JPH03229051A - Operating device of automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To secure stability in making a travel range unselectable even if vibration occurs in a control switch by setting a signal output range of each travel range in a signal output means to be wider than the suction range of a detect means. CONSTITUTION:A shift operating means has a stroke contact type control switch 18 where a setting travel range is successively installed on a specified locus in parallel. This control switch 18 is provided with a detent means mechanically regulating each travel range and a signal output means outputting a signal showing each travel range position, and a signal output range of each travel range in this signal output means is set to be wider than a suction range of the detent means. Accordingly, signal for showing each travel range is outputted before the suction range of the detent means is materialized, for example, even if a vibrational state such as hand trembling or the like has occurred due to operation of the control switch by a driver, such possibility that the travel range might be changed by this vibration is surely prevented, thus stability is securable.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention provides an actuator for driving a hydraulic valve for switching the travel range of an automatic transmission, a control means for controlling the actuator, and a speed change control means for the control means. The present invention relates to an operating device for an automatic transmission for a vehicle, including a shift operating means that outputs a switching command.

[Prior Art] In general, an operating device for a vehicle automatic transmission is directly mechanically connected to a hydraulic valve for switching the driving range of the automatic transmission, and is set to be moved by the driver's hand. The vehicle is equipped with a select lever as a gear shift operation means, and by moving this select lever to the desired driving range position, the driver changes the valve position of the hydraulic valve and switches the desired driving range. It is set.

In such a manual operating device, the select lever and the hydraulic valve are directly mechanically connected via an arm, link, etc., so a strong operating force is required to move the select lever. An operation bag that requires light operation force! was requested.

In order to satisfy this demand, in recent years, for example,
As shown in Japanese Patent No. 37729, in an automatic transmission for an automobile that switches the driving range by controlling a hydraulic valve by a wire connected to a hydraulic valve in the transmission, this wire is driven by a drive motor, and An electric range switching device has been proposed in which the drive motor is operated by operating an electric switch. According to such an electric range switching device,
The driver can now change the driving range via the drive motor simply by operating an electric switch, and the driver can instruct the driver to change the driving range by operating this electrical switch with a light operating force. It will be possible to do so.

[Problems to be Solved by the Invention] However, in such a conventional electric range switching device, a push button type switch is employed as an electric switch for instructing the operation of the drive motor. Therefore, for example, when the driver tries to change the driving range from the drive range to the 2nd gear fixed range in order to downshift, the driver must
My attention was drawn to the 2-speed fixed range switch that I was about to press. In other words, in conventional manual select levers, all travel ranges are arranged in a straight line like P-R-N-D-2-1, so the select lever can be moved directly from the drive range to the reverse range. Although it does not move, with push-button switches, if you press the reverse range switch by mistake, while the vehicle is moving forward,
There is a risk that the reverse running state may be set by mistake, causing the drive shaft to lock and slip.

For this reason, it is conceivable to provide a stroke contact type operating switch in which travel ranges set as electric switches are sequentially arranged in parallel on a predetermined locus to reliably prevent the above-mentioned erroneous presses.

Here, if such a stroke contact type operation switch is adopted as the electric switch, for example, if a vibration state such as hand shake occurs when the driver operates the operation switch, the driving range will be adjusted based on this vibration. There is a problem in that stability is not guaranteed as changes may occur.

In addition, when this operation switch is mounted on the steering column, in addition to the above-mentioned camera shake, it also prevents steering wheel shimmy, which is the vibration of the steering wheel that occurs when the vehicle speed is around 80 km/h, and 100 km/h or more. There is a risk that the driving range may be changed incorrectly due to vibrations that occur throughout the vehicle body at high speeds.

This invention was made in view of the above-mentioned problems, and an object of the invention is to ensure stability by preventing the driving range from being changed even if a vibration state occurs due to hand shake, etc. in the operation switch. An object of the present invention is to provide an operating device for an automatic transmission for a vehicle that can perform the following operations.

[Means for Solving the Problems] In order to solve the above-mentioned problems and achieve the objectives, an operating device for a vehicle automatic transmission according to the present invention drives a hydraulic valve for switching the travel range of the automatic transmission. An operating device for an automatic transmission for a vehicle, comprising an actuator for controlling the actuator, a braking means for controlling the actuator, and a shift operating means for outputting a range signal indicating a currently set travel range to the control means. The operation means includes a stroke contact type operation switch in which the travel ranges to be set are arranged sequentially in parallel on a predetermined locus, and the operation switch includes a detent means for mechanically regulating each travel range, and a date tent means for mechanically regulating each travel range, and The present invention is characterized in that the signal output means for outputting a signal indicating the detent means is provided, and the signal output range of each traveling range of the signal output means is set wider than the insertion range of the detent means.

Further, in the operating device for a vehicle automatic transmission according to the present invention, the operating switch is disposed on a steering column.

[Function] Since the operation device for the automatic transmission for a vehicle according to the invention is configured as described above, the signal output means indicating each travel range position of the operation switch outputs a signal before the entry range of the detent means is established. , a signal indicating each driving range will be output, so that even if a vibration condition such as camera shake occurs due to the operation of a control switch by the driver, the driving range will be reliably changed based on this vibration. This will prevent this and ensure stability.

(Hereinafter, blank spaces) [Embodiment] The structure of an embodiment of an operating device for a vehicle automatic transmission according to the present invention will be described in detail below with reference to the accompanying drawings.

The operating device 10 of this embodiment, as shown in FIG.
The automatic transmission 12 is configured so that the driving range switching operation can be performed using electric power with a light operating force. In one embodiment, the transmission is configured to be transmitted to the front wheels (not shown). Here, the automatic transmission 12 is of a commonly used type that includes a hydraulic valve 16 for switching the travel range, and its configuration is well known, so a description thereof will be omitted here.

The operating device 10 of this embodiment includes an operating switch (detailed configuration and mounting L-
The J aspect will be explained later. ) 18, an electric driving range switching device (hereinafter simply referred to as a range switching device) 20 is provided to switch the driving range by electrically driving the above-mentioned hydraulic valve 16. This range switching device 16 includes a reversible drive motor 22,
A rotary arm 26 fixed to the drive shaft 24 of the drive motor 22 and having a predetermined radius, a connecting rod 28 that connects the tip of the rotary arm 26 and the tip of the switching rod 16a of the hydraulic valve 16, and the operation switch 18. Based on the range switching command output from the drive motor 2
and a control unit 30 that controls the drive state of the drive unit 2. In addition, the above-mentioned connecting rod 28 is, in detail, rotatably supported by the hydraulic valve 16, and the switching rod 16 drives and switches the travel range according to the rotational position of the connecting rod 28.
It is connected to the tip of a.

Here, the above-mentioned automatic transmission 12 is provided with a changeover switch 32 that is switched and driven in accordance with the drive of the drive motor 22, as shown in FIG. 2A. This changeover switch 32 includes a display inhibitor switch 32a that indicates the switched travel range state according to the travel range switching state by the hydraulic valve 16, and a control inhibitor switch 32a that indicates when to stop driving the drive motor 22. 32b.

In other words, the changeover switch 32 includes a switch body 32d and a fan-shaped changeover member 32e attached to rotate integrally with the changeover rod 16a of the hydraulic valve 16 described above. On the surface of the above-mentioned display inhibitor switch 32a, there are contact points H, corresponding to each travel range, respectively.
, H,1,H, ,H, ,H2,H, and seven contacts s, ,sR,s, ,sD,s, ,Sl corresponding to each travel range in the control inhibitor switch 32b are arranged. It is set up.

Here, due to the rotation of the switching member 32e that is switched and driven in accordance with the drive of the drive motor 22, the display inhibitor switch 32a is switched to the control inhibitor switch 3.
2b is configured to selectively come into contact with contacts corresponding to the corresponding travel range.

Next, the changeover switch 3 in this automatic transmission 12
2 will be explained with reference to FIGS. 2B to 2D.

As shown in FIG. 2B, this changeover switch 32 has
A detent mechanism 33 is provided to accurately mechanically define the stop position of the drive motor 22 in the automatic transmission 12 at a corresponding travel range position. This detent mechanism 33 includes six recesses 33a continuously formed in the arc-shaped end surface of the fan-shaped switching member 32e.
.

33b, 33c, 33d, 33e, and 33f. These recesses 33a, 33b, 33c.

33d, 33e, and 33f are formed at equal intervals along the circular arc surface, and correspond to six driving ranges, namely, parking range "P", reverse range "R", and neutral range "
N”, forward drive range “D”, forward 2nd speed range “2”
”, and the forward l speed indicator is set to “1”. Note that these recesses 33a, 33b, 33c, and 33d.

Although not shown, the separation angle that defines the spacing between the hydraulic valves 33e and 33f is set to be the same as the separation angle that defines the spacing between the six travel range positions defined in the hydraulic valve 16.

On the other hand, a thick portion 33g is integrally formed on the upper surface of the switch main body 32d, facing the arcuate end surface of the switching member 32e. The above-mentioned six recesses 33a, 33b, 33c, 33d of this thick part 33g
, 33e.

33f, the switching member 32
A through hole 33h is formed along the axis passing through the center of rotation of e. Inside this through hole 33h, there are recesses 33a, 33b, 33c, and 33d that have been rotated to positions opposite thereto.
, 33e.

A ball 33i set to fit one of the balls 33f,
A coil spring 33j that urges the ball 33i to protrude outward and a plug 33k that closes the end of the through hole 33h on the opposite side to the side where the ball 33i is disposed are provided. has been done.

Since the detent mechanism 33 is configured in this manner, the switching member 32e and the switching rod 16a of the hydraulic valve 16 coaxially attached to the switching member 32e are in a mechanically restrained state at each travel range position. And it will stop. In other words, by providing the detent mechanism 33 in this way, the switching member 32e and the switching rod 16a of the hydraulic valve 16 coaxially attached to the switching member 32e can be moved before and after the position defining each travel range. A predetermined swaging range E is provided.

That is, as shown in FIG. 2C (e), at each travel range position, the corresponding recesses 33a, 33b, 33c, 3
3d, 33e.

The above-mentioned insertion range E is formed in the direction of rotation around the most recessed part of 33f.

On the other hand, in the changeover switch 32 described above, the second
As shown in (b) and (c) of Fig. C, the switching member 3
2e, there are two types of switches formed on the surface of the switch body 32d, namely, the display inhibitor switch 3.
The two sliding brushes 32f and 32g are in contact with the respective contacts of the control inhibitor switch 32a and the control inhibitor switch 32b.
is attached. Here, each driving range position is
As shown by the symbol F in FIG. 2C (a), the corresponding recess is defined as the range between adjacent peaks (protrusions).

The contact points of these display inhibitor switch 32a and control inhibitor switch 32b are as follows:
It is formed to extend in a predetermined range along the rotational direction of the switching member 32e, and its center position is set to coincide with the center point CP of the corresponding travel range position. Here, each contact H of the display inhibitor switch 32a,
H, ,H, ,H, ,H, ,H, are formed over the entire range of each travel register roughly indicated by the symbol E. Also,
Each contact s, s, , of the control inhibitor switch 32a
s,,s,,s2. s is formed in the narrowest range.

Here, as shown below the contacts of the control inhibitor switch 2 in FIG. 2C, in the hydraulic valve switch 16, each contact HP, H
ll, H,, HD, H,, H3 and each contact SP, S, 1%s,, So, s, of the control inhibitor switch 32a,
, s, respectively, the hydraulic pressure generation area Y, , Y,
,Y,,Yo,Y,,Y,are defined. These oil pressure generation areas Y, , Y, 1. Y,,yo,Yz,Y.

is larger than the arrangement range of the contacts of the control inhibitor switch 32b, and the display inhibitor switch 32a
The area is smaller than the area where the contacts are arranged.

Incidentally, the size of each contact point of the control inhibitor switch 32a having the narrowest arrangement range is larger than the above-mentioned filling range E (as is clear from FIG. 2C (e)).
It is formed. In other words, when the ball 33i is inserted into the insertion range E, the corresponding travel range is reliably defined in a mechanically restrained state, and in this way, the travel range is mechanically restricted. When the restrained state is specified, the display inhibitor switch 32a always outputs the display inhibitor signal, the control inhibitor switch 32b outputs the control inhibitor signal, and the hydraulic valve At step 16, a predetermined oil pressure is generated. In this way,
A predetermined signal is reliably outputted to the control unit 30 from the changeover switch 32.

Further, in the drive motor 22 described above, the motor shaft (not shown) is connected to the drive shaft 2 through a clutch mechanism 34.
4, and this clutch device 34 is connected so as to be controlled intermittently by the control unit 30 described above. That is, in a normal state, this control unit 30 is set so that the automatic transmission 12 is electrically driven by the drive motor 22 while maintaining the clutch mechanism 34 in the connected state. When it is determined that the switching control operation has failed,
As a fail-safe, this clutch mechanism 34 is set in a disconnected state so that the automatic transmission 12 is not driven by the drive motor 22.

Furthermore, this drive motor 22 is equipped with a rotary encoder 36.
is connected, and its driving amount is constantly detected. This rotary encoder 36 is connected to the control unit 30 and outputs a detection result. The control unit 30 is configured to recognize the drive amount of the drive motor 22, in other words, the rotational position of the rotary arm 26, in response to the output result from the low rotation encoder 36.

On the other hand, the above-mentioned range switching device 20 is configured such that, for example, in the event of a failure of the control unit 30, the automatic transmission 12 can be manually operated.
A manual drive mechanism 38 is connected to switch and drive. This manual drive mechanism 38, as shown in FIG. A rack member 44 that meshes with the pinion gear 42, and a first auxiliary connecting wire 46 that connects the rack member 44 and the tip of the above-mentioned rotating arm 26 to each other. The first auxiliary connection wire 46 is set to extend in a straight line with the connection wire 28 described above, and the hydraulic valve 16 is switched and driven by the rotation of the rotation plate 40. It is done like this.

Here, a fitting hole 40a into which a wrench 48 as a sliding rotating member is fitted is formed in the center of the rotating plate 40. This means that it can be manually rotated to the position. still,
When the rotating plate 40 is manually rotated, if the clutch mechanism 34 is in the connected state, the drive motor 22 becomes a load and becomes difficult to rotate.
A switching lever 50 for mechanically cutting off the
This switching lever 50 is connected to the clutch mechanism 34 via a second auxiliary wire 52. That is, when the switching lever 50 is in the control position, the clutch mechanism 34 is set to a controllable state by the control unit 30, and when the switching lever 50 is in the disconnection position,
The clutch mechanism 34 is mechanically set to the disconnected state.

As shown in FIG. 3, this manual drive mechanism 38 is connected to a cowl panel lower 54 that separates the vehicle interior and the engine room.
The rotary plate 40 is disposed so as to be located just inside the lower center of the rotary plate 40, and is set so that the rotary plate 40 is exposed by removing the lid member 54a attached thereto.

In this way, in the event of a failure of the control unit 30,
By removing the lid member 54a, the driver accesses the rotary plate 40 and rotates the rotary plate 40 using the wrench 48, thereby directly manually switching and driving the automatic transmission 12. It will be possible to do so.

An operation switch 1 as a speed change operation means, which is a feature of the present invention, for outputting a range switching command to the control unit 30 of the range switching device 20 configured as described above.
8 will be explained in detail with reference to FIG. 3 and subsequent figures.

As shown in FIG. 3, this operation switch 18 is located on the left side of a steering column 58 to which a steering wheel 56 is rotatably attached in the vehicle interior, in other words, on the side where the direction indicator lever 60 is provided. is disposed on the opposite side and on the same side as the wiper operating lever 62. The operation switch 18 is configured as a so-called stroke contact type switch, and more specifically, is configured as a rotary type switch rotatably mounted around a rotation axis extending along the vehicle width direction.

Here, the steering column 5 of this operation switch 18
The arrangement position on the left side of 8 is as shown in Fig. 4.
A driver seated in the driver's seat looks straight ahead while grasping both sides of the steering wheel 56, which is at the approximately neutral position (i.e., the rotation angle is 0°), with both hands at the so-called 8:20 position. The operation switch 18 is set so that it can be visually recognized through the space of the steering wheel 56 when the steering wheel 56 is opened.
This spoke type, specifically, three spokes 5 set to extend along the 3 o'clock, 6 o'clock, and 9 o'clock directions, respectively.
6a56b, 56c.

Furthermore, the arrangement position of this operation switch 18 in relation to the wiper operation lever 62 is as shown in FIG.
The wiper operating lever 62 is set on the upper front side of the left side surface of the steering column 58, while the operation switch 18 is set on the lower front side of the left side surface of the steering column 58. In other words, the wiper operating lever 62 and the operating switch 18 are connected to the steering column 5.
8 and are spaced apart from each other vertically.

On the other hand, this operation switch 18, as shown in FIG.
An annular mounting ring 64 is integrally fixed to the left side surface of the steering column 58, and the mounting ring 64 is rotatably supported on the mounting ring 64 so as to be rotatable around an axis extending along the vehicle width direction. a switch body 66 that is supported so as to be freely pushed along the switch body 66; a finger operating portion 68 that is integrally formed so as to protrude radially outward from the outer periphery of the switch body 66 and extend along the axial direction; This finger operation section 6
8 standing on the end of the steering column 58 side (
That is, the push-in portion 70 is integrally formed and extends in the circumferential direction.

Here, as is clear from FIG. 6, a hold button 72 is located at the right end of the front end surface of the finger operation section 68 in the drawing, and an automatic gear shift t11.2 is located at the innermost part of the side surface of the push-in section 70. A mode switching button 74 for switching the driving range switching mode is provided respectively.

Note that when the hold button 72 is not pressed, a normal shift change state is defined, and by pressing it, the forward drive range is fixed to 3rd gear, and the forward 2nd gear range is fixed to 2nd gear. is set to be In addition, when the mode switching button 74 is not pushed in, the switching mode of the driving range in the automatic transmission 12 is set to a power mode (suitable for driving on mountain roads) that emphasizes a strong driving feeling, and when it is pressed It is set to set the mode to economy mode (optimal for city driving), which emphasizes economy.

On the other hand, on the outer peripheral surface of the above-mentioned mounting ring 64, along the clockwise direction, "P" indicates the parking range, "R" indicates the reverse range, "N" indicates the neutral range, and "D" indicates the forward drive range. ”, indicating the forward 2nd gear range “
2'' and the alphanumeric character ``l'' indicating the first forward speed range are drawn in sequence. The operation switch 18 is configured so that when the switch body 66 rotates, it outputs a range switching command for specifying the travel range set according to the rotation position. is configured to output a range switching command so as to achieve the travel range indicated by the alphanumeric characters located just beside the finger operation section 68. That is,
This finger operation section 68 also functions as an index indicating the currently set travel range.

Here, as shown in the figure, alphanumeric characters rNJrD4. r2”
, rIJ are arranged in series at equal intervals with a narrow interval d1, but the alphabet rRJ is arranged in series with a wide interval d2 set larger than the interval d1 from the alphabet rNJ, and the alphabet rPJ are arranged so as to be spaced apart from the alphabet rRJ by the above-mentioned narrow interval d. Also, the alphanumeric character "N".

As shown in Figure 4, "D" and "2" are exactly the same as the letter rD when the driver is seated in the driver's seat and looking straight ahead.
J is placed in the middle and placed in a position where it can be viewed directly. In this way, the neutral range "N"
, when performing an operation to switch the driving range between forward drive range "D" and forward 2nd speed range "2",
Which driving range is currently set can be instantly recognized by reading the alphanumeric characters rNJ, rDJ, and r2J indicated by the finger operation unit 68.
The driver can now switch the driving range with peace of mind.

On the other hand, as is clear from FIG. 4, the alphabetic characters rRJ and rPJ cannot be seen when viewed directly. As a result, the neutral range r
From NJ to reverse range rRJ, simply switch body 66
The switch body 66 cannot be shifted by simply rotating it, and it is set so that it cannot be shifted unless the switch body 66 is pushed in the axial direction. Mechanically, the neutral range "N"
”, drive range “DJ”, and forward 2nd speed range “2”.
6, never move to the reverse range rR.
J is not set, but this is because the driver cannot see the letters rRJ and rPJ when looking directly at it, so psychologically there is no need to worry about going from neutral range rNJ to reverse range rRJ. The driver will be able to freely switch the driving range between the neutral range "N", the drive range "DJ", and the forward two-speed range "2" with complete peace of mind. become.

Next, regarding the internal configuration of this operation switch 18, the seventh
This will be explained in detail with reference to FIGS. 10 to 10.

As shown in FIG. 7, the switch body 66 of the operation switch 18 has an outer flange portion 66a integrally formed at the inner end thereof, and a shaft portion 66b extending along the width direction of the vehicle body.
It is equipped with This shaft portion 66b is rotatably supported around its own central axis and is attached in a state where movement along the axial direction is prohibited. Further, a contact rod 66c is attached to the outer periphery of the inner surface of the outer flange portion 66a so as to extend along the axial direction, that is, to extend toward the surface of the steering column 58. It is being

Then, on the surface of the steering column facing this outer flange portion 66a, along the rotation locus of this contact rod 66c, parking range "P", reverse range "R", Contact points Xp, XR, X-, Xo,
is attached to the contact rod 66c in a contactable manner. And these contact points X2, x, , x, , x, , x, ,
x and are arranged at positions corresponding to the display positions of alphanumeric characters drawn on the outer periphery of the mounting ring 64 that indicate the driving ranges.

Cocote, each contact XP, X1.1. xH,XI,,XR,
X, are respectively connected to the control unit 30, and in this way, in the operation switch 18, the contacts X2, X, , X, , XD, XR,
A corresponding range switching command is output from X to the control unit 30.

On the other hand, the switch body 66 includes a moving part 66d that is attached to the shaft part 66b so as to be movable along the axial direction. That is, a through hole 66e is formed in the moving part 66d along the axial direction, and the shaft part 66b passes through the through hole 66e and is taken out to the outside, so that the moving part 68d is moved along the shaft direction. It is supported so as to be movable along the extending direction of the portion 66b. Here, this moving part 66d
The above-mentioned finger operation section 68 is integrally formed on the outer circumferential surface of. Further, the inner end of the moving portion 66d is set to have a smaller diameter than the outer end, and is set to be housed within the ring-shaped attachment ring 64 described above.

A locking nut 66f for inhibiting the moving part 66d from being taken out is screwed onto the outer end of the shaft part 66b. On the other hand, a coil spring 66g is interposed between the moving part 66d and the outer flange part 66a.
It is always urged outward by the urging force of g, and as long as no external force acts on it, it will come into contact with the above-mentioned locking nut 66f, and that's about it! is held elastically. In this way, this switch body 66 is normally biased outward, and by pushing it axially inward through the aforementioned push-in portion 70, this switch body 66 is pushed outward.
can be pushed inward in the axial direction against the biasing force of the coil spring.

Note that the above-mentioned locking nut 6 is provided on the outer surface of the moving portion 66d.
A recess 66h for accommodating the nut 6f is formed, and a blind plate 66i is attached to close the recess 66h and hide the locking nut 66f.

Here, this operation switch 18 is provided with a detent fill 176 for accurately locking the rotary drive at each drive range position when switching the drive range by rotating the switch body 66, and also includes a detent fill 176 for accurately locking the rotation drive at each drive range position. to reverse range rRJ, and between reverse range rRJ and parking range rPJ, switching cannot be done simply by rotating the switch body 66, but by rotating the switch body 66 along the axial direction. A regulating mechanism 78 is provided that prevents the switching operation from being performed unless it is pushed inward.

For these detent mechanism 76 and regulation mechanism 78,
The outer end of the above-mentioned attachment ring 64 extends to approximately the middle of the small diameter portion of the moving portion 66d.

Therefore, a gap G is formed between this outer end and the end surface of the stepped portion that defines the large diameter portion of the moving portion 66d, and the axial length of this gap G will be described later. Moving part 66b
It is set slightly longer than the axial push amount.

Here, the regulating mechanism 78 has a guide groove 80 formed on the inner circumferential surface of the attachment ring 64, and the movable portion 66 has an outer end fitted into the guide groove 80 to be guided.
b is provided with one guide bin 82 that is elastically attached to move forward and backward.

As shown in FIG. 8, this guide groove 80 is formed exactly between the first forward speed range "1" and the parking range rPJ, and this guide groove 80 and the guide bin 82
Due to the fitting, the switch body 66 is prohibited from rotating beyond the first forward speed range "1" and the parking range "P". Here, as shown in FIG. 7, the above-mentioned detent mechanism 76 is installed on the bottom surface of this guide groove 80 based on the above-mentioned arrangement relationship.
P”, Reverse range “R”, Neutral range “N”,
Daytent holes 762°761.76, . 76fl, 76□, 761
These day tent holes 76, . 76R.

76,. 76,. 76□ and 761 are one axis along the circumferential direction of the mounting ring 64. It is set to be located at the top. In addition, each day tent hole 76, . 76R, 76,
, 76D, 76□.

The bottom surface of 761 is attached to the mounting ring 64 as shown in FIG.
It is set at a position extending radially outward by a first depth hl from the inner circumferential surface of.

Further, as shown in the lower part of FIG. 7 when the circumferential shape is developed on a plane, the guide groove 80 extends from the second forward speed range "2" to the neutral range rNJ in the circumferential direction β. A straight groove part 80a is formed in a straight line along
a) and the circumferential direction β from the inner end of the first lateral groove 80b to the backward range "R".

a second lateral groove 80d extending axially inward from the reverse range rRJ, and a third lateral groove 80c extending axially inward from the parking range rPJ. 80e, and these second and third lateral grooves 80
circumferential direction 1 to connect the inner ends of d and 80e.
2o, and the lower end of the above-mentioned linear groove 80a.
” and a second lateral groove extending from the inner end of the fourth lateral groove 80g along the circumferential direction i0 to the first forward speed range “1”. Connection groove 80
It is composed of a continuous state from h.

Note that the first to third lateral groove portions 80b, 80d.

The extension length of each of the switch bodies 80e is the same as that of the switch body 66 described above.
The extension lengths are both set to the same length. By configuring the guide groove 80 in this way, the driving range can be switched from the first forward speed range "1" to the neutral range rNJ, and the driving range can be changed from the reverse range rRJ to the forward second speed range "2". The range switching operation is
This can be accomplished by simply rotating the switch body 66. However, switching the driving range from neutral range rNJ to parking range "P", switching the driving range between parking range rPJ and reverse range rRJ, and from forward 2nd gear range rlJ to forward 1st gear range "1" The switching operation of the driving range is as follows:
Two operations are required: pushing the switch body 66 along the axial direction and rotating it.

As a result, it is impossible to switch the driving range from the neutral range rNJ to the reverse range rR and between the reverse range rRJ and the parking range rPJ with only the 660-time assist operation of the switch body described above. Therefore, it is possible to reliably prevent these switching operations from being performed inadvertently, and a safe driving state can be ensured.

Further, as shown in FIG. 8, the depth of the guide groove 80 between the second forward speed range "2" and the neutral range rNJ from the inner peripheral surface of the mounting ring 64 is determined by the detent holes 76, . 76,.

76,. 76D, 76□, and 76 are set to have a second depth h2 that is slightly shallower than the first depth that defines the depth from the inner circumferential surface of the mounting ring 64, respectively; On the other hand, the guide 480 between the forward 2nd speed range "2" and the forward 1st speed range "1" and the neutral range r
Guide 71I between Nj and parking range rllJ
The depth of 80 is the third depth shallower than the second depth h2 mentioned above.
It is set to have a depth h3 of .

As a result, as is clear from Figure 8, the forward 1st gear range "
1'', reverse range rRJ, and parking range ``PJ'', respectively.

76,. The actual depth (=h, -h,) of 76R is neutral range "N", forward drive range "DJ",
Respective day tent holes 76 in forward 2nd speed range “2”
N, 76o, 76t effective depth (=h, -h2)
It gets deeper.

In this way, in this embodiment, the guide bin 82 fits into the corresponding detent hole 76 at each travel range setting position, so that the operation stop position is detented, and the driver can switch the switch that he or she operated. Main body 6
The stopped state of 6 can be confirmed based on the detent feeling (this means that it can be confirmed by touch).

Further, according to this embodiment, the first forward speed range "1",
The rotation starting force required to start rotating the switch body 66 from the states where the reverse range rRJ and the parking range rPJ are set respectively is the neutral range "N",
A large force is required compared to the rotation starting force required to start rotation from the respective set states of the forward drive range "DJ" and the forward second speed range "2".

In other words, the driver can freely switch the driving range between the neutral range "N", the forward drive range "DJ", and the forward 2nd speed range "2" with a light rotational activation force. On the other hand, forward 1st range "L", reverse range "R", parking range rPJ
When switching the setting state of the drive range to another driving range, the corresponding deep detent holes 76, 76, . A strong rotational starting force is required to remove the switch from 76F, which calls attention to whether it is really necessary to perform this switching operation, thereby preventing erroneous operations.

On the other hand, the guide bin 82 that fits into this guide a80 is
As shown in FIG. 7, there is a bottle main body 82a with a rounded tip of a protruding end, and an outer flange portion 82b located approximately at the center in the axial direction.
It is integrally formed from. Further, the guide bin 82 is attached with its inner portion inserted from the outer flange portion 82b into a recess 84 formed on the outer circumferential surface of the moving portion 66d. Here, this recess 84 is formed in a recess main body 84a which is set to have a larger diameter than the above-mentioned outer flange part 82b, and an opening of this recess main body 84a, and is formed in the outer flange part 82b, and an inner flange portion 84b with a small diameter, which is set so that the inner flange portion 82b is inserted through the inner flange portion 84b.

That is, this recess 84 is constituted by a stepped hole with a narrowed opening.

In the recess 84, an opening is formed in the center, which abuts the above-mentioned step (that is, the inner end surface of the inner flange 84b) and through which the inner part of the outer flange 82b of the bottle main body 82a is inserted. A locking ring 86 is housed therein. on the other hand,
Inside the recess 84 , there is a first coil spring 88 that contacts the inner end surface of the guide bin 82 and biases it in a direction to project from the recess 84 , and a locking ring 86 .
a second coil spring 90 that abuts the inner surface of the coil spring 90 and urges it to come into pressure contact with the stepped portion of the inner flange portion 84b;
are stored independently from each other.

Here, as shown in FIG. 9(A), the guide bin 82
are each daytent hole 76, . 762.

76D, 76, . 76,. 76P and is locked in that position, in other words, when the tip of the guide bin 82 is at a depth from the inner circumferential surface of the mounting ring 64 and comes into contact with the surface, the outer side of the guide bin 82 The flange portion 82a is connected to the locking ring 86 (
They are set to be separated by a distance of hl-h2). As a result, as shown in FIG. 9(B), each detent hole is 7676,. 76,. 76,.
From the state of fitting into 76R, 76P, (hl h-)
The switch body 66 is pushed inward in the radial direction by a distance of .

During this pushing operation, the outer flange portion 82b only contacts the locking ring 86 and does not push it inward. As a result, the pushing force required for this pushing operation only needs to be a force that resists the biasing force of the first coil spring 88 that engages only the guide bin 82.

On the other hand, as shown in FIG. 9(C), the guide groove 80 between the neutral range rNJ and the parking range rPJ and between the 2nd forward speed range "2" and the 1st forward speed range "1" With the tip of the guide bin 82 in contact with the bottom, each detent hole 762, 762.76D, 76N
, from the state of fitting into 76*76P, (hl h3
) into the switch body 66 in the radial direction. Here, as is clear from the above explanation, since (hl-h3)>(hl-hz), during this push-in operation, the outer flange portion 82b abuts against the locking ring 86, and further pushes the locking ring 86. It will be pushed inward.

As a result, the pushing force required for this pushing operation is the force resisting the biasing force of the first coil spring 88 that engages with the guide bin 82, and the biasing force of the second coil spring 9o that engages with the locking ring 86. It is necessary to have the power to resist the combined urging force.

In this way, according to this embodiment, the switch main body 66 is rotated to switch the driving range between the forward second speed range "2" and the neutral range rNJ (the guide bin 8o is moved along the guide groove 82). When sliding the guide bin 80 and the guide il! The contact force (that is, the frictional engagement force) with the first coil spring 82 is defined only by the force opposing the first coil spring 88, and the rotational operation force can be relatively weak.

However, when switching the driving range between the "neutral range rN" and the parking range "P" and between the forward 2nd speed range "2" and the forward 1st speed range "1", the guide bin 80 and the guide groove The contact force with 82 is determined by the force that opposes the biasing forces of the first and second coil springs 88, 90, and a large turning operation force is required. As a result, as shown in FIG. 10, the rotational operating force is also varied in strength, and the switch body 6
Coupled with the difference in rotational starting force from the stop position of No. 6, this calls attention to whether it is really necessary to perform this switching operation, and erroneous operation is reliably prevented.

As described above, the operation switch 18 configured as above is attached to the left side of the steering column 58, but in detail, it is used in the driving state shown in FIG. 5, that is, when the driver is Armrest 92 with both elbows
(The armrest for the right elbow is not shown for convenience of the drawing.) When driving in a relaxed posture with both hands gripping the steering wheel 56 at the so-called 8:20 position, as shown in FIG. As shown in the figure, the finger operating section 68 located in the range from the first forward speed traveling range rlJ to the neutral range rNJ is set to be brought to a position where the middle finger of the left hand can be reached.

In other words, in the above state (posture), if the radius of rotation of the middle finger of the left hand is I1 (for example, 130 mm) and the radius of rotation of the finger operation section 68 is I2, the rotation trajectory of the tip of the middle finger and the forward movement The center of rotation of the operation switch 18 and the grip position of the left hand on the steering wheel 56 are arranged so that the rotation locus of the tip of the finger operation part 68 located in the range from 1st speed driving range "1" to neutral range rNJ intersects. A distance β3 between the two is defined. That is, the following inequality (1
) is defined in a range that satisfies I3.

is <g, +β2...
(1) By defining equation (1) in this way, in this embodiment, as shown in FIG. The distance β6 is set to 110 mm.

Further, as shown in FIG. 12, if the distance between the tip of the finger operation part 68 in the reverse range "R" and the steering wheel 56 is I4, then this distance β4 satisfies the following inequality (2). In this embodiment, it is set to 130 mm.

I24≧121...(2) Here, the above-mentioned interval d2 separating the neutral range rNJ and the reverse range rR is defined so as to also satisfy the above-mentioned inequality (2). .

In this way, in this embodiment, the operation switch 1
8 is specified, the driver, while holding the steering wheel 56 with both hands, extends the middle finger of his left hand and presses the finger operation part 68 of the operation switch 18 from above, or By tapping the switch body 66 from below, the switch body 66 can be freely and instantaneously switched between the forward range RLJ and the neutral range "N". As a result, the driving range can be changed while the vehicle is driving while the steering wheel 56 is still gripped with both hands, and a safe driving state is reliably achieved.

Further, in this embodiment, even if the middle finger is extended while the left hand is gripping the steering wheel 56, the reverse range rRJ is outside the operable range of the finger operation section 68, so It becomes impossible to switch to range rRJ.

As a result, while the driving range is being freely switched between the forward l speed range and the neutral range rNJ by tapping the finger operation section 68 with the middle finger during forward driving, the reverse range rJ is mistakenly changed. This will reliably avoid the situation in which the vehicle is set, and the safety in the driving range switching operation will be reliably ensured in combination with the above-mentioned two-operation requirements.

Also, reverse range rRJ or parking range rPJ
In order to switch to reverse range rRJ or parking range rPJ, the left hand must be removed from the steering wheel 56. Therefore, the switching operation to reverse range rRJ or parking range rPJ is psychologically suppressed, and the switching operation to reverse range rRJ or parking range rPJ is suppressed. This will prevent erroneous operation during the switching operation, and safe driving will be ensured from this point of view as well.

Here, as shown in FIG. 11, the wiper operating lever 62
is located above the operation switch 18 and a distance β behind it. Therefore, when operating the wiper operating lever 62, the grip position on the left hand steering wheel 56 is changed from the so-called 8 o'clock position (indicated by reference numeral A in the figure) to the so-called 10 o'clock position (indicated by reference numeral B in the figure). ), it becomes necessary to change the grip. That is, the operating rotation range of the operating switch 18 at the rotation radius I21 and the operating rotation range of the wiper operating lever 62 at the rotation radius β are different from each other.

As a result, in this embodiment, the operation switch 18
For example, by tapping the finger operation part 68 from below,
When changing the range from the speed range "2" to the forward drive range rDJ, even if the middle finger is swung upwards due to excess force, there is no need to operate the wiper operating lever 62 (the reliability of the operation is guaranteed). It will be done.

Furthermore, even when the wiper operating lever 62 is pressed down from above to set the intermittent wiper mode, for example, even if the pushing down action is too forceful and the finger is swung down, the finger operating section of the operating switch 18 Since there is no risk of touching wiper operating lever 68, the driver can feel at ease when operating the wiper
2 can be operated.

Furthermore, in this embodiment, in the operation switch 18, as shown in FIG. 13, the reverse range rRJ is the outer peripheral surface of the switch body 66, and is located a distance β8 from the vertical line V that touches the steering wheel 56 side. It is set to be defined by the finger operation section 68 located at the front. In other words, this reverse range rRJ allows the user to use the finger operation unit 68 to reach a position where the knee that is standing between the operation switch 18 and the steering wheel 56 (bent at an acute angle) will never reach the position. It is set to be defined by the rotation of the switch body 66. In other words, this backward range rRJ is determined by the above-mentioned inequality (
In addition to the condition shown in 2), the condition of being set at a position out of reach of the knees as described here is added.

That is, in a normal driving posture, the knee of the left foot never reaches the operation switch 18, as shown by the solid line in Fig. 14, but in the event of a head-on collision or sudden braking, the knee of the left foot never reaches the operation switch 18. If the driver is not wearing a seatbelt, the driver's left knee will be forced forward as a result of the sudden acceleration acting on the driver, as shown by the dashed line in Figure 14. There is a risk that a standing position between the switch 18 and the steering wheel 56 may be forcibly achieved. In this kneeling position,
Due to this knee, the finger operation part 68 of the operation switch 18 is pushed upward, and the switch body 66 is forcibly rotated, for example, from the forward drive range rDJ to the reverse range rRJ. Become.

In this case, as mentioned above, the forward drive range rDJ
to neutral range rNJ can be changed simply by rotating the switch body 66.
From neutral range rNJ to reverse range rRJ,
The switching operation cannot be performed by simply rotating the switch body 66; two operations are required: first, the switch body 66 must be pushed inward along the axial direction and then rotated. There is. Therefore, in a normal kneeling state, the guide bin 82 only contacts the end wall that defines the first lateral groove 80b of the guide groove 82, and the switch body 66 is held at the position that defines the neutral range "N". Therefore, it is impossible to switch to the reverse range "R".

However, in the event of a head-on collision or sudden braking as described above, the above-mentioned kneeling state is achieved with strong force, so in some cases, the guide bin 82 may be forced to overcome the above-mentioned end wall with strong force. Therefore, there is a possibility that the switch body 66 may be rotated so that the reverse range rRJ is set inadvertently.

As a result, for example, when a sudden brake is applied, the operation switch 18 is moved to the neutral range rNJ due to the standing knee.
If the vehicle is rotated from RJ and forcibly switched to the reverse range "R" by rotational action alone, the vehicle will stop once by applying the brakes and then continue to start reverse based on the setting of the reverse range rRJ. It is dangerous.

However, in this embodiment, as described above, the reverse range rRJ is set at a position that is beyond the reach of the driver's standing knees, so even if sudden acceleration acts on the driver and the driver's knees stand up, the reverse range rRJ is Even in the worst case, only the neutral range rNJ is set and the reverse range is never set (a safe driving state is ensured).

In addition, as shown in FIG. 15, in order to enable the driver to take an optimal posture of gripping the steering wheel, the steering wheel 56 is provided with a slider that slides along the axial direction as shown by the two-dot chain line. Although not shown in detail, a so-called telescopic mechanism and a so-called tilt mechanism capable of moving up and down as shown by the dashed line are provided. Here, in this embodiment, for example,
When the telescopic mechanism is activated, only the steering wheel 56 moves forward and backward along the axial direction from the steering column 58, and when the tilt mechanism is activated, only the steering wheel 56 does not move up and down from the steering column 58. The steering column 58 is also set to move integrally with the steering wheel 56.

As a result, in this embodiment, the operation switch 18
The relative positional relationship between the steering wheel 56 and the steering wheel 56 is always maintained constant, and even if the steering wheel 56 is telescopically or tilted, the driving range can be adjusted with both hands gripping the steering wheel 56 as described above. The switching operation will be reliably executed.

Here, as shown in FIG. 2 again, a part of the instrument panel 94 provided with a speedometer and a tachometer displays the currently set driving range based on the driving range set by the operation switch 18. A driving range indicator 96 is provided for displaying. The driving range indicator 96 is set so that an alphanumeric character corresponding to the currently set driving range lights up.

Further, in the vicinity of this driving range indicator 96, in the control unit 30, for example, a driving range instructed by the operation switch 18 and an inhibitor switch 3 are provided.
An A/T warning lamp 98 is provided to determine that a failure has occurred when the driving range is different from the driving range set in step 2, and to make the driver aware of the failure occurrence state.

In the operating device 10111 configured as described above,
The driving range switching operation performed by the driver by operating the operation switch 18 will be described below.

First, use the operation switch 18 to select the parking range rP.
J is set and the vehicle is stopped, the driver opens the door (not shown) and enters the passenger compartment, and the fifth
As shown in the figure, while seated in the driver's seat and depressing the brake pedal (not shown), turn the ignition switch (not shown) with your right hand to start the engine 14. After this, place your left hand on the steering wheel. 56
By grasping the switch body 66 of the operation switch 18 without grasping it and pushing it inward in the axial direction against the biasing force of the coil spring 66g, the guide is removed from the detent hole 76 corresponding to the parking range rPJ. The bottle 82 is ejected, slides within the third lateral groove 80e, reaches the inner end of the connecting groove 80f, and the pushing operation stops. After that, by rotating the switch body 66 downward, the guide bin 82 slides within the first connecting groove 80f and reaches the inner end of the second lateral groove 82d, whereupon the rotational movement is performed. Stop.

Thereafter, by releasing the pushing force on the switch body 66, the switch body 66 as a whole is biased outward in the axial direction by the biasing force of the coil spring 66g, and the guide pin 82 slides inside the second lateral groove 80d. It moves, fits into the detent hole 76 corresponding to the reverse range rRJ, and stops. In this way, the reverse range rRJ is switched and set.

Here, when reversing the vehicle, this reversing range r
With RJ set, take your foot off the brake pedal,
By depressing the accelerator pedal, the vehicle will move backward. On the other hand, when moving the vehicle forward, again,
By grasping the switch body 66 with the left hand and rotating it downward, the guide bin 82 slides within the inclined groove portion 80c, reaches the inner end of the first lateral groove portion 80b, and stops.
Subsequently, the switch body 66 is biased axially outward due to the biasing force of the coil spring 66g, and the guide bin 8
2 slides in the first lateral groove 80b, fits into the detent hole 768 corresponding to the neutral range rNJ, and stops. In this way, the neutral range rNJ
is switched and set.

With the neutral range rNJ set in this manner, the driver places the elbows of both hands on the armrests 92, grips the steering wheel 56 at the so-called 8:20 position, and assumes a driving posture. Then, as mentioned above, this neutral range rN'' and the forward 2
The driving range switching operation between speed range “2” is as follows:
It is sufficient to simply hit the finger operation section 68 to rotate the switch body 66. Therefore, while maintaining the state in which the driver grips the steering wheel 56 with both hands, the driver extends the middle finger of his left hand and taps the finger operation unit 68 further downward from the neutral range "N" setting position. By this knock-down operation, the guide bin 82 comes out from the detent hole 768 corresponding to the neutral drive range rNJ, slides within the straight line 1 part 80a, and moves into the detent hole 76 corresponding to the forward drive range rDJ. In this way, the forward drive range rDJ is switched and set.With the forward drive range rDJ set in this way, the driver takes his foot off the brake pedal and depresses the accelerator pedal. As a result, the vehicle is driven forward in an automatically shifted state.

After this, when switching to the neutral range while the vehicle is stopped at an intersection or the like, the driver should hold the steering wheel 56 with both hands, extend the middle finger of his left hand, and operate the operation switch 18 with his fingers. By knocking up the section 68 from below, the guide bin 82 is lightly pulled out from the daytent hole 76o corresponding to the drive range rDJ, slides within the straight line 1 section 80a, and corresponds to the neutral range "N". It fits into the detent hole 76 and stops. In this way, the neutral range "N"
” will be switched and set.

On the other hand, when the driver is traveling forward and needs engine braking due to a long downhill slope, for example, the driver should hold the steering wheel 56 with both hands and extend the middle finger of the left hand to operate the operation switch 18. By knocking down the portion 68 from above, the guide bin 82 opens the light (
It comes out, slides in the linear groove 80a, fits into the detent hole 76 corresponding to the second forward speed range "2", and stops. In this way, the second forward speed range "2" is switched and set.

Furthermore, while driving forward, for example, if the driver goes down a steep slope and requires strong engine braking, the driver should hold the steering wheel 56 with both hands and extend the middle finger of the left hand to press the operation switch 18. By pushing the pushing part 70 inward in the axial direction against the biasing force of the coil spring 66g, the guide bin 82 is pulled out from the detent hole 762 corresponding to the second forward speed range "2", and the guide bin 82 is removed from the fourth lateral groove. It slides within the portion 80g, reaches the upper end of the second connecting groove portion 80f, and stops the pushing operation. After this,
By rotating the finger operation section 68 downward (that is, hitting it down from above) with the middle finger that was pushing the push-in section 70, the guide bin 82 slides within the second connecting groove section 80h, and the first forward speed is set. daytent hole 76 that defines range “1”;
It will fit inside and stop. In this way, the first forward speed range "1" is switched and set.

In this way, strong engine braking can be achieved by setting the forward l speed indicator to "1", but
If such a powerful engine brake is set by mistake while the vehicle is running at high speed, there is a risk that stable running performance will be impaired. Therefore, in this embodiment, as already explained, from the second forward speed range "2" to the first forward speed range "1",
”, although the left hand is still gripping the steering wheel 56, two operations are required: pushing and rotating, and the left hand simply presses the steering wheel 56.
8, the first forward speed range "1" is not set.

As a result, when the driving range is being switched between the forward 2nd gear range "2" and the neutral range rNJ with a light operating force, it is easy to switch from the forward 1st gear range "1" to the neutral range rNJ.
” is prevented from being switched and set, and the switching from the forward 2nd speed range “2” to the forward 1st speed range “1” is prevented.
Special attention is required to set the range, and erroneous switching and setting of the first forward speed range is effectively prevented.

That is, in this embodiment, while the vehicle is moving forward, the driver maintains a state in which he/she grips the steering wheel 56 with both hands, and changes the driving range between the forward second speed range "2" and the neutral range. When changing between R and NJO, simply stretch out the middle finger of your left hand and tap the finger operation part 68 of the operation switch 18 from above or below (to rotate the switch body 66, then move your left hand to the steering wheel). 56, that is, while holding the steering wheel 56 with both hands, it is possible to perform such a driving range switching operation in forward driving, and the operation of the steering wheel 56 is highly safe. It will be achieved.

Also, from forward 2nd speed range "2" to forward 1st speed range "1"
To switch and set the switch, extend the middle finger of your left hand, push in the push-in part 70 of the operation switch 18 along the axial direction, and then press the finger operation part 68 upward (strongly) to rotate the switch body 66. By moving the steering wheel, it is possible to switch the travel range to apply such strong engine braking without having to take your left hand off the steering wheel 56 (that is, with both hands gripping the steering wheel 56). Thus, safety in the operation of the steering wheel 56 is likewise achieved to a high degree.

On the other hand, when moving backward from forward running, after once setting the neutral range rNJ by the above-mentioned operation, release Maruhoshi from the steering wheel 56, and use the middle finger of the released left hand to push the pushing part 70 into the coil spring 6.
It pushes inward in the axial direction against a biasing force of 6 g.

By this pushing operation, the guide bin 82 is pulled out from the detent hole 76 corresponding to the neutral range rNJ, slides in the first lateral groove part 80b, and slides in the inclined groove part 80c.
After reaching the lower end and stopping the pushing operation, tap the finger operation part 68 upwards (thereby, the guide bin 82 slides in the inclined groove part 80c and reaches the upper end thereof, and the reverse range is reached. It fits into the detent hole 76R corresponding to rRJ and stops.

In this way, the reverse range rRJ is switched and set.

In addition, when switching from reverse range rRJ to parking range rPJ, the above-mentioned parking range rPJ
This is achieved by performing the exact opposite operation of switching from to reverse range rRJ.

That is, in conventional vehicles, whether the transmission is a manual transmission type or an automatic transmission type, whether it is a type equipped with a column shift lever or a type equipped with a floor shift lever, manual transmission is not possible. When performing a gear shifting operation or a travel range switching operation in an automatic gear shifting operation, a so-called one-handed driving situation occurs in which the left hand must be moved away from the steering wheel 56, which is not preferable from a safety point of view. However, in this embodiment, this problem is solved at once, and when switching the driving range, the left hand is placed on the steering wheel 5.
In other words, this switching operation can be performed without taking the driver off the steering wheel 56 with both hands gripping the steering wheel 56, and a new driving operation that is dramatically improved in terms of safety is achieved. That will happen.

Further, according to this embodiment, the operation switch 18 for changing the transmission range is set to be attached to the left side of the steering column 58, and a front wheel drive system is adopted. As a result, the floor between the driver's seat and the passenger's seat can be formed substantially flat, and the space around the driver's seat can be kept neat and tidy. In this way, a luxurious situation as if the driver's seat was placed on the floor of the reception room was achieved, and the environment inside the vehicle was relaxed, with both elbows resting on the armrests 92. Coupled with the ability to take the driving position, it creates a very relaxed atmosphere, and a safe and comfortable driving situation is naturally achieved.

Next, with reference to FIGS. 16 to 27, a control system for controlling the electric drive of the automatic transmission 12 based on the driving range switching operation via the operation switch 18 configured as described above will be described. .

This control system mainly includes a signal generation mechanism 100 provided in the operation switch 18 described above, and this signal generation mechanism 1.
Based on the driving range switching signal and range setting signal outputted from 00, the drive motor 22 of the electric driving range switching device 20 is driven to immediately shift the automatic transmission 12 to the driving range newly set by the operation switch 18. and a control unit 30 that controls the settings. First, the signal generation mechanism 100 of the operation switch 18
will be explained in detail.

As already schematically shown with reference to FIG. 7, this signal generating mechanism 100 has an insulating portion defined on the left side of the steering column 58, each of the travel ranges rPJ, rRJ.
, rNJ, rDJ.

Contact groups xP, xR, x, , xD, x2 . formed in a state corresponding to r2J, rlJ, respectively. x, and are fixed to the outer flange portion 66a of the switch body 66, and contact groups xp, x*, X,
,X,,X2,X,contact rod 66c sequentially contacts
It is composed of.

Specifically, the contact group x,,xR,xN,x,.

X, ,X, is the switch body 6 as shown in FIG.
Extending in an arc shape along the rotation direction of 6, all contact groups x
,,xR,xN,xo x,,x.

The power supply terminal φ is formed in a continuous state over the period.

And, this power supply terminal φ. The contact points Xp are sequentially arranged in a line along the rotating direction of the switch body 66 on the side
, X*, XH, XD, Each contact group XP, XR, XN is sequentially arranged in a line along the
,X.

X2. A second contact terminal φ2F+ is uniquely formed for each
It is composed of φ2*, φ2N, φ2D, φ2□, and φ2.

Here, the power supply terminal φ. is connected to a battery (not shown) via a resistor (not shown). In addition, as shown in the figure, each first contact terminal φ extends along the rotation direction of the switch body 660 and has a fan shape having a constant center angle θ (in the illustrated state, due to the drawing, (shown in a rectangular shape), and adjacent ones are set to be spaced apart from each other by a predetermined center angle θ2 at equal intervals. Each first contact terminal φ1 has a contact rod 66c.
The branch connection lines 102a extend laterally from each edge along a direction perpendicular to the sliding direction of the contact rod 66c, and these branch connection lines 102a are commonly connected to a main connection line 10 extending along
2b, the first connection line 102 consists of
They are electrically connected in common, and the end of this first connection line 102 is defined as a first output terminal 104.

On the other hand, each second contact terminal φ2F+ φ2R+ φ2N
・φ2o・φ22. φ21 extends along the sliding direction of the contact rod 66c, and is formed in a fan shape having the center angle θ1 described above, and also in the positive operating direction of the operation switch 18 (here, this positive operating direction is defined as the parking range). r
The direction of operation is defined as the direction from PJ to the first forward speed range "1", and the opposite direction of operation is defined as the direction of operation from the first forward speed range "1" to the parking range rPJ. ) is set to be offset overall by a predetermined center angle θ3.

Here, the offset amount (angle) θ3 is set to a smaller value than the separation angle θ of the first contact terminal φ1. Therefore, the second contact terminal φ2 of a predetermined travel range and the first contact terminal φ1 of the adjacent travel range are (θ
2-03), and the first contact terminal φ1 of a predetermined travel range and the second contact terminal φ2 of the adjacent travel range are similarly (θ2−θ, ) They will be completely separated by the central angle of . That is, the contact points X,,X,,X, of the travel ranges that are adjacent to each other by this complete separation angle (θ2-θ,).

X,,X,,X,will be completely separated.

In FIG. 16, for ease of understanding, the second contact terminals φ2P+ φ2R+ φ2N, φ2D.

φ2□, φ2. are depicted as being arranged so as not to overlap with respect to the sliding direction of the contact rod 66, but in reality, as shown in FIG. 17A, they are arranged in a line along the running direction of the contact rod 66c. , are arranged independently from each other. Further, each of the second contact terminals φ2P, φ28.
φ2 N + φ211+ φ22. φ2 once extends laterally from each end edge along a direction perpendicular to the sliding direction of the contact rod 66c, and then the contact rod 66c
Connection lines 106a to 10 extending along the sliding direction of
6f, and respective ends of these second connection lines 106a to 106f are defined as second output terminals 108a to 108f.

Here, the second contact terminals φ2F, φ, corresponding to the first contact terminal φ1 in each travel range.

The extension range of φ2N, φ2D, φ2□, and φ21, and the day tent housing structure for mechanically restraining each travel range in the operation switch 18 as already explained with reference to FIGS. 7 and 8. The relationship between the formation range of the corresponding detent holes in 76 will be explained with reference to FIG. 17B.

As shown in FIG. 17B, the total extension range of the first contact terminal φ1 and the corresponding second contact terminal φ2 in each travel range (i.e., from the left end of the first contact terminal φ1 to the corresponding second contact terminal φ1) If the range extending to the right end of the contact terminal φ2 of No. 2 (in other words, the range where the electric signal indicating the corresponding driving range is output) is F, then the center of this extended range F and the distance in the corresponding driving range The centers of the detent holes 76 are set to coincide with each other. Further, this extension range F is set wider than the formation range of the corresponding detent hole 76. That is, both ends of the extension range F are set to extend over the flat top portions of the detent mounts SD formed on both sides of the corresponding detent hole 76, as shown in the figure.

In this way, in this embodiment, the extension range F of the contact terminal in each travel range and the corresponding detent hole 7 are
By forming the formation range in association with the formation range of 6, even if the driver operates the operation switch 18 with a little too much force, the center of the daytent hole 76 at the travel register to be set will be changed. Even if the operating switch 18 is rotated beyond this position, as long as the moderation range is within the travel range to be set, the detent force will return it to the approximate center position of the detent hole, and the moderation Since the extension range of the contact terminal that electrically indicates the travel range is wider than the range, at least in the range where the travel range is mechanically set, erroneous electrical signals are not output. This will surely prevent accidents and ensure safety in driving control.

On the other hand, the contact rod 66c described above is connected to the switch body 66.
When the is rotated, the power supply terminal φ is always connected. A first sliding brush 66C1 contacts the first sliding brush 66C1, a second sliding brush 66c2 selectively contacts the first contact terminal φ, and a second sliding brush 66C2 selectively contacts the second contact terminal φ2P+φ2*+φ2N, φ2D, φ22.
φ2, and a third sliding brush 66c3 that selectively contacts φ2, and these first to third sliding brushes 66c
+, 66ca.

The contact rods 66cs move integrally in accordance with the rotation of the switch body 66, and are arranged in a line along a direction perpendicular to the direction of movement of the contact rods 66c.

Here, the second and third sliding brushes 66c2°66c3
are each configured to include a contact end surface (sliding surface) formed in a circular shape having a diameter smaller than the above-mentioned complete separation amount (θ2-03). Also, the first
The sliding brush 66c1 and the second sliding brush 66c2, and the first sliding brush 66c1 and the third sliding brush 66c
3 are electrically connected to each other.

As a result, as the operation switch 18 is operated, that is, the switch body 66 is rotated, the first output terminal 104 and the second
The output terminals 1O8a to 108f output signals having the waveform shown in the timing chart of FIG. 16. Specifically, from the first output terminal 104, the second
While the contact brush 66C2 is in contact with the insulating part, r
While the LJ level signal is being output and the first contact terminal φ is in contact, the rHJ level signal is being output. Further, from the output terminals 108a to 108f of the container cylinder 2, a third
rL while the contact brush 66c is in contact with the insulating part.
A J level signal is output, and the corresponding second contact terminal φ2
P, φ28. While in contact with φ2N, φ2D, φ2□, and φ21, an rH'' level signal is output.

In this embodiment, the first output terminal 10
rHJ level signal from 4 and the second output terminal 108a
With the rHJ level signal from any of ~108f,
A range setting signal indicating the currently set travel range is defined by the operation switch 18, while the first output terminal 1
04 and the second output terminal 108
A driving range switching signal indicating that the operating switch 18 has started the driving range switching operation is defined by the "L" level signals from a to 108f.

Here, when the next driving range is set by rotating the switch body 66, signals are output from the first output terminal 104 and the second output terminals 108a-108f in the order described below. It will be output.

That is, if the switch body 66 is rotated in the positive direction from a state where the neutral range "N" is currently set, for example, the first output terminal 10 is turned as shown in FIG. 18A.
4 and the second output terminal 108c are both output from the neutral range "rH" level signal.
N” from the first contact terminal φ1 to the second sliding brush 66c.
2 is removed, the output of the first output terminal 104 falls from the rHJ level to the rLJ level, and the third sliding brush 66c is subsequently removed from the second contact terminal φ2 in the neutral range "N". , the output of the second output terminal 108c falls from the rHJ level to the "L" level. In this way, the first and second output terminals 104, 108
The rLJ level signal, that is, the travel range switching signal, is output from any of a to 108f.

After this, the second sliding brush 66C2 contacts the first contact terminal φ1 of the forward drive range "DJ" adjacent in the forward direction, and the output of the first output terminal 104 changes from the "L" level to r.
After rising to the HJ level, and after a predetermined delay, the second contact terminal φ2 of the forward drive range rDJ
The third sliding brush 66C3 contacts D, and the output of the second output terminal 108e rises from the rLJ level to the rHJ level. That is, a range setting signal indicating the forward drive range is output.

On the other hand, if the switch body 66 is rotated in the opposite direction from the state in which the forward drive range "D" is currently set, for example, as shown in FIG. 18B, the first output terminal 10
4 and the second output terminal 108d, first, the forward drive range r
From the second contact terminal φ2 of the DJ to the third sliding brush 66C
3 is removed, the output of the second output terminal 108d falls from the "H" level to the rLJ level, and the second sliding brush 66C3 subsequently changes the forward drive range "DJ's second
is removed from the contact terminal φ, and the output of the first output terminal 104 falls from the rHJ level to the rLJ level. In this way, the first and second output terminals 104, 108a
-108f, the rLJ level signal, that is, the driving range switching signal is outputted from each of them.

After this, the third sliding brush 66c comes into contact with the second contact terminal φ2N of the neutral range "N" adjacent in the opposite direction, and the output of the second output terminal 108C rises from the rLJ level to the rHJ level. , Subsequently, after a predetermined time delay, the second sliding brush 66c2 contacts the first contact terminal φ1 of the neutral range rNJ, and the output of the first output terminal 104 rises from the rLJ level to the rHJ level. becomes. That is, a range setting signal indicating the neutral range is output.

As a result, although details will be described later, the control unit 30 monitors the order in which the output levels from the first and second output terminals 104, 108a to 108f rise, and the output from the first output terminal 104 is output first. By detecting that the output from any of the second output terminals 1088 to 108f rises, it is determined that the operation switch 18 has been operated in the positive direction; 108f rises first, and then by detecting that the output from the first output terminal 104 rises, it is determined that the operation switch 18 has been operated in the opposite direction. . In this way, when operating the operation switch 18,
Although the destination (that is, the target stop position) of the control unit 30 is initially unknown, at least the operation switch 1
This means that it is possible to recognize whether the operating direction of 8 is the forward direction or the reverse direction.

Further, in this embodiment, the first output terminal 104
The rise of the output from the second output terminal 108a~
It is configured to determine whether the operating direction of the operation switch 18 is to be rotated in the forward or reverse direction based on two rising signals, that is, the rising edge of the output from one of the terminals 108f. As a result, compared to the case where the direction of rotation is determined based on a single rising signal, an effect is obtained in which malfunctions due to noise are less likely to occur. That is, in this embodiment, the signal from the signal generating mechanism 100 is composed of an output that changes based on the contact/non-contact operation of the contact terminal and the contact rod 66c. If the signal is defined based on changes in
There is a great possibility that noise will occur. If such noise is recognized as a rising signal, when determining the rotation direction based on a single rising signal, this noise will cause the rotation direction to be misrecognized, even though the operation switch 18 has not yet been definitively operated. Despite this, the automatic transmission 12 ends up starting a driving range switching operation. However, in this embodiment, since the direction of rotation is recognized based on the two rising signals as described above, the possibility of malfunction due to noise is extremely reduced, and the direction of rotation can be determined with high reliability. become.

Note that the symbol a shown in FIG. 16 indicates the range of the common extension part of the first contact terminal φ1 and the second contact terminal φ in each travel range, and the length is a= 01-2
It will be expressed as ×θ. Here, in the state where the contact rod 66c corresponding to the area indicated by range a reaches, the operating switch 18 is mechanically defined and stopped by the above-described detent mechanism. It is set as follows.

Next, the connection state between the operation switch 18 and the control unit 30 will be explained with reference to FIG. 17A.

That is, the output terminal 104 for the first contact terminal φ1 is
It is connected to one input terminal of a first OR gate circuit 112 via a pulse generating circuit 110 . Further, each output terminal 108a for the second contact terminal group φ2P to φ21
~108f are respectively connected to the input terminals of the second OR gate circuit 114, and the second OR gate circuit 114
The output terminal of is connected to the other input terminal of the above-mentioned second OR gate circuit 112 via the second pulse generating circuit 116. Here, the first and second pulse generation circuits 1
10 and 116 are each configured to output one pulse in response to the falling edge of the input signal. Further, the output terminal of the first OR gate circuit 112 is connected to the control unit 3
It is connected to the first included terminal INT of the CPU that executes the control procedure in INT.

On the other hand, the output terminal 104 for the first contact terminal φ1 is
is connected to one input terminal of a third OR gate circuit 120 via a pulse generating circuit 118 . Further, the output terminal of the second OR gate circuit 114 is connected to the third OR gate circuit 120 via the fourth pulse generating circuit 122.
is connected to the other input end of the Here, the third and fourth pulse generating circuits 118 and 122 are each configured to output one pulse in response to the rising edge of the input signal. Further, the output terminal of the third OR gate circuit 120 is connected to a C for executing the control procedure in the control unit 30.
It is connected to the second interconnected terminal I N T z of the PU.

In addition, the output terminals 108a to 108f of the container 2 are 8×2
The first output terminal 104 and the output terminal of the second OR gate circuit 114 are connected to one input terminal group of the multiplexer circuit 124 of the multiplexer circuit 12.
It is connected to the other input group terminal of 4. Here, this multiplexer circuit 124 has rLJ at its control terminal.
When a level signal is input, the signal input to one input terminal group is output to the input port of the CPU, and when an rHJ level signal is input to the control terminal of this, It is configured to output the signals input to the other input terminal group to the input port of the CPU.

Here, this CPU has a real-time counter RTC.
is connected. This real-time counter RTC is configured into four channels, and is set so that when the corresponding timer is activated in each channel, a time-up signal is output to the CPU when a preset time expires. has been done. This CPU is set to determine a fail state when a time-up signal is input from one of the four channel timers, and to execute a predetermined fail-safe operation. The timer for each channel is
When a timer reset signal is input, the count-up operation is stopped, the device returns to the initial state, and waits.

Further, this CPU 22 is connected to a drive motor 22 via a servo amplifier 126, and this servo amplifier 1
Reference numeral 26 denotes a direction latch circuit DIR that defines the rotational direction of the drive motor 22, an enable latch circuit ENA that defines the driving force of the drive motor 22, and these direction latch circuits DIR and enable latch circuit EN.
Amplifier A that amplifies the output of A and transmits it to the drive motor 22
It is equipped with MP. This direction latch circuit D
By inputting a “1” signal here, the IR
Outputs a normal rotation signal that drives the drive motor 22 in normal rotation, and outputs a normal rotation signal that drives the drive motor 22 in the normal rotation.
'' signal is input, the drive motor 22 is configured to output a reverse rotation signal for driving the drive motor 22 in the reverse direction. In addition, the enable latch circuit ENA operates to operate the drive motor 22 at a predetermined voltage by inputting a "1" signal here.
The drive motor 22 is set so that no voltage is applied to the drive motor 22 by outputting a drive signal for driving the drive motor 22 and inputting a "0" signal.

Although a detailed explanation will be omitted, the CPU determines the rotational direction of the operation switch 18 in the rotational direction determination routine, rotates the drive motor 22 based on the determined rotational direction, and then performs the operation. The main routine includes a routine for controlling the rotation of the drive motor 22 to stop when the newly set travel range at the switch 18 matches the inhibitor signal at the inhibitor switch 32 of the automatic transmission 12. , while the first or second included terminal INT of the CPU, ,
When a pulse signal is input to INT2, the main routine is included, and the first and second interrupt routines are set to be executed separately.

Here, in the main routine in the CPU described above, in order to accurately position and stop the travel range in the automatic transmission l112 that is currently being changed to the target travel range position set by the operation switch 18,
This embodiment is configured as follows.

That is, first, to set the target travel range in the operation switch 18, the stop time of the operation switch stopped at the travel range position is monitored, and when this stop time exceeds a predetermined time, the travel range at the stopped position is set. is determined to be the target driving range. And 5. If this determined target driving range is two or more ranges away from the driving range currently set in the automatic shift [12], a signal indicating a driving range that is a lunge before the target driving range is set as an inhibitor. At the time of the output from the switch 32, the drive motor 22 is subjected to so-called chopping control to substantially reduce the speed by shortening the energization time to the drive motor 22 in a pulse-like manner.
Detent mechanism (not shown) in manual drive mechanism 38
The detent mechanism 33 provided in the inhibitor switch 32 itself is configured to accurately stop and maintain the target travel range in a mechanically restrained state.

By controlling the drive motor 22 in this way, the automatic transmission 12
Although the driving range in the automatic transmission 1 is set to exactly match the driving range set by the operation switch 18, overshoot or undershoot in the drive motor 22 may occur due to various conditions, and the automatic transmission 1
There is a possibility that a situation may occur in which the travel range in No. 2 is not accurately defined.

The occurrence of such overshoot or undershoot in the drive motor 22 is detected based on the output of a potentiometer connected to the drive motor 22, and the amount of overshoot and undershoot is also measured. If the occurrence of such overshoot or undershoot is detected, the energization time set in proportion to the amount of overshoot or undershoot will be applied, and if there is an overshoot, the current rotation will be reduced. The drive motor 22 is energized so that it rotates in the opposite direction, and on the other hand, in the event of undershoot, it is set so that the drive motor 22 is energized so that it rotates in the same direction as the previous rotation direction. has been done.

In this way, in this embodiment, even if overshoot or undershoot occurs, the positional deviation will be reliably corrected, and accurate positioning will be achieved.

Note that if this healing operation takes too long or if overshoot or undershoot occurs beyond the range that can be healed, the drive motor 22 will continue to be driven even after the logical stop condition is satisfied. Therefore, the first fail determination will be made.

In addition, in the changeover switch 32 of this embodiment, in the display inhibitor switch 32a, the first sliding brush 33f passes through the display inhibitor contact having a predetermined width, and while the two are in contact, the display The inhibitor signal is output, and the indicator 96 is set to display the travel range set in the automatic transmission 12 only while the inhibitor signal is being output. In addition, in the control inhibitor switch 32b, the second sliding brush 33g passes through the control inhibitor contact having a predetermined width and while the two are in contact, a control inhibitor signal is output. At this point, the constant speed control based on current feedback of the drive motor 22 is stopped, braking by back electromotive force is started, and the final speed (2) of the drive motor 22 is controlled.

As a result, as shown in FIG. 2D, in the changeover switch 32 of the automatic transmission 12, the recess for the day tent corresponding to the travel range set by the operation switch 18 comes close to the ball 33i and changes the travel range. First to third sliding brushes 33f are provided at the end of the defined predetermined range E.
~33h come into contact, first, the first sliding brush 33
f comes into contact with the corresponding terminal of the display inhibitor switch 32a, and first outputs a display inhibitor signal, causing the indicator 96 to display the travel range to be set. After this, the third sliding member 33h contacts the corresponding terminal of the oil pressure switch 32c and outputs an oil pressure signal, causing the oil pressure valve 16 to generate the oil pressure necessary to switch to the set travel range. Become. Finally, the second sliding brush 32g comes into contact with the corresponding terminal of the control inhibitor switch 32b, outputs a control inhibitor signal, and starts the braking operation in the drive motor 22.

Here, at the time when the control inhibitor signal is finally output in this way, the ball 331 has not entered the insertion range of the detent recess. Then, as described above, the braking operation of the drive motor is started in response to the control inhibitor signal a, and when the switching member 32e in which the recessed portion for the detent is rotated, the recessed portion for the detent is When the ball 33i is inserted into the ball 33i, the ball 33i is stopped. That is, according to this embodiment, the travel range in the automatic transmission 12 is also accurately switched and set to the travel range finally set by the operation switch 18.

As a result, according to this embodiment, when the travel range set by the operation switch 18 is set in the automatic transmission 12, the final stop position of the switching member 32e in the changeover switch 32 is not detected. Since the final stop position is defined by the recess for the detent, the door on the side of the stop position can be easily opened. In this way, in this embodiment, there is no need to sequentially detect the rotational position of the switching member 32e using, for example, a potentiometer or the like to accurately recognize the braking start position and final stop position. In addition, the hydraulic signal is
Since it is output before the control inhibitor signal, the driving range switching operation is reliably executed. In addition, in the changeover switch 32, when the ball 33i is brought into the forming range of the recessed part for the day tent corresponding to the finally set travel range, the output is first output, and the indicator indicates that the last set travel range is selected. I am trying to display the range. In this way, when the driver operates the operation switch 18 to switch and set a new driving range, this driving range will be quickly displayed on the indicator 98, and the display will be optimized. .

Here, the distance from the origin position of the potentiometer at the time when this inhibitor sliding terminal starts to contact the inhibitor contact is defined as Ll, and the distance of the potentiometer at the time when the inhibitor sliding terminal comes off from the inhibitor contact is defined as Ll. The distance from the origin position is defined as L2, and the distance from the origin position of the potentiometer to the stop position that defines each travel range in the inhibitor switch 32 is defined as Lo.
Then, this distance L0 is corrected and set each time the inhibitor sliding terminal passes through each inhibitor contact point so that the distance L0 is as follows.

As a result, even if a change in relative position occurs between the drive motor 22 and the potentiometer, the stop position that defines each travel range is constantly calculated and updated.
Accurate positioning movements will be achieved.

Further, in the CPU of this embodiment, the operation switch 18 starts to be operated, and the travel range set by the operation switch 18 is based on the travel range of the automatic transmission 12, that is, the inhibitor signal from the inhibitor switch 32. If the operation switch 18 is operated in the opposite direction in a state that is more than a lunge away from the driving range, for example, the first output Φ1 changes from rLJ to r
After rising to HJ, the second output Φ2 changes from "L" to r
In a state where it is determined that the operation switch 18 has been operated in the forward direction by detecting the rise to HJ,
When detecting the next rising edge, first, the second output Φ2 rises from rLJ to rH, and then the first output Φ2 rises from rLJ to rH.
, rises from "L" to "H", it is determined that the operation switch 18 is reversely operated.

When such a reverse operation of the operation switch 18 is determined, the CPU is configured to ignore this reverse rotation detection for one day and maintain the current driving direction without driving the drive motor 22 in reverse. ing.

Then, when the driving range set by the operating switch 18 exceeds the driving range defined based on the inhibitor signal output from the inhibitor switch 32, that is, the operating position of the operating switch 18 The drive motor 22 is set to be driven in the reverse direction based on the above-mentioned reverse direction instruction only when the drive motor 22 intersects with the operating position of the machine 12 and exits to the opposite side.

With this configuration, it is reliably prevented that the driving range position of the automatic transmission 12 is set in advance of the driving range position set by the operation switch 18, and a good control state is maintained. will be done.

This invention is not limited to the configuration of the one embodiment described above (it goes without saying that various modifications can be made without departing from the gist of the invention).

For example, in one embodiment described above, hydraulic valve 16
Although the setting range of the oil pressure generation area in the display inhibitor switch 32a has been described as being smaller than the formation range of the contact in the display inhibitor switch 32a, the present invention is not limited to such a configuration. It is fine to do as you like. That is, when the operation range is set by the operation switch 18, the display inhibitor signal and the oil pressure are configured to be output at the same time, and after these are output, the control inhibitor signal is output. The present invention may also be configured differently, and the same effects as those of the above-mentioned embodiment can be achieved.

Furthermore, in the above-mentioned embodiment, it has been explained that the first and second contact terminals, which are out of phase with each other, are used in the signal generation mechanism as a means for defining the signal indicating the corresponding travel range. The invention is not limited to this configuration, but may be configured to use one contact terminal for generating a level signal whose level state changes, or may be configured to use a single contact terminal to generate a level signal whose level state changes, or to use a photocoupler to transmit light. In the system, it can be similarly applied even when one slit is employed. In other words, when one contact terminal or one slit is used, the forming range of these terminals extends beyond the forming range of the corresponding detent hole to the forming portions of the moderation ridges located at both ends. By setting it so that it is formed in an open state, it is possible to achieve the same effect as in the above-mentioned embodiment.

In short, in the operating switch 18, the forming range of the means indicating the travel range set here extends beyond the forming range of the corresponding detent hole and extends to the forming portion of the moderation ridges located at both ends. It is sufficient if the settings are set so that it is formed.

[Effects of the Invention] As detailed above, the operating device for a vehicle automatic transmission according to the present invention includes an actuator that drives a hydraulic valve for switching the travel range of the automatic transmission, and a control that controls this actuator. and a speed change operation means for outputting a range signal indicating a currently set travel range to the control means, wherein the speed change operation means is arranged so that the set travel range is set to a predetermined trajectory. A stroke contact type operation switch is arranged in sequence on the top, and the operation switch has a detent means for mechanically regulating each travel range, and a signal output means for outputting a signal indicating the position of each travel range. The present invention is characterized in that the signal output range of each travel range in the signal output means is set wider than the insertion range of the detent means.

Further, in the operating device for a vehicle automatic transmission according to the present invention, the operating switch is disposed on a steering column.

Therefore, according to the present invention, even if a vibration state occurs due to, for example, hand shake in the operation switch, the driving range cannot be changed, and stability can be ensured in the operation of an automatic transmission for a vehicle. Equipment will be provided.

[Brief explanation of drawings]

FIG. 1 is a block diagram schematically showing the configuration of an electric driving range switching device to which an embodiment of the operating device for a vehicle automatic transmission according to the present invention is applied; FIG. 2A is a diagram showing the drive motor shown in FIG. 1; A wiring diagram showing the connection state of the control system: Figure 2B is a plan view showing the configuration of the changeover switch; Figure 2C is a diagram showing the contact points of the display inhibitor switch, control inhibitor switch, and oil pressure switch in the changeover switch. The figure which shows the formation range and the insertion range in the recessed part for day tents. Figure 2D is a diagram for explaining the rotating state of the switching member and the corresponding fitting state of the ball into the corresponding detent recess. Figure 3 is the arrangement position of the operating switch and manual drive mechanism in the passenger compartment. Figure 4 is a front view showing how the operating switches are arranged as seen from the driver seated in the driver's seat; Figure 5 is a front view showing how the operating switches are arranged as seen from the left side. Figure 6 is a perspective view showing the external configuration of the operation switch; Figure 7 is a sectional view showing the internal configuration of the operation switch together with the pattern of guide groove formation; Figure 8 is the guide groove formed on the mounting ring. A cross-sectional view showing the depth shape of the guide groove; FIG. 9 is a cross-sectional view showing the push-in state of the guide bin; FIG. 10 is a diagram showing the different operating forces of the operating switch when changing the travel range; Figure 11 and 1
Figure 2 is a perspective view and side view showing the arrangement of the operation switches; Figure 13 is a side view illustrating the setting position of the reverse range; Figure 14 shows the driver's left knee in a standing position. A side view for explanation; FIG. 15 is a side view showing the positional relationship between the steering wheel and the operation switch when the telescopic mechanism or tilt mechanism is activated; FIG. 16 is a perspective view showing the structure of the signal generation mechanism in the operation switch. Fig. 17A is a wiring diagram specifically showing the connection state between the operation switch and the control unit; and Fig. 17B is the formation range of the detent hole in the operation switch and the formation of a contact point that outputs an electric signal indicating the travel range position. It is a figure showing the relationship with a range. In the figure, 10... operating device, 12... automatic transmission, 1
4... Engine, 16... Hydraulic valve, 16a-1
7 Replacement rod, 18... Operation switch, 20...
Electric drive range switching device, 22... Drive motor, 2
4... Drive shaft, 26... Rotating arm, 28... Connecting rod, 30... Control unit, 32... Changeover switch, 32a... Inhibitor switch for display,
32b...control inhibitor switch, 32d...
Switch body, 32e...Switching member, 32f~3
2h...Sliding brush, 33...Day tent mechanism, 3
3a to 33f...concavity, 33g...thick part, 33h
...Through hole, 33i...Ball, 33j...Coil spring, 33k...Plug, 34...Clutch mechanism, 36...Rotary encoder, 38...Manual drive mechanism, 40... - Rotating plate, 42... Pinion gear, 44... Rack member, 46... First auxiliary connection wire, 48... Wrench, 50... Switching lever
52... Second auxiliary wire, 54... Cowl panel lower, 54a... Lid member, 56... Steering wheel, 56a: 56b; 56c: 56
d; 56 e - Spoke, 58... Steering column, 60... Direction indicator lever 62... Wiper operation lever 64... Mounting ring, 66... Switch body, 66a... Outer flange part (slit disk), 66b... shaft part, 66c... contact rod, 6
6d... Moving part, 66e... Through hole, 66f... Locking nut, 66g... Coil spring, 66h...
・Concavity, 66i...Blind plate, 68...Finger operation part,
70...Pushing part, 72...Hold button, 74
...Mode switching button, 76...Day tent mechanism, 76, ;76□;76D, 76N. 76R, 76F... Day tent hole, 78... Regulatory mechanism, 80... Guide groove, 80a... Straight groove portion, 80
b...first lateral groove part, 80c...inclined groove part, 80d
...Second lateral groove part, 80e...Third lateral groove part, 80
f...Connection groove, 82...Guide bin, 82a...
・Pin body, 82b...Outer flange part, 84...
recess, 84a... first part, 84b... second part, 86... locking ring, 88... first coil spring, 90... second coil spring, 92・
...Armrest, 94...Instrument panel, 96...Driving range indicator, 98...A/
T warning lamp, 100...signal generation mechanism, l○
2... First connection line, 102a... Branch connection line, 102b... Main connection line, 104... First
output terminals, 106a to 106f...second connection lines, 108a to 108f...second output terminals, 110
...first pulse generating circuit, 112...first OR gate circuit, 114...second OR gate circuit, 11
6... Second pulse generation circuit, 118... Third pulse generation circuit, 120... Third OR gate circuit, 1
22... Fourth pulse generation circuit, 124... Multiplexer circuit, 126... Servo amplifier, "P":
rRJ, rNJ, rDJ, r2J; rlJ・
... Travel range, A, B... Grip position, C... Center line, dd2... Separation distance, E... Slip range, F
...Setting range of travel range position, g...Gap, H,
;H, ;Hゎ;HD;Ha;H,...Contact of the control inhibitor switch, h+;ha;h
s...depth, °C. ...axis line, j2+; j22;C
3; C4: C6... Turning radius, S, -S prize; Sn
;So;S,;S,...Contact of control inhibitor switch, Y,,YR;Yn;Y,,Y2;Y
+...Hydraulic pressure generation area in the hydraulic valve, Xp;X
o: X,: Xo: X2:
...Second contact terminal, Φ1...First output, Φ2...Second output, θ1.C2; C3...Center angle. Patent Applicant Mazda Stock Figure 2C Display ON Timing Figure 2D Figure 8 Figure 9 Figure 10 Figure 1 Figure = 440

Claims (2)

[Claims] (1) An actuator that drives a hydraulic valve for switching the driving range of an automatic transmission, a control means that controls this actuator, and a shift operation means that outputs a range signal indicating the currently set driving range to this control means. In the operating device for an automatic transmission for a vehicle, the shift operating means includes stroke contact type operating switches in which travel ranges to be set are sequentially arranged in parallel on a predetermined locus, and each of the operating switches The detent means mechanically regulates the travel range, and the signal output means outputs a signal indicating the position of each travel range. An operating device for an automatic transmission for a vehicle, characterized in that the setting is wider than that of the vehicle automatic transmission. (2) The operating device for an automatic transmission for a vehicle according to claim 1, wherein the operating switch is disposed on a steering column.