JP2010221748A - Display for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a display for a vehicle capable of further properly informing another vehicle or pedestrians and the like, as compared with a conventional one, about backward traveling of a vehicle when the vehicle travels backward. <P>SOLUTION: When determining that an R range is input as a target shift range (Yes in a step S11), a T-ECU determines whether a present range is in the R range or not (a step S12). The T-ECU turns-on an indication indicating the R range in a range display, when determining that the present range is in the R range (Yes in the step S12), and turns-on a backup light (a step S13). Meanwhile, in the step S12, the T-ECU turns-on the backup light when determining that the present range is not in the R range (No in the step S12), and turns-off the indication of a shift range in the range display. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle display device that displays a state of a transmission mounted on a vehicle.

  2. Description of the Related Art Conventionally, an automatic transmission mounted on a vehicle transmits power input from an engine via a torque converter to a speed change mechanism, and the engagement of clutches and brakes constituting a friction engagement element. According to the combination and release, the power transmission path formed by the plurality of gears is switched to form a desired gear stage.

  The clutch and brake are switched between the engaged state and the disengaged state by adjusting the oil pressure according to the operating state of the solenoid valve, manual valve, etc. that constitute a part of the hydraulic control circuit, and the shift lever operating position. Accordingly, a plurality of forward shift speeds and reverse speeds are established.

  The manual valve is mechanically switched according to the operation position of the shift lever, and the line hydraulic pressure generated by an oil pump driven by engine power is supplied to each hydraulic circuit. Yes.

  In recent years, there is a shift-by-wire system in which shift control is electrically performed in accordance with the operation position of the shift lever, and along with this, an automatic transmission that does not include a manual valve is increasing (for example, Patent Document 1). reference).

  Since the automatic transmission described in this conventional patent document 1 does not include a manual valve, it is determined in advance which solenoid valve is operated based on the electromagnetic valve logic. A corresponding solenoid valve is actuated to form a desired forward shift speed. Thus, in the automatic transmission described in the conventional patent document 1, the brake and the clutch are operated based on the electromagnetic valve logic by operating the corresponding solenoid valve, so that the reverse gear or the like is desired. The forward shift speed is formed.

  Here, in the automatic transmission in which the shift range and the shift speed are changed by the shift-by-wire method, since the manual valve is not provided, a plurality of shift levers provided according to the operation position of the shift lever are provided. A transmission control device (hereinafter referred to as T-ECU) controls each solenoid valve based on the detection result from the shift position sensor and the electromagnetic valve logic.

  When the position of the shift lever changes, the T-ECU determines the forward shift speed and the reverse speed actually formed in the automatic transmission based on the hydraulic pressure of the hydraulic oil supplied to the brake and the clutch. It is conceivable to notify the driver of the current shift range by displaying the result as the current shift range in the passenger compartment. In addition, when the T-ECU determines that the reverse gear has been formed in the automatic transmission, the T-ECU lights a reverse light installed at the rear of the vehicle, and the vehicle is informed to other vehicles, pedestrians, and the like located around the vehicle. It is also possible to inform the future progress.

  In addition to the built-in shift-by-wire system that does not have a manual valve as described above, the manual valve is driven by an electric motor, for example, and the electric motor is controlled by the control device according to the operation of the shift lever. There is also an external shift-by-wire system. In such an external shift-by-wire system, the current shift range is determined based on the detection result detected by the rotation angle sensor of the electric motor, and the determination result is the same as that described above. It is also possible to display the shift range in the passenger compartment or turn on the reverse light.

  Further, as described above, the one that performs the shift control electrically according to the operation position of the shift lever is applied to the automatic transmission by changing the grip of the friction engagement element. In a transmission consisting of a gear train, the clutch is engaged and disengaged automatically using an electric motor, etc., and the gear shift operation is automatically performed using an electric motor instead of manually. It is also applied to a semi-automatic transmission called a transmission (Sequential Manual Transmission). Such a semi-automatic transmission has a synchronizer that can be synchronized by engaging with each transmission gear, and the hub sleeve constituting the synchronizer is operated by a shift select shaft. Each shift stage can be formed. For this reason, in a semi-automatic transmission, the shift select shaft is operated by an electric motor or the like in accordance with the operation position of the shift lever. When the shift lever is operated, the electric motor or the like is controlled by a control device. By doing so, the shift is realized. In such a semi-automatic transmission, the current shift stage is determined based on the detection result indicating the position of the shift select shaft detected by the position sensor, as in each of the shift-by-wire systems described above. Similarly, it may be possible to display the current gear position in the passenger compartment or turn on the reverse light.

JP-T-2002-533631

  However, in the conventional automatic transmission described in Patent Document 1 as described above, a failure of a hydraulic sensor or the like occurs, and the T-ECU is based on the hydraulic pressure of hydraulic oil supplied to the brake and clutch. If the current shift range cannot be determined, or the current shift range determined based on the hydraulic pressure does not match the shift range indicated by the gear shift instruction, the shift range is displayed in the passenger compartment and the reverse lamp is lit. There was a case that could not be done.

  For this reason, for example, in the state where only the hydraulic sensor has failed, the function of changing the gear position is secured, and the reverse gear can be formed in the automatic transmission, if there is a gear shift instruction to the reverse gear, Although the reverse gear is formed in the transmission and the vehicle shifts to a reverse state, the reverse light does not light, and there is a problem that it is impossible to notify the other vehicle, pedestrian, or the like of the reverse of the vehicle.

  In addition to such a built-in shift-by-wire system, the external shift-by-wire system as described above and a semi-automatic transmission also determine the current shift range or shift stage. There are problems as described above due to failure of sensors used in the process.

  The present invention has been made to solve the above-described conventional problems, and is a vehicle display device capable of more appropriately informing other vehicles, pedestrians, etc. of the backward travel of the vehicle when the vehicle is traveling backward. The purpose is to provide.

  In order to achieve the above object, a vehicle display device according to the present invention is switched to (1) a gear mechanism that transmits output torque of a drive source and any one of a plurality of torque transmission states of the gear mechanism. A display device for a vehicle that is used in a transmission including a switching unit, and that determines a torque transmission state based on an operating state of the switching unit, and displays the determined torque transmission state as a current transmission state. Target detection means for detecting a request to change the current state of the transmission to a target state; operating state control means for controlling the operation state of the switching means to switch according to the detection result of the target detection means; An operating state detecting unit for detecting an operating state of the switching unit, a current state determining unit for determining a current state of the transmission based on a detection result of the operating state detecting unit, and the target detecting unit. When the reverse request is detected by the means, and the current state determining means determines that the state of the transmission is the reverse state, the reverse lamp display means for lighting the reverse lamp installed at the rear of the vehicle And the reverse light display means displays the reverse light regardless of the determination by the current state determination means when the state of the transmission does not match the reverse request detected by the target detection means. It is made to light.

  With this configuration, even when the reverse state is detected by the target detection unit, the reverse lamp can be turned on even when the current state determination unit cannot accurately determine the current transmission state. As a result, for example, when the function of changing the gear position is ensured and only the operating state detecting means fails, the reverse gear is formed in the transmission, so by controlling to turn on the reverse lamp, It is possible to alert other vehicles, pedestrians, and the like to the backward movement of the vehicle. Therefore, when the vehicle is moving backward, it is possible to appropriately notify other vehicles, pedestrians and the like of the vehicle moving backward.

  Further, in the vehicle display device according to (1), (2) the switching unit includes a plurality of friction engagement elements whose operation states are switched between an engagement state and a release state, and the speed change is performed. In the machine, the torque transmission path of the gear mechanism is switched according to the combination of the operating states of the plurality of friction engagement elements, and the target detection unit detects a request to change the current shift range to the target shift range. The operation state control means controls the operation states of the plurality of friction engagement elements to switch according to the detection result of the target detection means, and the operation state detection means controls the friction engagement elements. The operation state is detected, and the current state determination means stores in advance an operation pattern represented by a combination of the operation states of the plurality of friction engagement elements in association with a shift range, and Based on the comparison between the operation patterns of the plurality of friction engagement elements represented by the detection results of the state detection means and the operation patterns stored in advance, the current shift range is determined, and the reverse lamp display means When the reverse range is detected by the target detection means and the current shift range is determined to be the reverse range by the current state determination means, a reverse lamp installed behind the vehicle is turned on, If the reverse range is detected by the target detection means, and the current shift range determined by the current state determination means does not match the reverse range detected by the target detection means, the current state determination Regardless of the determination by means, the backward light is turned on.

  With this configuration, even when the reverse range is detected by the target detection unit, the reverse lamp can be turned on even when the current state determination unit cannot accurately determine the current shift range. As a result, for example, when the function of changing the gear position is ensured and only the operating state detecting means fails, the reverse gear is formed in the transmission, so by controlling to turn on the reverse lamp, It is possible to alert other vehicles, pedestrians, and the like to the backward movement of the vehicle. Therefore, when the vehicle is moving backward, it is possible to appropriately notify other vehicles, pedestrians and the like of the vehicle moving backward.

  The vehicle display device according to (2), further comprising (3) range display means for displaying a current shift range determined by the current state determination means, wherein the range display means is configured to detect the operation state. When the current state determination means determines that the operation patterns of the plurality of friction engagement elements represented by the detection results of the means do not match any of the previously stored operation patterns, the current shift range display is turned off. It is characterized by doing.

  With this configuration, when the operation pattern of the plurality of friction engagement elements represented by the detection result of the operation state detection unit does not match the operation pattern stored in advance, a failure has occurred in the operation state detection unit. Since there is a possibility, the display of the shift range which may be inaccurate can be prevented by turning off the shift range displayed by the range display means.

  In the vehicle display device according to the above (2) or (3), (4) it operates between a locked state in which the output shaft connected to the drive wheels is fixed and an unlocked state in which the output shaft is released. Lock state detecting means for detecting an operation state of the parking lock mechanism whose state is switched, and the operation state control means is configured to determine whether the operation states of the plurality of friction engagement elements and the parking lock mechanism are in accordance with the target shift range. The hydraulic pressure of the hydraulic oil supplied to the plurality of friction engagement elements and the parking lock mechanism is controlled so as to be switched, and the current state determination unit is configured to control each of the operation states of the plurality of friction engagement elements and the parking lock mechanism. The operation pattern represented by the combination is stored in advance in association with the shift range, and the operation state detection means and the lock state are stored. The present shift range is determined based on a comparison between the operation patterns of the plurality of friction engagement elements and the parking lock mechanism represented by the detection result of the output means and the operation patterns stored in advance. .

  With this configuration, even though the reverse range is detected by the target detection unit, the current state determination unit has the current shift range due to a decrease in detection accuracy of either the operation state detection unit or the lock state detection unit. Even when the determination cannot be made accurately, the reverse light can be turned on. As a result, for example, when a function for changing the gear position is ensured and either the operating state detecting means or the lock state detecting means fails, the reverse gear is formed in the transmission, so the reverse lamp is lit. By controlling so as to make it happen, it is possible to alert other vehicles, pedestrians, and the like to the backward movement of the vehicle. Therefore, when the vehicle is moving backward, it is possible to appropriately notify other vehicles, pedestrians and the like of the vehicle moving backward.

  In the vehicle display device according to any one of (2) to (4), (5) the vehicle connects the driving source and the transmission, and transmits the output torque to the transmission. A clutch mechanism in which an operating state transitions between a state and an interrupted state in which transmission of the output torque to the transmission is interrupted, and the range display means is configured such that the operating state of the clutch mechanism is in the interrupted state. Is characterized in that the current shift range display is turned off.

  With this configuration, even when the vehicular display device is applied to a vehicle having a clutch mechanism, the transmission state of power in the transmission can be accurately displayed.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle display apparatus which can notify other vehicles, a pedestrian, etc. of the reverse of a vehicle more appropriately than before can be provided at the time of reverse of a vehicle.

It is a schematic block diagram of the power train mounted in the vehicle which concerns on embodiment of this invention. It is a skeleton figure of the automatic transmission which concerns on embodiment of this invention. 1 is a perspective view schematically showing a transmission mechanism portion of an automatic transmission according to an embodiment of the present invention. 1 is a circuit diagram of a hydraulic control device for an automatic transmission according to an embodiment of the present invention. FIG. It is a figure which shows the parking lock mechanism which concerns on embodiment of this invention. It is a figure which shows the structure of the transmission control apparatus which concerns on embodiment of this invention. It is an engagement table | surface of each clutch, each brake, etc. in the transmission mechanism part which concerns on embodiment of this invention. It is a velocity diagram which shows the rotation speed ratio of each component in each planetary concerning embodiment of this invention for every gear stage. It is a figure which shows the operating state of the friction engagement element detected by the hydraulic sensor and parking sensor which concern on embodiment of this invention. It is a flowchart which shows operation | movement of the transmission control apparatus which concerns on embodiment of this invention.

A vehicle display device according to an embodiment of the present invention will be described below with reference to FIGS.
First, the configuration will be described.

  As shown in FIG. 1, a power train mounted on a vehicle mainly includes an engine 1 as a drive source, an automatic transmission 2 capable of realizing a shift, an engine control device 3, and a transmission control device 4. I have.

  The engine 1 generates rotational power by burning an air-fuel mixture in which air sucked from outside and fuel injected from the fuel injection valve 5 are mixed at an appropriate ratio. The fuel injection valve 5 is controlled by the engine control device 3.

  The automatic transmission 2 mainly includes a torque converter 20, a transmission mechanism unit 30, a hydraulic control device 40, and an oil pump 60. In the present embodiment, a case will be described in which the automatic transmission 2 is capable of shifting eight forward speeds and one reverse speed.

  The speed change mechanism unit 30 includes a gear mechanism constituted by planetary gears, a plurality of friction engagement elements to be described later that can be switched between an engaged state and a released state, and the like. The transmission path in the gear mechanism of the torque input from the engine 1 is switched depending on the operating state of the element. Thus, by switching the torque transmission path as the torque transmission state according to the present invention, the rotational power input from the torque converter 20 to the input shaft 9 is shifted and output to the output shaft 10. . The hydraulic control device 40 controls the speed change operation of the speed change mechanism 30 and the operating state of a parking lock mechanism 62 (see FIG. 5) described later.

  The engine control device 3 and the transmission control device 4 are configured by a known ECU (Electronic Control Unit). The engine control device 3 controls the magnitude of the rotational power generated by the engine 1. On the other hand, the transmission control device 4 controls the hydraulic control device 40 so as to establish an appropriate shift stage, that is, a power transmission path, with respect to the transmission mechanism unit 30.

  The transmission control device (hereinafter referred to as T-ECU) 4 is connected to the engine control device 3 so as to be able to transmit and receive, and acquires various information related to engine control from the engine control device 3 as necessary. It has become. Here, as will be described later, the T-ECU 4 according to the present embodiment includes a vehicle display device, target detection means, operation state control means, operation state detection means, lock state detection means, and current state determination according to the present invention. Means, reverse light display means and range display means.

  As shown in FIG. 2, the torque converter 20 is connected to the output shaft of the engine 1 (see FIG. 1), and includes a pump impeller 21, a turbine runner 22, a stator 23, a one-way clutch 24, a stator shaft 25, and a lock-up clutch. 26.

  The one-way clutch 24 allows rotation of the stator 23 relative to the case 2a of the automatic transmission 2 only in one direction. The stator shaft 25 fixes the inner race of the one-way clutch 24 to the case of the automatic transmission 2.

  The lock-up clutch 26 can directly connect the pump impeller 21 of the torque converter 20 and the turbine runner 22. The T-ECU 4 controls the hydraulic control device 40 in accordance with predetermined conditions such as the vehicle speed and the engine speed, and is in an engaged state in which the pump impeller 21 (input side) and the turbine runner 22 (output side) are directly connected. A disengaged state in which the impeller 21 and the turbine runner 22 are separated and a half-engaged state intermediate between the engaged state and the disengaged state are switched.

  As shown in FIGS. 2 and 3, the speed change mechanism 30 includes a front planetary 31, a rear planetary 32, an intermediate drum 33, first to fourth clutches C1 to C4, first and second brakes B1, B2 and the one-way clutch F1 are provided. Here, the first to fourth clutches C1 to C4 and the first and second brakes B1 and B2 as the plurality of friction engagement elements constitute the switching means according to the present invention.

  The front planetary 31 includes a double pinion type gear planetary mechanism, and includes a first sun gear S1, a first ring gear R1, a plurality of inner pinion gears P1, and a plurality of outer pinion gears P2. The first carrier CA1.

  The first sun gear S1 is fixed to the case 2a and cannot be rotated, and the first ring gear R1 can be rotated integrally with the intermediate drum 33 via the third clutch C3 or in a relatively rotatable state. The first sun gear S1 is supported concentrically on the inner diameter side.

  The plurality of inner pinion gears P1 and the plurality of outer pinion gears P2 are interposed at several circumferential positions in the opposed annular space formed by the first sun gear S1 and the first ring gear R1. The pinion gear P1 is meshed with the first sun gear S1, and the plurality of outer pinion gears P2 are meshed with the inner pinion gear P1 and the first ring gear R1.

  The first carrier CA1 rotatably supports the inner pinion gear P1 and the outer pinion gear P2, and the central shaft portion of the first carrier CA1 is integrally connected to the input shaft 9, and the first carrier CA1 Each support shaft portion that supports the pinion gear P1 and the outer pinion gear P2 is supported by the intermediate drum 33 in a state in which it can rotate integrally or in a relatively rotatable state via the fourth clutch C4.

  The intermediate drum 33 is rotatably disposed on the outer diameter side of the first ring gear R1, and is not rotatable or relatively rotatable to the case 2a of the automatic transmission 2 via the first brake B1. Supported by the state.

  The rear planetary 32 is constituted by a Ravigneaux type geared planetary mechanism, and has a large-diameter second sun gear S2, a small-diameter third sun gear S3, a second ring gear R2, a plurality of short pinion gears P3, It has a plurality of long pinion gears P4 and a second carrier CA2.

  The second sun gear S2 is connected to the intermediate drum 33, and the third sun gear S3 is connected to the first ring gear R1 of the front planetary 31 via the first clutch C1 so as to be integrally rotatable or relatively rotatable. The two ring gear R2 is integrally connected to the output shaft 10.

  The plurality of short pinion gears P3 are meshed with the third sun gear S3, and the plurality of long pinion gears P4 are meshed with the second sun gear S2 and the second ring gear R2 and are connected via the short pinion gear P3. 3 meshed with sun gear S3.

  Further, the second carrier CA2 is configured to rotatably support a plurality of short pinion gears P3 and a plurality of long pinion gears P4, and the central shaft portion thereof is connected to the input shaft 9 via the second clutch C2. The support shafts that support the pinion gears P3 and P4 in the second carrier CA2 are supported by the case 2a of the automatic transmission 2 via the second brake B2 and the one-way clutch F1.

  The first to fourth clutches C1 to C4 and the first and second brakes B1 and B2 are configured by a wet multi-plate friction engagement device using the viscosity of oil.

  The first clutch C1 shifts between an engagement state in which the third sun gear S3 of the rear planetary 32 can rotate integrally with the first ring gear R1 of the front planetary 31 and a release state in which the first planetary gear C1 can be relatively rotated. It comes to take a state.

  The second clutch C <b> 2 takes an operating state that shifts between an engaged state in which the second carrier CA <b> 2 of the rear planetary 32 can rotate integrally with the input shaft 9 and a released state in which the second carrier CA <b> 2 can rotate relative to the input shaft 9. ing.

  The third clutch C3 takes an operating state in which it shifts between an engaged state in which the first ring gear R1 of the front planetary 31 can rotate integrally with the intermediate drum 33 and a released state in which relative rotation is possible. It has become.

  The fourth clutch C4 takes an operating state that shifts between an engaged state in which the first carrier CA1 of the front planetary 31 is integrally rotatable with respect to the intermediate drum 33 and a released state in which the first carrier CA1 is relatively rotatable. ing.

  The first brake B1 is in an operating state in which the intermediate drum 33 is integrated with the case 2a of the automatic transmission 2 so as to shift between an engaged state in which the intermediate drum 33 cannot rotate and a disengaged state in which the intermediate drum 33 can be relatively rotated. It has become.

  The second brake B2 shifts between an engaged state in which the second carrier CA2 of the rear planetary 32 is integrated with the case 2a of the automatic transmission 2 and cannot be rotated, and a released state in which the relative rotation is possible. It is designed to take an operating state.

  The one-way clutch F1 allows rotation of the rear planetary 32 in only one direction of the second carrier CA2.

  As shown in FIG. 4, the hydraulic control device 40 is configured by a hydraulic control circuit having, for example, linear solenoid valves SL1 to SL6, and controls the transmission mechanism 30 (see FIG. 1) to control the first to fourth clutches. The operating states of C1 to C4 and the first and second brakes B1 and B2 are shifted between the engaged state and the released state.

  The T-ECU 4 (see FIG. 1) is based on a selection signal input from a shift lever device described later and a signal input from various sensors described later such as an accelerator opening sensor 95 (see FIG. 6). The linear solenoid valves SL1 to SL6, the solenoid valve 63, and the like are controlled to switch the operation state of each friction engagement element in the speed change mechanism 30 (see FIG. 1) and the operation state of the parking lock mechanism 62 (see FIG. 5). It is like that. Therefore, the T-ECU 4 and the hydraulic control device 40 according to the present embodiment constitute an operating state control means according to the present invention.

  The first to fourth clutches C1 to C4 and the first and second brakes B1 and B2 have hydraulic actuators (hydraulic cylinders) AC1, AC2, AC3, AC4, AB1, and AB2, respectively. The hydraulic actuators AC1, AC2, AC3, AC4, AB1, and AB2 are supplied with hydraulic pressures according to the operating states of the linear solenoid valves SL1 to SL6 and the solenoid valves (not shown), and the first to fourth clutches C1 to C1 are corresponding to the hydraulic pressures. The engagement pressure of C4 and the first and second brakes B1 and B2 is changed.

  The line solenoid pressure PL is supplied to the linear solenoid valves SL1 to SL6, respectively. The linear solenoid valves SL1 to SL6 are provided with hydraulic pressure actuators AC1, AC2, AC3, AC4 and hydraulic oil pressures AC1, AC2, AC3, AC4, AC4, AC4, AC4, PC4, PC4, PB1, and PB2, respectively. AB1 and AB2 are supplied as working oil pressures, respectively.

  The line oil pressure PL is generated by a mechanical oil pump 60 (see FIG. 1) driven by power supplied from the engine 1 (see FIG. 1).

  The linear solenoid valves SL1 to SL6 basically have the same configuration, and are excited and de-energized independently by the T-ECU 4. Therefore, the hydraulic pressure of the hydraulic oil supplied to each hydraulic actuator AC1, AC2, AC3, AC4, AB1, AB2 is independently regulated and, as a result, the first to fourth clutches C1-C4 and the first, second The engagement hydraulic pressures PC1, PC2, PC3, PC4, PB1, PB2 of the brakes B1, B2 are respectively controlled. The speed change mechanism unit 30 is configured so that each speed stage is established by engaging a predetermined friction engagement element as shown in an operation table described later.

  The hydraulic sensors 81 to 84 detect the hydraulic pressure supplied to the hydraulic actuators AC1, AC2, AC4, AB2, respectively. If the detected hydraulic pressure exceeds a preset threshold, the frictional sensors When the signal indicating ON when the combined element is in the engaged state is equal to or less than the threshold value, a signal indicating OFF when the friction engaging element is in the released state is output to the T-ECU 4.

  In the present embodiment, the hydraulic sensors 81 to 84 detect the hydraulic pressure supplied to the hydraulic actuators AC1, AC2, AC4, and AB2, respectively. However, the number of hydraulic sensors and the target hydraulic pressure are detected. Is merely illustrative and not limiting.

Further, the hydraulic control device 40 controls the parking lock mechanism 62. Here, the parking lock mechanism 62 will be described in detail with reference to FIG.
The parking lock mechanism 62 is pressed by the parking rod 67, a cylinder 64, a piston 65 that reciprocates in the cylinder 64, a connecting member 68 that connects the piston rod 66 and the parking rod 67 to which the piston 65 is fixed, and the parking rod 67. A parking lock pole 69 that engages with the parking gear 70 is provided.

  In the cylinder 64, an oil hole portion 71 connected to the solenoid valve 63 is formed at one end side in the extending direction, and an unlock holding portion 73 around which the electromagnetic coil 72 is wound is attached to the other end side in the extending direction. It has been. A stopper 74 is provided at an intermediate position in the extending direction of the cylinder 64.

  The end of the cylinder 64 on the oil hole 71 side restricts the piston 65 to the lock position 75 where the parking lock pole 69 is engaged with the parking gear 70, and the intermediate part provided with the stopper 74 in the cylinder 64 is The piston 65 is restricted to an unlock position 76 that separates the parking lock pole 69 from the parking gear 70. The piston 65 reciprocates between the lock position 75 and the unlock position 76 in the cylinder 64.

  Therefore, the operation state of the parking lock mechanism 62 is shifted between a locked state where the piston 65 is located at the lock position 75 and an unlocked state where the piston 65 is located at the unlock position 76.

  The piston 65 is fixed to an intermediate portion of the piston rod 66 and defines a hydraulic chamber 77 into which hydraulic oil is supplied into the cylinder 64 through the oil hole 71. The piston 65 reciprocates between the lock position 75 and the unlock position 76 in the cylinder 64 according to the supply and discharge of the hydraulic oil in the hydraulic chamber 77 controlled by driving the solenoid valve 63. It has become.

  A connecting member 68 is rotatably connected to an end portion of the piston rod 66 located outside the cylinder 64, and a magnet 78 is provided at an end portion located inside the cylinder 64. The magnet 78 enters the space surrounded by the electromagnetic coil 72 when the piston 65 moves to the unlock position 76, and comes out of the space surrounded by the electromagnetic coil 72 when the piston 65 moves to the lock position 75. ing.

  When the piston 65 moves to the lock position 75, the tip of the parking rod 67 is pushed into the parking lock pole 69 via the connecting member 68, and when the piston 65 moves to the unlock position 76, the parking rod 67 is moved via the connecting member 68. The tip is separated from the parking lock pole 69.

  The support shaft 87 of the connecting member 68 is provided with a spring 79, and one end of the spring 79 biases the connecting member 68 in a direction in which the parking rod 67 is pressed against the parking lock pole 69. .

A parking cam 86 is provided at the tip of the parking rod 67, and the parking lock pole 69 is engaged with the parking gear 70 when the parking cam 86 is pressed against the parking lock pole 69. . The parking gear 70 is installed on, for example, the output shaft 10 (see FIG. 2), and in a locked state where the parking lock pole 69 is engaged with the parking gear 70, the output shaft 10 is fixed so that the rotation is restricted. As a result, the rotation of the drive wheels is also restricted.
The T-ECU 4 controls the solenoid valve 63 to shift the parking lock mechanism 62 from the unlocked state to the locked state when requested by the shift lever device 45 to be described later as a parking range switching target. The rotation of the drive wheel is restricted.

  The parking sensor 96 is installed in a hydraulic path between the solenoid valve 63 and the parking lock mechanism 62, and detects the hydraulic pressure of the hydraulic oil supplied to the hydraulic chamber 77 of the parking lock mechanism 62.

  When the parking sensor 96 detects a hydraulic pressure equal to or higher than a predetermined threshold, the parking sensor 96 transmits an OFF signal indicating that the parking lock mechanism 62 is unlocked to the T-ECU 4, and detects a hydraulic pressure lower than the predetermined threshold. In this case, an ON signal indicating that the parking lock mechanism 62 is locked is transmitted to the T-ECU 4.

  The predetermined threshold is set in advance by experimental measurement so that the hydraulic pressure at which the parking lock pole 69 is pulled away from the parking gear 70 is set.

  As shown in FIG. 6, the T-ECU 4 includes a central processing unit (CPU) 51, a read only memory (ROM) 52, a random access memory (RAM) 53, a backup RAM 54, an input interface 55, and an output interface. 56, and these components are connected to each other by a bidirectional bus 57.

  The CPU 51 executes arithmetic processing based on various control programs and control maps stored in the ROM 52. The ROM 52 stores in advance various control programs for controlling the speed change operation of the speed change mechanism 30 (see FIG. 1). Further, the ROM 52 stores a program that realizes the processing described below, a map corresponding to a shift diagram defined by the vehicle speed and the accelerator opening, and the like. The RAM 53 temporarily stores the results of computations executed by the CPU 51, data input from each sensor, and the like. The backup RAM 54 is composed of a nonvolatile memory that stores various data to be saved.

  The input interface 55 includes various sensors such as hydraulic sensors 81 to 84, an engine speed sensor 91, an input shaft speed sensor 92, an output shaft speed sensor 93, an accelerator opening sensor 95, a parking sensor 96, and an oil temperature sensor 97. It is connected. The input interface 55 converts the acquired analog signal into a digital signal when the signal is acquired from a sensor that transmits the analog signal.

  The output interface 56 is connected to linear solenoid valves (SL1 to SL6) constituting the hydraulic control device 40, the solenoid valve 63, and the like. Further, it is installed at the rear part of the vehicle, and is connected to a reverse lamp 58 for notifying other vehicles, pedestrians and the like located in the vicinity of the vehicle when the vehicle is traveling backwards.

  The engine rotational speed sensor 91 detects the rotational speed of the pump impeller 21 (see FIG. 2) of the torque converter 20 as the engine rotational speed. The input shaft rotational speed sensor 92 detects the rotational speed of the input shaft 9 (see FIG. 2). The output shaft rotational speed sensor 93 detects the rotational speed of the output shaft 10 (see FIG. 2).

  Further, the accelerator opening sensor 95 detects the depression amount of the accelerator pedal. As described above, the parking sensor 96 is installed in a hydraulic path between the solenoid valve 63 (see FIG. 5) and the parking lock mechanism 62 (see FIG. 5), and the hydraulic chamber 77 of the parking lock mechanism 62 (see FIG. 5). ) To detect the hydraulic pressure of the hydraulic oil supplied. The parking sensor 96 outputs an ON signal indicating the locked state when the hydraulic pressure indicating the locked state of the parking lock mechanism 62 is detected, and the unlocking state is detected when the hydraulic pressure indicating the unlocked state is detected. An OFF signal is output. Therefore, the T-ECU 4 and the parking sensor 96 according to the present embodiment constitute a lock state detection unit according to the present invention.

  The oil temperature sensor 97 is installed in the vicinity of the discharge part of the oil pump 60 (see FIG. 1), detects the oil temperature of the hydraulic oil discharged from the oil pump 60, and outputs a signal representing the detected oil temperature T -It outputs to ECU4. For example, the T-ECU 4 adjusts the hydraulic control timing at the time of shifting according to the hydraulic oil temperature represented by a signal input from the oil temperature sensor 97.

  As described above, the hydraulic sensors 81 to 84 detect the hydraulic oil pressures supplied to the hydraulic actuators AC1, AC2, AC4, AB2 controlled by the T-ECU 4 and the hydraulic control device 40, respectively, and the first clutch C1. The ON signal indicating the engaged state of the second clutch C2, the fourth clutch C4 and the second brake B2 or the OFF signal indicating the released state is output to the T-ECU 4, respectively.

  The T-ECU 4 is connected to a shift lever device 45 that selects a shift range via an input interface 55, and controls the hydraulic control device 40 based on a selection signal output from the shift lever device 45 to set the shift range. It is supposed to switch. The T-ECU 4 is connected to a range display unit 46 that displays a shift range, and switches the display of the range display unit 46 in accordance with the shift range established in the automatic transmission 2. Therefore, the T-ECU 4 and the range display unit 46 according to the present embodiment constitute range display means according to the present invention. The range display unit 46 is installed, for example, in a combination meter near the driver's seat.

  The shift lever device 45 includes a shift lever 47 and a parking button 48. By operating the shift lever 47, a reverse range (R) as a R range, a neutral range (N), and a drive range (D) as a D range are provided. The parking range (P) can be selected by pressing the parking button 48. The shift lever device 45 is provided with a plurality of sensors at positions corresponding to the operation thereof, and outputs a selection signal corresponding to the shift range selected by the operation of the shift lever 47 to the T-ECU 4. Yes.

  Further, the T-ECU 4 requests the shift range switching when the selection signal is continuously input from the shift lever device 45 by holding the shift lever 47 at a shift position corresponding to the shift range for a certain time. The hydraulic control device 40 is controlled so that the shift range requested to change the state of the automatic transmission 2 to the switching target state, that is, the target shift range is established. Therefore, the T-ECU 4 and the shift lever device 45 according to the present embodiment constitute a target detection unit according to the present invention.

  For example, when the shift lever 47 is operated to a position corresponding to the D range and the selection signal indicating the D range is input from the shift lever device 45 for a certain period of time, the T-ECU 4 has the target shift range as the D range. Therefore, the shift based on the shift map described above is executed.

  As described above, the hydraulic control device 40 adjusts the line hydraulic pressure PL in accordance with each shift range, and supplies the regulated hydraulic pressure to each friction engagement element.

  In the present embodiment, the case where the shift lever device 45, the range display unit 46, and the reverse lamp 58 are directly connected to the T-ECU 4 is described. The display unit 46 and the reverse lamp 58 may be connected to the T-ECU 4 via a shift-by-wire ECU (not shown). The shift lever device 45 in the present embodiment can select the manual shift mode in addition to the automatic shift mode, but the description thereof is omitted.

  Here, the conditions for establishing the respective speeds in the above-described transmission mechanism 30 will be described with reference to FIGS. 7 and 8.

  FIG. 7 is an engagement table showing the relationship between the respective shift speeds and the operating states of the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F1. In this engagement table, ◯ indicates “engaged state”, X indicates “released state”, ◎ indicates “engaged state during engine braking”, and Δ indicates “engaged state only during driving”. Represent each.

  FIG. 8 shows shift speeds (first speed to eighth speed, reverse speed) that are established according to the operating states of the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F1. ) And the rotational speed ratio of each component in the two planetaries 31 and 32 before and after that.

  In FIG. 8, the vertical axis represents the speed ratio of each component in the two planetaries 31, 32, and the interval between the vertical axes is set according to the gear ratio of each component. Further, "C1" to "C4" are the points where the speed ratio is determined in response to the engagement of the first to fourth clutches C1 to C4, the first and second brakes B1 and B2, and the one-way clutch F1. , “B1”, “B2”, and “F1” are entered.

  Further, “input 1” to “input 4” illustrated in FIG. 8 indicate the input positions of the rotational power input from the input shaft 9, and “output” illustrated in FIG. The output position of the rotational power output to is shown.

  Here, FIG. 9 shows an operation pattern representing a combination of the operation states of the friction engagement elements and the parking lock mechanism 62 detected by the hydraulic sensors 81 to 84 and the parking sensor 96.

  In the present embodiment, the T-ECU 4 determines the current range based on the operation pattern shown in FIG. This operation pattern is represented by the operation states of the first clutch C1, the second clutch C2, the fourth clutch C4, and the second brake B2, and the operation state of the parking lock mechanism 62 detected by the parking sensor (P sensor) 96. Is done. In FIG. 9, when the hydraulic sensors 81 to 84 and the parking sensor 96 output an ON signal, it is indicated by “◯”, and when the hydraulic sensors 81 to 84 and the parking sensor 96 output an OFF signal. Is indicated by “×”. The ROM 52 of the T-ECU 4 stores in advance an operation pattern map corresponding to this operation pattern.

Hereinafter, a characteristic configuration of the T-ECU 4 according to the embodiment of the present invention will be described.
The T-ECU 4 that constitutes the vehicle display device according to the present invention includes hydraulic sensors 81 to 84 and a parking sensor 96 provided in the first clutch C1, the second clutch C2, the fourth clutch C4, and the second brake B2. A detection result is acquired and these operation states are determined. Specifically, the T-ECU 4 acquires signals indicating the ON state and signals indicating the OFF state output from the hydraulic sensors 81 to 84 and the parking sensor 96, and based on the detection result, the friction engagement element It is determined whether the operating state is an engaged state or a released state, and whether the parking lock mechanism 62 is locked or unlocked. Therefore, the T-ECU 4, the hydraulic pressure sensors 81 to 84, and the parking sensor 96 according to the present embodiment constitute an operating state detection unit according to the present invention.

  The T-ECU 4 determines the current state of the automatic transmission 2, that is, the current shift range, based on the operation state of the clutch and brake and the operation state of the parking lock mechanism 62. That is, the T-ECU 4 determines the current shift range based on a comparison between the operation pattern represented by the detection results detected by the hydraulic sensors 81 to 84 and the parking sensor 96 and the operation pattern stored in the ROM 52. ing. Specifically, as described above, the T-ECU 4 operates the first clutch C1, the second clutch C2, the fourth clutch C4, and the second brake B2 based on signals input from the hydraulic sensors 81 to 84. When each state is determined and the operation state of the parking lock mechanism 62 is determined based on a signal input from the parking sensor 96, a combination of these friction engagement elements and the operation state of the parking lock mechanism 62 is used as an actual operation pattern. To get. The T-ECU 4 refers to the operation pattern stored in the ROM 52, and determines the shift range represented by the operation pattern that matches the actual operation pattern as the current shift range. Therefore, the T-ECU 4 according to the present embodiment constitutes a current state determination unit according to the present invention.

  Further, when the T-ECU 4 determines the current shift range by the above-described method, the T-ECU 4 displays the determined shift range on the range display unit 46.

  Further, the T-ECU 4 lights the reverse lamp 58 when the vehicle is moving backward. Specifically, the T-ECU 4 receives the selection signal indicating the R range from the shift lever device 45 continuously for a certain time by holding the shift lever 47 at the shift position corresponding to the R range for a certain time. It is determined that a switching request for switching the shift range to the R range has occurred. Then, if the operation pattern represented by the detection results detected by the hydraulic sensors 81 to 84 and the parking sensor 96 represents the reverse state of the automatic transmission 2, that is, the operation pattern representing the R range, the T-ECU 4 It is determined that the request for switching to the reverse range matches the state of the automatic transmission 2, and the reverse lamp 58 is lit.

  Further, although the T-ECU 4 determines that the selection signal representing the R range is continuously input from the shift lever device 45 for a certain period of time, the detection results detected by the hydraulic sensors 81 to 84 and the parking sensor 96 are If the operation pattern to be represented does not represent the reverse state of the automatic transmission 2, that is, the operation pattern representing the R range, it is determined that the request for switching to the reverse range and the state of the automatic transmission 2 do not match. Regardless of the operation pattern represented by the detection results detected by the hydraulic sensors 81 to 84 and the parking sensor 96, the reverse lamp 58 is turned on based on a request to switch to the reverse range. Therefore, the T-ECU 4 according to the present embodiment constitutes a reverse light display means according to the present invention.

  The T-ECU 4 determines that the operation pattern represented by the detection results detected by the hydraulic sensors 81 to 84 and the parking sensor 96 matches the operation pattern representing the R range in the operation pattern map stored in the ROM 52. A display indicating the R range is lit on the range display unit 46. On the other hand, when the operation pattern represented by the detection results detected by the hydraulic sensors 81 to 84 and the parking sensor 96 does not match the operation pattern representing the R range in the operation pattern map stored in the ROM 52, the range display unit 46 is displayed. The light is turned off.

  Next, the operation will be described with reference to FIG. The process described below is realized by a program stored in the ROM 52 in advance, and is executed by the CPU 51 at predetermined time intervals.

  As shown in FIG. 10, first, the T-ECU 4 determines whether or not the R range is input as the target shift range (step S11). Specifically, when the T-ECU 4 continuously acquires a selection signal corresponding to the R range selected by operating the shift lever 47 from the shift lever device 45 for a certain period of time, the shift lever 47 is operated and the shift lever 47 is operated. It is determined that a switching request for switching the range to the R range has occurred.

  If the T-ECU 4 determines that the shift lever 47 is operated and the R range is input as the target shift range (Yes in step S11), the process proceeds to step S12. On the other hand, when the T-ECU 4 determines that the shift lever 47 is not operated and the target shift range is not input, or when it is determined that a shift range other than the R range is input as the target shift range ( In step S11, No), the process proceeds to RETURN.

  Next, the T-ECU 4 determines whether or not the current range is the R range (step S12). Specifically, the T-ECU 4 controls the hydraulic control device 40 according to the shift range in which the R range is input, and shifts the fourth clutch C4 and the second brake B2 to the engaged state, The third clutches C1 to C3 and the first brake B1 are shifted to the released state. And T-ECU4 is, when the operation pattern represented by the result detected from the hydraulic sensors 81-84 and the parking sensor 96 corresponds with the operation pattern showing R range among the operation patterns shown in FIG. When only the hydraulic sensors 83 and 84 output an ON signal, it is determined that the current range is the R range.

  When the T-ECU 4 determines that the current range is the R range (Yes in Step S12), the T-ECU 4 proceeds to Step S13 and turns on a display indicating the R range on the range display unit 46 constituting the meter range. The reverse lamp 58 is turned on.

  Next, the T-ECU 4 determines whether or not the current range has shifted to a shift range other than the R range (step S14). Specifically, the T-ECU 4 receives a signal representing a shift range other than the R range as a target shift range from the shift lever device 45, and represents the result detected from the hydraulic sensors 81 to 84 and the parking sensor 96. When the operation pattern to be matched with the operation pattern representing the shift range other than the R range among the operation patterns shown in FIG. 9, it is determined that the current range is a shift range other than the R range.

  When the T-ECU 4 determines that the current range is a shift range other than the R range (Yes in step S14), the T-ECU 4 turns off the reverse lamp 58 and turns off the display indicating the R range on the range display unit 46. The display indicating the current range is turned on (step S15). On the other hand, if the T-ECU 4 determines that the current range is held in the R range (No in step S14), the T-ECU 4 repeats this step.

  On the other hand, if the T-ECU 4 determines in step S12 that the current range is not the R range and does not match the target shift range (No in step S12), the T-ECU 4 proceeds to step S16 and turns on the reverse lamp 58. . At this time, since the target range determined in step S11 and the current range determined in step S12 are different, the T-ECU 4 turns off the display of the shift range in the range display unit 46 and displays an inaccurate possibility. Prevent display of shift range.

  Next, the T-ECU 4 determines whether a shift range other than the R range has been input as the target shift range (step S17). Specifically, when the T-ECU 4 continuously acquires from the shift lever device 45 a selection signal corresponding to a shift range other than the R range selected by operating the shift lever 47, the shift lever 47 It is determined that a switching request for switching the shift range to a shift range other than the R range has occurred.

  When the T-ECU 4 determines that a shift range other than the R range is input as the target shift range by operating the shift lever 47 (Yes in step S17), the T-ECU 4 proceeds to step S18 and turns off the reverse lamp 58. . On the other hand, if the T-ECU 4 determines that the shift lever 47 is not operated and the target shift range is not input, or if it is determined that the R range is input as the target shift range (No in step S17). ) Repeat this step.

  As described above, the vehicular display device according to the present invention can be used even when the T-ECU 4 cannot accurately determine the current shift range even though the R range is detected by the shift lever device 45. The reverse light 58 can be turned on. As a result, for example, when the function of changing the gear position is secured and only the hydraulic pressure sensors 81 to 84 fail, the automatic transmission 2 forms an R range, so that the reverse lamp 58 is lit. By doing this, it is possible to alert other vehicles, pedestrians, and the like to the backward movement of the vehicle. Therefore, when the vehicle is moving backward, it is possible to appropriately notify other vehicles, pedestrians and the like of the vehicle moving backward.

  In addition, an operation pattern in which the operation states of the first clutch C1, the second clutch C2, the fourth clutch C4, the second brake B2, and the parking lock mechanism 62 are represented by the detection results of the hydraulic sensors 81 to 84 and the parking sensor 96. When the operation pattern stored in the ROM 52 does not match, there is a possibility that any of the hydraulic sensors 81 to 84 and the parking sensor 96 has failed, and is displayed by the range display unit 46. By turning off the shift range, it is possible to prevent display of a shift range that may be inaccurate.

  In the above description, the case has been described in which the vehicle display device according to the present invention is applied to a vehicle equipped with an automatic transmission 2 capable of shifting eight forward speeds and one reverse speed. However, the range display according to the present invention may be applied to a vehicle equipped with a continuously variable transmission such as a belt type or a power roller type.

  In this case, for example, in the forward / reverse switching mechanism for switching the traveling direction of the vehicle, the T-ECU 4 detects the hydraulic pressure of the forward clutch engaged when the vehicle moves forward and the reverse brake engaged when the vehicle moves backward. Thus, when the hydraulic pressure of the forward clutch is less than the threshold value and the hydraulic pressure of the reverse brake exceeds the threshold value, it is determined that the current shift range is the R range.

  Moreover, in the above description, the case where the display apparatus for vehicles which concerns on this invention was applied to a vehicle provided with the torque converter 20 was demonstrated. However, the vehicle display device according to the present invention may be applied to a vehicle including a clutch mechanism for cutting off power transmitted from the engine to the speed change mechanism. In this case, the T-ECU 4 performs the same operation as the flowchart shown in FIG. 10 and turns off the display of the shift range in the shift display device when the clutch mechanism shifts to the power cut-off state. . The T-ECU 4 determines whether the clutch mechanism is in a power transmission state or a cutoff state based on a signal input from a clutch stroke sensor that detects an operation stroke of an output rod that displaces the diaphragm spring. Like that. By having such a configuration, the vehicular display device can accurately display the power transmission state in the transmission mechanism even when applied to a vehicle including a clutch mechanism.

  In the above description, the case where the T-ECU 4 determines the shift range based on the detection results of the hydraulic sensors 81 to 84 and the parking sensor 96 has been described. However, the T-ECU 4 may determine whether or not the current shift range is the R range based only on the detection results of the hydraulic sensors 81 to 84. In this case, the T-ECU 4 can accurately determine that the current shift range is the R range regardless of whether or not the parking sensor 96 has failed.

  In the above description, the case where the shift lever device 45 constitutes a part of the target detection unit has been described. However, the present invention is not limited to this, and the target detection unit is configured by a momentary switch or the like installed on the handle. It may be.

  Moreover, in the above description, the case where the display apparatus for vehicles which concerns on this invention was applied to the vehicle provided with the torque converter 20 and the automatic transmission 2 by the gripping replacement of a friction engagement element was demonstrated. However, the vehicular display device according to the present invention is configured by a transmission including a constantly meshing gear train, and automatically performs an intermittent operation of a clutch using an electric motor or the like instead of manually, Applicable to vehicles equipped with a semi-automatic transmission called Sequential Manual Transmission (hereinafter referred to as “SMT”), which is not operated manually but automatically by the operation of an electric motor according to the operation of the shift lever. May be.

  Such SMT employs a method of detecting the position of each sleeve by a position sensor and a method of detecting the shift stroke position and the select stroke position of the shift select shaft, and the ECU is based on such a detection result. Is configured to determine the current gear position (for example, the sixth forward gear speed and the reverse gear). For this reason, for example, there may be a case where the current shift stage including the reverse shift stage cannot be determined due to the failure of the position sensor described above in a state where the change of the shift stage is secured. Thus, even when the vehicle display device according to the present invention is applied to a vehicle equipped with an SMT, it is detected in a situation where the driver's operation instruction does not match the actual gear position, that is, detected by the target detection means. Under the situation where the result and the determination result of the current state determination means do not match, it is possible to appropriately inform the other vehicle, the pedestrian or the like of the reverse of the vehicle when the vehicle reverses.

  Here, the constantly meshing gear train as described above has a synchromesh mechanism, and the shift is performed by switching the torque transmission path, that is, the torque transmission state, by moving the hub sleeve in the front-rear direction. Is called. That is, a fork shaft is engaged with each of the plurality of hub sleeves, and the fork shaft moves the hub sleeve to establish one of the gear positions. Thus, the shift is realized by selecting and moving the fork shaft by the shift select shaft.

  In such SMT, the synchromesh mechanism including the hub sleeve constitutes the switching means, and the ECU, the electric motor, the shift select shaft, the fork shaft, the shift fork, and the like constitute the operation state control means. Further, the ECU and the shift lever device constitute target detection means, the ECU and the position sensor constitute operation state detection means, and the ECU constitutes current state determination means.

  The vehicle display device according to the present invention can be similarly applied to an MMT (Multi-Mode Manual Transmission) as an automatic transmission with a manual transmission function in addition to the above-described SMT.

  In the above description, the vehicle display device according to the present invention does not include a manual valve, and the automatic valve adopting a so-called built-in shift-by-wire system in which the manual valve is built in the hydraulic control device. The case where it is applied to a transmission has been described. However, the vehicle display device according to the present invention employs an external shift-by-wire system having a manual valve whose operation position is switched by controlling an electric motor or the like in accordance with the operation of the shift lever. It may be applied to an automatic transmission. In such an automatic transmission that employs an external shift-by-wire system, the manual valve is switched to the operation position corresponding to each shift range by the driving force of an electric motor or the like. The line pressure generated by the pump is selectively supplied to each downstream hydraulic circuit. The operating state of the frictional engagement elements and the like is switched by the line pressure supplied to each hydraulic circuit, and a power transmission path corresponding to the shift range, that is, a torque transmission state is formed by the automatic transmission. .

  An automatic transmission that employs this external shift-by-wire system, for example, when the shift lever is operated to the position of the R range, the motor or the like normally operates in response to a control signal from the ECU. Although the detent lever rotates to the position corresponding to the range, the manual valve is actually moved to the position where the R range is formed with this rotation, for example, due to the failure of the rotation angle sensor of the motor, The case where it cannot determine with R range may arise. Thus, even when the vehicular display device according to the present invention is applied to an external shift-by-wire automatic transmission, the driver's operation instruction does not match the actual shift range. Under circumstances, that is, in a situation where the detection result of the target detection means and the determination result of the current state determination means do not match, it is possible to notify other vehicles, pedestrians and the like of the reverse of the vehicle more appropriately than when the vehicle is reverse. .

  Here, in such an external shift-by-wire system, the manual valve constitutes the switching means, and the ECU and the electric motor constitute the operating state control means. The ECU and the shift lever device constitute target detection means, the ECU and the rotation angle sensor constitute operation state detection means, and the ECU constitutes current state determination means.

  As described above, the vehicular display device according to the present invention has an effect of being able to appropriately notify other vehicles, pedestrians, and the like of the backward movement of the vehicle when the vehicle is moving backward. This is useful for a display device for a vehicle that displays the state of a transmission mounted on the vehicle.

1 Engine (drive source)
2 Automatic transmission (transmission)
3 Engine control device 4 Transmission control device (vehicle display device, target detection means, operation state control means, operation state detection means, lock state detection means, current state determination means, range display means, reverse light display means)
DESCRIPTION OF SYMBOLS 5 Fuel injection valve 9 Input shaft 10 Output shaft 20 Torque converter 21 Pump impeller 22 Turbine runner 23 Stator 24 One-way clutch 26 Lock-up clutch 30 Transmission mechanism part 31 Front planetary 32 Rear planetary 40 Hydraulic control apparatus (operation state control means)
45 Shift lever device (target detection means)
46 Range display (range display means)
47 Shift lever 48 Parking button 51 CPU
52 ROM
53 RAM
58 Reverse light 60 Oil pump 62 Parking lock mechanism 81-84 Oil pressure sensor (operation state detecting means)
96 Parking sensor (lock state detection means)
97 Oil temperature sensor

Claims (5)

Used in a transmission comprising a gear mechanism for transmitting output torque of a drive source, and switching means for switching to any one of a plurality of torque transmission states of the gear mechanism, and an operating state of the switching means In the vehicle display device that determines the torque transmission state based on the current transmission state and displays the determined torque transmission state as the current transmission state.
Target detection means for detecting a request to change the current transmission state to a target state;
An operation state control means for controlling the operation state of the switching means to switch according to the detection result of the target detection means;
An operating state detecting means for detecting an operating state of the switching means;
Current state determining means for determining the current state of the transmission based on the detection result of the operating state detecting means;
When a reverse request is detected by the target detection means, and the current state determination means determines that the state of the transmission is reverse, the reverse is performed to turn on a reverse light installed behind the vehicle. Lamp display means,
The reverse light display means turns on the reverse light regardless of the determination by the current state determination means when the state of the transmission does not coincide with the reverse request detected by the target detection means. A vehicle display device. The switching means is constituted by a plurality of friction engagement elements whose operation state is switched between an engagement state and a release state,
In the transmission, the torque transmission path of the gear mechanism is switched according to the combination of the operating states of the plurality of friction engagement elements,
The target detection means detects a request to change the current shift range to the target shift range,
The operation state control means controls the operation states of the plurality of friction engagement elements to be switched according to the detection result of the target detection means,
The operating state detecting means detects operating states of the plurality of friction engagement elements,
The current state determination unit stores in advance an operation pattern represented by a combination of the operation states of the plurality of friction engagement elements in association with a shift range, and the detection results of the operation state detection unit represent the plurality of Based on the comparison between the operation pattern of the friction engagement element and the operation pattern stored in advance, the current shift range is determined,
The reverse light display means is installed at the rear of the vehicle when the reverse range is detected by the target detection means and the current shift range is determined to be the reverse range by the current state determination means. When the reverse lamp is turned on, and the reverse range is detected by the target detection means, and the current shift range determined by the current state determination means does not match the reverse range detected by the target detection means The vehicle display device according to claim 1, wherein the reverse lamp is turned on regardless of the determination by the current state determination means. Range display means for displaying the current shift range determined by the current state determination means,
The range display means is when the current state determination means determines that the operation patterns of the plurality of friction engagement elements represented by the detection results of the operation state detection means do not match any of the pre-stored operation patterns. 3. The vehicle display device according to claim 2, wherein the display of the current shift range is turned off. A lock state detecting means for detecting an operation state of a parking lock mechanism in which an operation state is switched between a lock state for fixing an output shaft connected to a drive wheel and an unlock state for releasing the output shaft;
The operation state control means is a hydraulic oil supplied to the plurality of friction engagement elements and the parking lock mechanism so that the operation states of the plurality of friction engagement elements and the parking lock mechanism are switched according to the target shift range. Control the hydraulic pressure of
The current state determination unit stores in advance an operation pattern represented by a combination of the operation states of the plurality of friction engagement elements and the parking lock mechanism in association with a shift range, and the operation state detection unit and the The present shift range is determined based on a comparison between an operation pattern of the plurality of friction engagement elements and the parking lock mechanism represented by a detection result of the lock state detection means and an operation pattern stored in advance. The vehicle display device according to claim 2 or 3. The vehicle connects between the drive source and the transmission, and operates between an engaged state in which the output torque is transmitted to the transmission and a disconnected state in which transmission of the output torque to the transmission is interrupted. It has a clutch mechanism that changes state,
5. The display according to claim 2, wherein the range display means turns off the display of the current shift range when the operating state of the clutch mechanism is in the disengaged state. The vehicle display device described in 1.

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