JP2007132387A - Shift lever unit and shifting system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shift lever unit structured to avoid occurrence of critical trouble in a shift lever unit with a fail-safe function. <P>SOLUTION: The shift lever unit 1 outputs a position signal for representing a shift position which is an operation position of a shift lever to a control controller 4. A signal processing part 3 is structured to activate a fail-safe mode in which a normal position signal is output when any of sensors are in an inappropriate detection state. The signal processing part 3 is structured to output an output restricting signal for instructing to restrict output of a motor 41 to be less than 100% under the fail-safe mode. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a shift lever unit applied to an automobile employing a shift-by-wire system.

  Conventionally, as a shift lever unit corresponding to a shift-by-wire system, there is one that outputs an electrical position signal for each shift position. As such a shift lever unit, for example, there is one in which a fail-safe function is enhanced by arranging a plurality of sensors for each shift position. In this shift lever unit, even when trouble occurs in any one of the sensors, a normal position signal can be output by backing up other sensors arranged at the same shift position (for example, Patent Document 1). reference.).

  However, the conventional shift lever unit has the following problems. That is, even if a trouble occurs in the sensor, the normal position signal can be output, so that the use is continued as it is, and there is a possibility that a fatal trouble may be induced.

JP 2004-353828 A

  The present invention has been made in view of the above-described conventional problems, and provides a shift lever unit configured to avoid occurrence of a fatal trouble in a shift lever unit having a fail-safe function. It is something to try.

1st invention is the components for motor vehicles provided with the motor | power_engine, the transmission which changes and transmits rotation of the output shaft of this motor | power_engine, and the control controller for controlling the said motor | power_engine and the said transmission. In the shift lever unit configured to output a position signal representing the shift position that is the operation position of the shift lever toward the controller,
A plurality of sensors for detecting each shift position;
A signal processing unit that generates the position signal based on the output of each sensor,
The signal processing unit is configured to perform a fail-safe mode in which the normal position signal is generated when the detection state of any of the sensors is not appropriate.
The shift lever unit is configured to output an output restriction signal instructing to restrict the output of the prime mover to less than 100% toward the control controller under the fail safe mode. (1).

  The shift lever unit according to the first aspect of the invention includes the plurality of sensors for detecting the shift positions, and the signal processing unit that generates the position signal based on outputs of the plurality of sensors. Yes. The signal processing unit can implement the fail-safe mode for generating the normal position signal when the detection state of any of the sensors is not appropriate.

  The shift lever unit outputs the output restriction signal that restricts the output of the prime mover to less than 100% under the fail safe mode. Therefore, in an automobile equipped with the shift lever unit, the output of the prime mover can be restricted to less than 100% under the fail safe mode. Therefore, according to the shift lever unit, it is possible to prompt the driver to perform early repair within the implementation period of the fail-safe mode.

  As described above, the shift lever unit according to the first aspect of the invention can regulate the output of the prime mover to less than 100% by outputting the output restriction signal under the fail safe mode. Therefore, under the fail-safe mode, the driver can be actively encouraged to repair, and a fatal trouble can be avoided in advance.

A second aspect of the present invention relates to a prime mover, a transmission that changes and transmits the rotation of the output shaft of the prime mover, a control controller that controls the prime mover and the transmission, and a shift position that is an operation position of a shift lever. A shift system for an automobile comprising a shift lever unit configured to output a position signal representing the control signal to the controller,
The shift lever unit is configured to perform a fail-safe mode in which a normal position signal is output when trouble occurs in the shift lever unit, and the prime mover outputs in the fail-safe mode. In a transmission system for an automobile, characterized in that it can be regulated to less than 100% (claim 11).

  The transmission system for an automobile according to the second aspect of the present invention includes the control controller for controlling the prime mover and the transmission, and the shift lever unit that outputs the position signal toward the control controller. Yes. The shift lever unit can implement the fail-safe mode when some trouble occurs. The prime mover of the transmission system for automobiles is configured to be able to regulate the output to less than 100% under the fail-safe mode. Therefore, according to the above-described transmission system for automobiles, it is possible to actively prompt the driver for repair with a decrease in the output of the prime mover. Therefore, according to the above transmission system for automobiles, a fatal trouble of the above transmission system for automobiles including the shift lever unit can be avoided in advance.

  As described above, the automobile transmission system according to the second aspect of the invention can actively prompt the driver to repair in the fail-safe mode. Therefore, fatal troubles can be avoided by early repair.

Preferably, the position signal in the first invention forms an error correction code.
In this case, the error of the position signal can be corrected by code processing. Examples of the error correction code include a Hamming code and a BCH code. For example, according to the Hamming code, an error of up to 2 bits can be generally detected, and an error of up to 1 bit can be corrected.

Moreover, it is preferable that the shift lever unit includes an indicator for indicating that the fail-safe mode is selected.
In this case, the occurrence of the trouble can be notified to the driver or the like by the display by the indicator. Further, for example, the indicator that the fail-safe mode is being activated is displayed by the indicator under the fail-safe mode, and time may be given before the output of the output restriction signal is started. In this case, the display of the indicator can prompt early repair before regulating the output of the prime mover.

The shift lever unit is configured to capture a distance signal representing a travel distance from the vehicle side, and the travel distance under the fail-safe mode exceeds the predetermined distance set in advance. It is preferable that an output restriction signal is output (claim 4).
In this case, the output restriction signal can be output at an appropriate timing according to the travel distance in the fail-safe mode. Thereby, the output of the prime mover can be effectively regulated at an appropriate timing under the fail safe mode.

Further, the shift lever unit is preferably configured to output the output restriction signal so that the output of the prime mover gradually decreases as the travel distance represented by the distance signal increases. Item 5).
In this case, the output of the prime mover can be gradually reduced as the travel distance increases. Therefore, it is possible to make the driver or the like feel the necessity of repair gradually and strongly depending on the travel distance.

The shift lever unit includes a timer for measuring the elapsed time, and the output restriction signal is output when the elapsed time after shifting to the fail-safe mode exceeds a predetermined time. It is preferable to be configured to output (Claim 6).
In this case, the output restriction signal can be output at an appropriate timing according to the elapsed time in the fail-safe mode. Thereby, the output of the prime mover can be effectively regulated at an appropriate timing under the fail safe mode.

Further, the shift lever unit is configured to capture a distance signal representing a travel distance from the automobile side, and
The shift lever unit has at least one of a travel distance under the fail-safe mode exceeding a predetermined distance set in advance and an elapsed time after shifting to the fail-safe mode exceeds a predetermined time set in advance. It is preferable that the output restriction signal is output when one of the conditions is satisfied (Claim 7).
In this case, the output of the prime mover can be more effectively regulated at an appropriate timing based on the combination of the travel distance and the elapsed time after shifting to the fail-safe mode.

In addition, it is preferable that the timer is configured to accumulate elapsed time under the condition that the ignition signal of the automobile is on.
In this case, the time actually used in the fail-safe mode can be accurately integrated as the elapsed time. Therefore, the output restriction signal can be output at a more appropriate timing according to the actual use time.

Further, the shift lever unit is preferably configured to output the output restriction signal so that the output of the prime mover gradually decreases as the elapsed time measured by the timer increases. Item 9).
In this case, the output of the prime mover can be gradually regulated as the elapsed time becomes longer. Therefore, according to the elapsed time, the necessity for repair can be gradually felt to the driver or the like.

The shift lever unit preferably includes a cancel switch for stopping the output of the output restriction signal.
In this case, the output of the output restriction signal can be stopped by turning on the cancel switch when the output of the prime mover is restricted when the output of the prime mover is restricted, for example, in an emergency, and the output of the prime mover is reduced to 100%. It can be in the state of.

In the second aspect of the invention, the shift lever unit is the shift lever unit of the first aspect of the invention, and the prime mover is configured to restrict output based on an output restriction signal output from the shift lever unit. (Claim 12).
In this case, the output of the prime mover can be appropriately restricted using the output restriction signal output from the shift lever unit.

Example 1
This example is an example relating to the shift lever unit 1 having a fail-safe function. The contents will be described with reference to FIGS.
As shown in FIGS. 1 to 5, the shift lever unit 1 of the present example controls the prime mover 41, a transmission 42 that shifts and transmits the rotation of the output shaft of the prime mover 41, and the prime mover 41 and the transmission 42. It is a part for motor vehicles provided with the controller 4 for this. The shift lever unit 1 is configured to output a position signal indicating a shift position, which is an operation position of the shift lever 21, toward the controller 4 side.
The shift lever unit 1 includes a plurality of sensors 131 to 137 for detecting each shift position, and a signal processing unit 3 that generates a position signal based on the outputs of the sensors 131 to 137.

Here, the signal processing unit 3 is configured to implement a fail-safe mode in which a normal position signal is generated when the detection state of any of the sensors 131 to 137 is not appropriate. And the shift lever unit 1 is comprised so that the output control signal which instruct | indicates to control the output of the motor | power_engine 41 to less than 100% toward the controller 4 side may be output under the fail safe mode.
Hereinafter, this content will be described in detail.

  First, a transmission system 10 for an automobile to which the shift lever unit 1 of this example is applied will be described. As shown in FIG. 4, the transmission system 10 for an automobile includes a motor speed pulse generator 6 that generates pulses at a predetermined time interval according to the motor 41, the transmission 42, the controller 4, and the speed of the automobile. It is a system including.

  In the automotive transmission system 10, the controller 4 controls the transmission 42 based on the position signal fetched from the shift lever unit 1. Further, the controller 4 is configured to restrict the output of the prime mover 41 to less than 100% based on the output restriction signal fetched from the shift lever unit 1. In the figure, the control controller of the prime mover 41 and the control controller of the transmission 42 are shown integrally, but each control controller may be configured separately.

  As shown in FIGS. 1 to 3, the shift lever unit 1 of the present example includes a shift lever 21 having a grip handle 212 at the tip and a rotating shaft 211 at the other end, and a neutral, reverse (retreat), and parking. The upper housing 22 includes a position plate 221 that displays the position of a shift position such as the above, and a holding block 23 that holds the upper housing 22. The upper housing 22 has an indicator 5 made up of an LED for displaying that it is in the fail safe mode. The holding block 23 is provided with a guide hole 230 that supports the rotation shaft 211 of the shift lever 21.

  As shown in FIGS. 1 and 2, the shift lever unit 1 of this example rotatably supports the shift lever 21 around a rotation shaft 211 inserted in the guide hole 230. According to this shift lever unit 1, as a shift position, the parking range (P range) 21p, reverse range (R range) 21r, neutral range (N range) 21n, drive range (D range) 21d, second range (2nd range) 21s and low range (1st range) 21l can be selected.

  As shown in FIGS. 1 to 3, the upper housing 22 holds the surface light emitting substrate 12 on the lower surface facing the holding block 23 with a predetermined gap. On the other hand, the holding block 23 holds the sensor substrate 13 on the upper surface facing the surface emitting substrate 12. In the shift lever unit 1, a gap 220 where the surface light emitting substrate 12 and the sensor substrate 13 face each other is formed in a gap between the upper housing 22 and the holding block 23, and a substantially flat light guide plate 11 is formed in the gap 220. Contained.

  The surface light emitting substrate 12 holds an EL panel which is a surface light emitting device, as shown in FIGS. The sensor substrate 13 has seven optical sensors 131 to 137 arranged on a straight line substantially orthogonal to the operation direction of the shift lever 21 (that is, the advancing / retreating direction of the light guide plate 11). In addition, as the surface emitting substrate 12, instead of the surface emitting device made of EL of this example, a light emitting substrate in which a plurality of LEDs are arranged, a cold cathode tube, or a surface emitting light source using a combination of an LED and a light guide plate is adopted. Can do. In addition, as the optical sensors 131 to 137, a photodiode, a CdS cell, or the like can be employed instead of the phototransistor of this example.

  As shown in FIGS. 1, 2, and 5, the light guide plate 11 includes a light-transmitting region 110 (hereinafter referred to as a through-hole 110) made of a through-hole and a light-shielding region 111 that does not transmit light in a substantially linear shape. There are six region rows 115 provided for each shift position. In the gap 220 between the surface light emitting substrate 12 and the sensor substrate 13, the light transmission path from the surface light emitting substrate 12 toward the sensor substrate 13 is selectively communicated through the through hole 110. On the other hand, the light transmission path from the surface light emitting substrate 12 to the sensor substrate 13 is selectively blocked by the light shielding region 111 in the light guide plate 11.

  As shown in FIGS. 1, 2, and 5, the light guide plate 11 is an engagement portion between the side portions 118 accommodated in the advance / retreat groove 231 provided on the inner peripheral surface of the holding block 23 and the body portion of the shift lever 21. 117. That is, the light guide plate 11 of this example is configured to be driven according to the operation of the shift lever 21 and to advance and retract along the advance / retreat groove 231. The light guide plate 11 is configured to switch the region row 115 facing the sensors 131 to 137 for each shift position.

  As shown in FIG. 4, the signal processing unit 3 includes a CPU 31, ROM 32 and RAM 33 that are memory means, an I / O unit 34 as an input / output interface, and a timer 35 that accumulates time. The CPU 31 is configured to generate and output a position signal by combining the output signals of the sensors 131 to 137.

  Here, the position signal of this example will be described. As shown in FIG. 6, the position signal in this example is a combination of signals output from the optical sensors 131 to 137. Each row in the figure represents a shift position such as a P range or an R range, and each column represents each of the optical sensors 131 to 137. In the figure, output signals of 1 (ON signal) or 0 (OFF signal) of the optical sensors 131 to 137 at each shift position are shown. As can be seen from the figure, the position signal output from the signal processing unit 3 of this example is a 7-bit digital signal forming a Hamming code.

  Based on the position signal composed of the Hamming code, it is possible to correct an error caused by trouble in one optical sensor and restore a correct position signal, and to detect trouble in two optical sensors. In place of the Hamming code, an error correction code such as a BCH code may be employed.

  The signal processing unit 3 of this example is configured to perform the fail-safe mode for correcting an error and outputting a normal position signal when a trouble occurs in one of the optical sensors 131 to 137. . Further, the signal processing unit 3 of this example lights the indicator 5 under the fail safe mode, and outputs an output restriction signal for restricting the output of the prime mover 41 to less than 100% when a certain condition is satisfied. It is configured to output. In this example, the output of the prime mover 41 is restricted to less than 100% by inputting the output restriction signal to the controller 4.

Next, the operation of the shift lever unit 1 configured as described above, particularly the operation in the fail-safe mode will be described with reference to the flowchart shown in FIG.
First, as in step S101, it is determined whether or not the ignition signal is on. When the ignition signal is on, it is determined whether or not a trouble has occurred in each of the sensors 131 to 137 as in step S102.

  When trouble is occurring in any one of the sensors 131 to 137, the fail safe mode is activated as in step S103, and the indicator 5 is turned on to notify the driver of the occurrence of the trouble. Then, as in step S104, the elapsed time after transitioning to the fail-safe mode (however, only when the ignition signal is on) is integrated.

  In step S105, it is determined whether or not the elapsed time t exceeds a predetermined threshold value ts. If the elapsed time t exceeds the threshold value ts, an output restriction signal is output as in step S106. In this example, as shown in FIG. 8, the output ratio of the prime mover 41 decreases from when the threshold value ts is exceeded, and the output ratio becomes 50% when the predetermined elapsed time te is reached. The output restriction signal was output. In the figure, the vertical axis defines the output ratio of the motor 41, and the horizontal axis defines the elapsed time t.

  As described above, the shift lever unit 1 of this example is configured to output an output restriction signal for restricting the output of the prime mover 41 under the fail safe mode. According to the shift lever unit 1, the driver can be informed of the occurrence of the trouble with a decrease in the output of the prime mover 41 in the fail safe mode. Therefore, the driver's motivation for repair can be effectively increased, and a fatal trouble caused by the troubles of the respective optical sensors 131 to 137 can be avoided in advance.

In this example, the output regulation signal is output so as to gradually regulate the output of the prime mover 41. However, the ratio of the output of the prime mover 41 may be regulated at a constant 50% when a predetermined condition is satisfied. .
In this example, a fail safe mode using a position signal composed of a Hamming code is implemented. Instead of this, a plurality of sensors may be provided for each shift position, and a fail-safe mode may be implemented by backing up other sensors arranged at the same shift position.

  A magnetic sensor may be employed instead of the optical sensor of this example. For example, a sensor board in which the optical sensors 131 to 137 (FIG. 5) are replaced with magnetic sensors, and a reaction plate in which the light-transmitting area 110 is replaced with a detection area by the magnetic sensor and the light shielding area 111 is replaced with a non-detection area by the magnetic sensor. Can be combined. In addition, as a magnetic sensor, magnetic sensors, such as Hall effect IC, a magnetoresistive element, a Hall element, a reed switch, are employable, for example.

(Example 2)
This example is an example in which the output restriction signal is output according to the travel distance d based on the shift lever unit of the first embodiment. The contents will be described with reference to FIGS. 4, 9 and 10.

First, in this example, the signal processing unit 3 is configured so that the vehicle speed pulse generated by the vehicle speed pulse generator 6 can be captured and the travel distance d can be integrated.
Next, the control of the shift lever unit 1 of this example, particularly the flow of processing for outputting the output restriction signal, will be described based on the flowchart shown in FIG.
The flow of this example is based on steps S104 and S105 (see FIG. 7) of the first embodiment, and is changed to step S204 for integrating the travel distance d, and the threshold processing in step S205 is changed to the travel distance d. It is a thing made to correspond. In step S205 of this example, it is determined whether or not the travel distance d exceeds a predetermined threshold value ds. If the travel distance d exceeds the threshold value ds, an output restriction signal is output as in step S206.

In this example, as shown in FIG. 10, the output ratio of the prime mover 41 is gradually decreased from the time when the threshold value ds is exceeded, and the output ratio is 50% when the predetermined travel distance de is reached. The output restriction signal was output so that In the figure, the vertical axis defines the output ratio of the motor 41, and the horizontal axis defines the travel distance d.
Other configurations and operational effects are the same as those in the first embodiment.

(Example 3)
In this example, the output restriction signal is output based on the elapsed time t and the travel distance d based on the shift lever unit of the first embodiment. The contents will be described with reference to FIGS.

First, in this example, the signal processing unit 3 is configured so that the elapsed time t can be accumulated using the timer 35 and the travel distance d can be accumulated based on the vehicle speed pulse generated by the vehicle speed pulse generator 6.
Next, the flow of the control of the shift lever unit 1 of this example, in particular, the process of outputting the output restriction signal will be described based on the flowchart shown in FIG.
In the flow of this example, in place of step S104 (see FIG. 7) of the first embodiment, step S304 in which the elapsed time t is integrated and the travel distance d is integrated is performed, and the threshold processing in step S305 is performed. , Corresponding to the elapsed time t and the travel distance d.

In step S305 of this example, it is determined whether or not the elapsed time t exceeds the threshold value ts, and whether or not the travel distance d exceeds the threshold value ds. When the elapsed time t exceeds the threshold value ts, or when the travel distance d exceeds the threshold value ds, an output restriction signal is output as in step S306. In this example, the output restriction signal is output so that the output ratio of the prime mover 41 is 50%.
Other configurations and operational effects are the same as those in the first embodiment.

Example 4
In this example, based on the shift lever unit of the first embodiment, the shift position is changed to the H gate type shift lever unit 1 arranged in an H pattern, and magnetic sensors 131 to 137 are employed instead of the optical sensors. It is. The contents will be described with reference to FIGS.

  As shown in FIG. 12, the shift lever unit 1 of this example has a parking range (P range) 21p, a neutral range (N range) 21n, and a reverse range (R range) 21r arranged in a substantially straight line, and a drive range ( D range) 21d, shift up range (+ range) 21t, and shift down range (−range) 21h are arranged in a substantially straight line.

As shown in FIG. 13, the shift lever unit 1 of this example includes a reaction plate 12 that is displaced in accordance with the operation of the shift lever 21, and a sensor substrate 13 that is fixed so as to face the reaction plate 12. .
As shown in FIG. 13, the sensor substrate 13 has seven magnetic sensors 131 to 137 disposed on the surface of a substantially flat plate member. The magnetic sensors 131 to 137 of this example output an on signal when a magnetic field is detected or an off signal when no magnetic field is detected. In this example, Hall effect ICs are used as the magnetic sensors 131 to 137. Instead, a magnetic sensor such as a magnetoresistive element, a Hall element, a reed switch, or the like can be employed.

  As shown in FIG. 13, the reaction plate 12 is provided with seven sensing regions 121 corresponding to the sensors 131 to 137 of the sensor substrate 13 on the surface of a substantially flat member. In FIG. 14, only the sensing area 121 corresponding to the magnetic sensor 132 is extracted and shown. In each sensing region 121, reaction regions 121a and non-reaction regions 121b are arranged in a two-dimensional array of 3 rows and 2 columns. The reaction region 121a is a region magnetized so that the magnetic sensor side becomes the S pole, and the non-reaction region 121b is a region magnetized so that the magnetic sensor side becomes the N pole. Each of the magnetic sensors 131 to 137 on the sensor substrate 13 outputs an on (1) signal when facing the reaction region 121a of the reaction plate 12, and is off (0) when facing the non-reaction region 121b. ) Output the signal.

  Here, the configuration of the corresponding sensing region 121 will be described using the magnetic sensor 132 as an example with reference to FIG. The sensing area 121 shown in FIG. 4 includes four reaction areas 121a and two non-reaction areas 121b corresponding to the shift positions. The position of the magnetic sensor 132 in FIG. 14 is the position when the shift lever 21 is positioned in the N range 21n (see FIG. 12).

  As shown in FIGS. 13 and 14, the sensing region 121 is entirely displaced with respect to the magnetic sensor 132 that is fixedly arranged. For example, as shown in FIGS. 12 and 14, when the shift lever 21 is operated in the right direction in FIG. 12 so as to switch from the N range 21 n to the D range 21 d, the entire sensing region 121 is moved with respect to the magnetic sensor 132 accordingly. Is displaced in the right direction in FIG. As a result, the region facing the magnetic sensor 132 is switched from the non-reactive region 121b with row number 2 and column number 2 to the reaction region 121a with row number 2 and column number 1, as shown in FIG.

  Further, for example, when the shift lever is operated in the downward direction in FIG. 12 so as to switch from the N range 21n to the R range 21r, the entire sensing region 121 with respect to the magnetic sensor 132 is downward in FIG. Displace. As a result, the region facing the magnetic sensor 132 is switched from the non-reactive region 121b with row number 2 and column number 2 to the reaction region 121a with row number 1 and column number 2 as shown in FIG.

  As described above, in the sensing region 121 of FIG. 14, the non-reaction region 121b of row number 2 and column number 2 corresponds to the N range 21n (see FIG. 12), and the reaction region 121a of row number 1 and column number 2 is formed. Corresponding to R range 21r, reaction region 121a with row number 3 and column number 2 corresponds to P range 21p, reaction region 121a with row number 2 and column number 1 corresponds to D range 21d, row number 1, column The reaction region 121a with number 1 corresponds to the -range 21h, and the non-reaction region 121b with row number 3 and column number 1 corresponds to the + range 21t.

  According to the shift lever unit 1 of the present example, as shown in FIG. 15, a position signal composed of a Hamming code can be output in accordance with each shift position. In the figure, each row represents a shift position, and each column represents magnetic sensors 131-137. For example, in the case of the N range 21n, a position signal “1011010” is generated according to the combination of outputs of the magnetic sensors 131 to 137.

Other configurations and operational effects are the same as those in the first embodiment.
Furthermore, instead of the configuration of this example in which the reaction plate 12 is driven by the shift lever 21, the reaction plate 12 may be fixed while the sensor substrate 13 may be displaced in accordance with the operation of the shift lever 21. good.

Sectional drawing which shows the structure of the shift lever unit of the cross section orthogonal to the operation direction of a shift lever in Example 1. FIG. Sectional drawing which shows the structure of the shift lever unit of the cross section in Example 1 in alignment with the operation direction of a shift lever. FIG. 3 is a top view showing the shift lever unit in the first embodiment. FIG. 1 is a block diagram showing a system configuration of an automobile transmission system in Embodiment 1. FIG. 3 is an explanatory diagram showing a sensor substrate, a light guide plate, and a surface light emitting substrate in Example 1. FIG. 3 is an explanatory diagram illustrating a position signal for each shift position in the first embodiment. FIG. 3 is a flowchart showing a flow of processing for outputting an output restriction signal in the first embodiment. Explanatory drawing which shows the change of the output of the motor | power_engine according to elapsed time in Example 1. FIG. FIG. 9 is a flowchart showing a flow of processing for outputting an output restriction signal in the second embodiment. Explanatory drawing which shows the change of the output of the motor | power_engine according to the travel distance in Example 2. FIG. FIG. 9 is a flowchart showing a flow of processing for outputting an output restriction signal in the third embodiment. Explanatory drawing which shows the shift pattern of the H gate type shift lever unit in Example 4. FIG. Explanatory drawing which shows the sensor board | substrate and reaction board in Example 4. FIG. Explanatory drawing which shows the sensing area | region corresponding to the specific magnetic sensor in Example 4. FIG. Explanatory drawing which shows the position signal for every shift position in Example 4. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Shift lever unit 10 Transmission system for motor vehicles 11 Light guide plate 110 Light transmission area 111 Light shielding area 12 Surface light emitting board 13 Sensor board 131 Optical sensor 21 Shift lever 22 Upper housing 23 Holding block 3 Signal processing section 4 Control controller 41 Motor 42 Shifting Machine

Claims (12)

An automotive component comprising a prime mover, a transmission for shifting and transmitting the rotation of the output shaft of the prime mover, and a control controller for controlling the prime mover and the transmission, the shift lever operating position In a shift lever unit configured to output a position signal representing the shift position to the controller side,
A plurality of sensors for detecting each shift position;
A signal processing unit that generates the position signal based on the output of each sensor,
The signal processing unit is configured to perform a fail-safe mode in which the normal position signal is generated when the detection state of any of the sensors is not appropriate.
The shift lever unit is configured to output an output restriction signal instructing to restrict the output of the prime mover to less than 100% toward the control controller under the fail safe mode. Shift lever unit.   2. The shift lever unit according to claim 1, wherein the position signal forms an error correction code.   3. The shift lever unit according to claim 1, further comprising an indicator for displaying the fail-safe mode.   The shift lever unit according to any one of claims 1 to 3, wherein the shift lever unit is configured to capture a distance signal indicating a travel distance from the vehicle side, and the travel distance under the fail-safe mode is set in advance. A shift lever unit configured to output the output restriction signal when a predetermined distance is exceeded.   5. The shift lever unit according to claim 4, wherein the shift lever unit is configured to output the output restriction signal so that the output of the prime mover gradually decreases as the travel distance represented by the distance signal increases. Features a shift lever unit.   4. The shift lever unit according to claim 1, wherein the shift lever unit includes a timer for measuring an elapsed time, and the elapsed time after shifting to the fail-safe mode is a predetermined time set in advance. The shift lever unit is configured to output the output restriction signal when exceeding the limit. In Claim 6, the said shift lever unit is comprised so that the distance signal showing a travel distance may be taken in from the said motor vehicle side, and
The shift lever unit has at least one of a travel distance under the fail-safe mode exceeding a predetermined distance set in advance and an elapsed time after shifting to the fail-safe mode exceeds a predetermined time set in advance. A shift lever unit configured to output the output restriction signal when one of them is satisfied.   8. The shift lever unit according to claim 6, wherein the timer is configured to accumulate elapsed time under the condition that the ignition signal of the automobile is on.   The shift lever unit according to any one of claims 6 to 8, wherein the shift lever unit outputs the output restriction signal so that the output of the prime mover gradually decreases as the elapsed time measured by the timer becomes longer. A shift lever unit characterized in that it is configured as described above.   The shift lever unit according to claim 1, further comprising a cancel switch for stopping the output of the output restriction signal. A prime mover, a transmission for shifting and transmitting the rotation of the output shaft of the prime mover, a controller for controlling the prime mover and the transmission, and a position signal representing a shift position as an operation position of the shift lever. A shift system for an automobile comprising a shift lever unit configured to output to a control controller,
The shift lever unit is configured to perform a fail-safe mode in which a normal position signal is output when trouble occurs in the shift lever unit, and the prime mover outputs in the fail-safe mode. Is configured to be able to be regulated to less than 100%.   In Claim 11, the said shift lever unit is described in any one of Claims 1-10, and the said motor | power_engine regulates an output based on the output control signal which the said shift lever unit outputs. A transmission system for an automobile characterized by being configured as described above.

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