order to move the range from the previous target range to the corresponding range.
[0090]
When the target range is set in step S111c or S111d, this target range is transmitted to the SBW-ECU 44 as a required range (S112). Then, a range-compatible gear position setting process (S114) is executed, and this process is temporarily terminated.
[0091]
In the configuration described above, the ECT shift solenoid abnormality control process (FIG. 8), the range-compatible gear setting process (FIG. 4), and the SBW shift solenoid abnormality control process (FIG. 5) This corresponds to processing as a speed change means.
[0092]
According to the third embodiment described above, the following effects can be obtained.
(I). The effects (a) and (b) of the first embodiment are produced.
(B). When changing the gear position, the target range is not changed as much as possible, so that energy consumption by the electric motor M that drives the rotary valve RV can be reduced.
[0093]
[Other embodiments]
(A). In each of the above-described embodiments, an automatic transmission with four forward speeds is used. However, for example, the present invention can be applied to a transmission with five forward speeds or other stages.
[0094]
Further, the shift speeds that are possible when each shift solenoid is abnormal vary depending on the configuration of the shift solenoid valve and the hydraulic control device incorporating the shift solenoid valve, and the case of four forward speeds is limited to the contents shown in FIG. Absent. However, in any configuration, when the shift solenoid is abnormal, by switching the range independently of the driver's operation, the limited gear stage can be increased due to failure, and smooth limp home by automatic shift Traveling is possible, and the effects described in the embodiments are produced.
[0095]
(B). Between step S106 and step S108 in FIG. 8, a shift map setting process according to the abnormality of the shift solenoid in step S107 described in FIG. 7 may be added.
[0096]
(C). In each of the embodiments, a lever type may be used instead of a button switch type range switching operation unit such as the range selection switch 46.
As the range switching mechanism, the rotary valve RV is used, but an electromagnetic valve may be used.
[Brief description of the drawings]
FIG. 1 is a block diagram illustrating a schematic configuration of a transmission control apparatus according to a first embodiment.
FIG. 2 is an operation explanatory diagram of each friction engagement portion and a shift solenoid valve for setting a gear position in each range.
FIG. 3 is a flowchart of an ECT shift solenoid abnormality control process executed by the ECT-ECU of the first embodiment.
FIG. 4 is a flowchart of a range-compatible gear position setting process that is also executed by the ECT-ECU.
FIG. 5 is a flowchart of SBW shift solenoid abnormality control processing executed by the SBW-ECU according to the first embodiment;
FIG. 6 is an explanatory diagram of a relationship between a shift stage established when a shift solenoid is abnormal and a shift solenoid valve operation.
FIG. 7 is a flowchart of an ECT shift solenoid abnormality control process executed by the ECT-ECU of the second embodiment.
FIG. 8 is a flowchart of an ECT shift solenoid abnormality control process executed by the ECT-ECU of the third embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 2 ... Automatic transmission, 4 ... Lock-up clutch, 6 ... Torque converter, 8 ... 2nd transmission part, 10 ... 1st transmission part, 12 ... Carrier, 14 ... Turbine runner, 16 ... Sun gear, 18 ... Housing, 20, 22 ... Sun gear, 24 ... Sun gear shaft, 26, 28 ... Ring gear, 30 ... Carrier, 32 ... Ring gear, 34 ... Output shaft, 36 ... Carrier, 40 ... Hydraulic control device, 42 ... ECT-ECU, 44 ... SBW-ECU, 46 ... range selection switch, 47 ... position sensor, M ... electric motor, RV ... rotary valve, S1 ... first transmission solenoid valve, S2 ... second transmission solenoid valve, linear solenoid valve SLU.

Claims (4)

And position switching mechanism that performs the position switching of the vehicle transmission electrically interlocked with the operation state of the port Jishon switching operation part corresponds by being driven and controlled by the position which is set through the position switching mechanism A shift control device that performs a shift with a shift speed switching mechanism that sets a shift speed that can be realized at a position;
A gear change failure detecting means for detecting a failure of the gear change mechanism;
If a failure in the shift stage switching failure detecting means is detected, the position switching by the position switching mechanism, and the late Sawatoki position switching means to run independently of the position switching operation part,
A shift control apparatus comprising: 2. The shift control apparatus according to claim 1, wherein the transmission is driven to change speed by hydraulic pressure, and the position switching mechanism and the gear position switching mechanism are hydraulic pressure switching valves. 3. The shift stage switching mechanism according to claim 2, wherein the shift stage switching mechanism is an electromagnetic valve, and the shift stage switching failure detecting means detects that the shift solenoid that drives the solenoid valve cannot be normally energized. A shift control apparatus that detects that 4. The target shift speed is calculated from the accelerator opening and the vehicle speed, and the target position for establishing the target shift speed corresponds to the number of shift speeds that can be realized by the failure position switching means. and with fault during automatic shifting means for requests,
The gear change control device, wherein the failure position switching means performs position switching by the position switching mechanism in accordance with a target position required by the trouble automatic transmission means .

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