JP6416732B2 - Shift control device for transmission - Google Patents

Description

  The present invention relates to a shift control device for a transmission, and more particularly to a shift control device for a transmission including a shift device of an SBW (Shift By Wire) type.

  Recently, various shift control devices for transmissions including an SBW shift device have been proposed. For example, in the shift control devices described in Patent Documents 1 and 2, selection of a shift range (position) is predetermined within a predetermined time. When the number of times has been exceeded, switching of the travel range is prohibited, and even in such a case, switching to the parking range (or neutral range), which is a non-travel range, is permitted.

Japanese Patent No. 4935951 Japanese Patent No. 4940513

  The techniques described in Patent Documents 1 and 2 are configured to meet the driver's intention while preventing the deterioration of the durability of the shift actuator (electric motor) as described above. Since the load applied to the actuator is determined by counting the number of times selected, the reduction in durability is not always sufficient.

  That is, the durability of an electric motor that is an actuator should be influenced more greatly by the temperature generated by driving the motor than by the load by selecting the shift range. In the point of judging indirectly, dissatisfaction remained about prevention of the fall of durability.

  Accordingly, the object of the present invention is to solve the above-mentioned problems and reliably prevent a decrease in the durability of the actuator by estimating the temperature generated by driving the actuator, which greatly affects the durability of the actuator. It is an object of the present invention to provide a shift control device for a transmission that is adapted to the intention of the transmission as much as possible.

  In order to achieve the above object, in claim 1, a shift operation of a driver by an SBW shift device of a transmission mounted on a vehicle is detected, and a shift position selected by the shift operation is indicated. A transmission comprising: a shift operation detection unit that outputs a signal; and a control unit that controls driving of the actuator so as to switch to a shift position selected by the shift operation in accordance with a signal output from the shift operation detection unit In this shift control apparatus, the control unit increases the temperature generated by driving the actuator every time the shift operation is detected by the shift operation detection unit, while the shift operation is detected during a predetermined time. A temperature estimating means for reducing and estimating each time the temperature is not estimated, comparing the temperature estimated by the temperature estimating means with a threshold value, When the temperature estimated by the estimating means exceeds the threshold value, except for the non-travel shift position, and as configured and a prohibiting means for prohibiting the switching of the shift position selected by the shift operation.

  In the shift control apparatus for a transmission according to claim 2, the temperature estimation means includes temperature detection means for detecting the ambient temperature of the actuator, and based on the ambient temperature detected by the temperature detection means. The initial temperature value was estimated.

  In the shift control apparatus for a transmission according to claim 3, the temperature estimation means includes temperature detection means for detecting the ambient temperature of the actuator, and based on the ambient temperature detected by the temperature detection means. The unit amount for increasing the temperature is different from the unit amount for decreasing the temperature.

  The shift control apparatus for a transmission according to claim 4, wherein when the temperature estimated by the temperature estimation unit exceeds the threshold value, the prohibiting unit switches to the parking position among the non-traveling shift positions. Is preferentially permitted.

  In the shift control device for a transmission according to claim 5, the prohibiting means is configured to increase the temperature even when permitting switching to the parking position.

  In the shift control apparatus for a transmission according to claim 6, when the prohibiting means prohibits switching to the shift position selected by the shift operation except for the non-traveling shift position, a warning is given to the driver. It was configured as follows.

  In the shift control apparatus for a transmission according to claim 1, the temperature generated by driving the actuator is increased every time a shift operation is detected, and is estimated by decreasing every time a shift operation is not detected. In addition, when the estimated temperature exceeds the threshold value, the switch to the shift position selected by the shift operation is prohibited except for the non-traveling shift position, which greatly affects the durability of the actuator. By estimating the temperature generated by driving and comparing it with the threshold value, it is possible to reliably prevent a decrease in the durability of the actuator. In addition, by permitting switching to the non-traveling shift position, it is possible to follow the driver's intention and to resolve the anxiety when getting off the vehicle.

  Furthermore, since the temperature generated by driving the actuator is estimated while increasing / decreasing according to the presence / absence of the shift operation, the temperature can be estimated by reducing the temperature every time a shift operation for a predetermined time is not detected. The shift operation is not unnecessarily restricted while reliably preventing a decrease in the durability of the actuator.

  In the shift control device for a transmission according to claim 2, since the initial temperature value is estimated based on the detected ambient temperature of the actuator, the temperature can be estimated with high accuracy. It is possible to more reliably prevent a decrease in durability.

  In the shift control device for a transmission according to claim 3, the unit amount for increasing the temperature and the unit amount for decreasing the temperature are configured to be different from each other based on the detected actuator ambient temperature. Therefore, it is possible to estimate the temperature with high accuracy, and thus it is possible to more reliably prevent a decrease in the durability of the actuator.

  In the shift control device for a transmission according to claim 4, when the estimated temperature exceeds a threshold value, it is configured to preferentially allow switching to the parking position among the non-traveling shift positions. In addition to the effect, the driver can better conform to the intention of the driver.

  Since the shift control device for a transmission according to claim 5 is configured to increase the temperature even when switching to the parking position is permitted, in addition to the above-described effect, the temperature can be estimated more accurately. Can do.

  The shift control device for a transmission according to claim 6 is configured to warn the driver when prohibiting switching to the shift position selected by the shift operation except for the non-travel shift position. In addition to the effects described above, the driver can be made aware of the current situation and prompted to perform another shift operation as necessary.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram illustrating an entire shift control device for a transmission according to an embodiment of the present invention. It is a top view of the shift apparatus in the shift control apparatus of FIG. It is a flowchart which shows operation | movement of the shift control apparatus of FIG. 3 is a time chart for explaining the processing of the flow chart. 3 is a data diagram showing a setting example such as the initial value of the temperature used in the flow chart.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a schematic view generally showing a shift control device for a transmission according to an embodiment of the present invention, and FIG. 2 is a plan view of the shift device therein.

  As shown in the figure, a shift control apparatus for a transmission according to an embodiment includes an engine 10 mounted on a vehicle (not shown), a transmission 12 that changes the output of the engine, and an SBW (Shift By Wire). The system shift device 14 and an ECU (Electronic Control Unit) 16 are provided.

  The engine 10 is composed of a gasoline engine using gasoline or a hybrid of a gasoline engine and an electric motor. The engine 10 is started by turning on an ignition switch to generate a rotational driving force.

  The engine 10 is connected to the transmission 12 via a torque converter 20. The transmission 12 is an automatic transmission, and the rotational driving force of the engine 10 is changed at a transmission gear ratio selected by a shift operation of the driver in the transmission 12 and output from the output shaft 22 to driving wheels (not shown). The

  The shift device 14 has a generally box shape with a cover 14a, and is installed, for example, in the vicinity of an instrument panel (not shown) in a driver's seat in the vehicle. As shown in FIG. 2, the cover 14a of the shift device 14 is formed with a gate groove 14a1, and a shift lever 14b having a shift knob attached to the upper end thereof is inserted therethrough (for convenience of illustration, the shift lever 14b is connected to the shift knob 14). ).

  In this embodiment, there are five shift positions (positions and ranges): P (parking and parking), R (reverse and reverse), N (neutral), D (drive and forward), and L (low and forward). Of these, four (R, N, D, L) are assigned to the gate groove 14a1, and the remainder (P) is assigned to a push button type P switch 14a2 that can be pressed by the driver.

  The shift lever 14b is configured to be freely movable between four positions corresponding to the driver's manual operation, and is configured to return to the neutral position (home position) when the driver releases the hand. .

  A position sensor 14 c is stored inside the shift device 14. Five position sensors 14c corresponding to the five shift positions and the neutral position are provided, and specifically, a P switch that generates (detects) an output indicating that the driver has operated (pressed) the P switch 14a2. The detection sensor 14c1, the R position detection sensor 14c2, and the N position detection sensor 14c3, D that generate (detect) output indicating that the shift lever 14b has been operated to the R position, the N position, the D position, the L position, and the neutral position. It consists of a position detection sensor 14c4, an L position detection sensor 14c5, and a neutral position detection sensor 14c6.

  More specifically, the R position detection sensor 14c2, the N position detection sensor 14c3, the D position detection sensor 14c4, the L position detection sensor 14c5, and the neutral position detection sensor 14c6 are not instantaneous but are predetermined in the R position. When held for more than a time, it produces an output indicating that it has been operated at that position.

  The shift device 14 is electrically connected to the ECU 16, and a signal (output) indicating the shift position (position) selected (operated) by the driver's shift operation is sent from the position sensor 14 c to the ECU 16. The ECU 16 displays the selected shift position at an appropriate position on the instrument panel based on the signal from the position sensor 14c.

  The ECU 16 includes a microcomputer including a CPU, a ROM, a RAM, an I / O, and the like. Although not shown, the ECU 16 is housed in a case and is installed near the instrument panel in the driver's seat in the vehicle.

  A temperature sensor (temperature detecting means) 24 for controlling the temperature of the air conditioner is disposed in the vicinity of the instrument panel in the driver's seat of the vehicle in which the housing case of the ECU 16 is installed, and generates an output corresponding to the room temperature to produce the ECU 16. To send.

  Although not shown, a sensor group 26 that detects shift control parameters such as a vehicle speed and an accelerator opening is provided at an appropriate position of the vehicle, and the detected output is sent to the ECU 16.

  The ECU 16 moves a manual valve (not shown) of the hydraulic pressure supply mechanism 32 of the transmission 12 via the actuator 30 based on the position signal output from the position sensor 14c. Actuator 30 consists of an electric motor.

  Although not shown, the hydraulic pressure supply mechanism 32 is driven by the engine 10 to pump up hydraulic oil from an oil pan formed on the bottom surface of the case of the transmission 12 and discharge it to an oil passage connected to various hydraulic clutches and the like. A hydraulic pump and a plurality of electromagnetic solenoid valves arranged in the oil passage are provided.

  When the position signal is D, L, or R, the ECU 16 shifts the hydraulic oil by supplying and discharging hydraulic oil by exciting and demagnetizing these electromagnetic solenoid valves based on the output of the sensor group 26 that detects the shift control parameter. To control.

  Although not shown, the actuator (electric motor) 30 is connected to a manual valve via a control shaft. The control shaft is fixed to a fan-shaped detent plate in the vicinity of being connected to the manual valve.

  The fan-shaped portion of the detent plate has a number of recesses corresponding to the shift position described above, and a pin attached to the case of the transmission 12 via a lever is disposed in the vicinity of the recess so as to be engageable. .

  Therefore, when the actuator 30 is energized and driven via a driver (driving circuit), the control shaft is rotated according to the driving of the actuator 30, and the detent plate is rotated accordingly, so that the pin is placed in the concave portion corresponding to the rotation. Even when engaged and the power supply to the actuator 30 is stopped, the control shaft (and the manual valve) are held in that position.

  The actuator 30 is disposed outside the case of the transmission 12 (on the engine room side). The driver of the actuator 30 is housed in a case provided separately from the housing case of the ECU 16 and is disposed in the vicinity of the housing case of the ECU 16.

  As described above, the shift control device according to this embodiment detects the driver's shift operation by the SBW shift device 14 of the transmission 12 mounted on the vehicle, and indicates the shift position selected by the shift operation. A position sensor (shift operation detection unit) 14c that outputs a signal, and an ECU (control unit) 16 that controls driving of the actuator 30 so as to switch to a shift position selected by a shift operation in accordance with a signal output from the position sensor 14c. With.

  More specifically, the ECU 16 outputs a position switching signal to the driver of the actuator 30, and the driver is configured to drive the manual valve via the actuator 30 based on the signal from the ECU 16.

  Further, the ECU 16 estimates the temperature generated by the driving of the actuator 30. When the temperature estimated by the temperature estimating means 16a exceeds a threshold, the non-traveling shift position (P, N ) Except for the shift position selected by the shift operation, more specifically, a prohibition means (prohibition unit) 16b that prohibits switching to the travel shift position (D, N, R).

  In addition, the ECU 16 includes a shift control means (shift control unit) 16c that controls the shift at the travel shift position as described above, but this has no direct relation to the shift control device according to the embodiment. Therefore, further explanation is omitted.

  Next, the operation of the shift control apparatus according to the embodiment, more specifically, the temperature estimation means 16a and the prohibition means 16b of the ECU 16 will be described.

  FIG. 3 is a flow chart showing the operation, and FIG. 4 is a time chart for explaining the processing of the flow chart of FIG. The program shown in FIG. 3 is started when the engine 10 is started, and thereafter is executed every predetermined time, for example, every 10 msec.

  In the following, the initial value (initial temperature) of the temperature T generated by driving the actuator 30 is estimated (set) in S10 (S: program processing step).

  FIG. 5 is a data diagram showing an example of setting the initial value and the like. In this embodiment, the illustrated data is obtained in advance through experiments and stored in the ROM of the ECU 16.

  The data shown in FIG. 5 is composed of two data on the actuator 30 and its driver (drive circuit), and is based on two types of high and low data that are different in temperature conditions indicating a range from a lower limit value to an upper limit value (allowable temperature). Become.

  These values are set from the usable temperature of the component material for the actuator 30 and the glass transition point of the electronic circuit board for the driver. As illustrated, the upper limit values c and g are set lower for the driver than for the actuator 30.

  In S10, an initial value (initial temperature) of the temperature T is set among the temperature conditions of the driver and the actuator 30 based on the output of the temperature sensor 24 installed in the vicinity thereof.

  More specifically, for the driver, the initial value of the temperature T is the detected value of the upper temperature sensor 24 if the vehicle interior temperature detected from the output of the temperature sensor 24 is less than a reference temperature, for example, 20 ° C. On the other hand, if it is 20 ° C. or higher, the lower d is set (for example, 60 ° C.).

  For the actuator 30 as well, if the vehicle interior temperature detected from the output of the temperature sensor 24 is lower than the reference temperature, the detected value of the upper temperature sensor 24 is used. For example, 60 ° C.). Although the lower values d and h are the same value, they may be different.

  As described above, the temperature T is set for each of the driver and the actuator 30. As a result, the temperature T consists of two values. In the following description, both are simply referred to as the temperature T. The initial value is indicated by α at time t1 in the time chart of FIG.

  This also applies to the unit amounts Δta and Δts when the temperature T, which will be described later, is increased or decreased depending on whether or not the vehicle interior temperature detected from the output of the temperature sensor 24 is lower than the reference temperature. Selected.

  The process of S10 is executed only once when the engine 10 is started, and the process of S10 is skipped in the next and subsequent program loops by using an appropriate flag.

  In the process of S10, in addition to the temperature sensor 24 (or in place of the temperature sensor 24), the output of an outside air temperature sensor, an engine water temperature sensor, an air conditioner sensor other than the temperature sensor 24, etc., disposed at an appropriate position of the vehicle is used. Also good.

  Next, in S12, it is determined whether or not a shift operation has been performed. This is determined from the output of the position sensor 14c.

  When the result in S12 is negative, the program proceeds to S14, in which it is determined whether or not a predetermined time, more specifically, a predetermined time (for example, 1.0 sec) has elapsed since the previous shift operation. In the first program loop, the determination in S14 is naturally denied and the subsequent processing is skipped.

  On the other hand, when the result in S12 is affirmative, the program proceeds to S16, in which the estimated temperature T is compared with the threshold value Tth, and it is determined whether or not the estimated temperature T exceeds the threshold value Tth. More specifically, this processing is also performed by comparing the temperature T for the driver and the temperature T for the actuator 30 with a threshold value Tth set separately corresponding to them.

  This threshold value Tth originally means the upper limit value (allowable temperature) of the data shown in FIG. 5, but is set by subtracting a value obtained by multiplying an increment unit amount Δta, which will be described later, by a predetermined integer from the upper limit value for safety. To do.

  When the result in S16 is negative, the program proceeds to S18, the position is switched to the position selected by the shift operation, and then the program proceeds to S20, where Δta is added to the temperature T and the temperature T is increased by Δta.

  The unit amount Δta when increasing is shown in the data diagram of FIG. Specifically, the upper side (Δta1 ° C./time, Δta3 ° C./time) and the lower side (Δta2 ° C./time, Δta4 ° C./time) depending on whether or not the vehicle interior temperature detected from the output of the temperature sensor 24 is lower than the reference temperature. And the temperature T is increased and corrected. As a result, the two temperatures T are also increased by the unit amount Δta.

  For example, Δta1 is 1.7 ° C./time, Δta2 is 0.8 ° C./time, Δta3 is 0.09 ° C./time, and Δta4 is 0.09 ° C./time. Here, “times” means that the program of the flow chart of FIG. 3 indicates the number of loops. Therefore, in terms of Δta1, the temperature T is corrected to increase by 1.7 ° C. every time S20 is looped in the flow chart of FIG. .

  Referring to the time chart of FIG. 4, the position is P at time t1 when the execution of the flow chart of FIG. 3 is started, and after this state continues for a while, there is a shift operation to D at time t2. Then, the actual position is also switched to D, and the temperature T is also increased by the unit amount Δta.

  Returning to the description of the flow chart of FIG. 3, the result of S12 is negative and the process proceeds to S14. When the passage of the predetermined time is confirmed and the result is affirmed, the process proceeds to S22, and the unit amount Δts is subtracted from the temperature T. Is reduced by Δts.

  The data amount in FIG. 5 shows the unit amount Δts when the amount is similarly reduced. The unit amount Δts for reduction is also selected based on whether or not the output of the temperature sensor 24 is lower than the reference temperature. Specifically, whether or not the vehicle interior temperature detected from the output of the temperature sensor 24 is lower than the reference temperature. Either the upper side (Δts 1 ° C./sec, Δts 3 ° C./sec) or the lower side (Δts 2 ° C./sec, Δts 4 ° C./sec) is selected to increase and correct the temperature T. As a result, the two temperatures T are also decreased by the unit amount Δts.

  For example, Δts1 is 0.2 ° C./sec, Δts 2 is 1.3 ° C./sec, Δts 3 is 0.01 ° C./sec, and Δts 4 is 0.02 ° C./sec. Speaking of Δts1, every time S22 is looped in the flow chart of FIG. 3, the temperature T is corrected to decrease by 0.2 ° C. for 1 second. In other words, every time S22 is looped 100 times, the temperature T is corrected to decrease by 0.2 ° C. Is done.

  As described above, the temperature T generated by driving the actuator 30 is increased by the unit amount Δta every time a shift operation is detected, and is united every time a shift operation is not detected for a predetermined time (for example, 1.0 sec). It is estimated (set) by decreasing it by the amount Δts. The unit amounts Δta and Δts are set to different values on the upper side and the lower side based on the ambient temperature of the actuator 30, more specifically, the ambient temperature of the driver. Since the unit amount Δta when increasing is a numerical value per loop (times), it is set to a value larger than the unit amount Δts per second when decreasing.

  In the flow chart of FIG. 3, as long as it is determined negative in S16 and it is determined that the estimated temperature T does not exceed the threshold value Tth, more specifically, one of the estimated temperatures T for the driver and the actuator 30 is the threshold value Tth. As long as it is determined that the value does not exceed the value, it is increased or decreased according to the presence or absence of the shift operation.

  The case of decreasing in the time chart of FIG. 4 is indicated by an imaginary line with the symbol β. Further, as shown in the figure, while it is determined that the estimated temperature T does not exceed the threshold value Tth, the position is directly switched to the position selected by the shift operation.

  On the other hand, when it is determined in S16 that the estimated temperature T exceeds the threshold value Tth, the process proceeds to S24, and it is determined whether the position selected by the shift operation is P or N, that is, the non-traveling position.

  When the result in S24 is affirmative and it is determined that the non-traveling position is P or N, the process proceeds to S18, and the position is switched to P or N. However, when the vehicle is in a stopped or substantially stopped state based on the detected vehicle speed, the P position is given priority even if the N position is selected (although it is a non-traveling position, switching to N is performed). Not accepted).

  In other words, when the estimated temperature T exceeds the threshold value Tth, switching to the shift position selected by the shift operation is prohibited except for the non-travel shift position (P, N). This is shown from time t3 to t5 and from t6 to t8 in the time chart of FIG.

  On the other hand, when the result in S24 is negative, the process proceeds to S26, where it is determined whether the position selected by the shift operation is a position change from D to R or R to D. When the result is affirmative, the process proceeds to S28. Switch the position to N.

  This is because, as shown after time t4 in FIG. 4, when switching to R (or D) in a short time after switching to D (or R), the ECU 16 This is for automatically switching to N by the inhibit function.

  Returning to the description of the flow chart of FIG. 3, the process then proceeds to S30 to give a warning. Specifically, the warning is performed by turning on an MIL (Malfunction Indicator Lamp) provided on the instrument panel of the vehicle or by operating an audio device or the like to generate sound.

  On the other hand, when the result in S26 is negative, the program proceeds to S32 and the shift lock operation is performed. That is, switching to the travel position (D, R, L) is prohibited, the process proceeds to S34, and a warning is issued as in S30.

  Referring again to the time chart of FIG. 4, the above processing prohibits switching to the travel position (D, R, L) from time t3 to t5 and from time t6 to t8. A warning is issued (when affirmative is determined in S24 in the flow chart of FIG. 3 and the process proceeds to S18, a warning is given in the time chart of FIG. 4 but is omitted in FIG. 3 for simplification). After shifting to the P position at time t7, all shift operations are invalidated as long as the temperature T exceeds the threshold value Tth.

  As described above, in this embodiment, a signal indicating the shift position selected by the shift operation is detected by detecting the shift operation of the driver by the SBW shift device 14 of the transmission 12 mounted on the vehicle. And a drive operation of the actuator (electric motor) 30 so as to switch to the shift position selected by the shift operation according to a signal output from the shift operation detection unit. In the transmission shift control apparatus including the control unit (ECU 16), the control unit increases the temperature T generated by driving the actuator every time the shift operation is detected by the shift operation detection unit. On the other hand, each time the shift operation is not detected for a predetermined time, it is decreased (decreasing The temperature estimation means (temperature estimation unit 16a, S10 to S14, S18 to S22) to be estimated and the temperature T estimated by the temperature estimation means are compared with a threshold value Tth, and the temperature estimation means When the estimated temperature exceeds the threshold value, a prohibiting unit (prohibiting unit) that prohibits switching to the shift position (R, D, L) selected by the shift operation except for the non-traveling shift position (P, N). 16b, S16, S24 to S34), the temperature T generated by driving the actuator 30 that greatly affects the durability of the actuator 30 is estimated and compared with the threshold value Tth. It is possible to reliably prevent a decrease in durability. In addition, by permitting switching to the non-traveling shift position, it is possible to follow the driver's intention and to resolve the anxiety when getting off the vehicle.

  Furthermore, since the temperature T generated by driving the actuator 30 is estimated while increasing / decreasing according to the presence / absence of the shift operation, it is estimated every time a shift operation for a predetermined time is not detected and the cooling of the temperature T is also estimated. Thus, the shift operation is not unnecessarily restricted while reliably preventing a decrease in the durability of the actuator 30.

  The temperature estimation means includes temperature detection means (such as the temperature sensor 24) for detecting the ambient temperature of the actuator 30, and calculates the initial value of the temperature T based on the ambient temperature detected by the temperature detection means. Since it is configured as inferred (S10), the temperature T can be estimated with high accuracy, and hence the durability of the actuator 30 can be more reliably prevented from being lowered.

  Further, when the vehicle interior temperature detected from the output of the temperature detection means (temperature sensor 24) is lower than the reference temperature, it is set to the sensor detection value, and when it is higher than the reference temperature, it is set to the set value. Therefore, the temperature T can be estimated with higher accuracy. The temperature detecting means includes an intake air temperature sensor, an engine water temperature sensor and the like in addition to (or instead of) the temperature sensor 24 as described above.

  The temperature estimating means includes temperature detecting means (such as the temperature sensor 24) for detecting the ambient temperature of the actuator 30 and increases the temperature T based on the ambient temperature detected by the temperature detecting means. Is different from the unit amount Δts when the temperature T is decreased (S10, S20, S22), the temperature T can be estimated with high accuracy, and thus the durability of the actuator 30 is improved. The decrease can be prevented more reliably.

  Further, both the increase / decrease unit amounts Δta and Δts are made different from Δta1 ° C./time to Δta4 ° C./time, Δts1 ° C./sec to Δts4 ° C./sec based on the ambient temperature detected by the temperature sensor 24 or the like. Although the unit amount when increasing is set larger than the unit amount when decreasing, it is not an essential configuration, and as described above, it is sufficient to make the unit amounts Δta and Δts for increase / decrease different.

  Further, regarding the unit amount for increase / decrease, Δta1 ° C./time to Δta4 ° C./time are different from each other, but they may be the same value. Similarly, Δts1 ° C./sec to Δts4 ° C./sec are different values, but they may be the same value.

  Further, when the temperature T estimated by the temperature estimation unit exceeds the threshold value Tth, the prohibiting unit preferentially permits switching to the parking position (P) among the non-traveling shift positions (S16, S16). Since it is configured as S24, S18), in addition to the above-described effects, it can be better adapted to the driver's intention.

  Further, since the prohibiting means is configured to increase the temperature T (S18, S20) even when permitting switching to the parking position (P), in addition to the above-described effects, the temperature T is estimated more accurately. can do.

  The prohibiting means is configured to warn the driver (S30, S34) when prohibiting switching to the shift position selected by the shift operation except for the non-travel shift position. In addition, the driver can be made aware of the current situation, and can be prompted to perform another shift operation as necessary.

  In the above description, the temperature T generated by driving the actuator 30 is estimated for each of the actuator 30 and its driver. However, for example, only the driver having a lower allowable temperature may be estimated.

  Further, the position of the driver is not limited to the above-described place, and the driver may be placed anywhere as long as it can be estimated from the ambient temperature.

  Further, although two types of data about the actuator 30 and its driver are used as the data shown in FIG. 5, three or more types of data may be used.

  Further, the process of changing the initial value of the temperature T and the unit quantities Δta and Δts for increase / decrease based on the detected ambient temperature is performed at the first loop when the engine 10 is started in S10 of the flow chart of FIG. Although it is performed only once, at least one of the initial value of the temperature T and the unit amounts Δta and Δts for increase / decrease may be changed every time the program of the flowchart of FIG. 3 loops a predetermined number of times.

  In addition to the temperature sensor 24 (or in place of the temperature sensor 24), the ambient temperature is also detected using outputs from an outside air temperature sensor, an engine water temperature sensor, an air conditioner sensor other than the temperature sensor 24, and the like arranged at appropriate positions in the vehicle. May be.

  In addition, although there are five shift positions: P (parking. Parking), R (reverse, reverse), N (neutral), D (drive, forward), and L (low, forward), it is not limited to these. Any transmission may be used as long as it has P and N on the non-travel side and D and R positions on the travel side.

  10 engine, 12 transmission, 14 shift device, 14a cover, 14a1 gate groove, 14a2 P switch, 14b shift lever, 14c position sensor (shift operation detection unit), 16 ECU (control unit), 16a temperature estimation means (temperature estimation) Part), 16b Prohibiting means (prohibiting part), 30 Actuator, 32 Hydraulic supply mechanism

Claims (6)

  A shift operation detection unit that detects a driver's shift operation by an SBW shift device of a transmission mounted on a vehicle and outputs a signal indicating a shift position selected in the shift operation; and the shift operation detection unit And a control unit that controls the drive of the actuator so as to switch to the shift position selected by the shift operation according to the output signal, wherein the control unit is driven by driving the actuator. A temperature estimating means for increasing the generated temperature each time the shift operation is detected by the shift operation detecting unit and decreasing the estimated temperature every time the shift operation is not detected for a predetermined time; and the temperature estimation The temperature estimated by the means is compared with a threshold value, and the temperature estimated by the temperature estimation means exceeds the threshold value. Rutoki, except non-travel shift position, the shift control device for a transmission, characterized in that it comprises a prohibiting means for prohibiting the switching of the shift position selected by the shift operation.   The temperature estimation unit includes a temperature detection unit that detects an ambient temperature of the actuator, and estimates an initial value of the temperature based on the ambient temperature detected by the temperature detection unit. A shift control device for a transmission as described.   The temperature estimation unit includes a temperature detection unit that detects the ambient temperature of the actuator, and reduces the unit amount and the temperature when the temperature is increased based on the ambient temperature detected by the temperature detection unit. The shift control device for a transmission according to claim 1 or 2, wherein the unit amount is different.   The prohibiting means preferentially permits switching to a parking position among the non-traveling shift positions when the temperature estimated by the temperature estimating means exceeds the threshold value. A shift control device for a transmission according to any one of the above.   5. The shift control apparatus for a transmission according to claim 4, wherein the prohibiting unit increases the temperature even when switching to the parking position is permitted.   The said prohibiting means warns a driver when prohibiting switching to the shift position selected by the shift operation except the non-traveling shift position. Shift control device for transmission.

Images