JP2904289B2 - Operating device for automatic transmission for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to an actuator for driving a hydraulic valve for switching a traveling range of an automatic transmission, a control means for controlling the actuator, and a speed change to the control means. The present invention relates to an operation device for an automatic transmission for a vehicle, comprising: a shift operation means for outputting a switching command.

[Prior Art] Generally, an operating device of an automatic transmission for a vehicle is directly mechanically connected to a hydraulic valve for switching a traveling range of the automatic transmission, and is set to be moved by a driver's hand. A shift lever is provided as a shift operation means, and the driver moves the select lever to a desired travel range position, thereby switching the valve position of the hydraulic valve and switching the desired travel range. Is set.

In such a manual operating device, since the select lever and the hydraulic valve are mechanically directly connected via an arm, a link, or the like, a strong operating force is required to move the select lever, There has been a demand for an operating device that requires only a small operating force.

In order to satisfy this demand, in recent years, for example,
As disclosed in Japanese Patent Publication No. 37729, in an automatic transmission of an automobile in which a travel range is switched by controlling a hydraulic valve by a wire connected to a hydraulic valve in a transmission, this wire is driven by a drive motor. There has been proposed an electric range switching device in which the driving motor is operated by operating an electric switch while being driven. According to such an electric range switching device, the driver can switch the traveling range via the drive motor simply by operating the electric switch, and the driver can operate the electric switch lightly. By operating with force, it is possible to instruct switching of the traveling range.

[Problems to be Solved by the Invention] However, in such a conventional electric range switching device, a push-button switch is employed as an electric switch for instructing an operation of a drive motor. For this reason, for example, when attempting to shift down from a drive range to a second speed fixed range in order to shift down, the driver pays attention to a second speed fixed range switch that is to be pushed in so as to switch without fail. Will be done. That is, in the conventional manual select lever, all the travel ranges are PRND-2-1.
The selector lever does not move directly from the drive range to the reverse range because of the linear arrangement as shown in the above.However, in the case of a push button type switch, if the wrong range is pressed and the reverse range switch is pressed, the vehicle moves forward. In the meantime, there is a possibility that the reverse running state is set by mistake and the driving wheels are locked and slipped.

For this reason, it is conceivable to provide a stroke contact type operation switch in which a traveling range set as an electric switch is sequentially arranged on a predetermined locus, and to reliably prevent the above-described mistake in pushing. Here, in such a stroke contact type operation switch, it is conceivable that each travel range is represented by a level signal composed of a plurality of level signals defined by a combination specific to the corresponding travel range. However, in this case, the output timings of the plurality of level signals may be shifted, or the control system may erroneously determine the traveling range due to the influence of vibration or noise, and the automatic transmission may malfunction, resulting in a problem in safe driving. is there.

SUMMARY OF THE INVENTION The present invention has been made in consideration of the above-described problems, and an object of the present invention is to reliably prevent a determination of a travel range when a range signal representing each travel range in an operation switch is composed of a plurality of level signals. Accordingly, it is an object of the present invention to provide an operation device for an automatic transmission for a vehicle, which can ensure safe driving.

[Means for Solving the Problems] In order to solve the above-mentioned problems and achieve the object, an operation device for an automatic transmission for a vehicle according to the present invention has the following configuration. That is, an actuator for driving a hydraulic valve for switching a travel range of the automatic transmission, control means for controlling the actuator, and shift operation means for outputting a range signal indicating a travel range currently set to the control means. In the operating device for an automatic transmission for a vehicle, the shift operating means includes a stroke-type operating switch in which a traveling range to be set is sequentially arranged on a predetermined locus, and at least two or more operating switches are provided. Signal generating means for outputting a range signal composed of the following level signals, the signal generating means comprising: a first level signal for outputting a range signal corresponding to each traveling range by a combination of at least two or more signals; , And a second level signal that is output in the entire driving range.
The first level signal has an output period set to a predetermined length along the direction of the predetermined trajectory, and the second level signal has an output period of the first level signal along the direction of the predetermined trajectory. An output period is set to a predetermined length in which both ends are set inside both ends of the predetermined trajectory direction, and the control unit sets a corresponding traveling range in a state where all the level signals constituting each range signal are input. Then, the actuator is driven.

Further, preferably, the operation switch is configured to be able to set at least five traveling ranges of a parking range, a reverse range, a neutral range, a forward drive range, and a low speed forward range, and the signal generating unit includes: It is moved according to the operation of the operation switch,
Four slit members are provided at positions corresponding to each traveling range, and are provided along the operating direction of the operation switch and have a plurality of slit forming positions set by the number of traveling ranges. Four sets of light-emitting / light-receiving means are provided corresponding to the four slit forming positions, respectively, and the slit member has a corresponding light-emitting / light-receiving means in each running range in a manner different from other running ranges.
Two or more slits that allow light to pass through the light receiving means are formed.

Further, preferably, the operation switch is configured to be rotatable, and four slit forming positions provided for each of the travel ranges are defined by one corresponding to the corresponding travel range.
The four slit forming positions formed on the radius of the book and on each radius are respectively defined on concentric circles having the same center.

[Operation] As described above, since the operating device of the automatic transmission for a vehicle according to the present invention is configured, the control means is configured by these level signals at the timing when all the level signals defining each traveling range are prepared. Based on the level signal, a corresponding travel range is recognized. As a result, even if the output timings of the plurality of level signals are shifted or the influence of vibration or noise occurs, the determination timing of the traveling range is conversely defined by the fact that all the level signals are aligned. Therefore, for these reasons, the possibility that the control system incorrectly determines the travel range and the automatic transmission malfunctions is reliably eliminated, and safe traveling is ensured.

[Embodiment] Hereinafter, an operating device of an automatic transmission for a vehicle according to the present invention will be described in detail with reference to the accompanying drawings.

In the following, before describing an embodiment according to the present invention, a prerequisite technique of the present embodiment will be described in detail with reference to FIGS. 1 to 19. Further, the description of the embodiment according to the present invention corresponds to the description portion referring to FIG. 20 and subsequent tables, and particularly to Table 2 on page 77.

As shown in FIG. 1, the operating device 10 according to this embodiment includes:
The driving range of the automatic transmission 12 is configured to be able to be switched with a light operating force by using electric power, and the automatic transmission 12 uses the driving force of an engine 14 as a drive wheel. In one embodiment, it is configured to transmit to a front wheel (not shown). Here, this automatic transmission
Reference numeral 12 denotes a commonly used type provided with a hydraulic valve 16 for switching a traveling range, and the configuration thereof is well known, and a description thereof will be omitted.

The operating device 10 of this embodiment is configured to electrically operate the hydraulic valve 16 in response to the operation of an operating switch 18 (the detailed configuration and mounting mode of which will be described later), which is a feature of the present invention. An electric traveling range switching device (hereinafter, simply referred to as a range switching device) 20 for driving to switch the traveling range is provided. The range switching device 16 includes a reversible drive motor 22 and the drive motor 22.
A rotating arm having a predetermined radius fixed to the drive shaft 24 of 22
26, a connecting wire 28 for connecting the tip of the rotary arm 26 and the hydraulic valve 16, and a control unit 30 for controlling the drive state of the drive motor 22 based on a range switching command output from the operation switch 18. Have.

Here, as shown in FIG. 2, the automatic transmission 12 described above is provided with an inhibitor switch 32 that indicates the switched traveling range state according to the switching state of the traveling range by the hydraulic valve 16. That is, the inhibitor switch 32 includes a parking range "P", a reverse range "R", a neutral range "N", a forward drive range "D", a forward second speed range "2", and a forward first speed range "1". , S _P , S _R , S _N , S _D , S ₂ , S ₁
When, in accordance with the range selection state of the hydraulic valve 16, these contacts _{S P, S R, S N} , S D, and a pivot lever 32a to rotate to selectively contact the S _2, S ₁ I have. Then, each contact _{S P, S R, S N} , S D, S 2, S 1 is connected respectively to the control Yunitsuto 30, In this way, inhibition task i Tutsi
32 is a contact _SP , S _R , S _N , S _D , S with which the swivel lever 32a has contacted.
And it is configured to output only from _2, S ₁ of an inhibitor signal to the control Yunitsuto 30.

In the above-described drive motor 22, the motor shaft (not shown) is connected to the drive shaft 24 via a clutch mechanism 34, and the clutch device 34 is intermittently controlled by the control unit 30 described above. Connected so that That is, in the normal state, the control unit 30
The clutch mechanism 34 is maintained in the connected state, and the automatic transmission 12 is set to be electrically driven by the drive motor 22. As described later, it is determined that the switching control operation in the control unit 30 has failed. At this time, the clutch mechanism 34 is cut off as a failsafe, and the automatic transmission
12 is set so as not to be driven by the drive motor 22.

Further, a rotary encoder 36 is connected to the drive motor 22, and a drive amount of the rotary encoder 36 is constantly detected.
This rotary encoder 36 is connected to the control unit 30 and outputs a detection result. The control unit 30 receives the output result from the rotary encoder 36, and receives the output amount of the drive motor 22, in other words, the rotation arm.
It is configured to recognize the turning position of 26.

On the other hand, a manual drive mechanism 38 for manually switching and driving the automatic transmission 12 when the control unit 30 fails, for example, is connected to the range switching device 20 described above. As shown in FIG. 1, the manual drive mechanism 38 includes a rotating plate rotatable about a rotation axis parallel to the drive shaft 24 described above.
And a pinion gear 42 formed on the outer periphery of the rotating plate 40.
And a rack member 44 that meshes with the pinion gear 42, and a first auxiliary connection wire 46 that connects the rack member 44 and the tip of the rotating arm 26 to each other.
The first auxiliary connection wire 46 is set so as to extend in line with the connection wire 28 described above, and the hydraulic valve 16 is switched by the rotation of the rotation plate 40. It has been made like that.

Here, a fitting hole 40a into which a wrench 48 as a sliding rotating member is fitted is formed at the center of the rotating plate 40. Can be manually rotated to the position. If the clutch mechanism 34 is in the connected state during the manual rotation of the rotating plate 40, the drive motor 22 becomes a load and the rotation becomes difficult, so that the clutch mechanism 34 is mechanically disconnected. The switching lever 50 is connected to the clutch mechanism 34 via a second auxiliary wire 52. That is, this switching lever 50
Is in the control position, the clutch mechanism 34 is set to a controllable state by the control unit 30, and in the cutting position, the clutch mechanism 34 is mechanically set to the cutting state.

As shown in FIG. 3, the manual drive mechanism 38 is disposed so as to be located just inside the lower center portion of the cowl panel lower 54 that separates the vehicle compartment from the engine room. The rotation plate 40 is set to be exposed by removing the attached lid member 54a. In this way, when the control unit 30 fails, the driver removes the lid member 54a to access the rotating plate 40, and drives the rotating plate 40 to rotate via the wrench 48. As a result, the automatic transmission 12 can be directly switched and driven manually.

The operation switch 18 serving as a shift operation means, which is a feature of the present invention, for outputting a range switching command to the control unit 30 of the range switching device 20 configured as described above, with reference to FIG. This will be described in detail.

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

Here, the steering column 58 of the operation switch 18
As shown in FIG. 4, both sides of the steering wheel 56 at the so-called 8:20 position of the steering wheel 56 in the substantially neutral position (ie, the position where the rotation angle is 0 °) are placed with both hands. When the driver sitting in the driver's seat looks at the front in the state of being gripped by the steering wheel 56, the operation switch 18 can be visually recognized just through the space of the steering wheel 56. The wheel 56 also has a three-spoke type to ensure this visibility, in particular, three spokes 56a and 56b set to extend along the 3 o'clock, 6 o'clock, and 9 o'clock directions, respectively. , 56c.

As shown in FIG. 5, the arrangement position of the operation switch 18 is such that the wiper operation lever 62 is located above the left side of the steering column 58 in front of the steering column 58 in relation to the wiper operation lever 62. On the other hand, the operation switch 18 is set below the left side of the steering column 58 on the near side. In other words, the wiper operation lever 62 and the operation switch 18 are disposed so as to be vertically separated from each other with the height center line C of the steering column 58 as a boundary.

On the other hand, as shown in FIG.
An annular mounting ring 64 integrally fixed to the left side surface of the steering column 58, and the mounting ring 64 is rotatably supported about an axis extending along the vehicle width direction and is axially supported. A switch body 66 supported so as to be able to be pushed along along with the finger operation unit 68 integrally formed so as to protrude radially outward from the outer periphery of the switch body 66 and extend along the axial direction; A pushing portion formed integrally with the finger operating portion 68 in an upright state (that is, a state extending along the circumferential direction) at the end on the steering column 58 side.
70 and.

Here, as is apparent from FIG. 6, a hold button 72 is provided on the right end of the front end surface of the finger operation unit 68 in the figure, and a back end of the side surface of the pushing unit 70 is provided with the automatic transmission 12. A mode switching button 74 for switching the driving range switching mode is provided.

When the hold button 72 is not depressed, a normal shift change state is defined. When the hold button 72 is depressed, the shift button is fixed at the third speed in the forward drive range and is fixed at the second speed in the second forward speed range. It is set to be. When the mode switching button 74 is not depressed, the mode of switching the traveling range in the automatic transmission 12 is defined as a power mode (preferable for mountain road traveling) emphasizing sticky driving feeling, and is depressed. Therefore, it is set to be stipulated in Econo-Memode (which is suitable for city driving) with emphasis on economy.

On the other hand, on the outer peripheral surface of the above-described mounting ring 64, "P" indicating a parking range, "R" indicating a reverse range, "N" indicating a neutral range, and "N" indicating a forward drive range are provided along the clockwise direction. Alphanumeric characters "D", "2" indicating the second forward speed range, and "1" indicating the first forward speed range are sequentially drawn. The operation switch 18 is configured to output a range switching command for defining a traveling range set in accordance with the rotation position when the switch body 66 rotates. Is configured to output a range switching command so as to achieve a running range represented by alphanumeric characters located just beside the finger operation unit 68. That is, the finger operation unit 68 also functions as an index indicating the currently set traveling range.

Here, as shown, the alphanumeric characters “N”, “D”,
“2” and “1” are arranged in series at equal intervals at a narrow interval d ₁ , but the alphabet “R” is wider than the interval “d ₁ ” with respect to the alphabet “N”. They are arranged in a state spaced by d _2, letter "P" is set to be aligned in a state of being separated by a narrow interval d ₁ described above for letter "R". Also, alphanumeric characters "N", "D", "2"
As shown in FIG. 4, when the driver sitting in the driver's seat looks at the front, it is disposed at a position where the English character "D" can be placed directly in the center and directly viewed. In this way, when the operation of switching the travel range between the neutral range “N”, the forward drive range “D”, and the second forward speed range “2” is performed, any travel range is currently set. By reading the alphanumeric characters "N", "D", and "2" indicated by the finger operation unit 68, it can be instantly recognized, and the driver can switch the driving range with ease. Become.

On the other hand, as is not apparent from FIG. 4, the English characters "R" and "P" cannot be seen in a face-to-face state. As a result, although the details will be described later, the switch body is simply moved from the neutral range “N” to the reverse range “R”.
It is set so that the shift cannot be made only by rotating the 66, and the shift cannot be made unless the switch body 66 is pushed in the axial direction. Therefore, due to the mechanism, the neutral range "N" and the drive range "D" , Forward second speed range "2"
The reverse range “R” is never set in a state where the switch body 66 is rotated in order to freely perform range switching between the two. By not being able to see “R” and “P”, it is psychologically guaranteed that there will be no risk of entering the retreat range “R” from the neutral range “N”, and the driver is sincerely required. With peace of mind, neutral range "N", drive range "D", forward 2
It is possible to freely switch the traveling range between the speed ranges “2”.

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

As shown in FIG. 7, the switch body of the operation switch 18
The 66 has an outer flange 66a integrally formed at the inner end thereof, and a shaft 66b extending along the vehicle width direction of the vehicle body. The shaft portion 66b is mounted so as to be rotatable about its own central axis and prohibited from moving in the axial direction. Also, this outer flange part
A contact rod 66c extends in the axial direction along the outer peripheral portion of the inner surface of the 66a, that is, the steering column 58c.
It is attached so that it extends toward the surface of.

On the surface of the steering column facing the outer flange 66a, along with the rotation locus of the contact rod 66c, similarly to the above-described inhibitor switch 32, the parking range "P", the retreat range "R", Niyu Tsentralnyi range "N", the forward drive range "D", the forward second speed range "2", and the contacts X _P that respectively correspond to the first forward speed range "1", X _R, X _N, X _D, X ₂ , X ₁ is, contact rod 66c
It is attached so that it can contact. And these contacts
X _P , X _R , X _N , X _D , X ₂ , and X ₁ are arranged at positions corresponding to the display positions of alphanumeric characters that respectively display the traveling ranges drawn on the outer periphery of the mounting ring 64.

Here, the contacts _{X P, X R, X N} , X D, X 2, X 1 is connected respectively to the control Yunitsuto 30, in this manner, the operation switch 18, the contact rod 66c is in contact Contact
_{X P, X R, X N} , X D, from X _2, X _1, so that the corresponding range switching command is output to the control Yunitsuto 30.

On the other hand, the switch body 66 includes a moving portion 66d movably attached to the shaft portion 66b along the axial direction. That is, a through hole 66e is formed in the moving portion 66d along the axial direction, and the shaft portion 66b passes through the through hole 66e and is taken out.
Are supported so as to be movable along the extending direction of the shaft 66b. Here, the above-described finger operation unit 68 is integrally formed on the outer peripheral surface of the moving unit 66d. The inner end of the moving portion 66d is set to have a smaller diameter than the outer end, and is set so as to be housed in the ring-shaped mounting ring 64 described above.

A locking nut 66f for prohibiting the moving portion 66d from being taken out is screwed to the outer end of the shaft portion 66b. On the other hand, a coil spring 66g is interposed between the moving portion 66d and the outer flange portion 66a, and the moving portion 66d is always attached outward by the urging force of the coil spring 66g. As long as no external force acts on the locking nut 66f, it is brought into contact with the above-described locking nut 66f, and its position is elastically held. In this manner, the switch body 66 is normally urged outward, and by being pushed inward in the axial direction via the above-described pushing portion 70, the switch body 66 is pressed against the biasing force of the coil spring. In opposition, it can be pushed inward in the axial direction.

The above-mentioned locking nut 66f is provided on the outer surface of the moving portion 66d.
A recess 66h for accommodating the lock nut 66f is provided, and a blind plate 66i for closing the recess 66h to cover the locking nut 66f is provided.

Here, the operation switch 18 includes a detent mechanism 76 for accurately locking the rotation drive at each travel range position when switching the travel range by rotating the switch main body 66, and also includes a neutral At the time of switching from the range "N" to the reverse range "R" and switching between the reverse range "R" and the parking range "P", the switching cannot be performed merely by rotating the switch body 66. The switching mechanism is provided so that the switching operation cannot be performed unless the switch main body 66 is pushed inward along the axial direction.

Due to the detent mechanism 76 and the regulating mechanism 78, the outer end of the mounting ring 64 described above extends to approximately the middle of the small diameter portion of the moving portion 66d. For this reason, the outer end has a gap G between itself and the end face of the step portion that defines the large-diameter portion of the moving portion 66d.
Is formed, but the axial length of the gap G is set slightly longer than the axial pushing amount of the moving portion 66b described later. Here, the regulating mechanism 78 includes a guide groove 80 formed on the inner peripheral surface of the mounting ring 64 and the moving portion 66b so that the outer end is fitted into the guide groove 80 and guided. 1 elastically mounted to move freely
And a book guide pin 82.

As shown in FIG. 8, the guide groove 80 is formed just between the first forward speed range “1” and the parking range “P”. In some cases, the switch body 66 is prohibited from rotating beyond the first forward speed range “1” and the parking range “P”. Here, the day tent mechanism 76 described above is
As shown in FIG. 7, the parking range “P”, the reverse range “R”, the neutral range “N”, and the forward drive range “D” are provided on the bottom surface of the guide groove 80 based on the above-described arrangement. , the second forward speed range "2", and, the first forward speed range "1" Deitento hole 76 _P, 7 each associated with
_{6 R, 76 N, 76 D} , 76 2, 76 comprises a _1, these Deitento holes _{76 P, 76 R, 76 N} , 76 D, 76 2, 76 1 is 1 along the circumferential direction of the mounting ring 64 It is set to be located on the axis l _{o of the} book. Incidentally, each Deitento holes _{76 P, 76 R, 76 N} , 76 D, 7
6 _2, 76 ₁ of the bottom surface, as shown in FIG. 8, the mounting ring 64
Is set at a position from the inner circumferential surface has entered the first depth h ₁ only radially outwardly of.

The guide groove 80 extends in the lower part of FIG. 7 from the forward second speed range “2” to the neutral range “N” as shown in a state where the circumferential shape is developed on a plane. a straight groove portion 80a formed along connexion linearly in the direction l _o, in the upper end of the straight groove portion 80a, Niyu Tsentralnyi extending range from the "N" axially inwardly (i.e., perpendicular to the straight groove portion 80a) and the second 1 of the lateral groove portion 80b, and the inclined groove portion 80c extending obliquely to the first reverse range from an inner end of the lateral groove 80b "R" to the circumferential direction l _o, axially from the reverse range "R" A second lateral groove 80d extending inward, a third lateral groove 80e extending axially inward from the parking range "P",
These second and third lateral groove portion 80d, a first connecting groove 80f to output along connexion extending circumferentially l _o to couple the inner end with each other mutual 80e, at the lower end of the straight groove portion 80a as described above, a fourth lateral groove portion 80g extending forward from the second speed range "2" axially inwardly, along connexion forward first speed range "1" in the circumferential direction l _o from the inner end of the fourth lateral groove portion 80g The second connecting groove portion 80h extending to the second connecting groove portion 80h is configured in a continuous state.

The extension length of each of the first to third lateral groove portions 80b, 80d, and 80e is defined as the amount of pushing of the switch body 66 in the axial direction, and the extension lengths are the same. Set to length. By configuring the guide groove 80 in this manner, the traveling range is switched from the forward first speed range “1” to the neutral range “N”, and
The switching operation of the traveling range from the reverse range "R" to the second forward speed range "2" can be executed by only one operation of rotating the switch body 66. However, switching of the traveling range from the neutral range "N" to the parking range "P", switching of the traveling range between the parking range "P" and the reverse range "R", and the forward second speed range "1" The switching operation of the traveling range from the first forward speed range “1” to the forward first speed range “1” requires two operations of rotating the switch body 66 while pushing the switch body 66 along the axial direction once every time the vehicle passes each range. Become.

As a result, only by the above-described turning operation of the switch main body 66, the traveling range is switched from the neutral range “N” to the reverse range “R”, and between the reverse range “R” and the parking range “P”. The switching operation of the traveling range is impossible, so that the switching operation is carelessly prevented from being performed carelessly, and the safe traveling state is ensured.

As shown in FIG. 8, the depth of the guide groove 80 from the inner peripheral surface of the mounting ring 64 between the forward second speed range “2” and the neutral range “N” is the same as the detent hole 76 described above.
_{P, 76 R, 76 N,} 76 D, 76 2, 76 1 of the inner peripheral surface of the mounting ring 64 first defining each depth depth h ₁ second which is set slightly shallower than is set to have a depth h _2, whereas, between the second forward speed range "2" and the first forward speed range "1" guide groove 80 and Niyu Tsentralnyi range "N" and the parking range "P" depth between the guide groove 80 is set to have a third depth h ₃ shallower than the second depth h ₂ as described above.

As a result, as is apparent from FIG. 8, the substantial depth of the respective detent holes 76 ₁ , 76 _P , 76 _R in the forward first speed range “1”, the reverse range “R”, and the parking range “P”. (= h ₁ -h ₃₎ is Niyu Tsentralnyi range "N", the forward drive range "D", the substantial depth of the second forward speed range Deitento holes 76 each in the "2" _N, 76 _D, 76 ₂ (= H ₁
−h ₂ ) Deeper.

In this manner, in this embodiment, at each travel range setting position, the operation stop position is detented by fitting the guide pin 82 into the corresponding detent hole 76, and the driver operates the switch operated by himself. The stopped state of the main body 66 can be confirmed by the feeling based on the detent feeling.

Further, according to this embodiment, from the state where the first forward speed range “1”, the reverse range “R”, and the parking range “P” are respectively set, the rotation required to start rotating the switch body 66 is started. The starting force is larger than the rotational starting force required to start rotating from the state where the neutral range “N”, the forward drive range “D”, and the second forward speed range “2” are set. It is necessary. In other words, the driver can control the neutral range “N”, the forward drive range “D”,
It is possible to freely switch the traveling range between the forward second speed range "2" and the forward first speed range "1", the reverse range "R", and the parking range "P". When the vehicle is switched to another driving range, a strong rotation starting force is required to escape from the corresponding deep detent holes 76 ₁ , 76 _N , and 76 _P , and it is necessary to perform this switching operation. , And the erroneous operation is prevented beforehand.

On the other hand, as shown in FIG. 9, the guide pin 82 fitted into the guide groove 80 includes a pin body 82a having a rounded tip at the protruding end and an outer flange portion 82b at a substantially central portion in the axial direction. It is formed integrally. In addition, the guide pin 82 is fitted into a concave portion 84 formed on the outer peripheral surface of the moving portion 66d.
It is attached with the inner part inserted from 2b. Here, the recess 84 has a recess main body 84a whose opening is larger in diameter than the above-described outer flange portion 82b.
And a small-diameter inner flange portion 84b formed at the opening of the recess main body 84a and set so that the outer flange portion 82b is just inserted therethrough. That is, this recess 8
4 is composed of a stepped hole with a narrow opening.

In the recess 84, an opening is formed at the center of the pin main body 82a, through which the inner portion is inserted through the outer flange portion 82b, in contact with the above-mentioned step portion (that is, the inner end surface of the inner flange portion 84b). The locked locking ring 86 is stored. Meanwhile, this recess 84
Inside, it contacts the inner end face of the guide pin 82 and
And a first coil spring 88 biasing so as to be biased in a direction to protrude from the inner surface of the locking ring 86 and biasing it so as to press against the step of the inner flange portion 84b. The two coil springs 90 are housed independently of each other.

Here, as shown in FIG.
Are inserted into the respective detent holes 76 ₁ , 76 ₂ , 76 _D , 76 _N , 76 _R , 76 _P and their positions are locked, in other words, the tips of the guide pins 82 in contact with the state on the surface of the depth h ₁ from the circumferential surface, the outer flange portion 82a of the guide pin 82 is to be separated from the locking ring 86 in contact with the stepped portion by a distance of (h ₁ -h ₂₎ Is set to
As a result, as shown in FIG. 9B, the guide groove between the second forward speed range “2” and the neutral range “N” is formed.
When the tip of the guide pin 82 is in contact with the bottom surface of 80, the distance from the state of fitting into each of the detent holes 76 ₁ , 76 ₂ , 76 _D , 76 _N , 76 _R , 76 _P is (h ₁ −h ₂ ). Only switch body 66
Will be pushed inward in the radial direction.

In this pushing operation, the outer flange portion 82b only comes into contact with the locking ring 86, and does not push it inward. As a result, the pushing force required for the pushing operation may be any force that opposes the urging force of the first coil spring 88 that engages only with the guide pin 82.

On the other hand, as shown in FIG. 9C, between the neutral range "N" and the parking range "P" and between the forward second speed range "2" and the forward first speed range "1". With the tip of the guide pin 82 abutting against the bottom surface of the guide groove 80, the guide groove 82 is inserted into the detent holes 76 ₁ , 76 ₂ , 76 _D , 76 _N , 76 _R , and 76 _P from (h ₁ −h ₃ Switch body 66 for the distance of)
Will be pushed inward in the radial direction. here,
As is apparent from the above description, since (h ₁ −h ₃ )> (h ₁ −h ₂ ), the outer flange portion 82 b comes into contact with the locking ring 86 during this pushing operation, and Will be pushed inward.

As a result, the pushing force required for this pushing operation is
The force opposing the total urging force of the urging force of the first coil spring 88 engaging the guide pin 82 and the urging force of the second coil spring 90 engaging the locking ring 86 is It is necessary.

Thus, according to this embodiment, the switch main body 66 is rotated to switch the traveling range between the second forward speed range “2” and the neutral range “N” (the guide pin 80 is connected to the guide groove). 82), the contact force between the guide pin 80 and the guide groove 82 (i.e., the frictional engagement force) is determined only by the force opposing the first coil spring 88. The operating force will be relatively weak.

However, when the travel range is switched between the neutral range "N" and the parking range "P" and between the second forward speed range "2" and the first forward speed range "1", the guide pin 80 The contact force with the guide groove 82 is defined by the force opposing the urging force of the first and second coil springs 88 and 90, and a large rotating operation force is required. As a result, as shown in FIG. 10, the strength of the rotation operation is also given, and the difference between the rotation start force from the stop position of the switch main body 66 based on the difference in the depth of the detent hole 76 described above and the change in the rotation operation force are also different. Therefore, the user is warned whether the switching operation needs to be performed, and the erroneous operation is reliably prevented.

The operation switch 18 configured as described above is mounted on the left side surface of the steering column 58 as described above. In detail, the operation state shown in FIG. Armrests 92 with both elbows
(The armrests for the right elbow are not shown for the sake of convenience in the drawing.) As shown in FIG. 5, the middle finger of the left hand is extended, and the finger operation unit 68 located in a range from the first speed forward travel range “1” to the neutral range “N” is set at a position where the middle finger can be reached. I have.

In other words, in the above-described state (posture), the turning radius of the left middle finger is set to l ₁ (for example, 130 mm), and the finger operating unit 68
Assuming that the turning radius is l ₂ , the turning locus of the tip of the middle finger and the forward first speed traveling range “1” to the neutral range “N”
The distance l ₃ between the rotation center of the operation switch 18 and the grip position of the left hand of the steering wheel 56 is defined so that the rotation locus of the tip end of the finger operation unit 68 located in the range . That is, l ₃ is defined in a range where the following inequality (1) is satisfied.

l ₃ <l ₁ + l ₂ (1) By defining the equation (1) as described above, in this embodiment, as shown in FIG. 12, the finger operating unit in the forward drive range “D” is used. The distance l ₆ between the tip of the wheel 58 and the steering wheel 56 is set to 110 mm.

As shown in FIG. 11, when the distance between the tip of the finger operating unit 68 in the reverse range “R” and the steering wheel 56 is l ₄ , the distance l ₄ is given by the following inequality (2).
Is set in a range satisfying the above condition, and in this embodiment, it is set to 130 mm.

l ₄ ≧ l ₁ (2) Here, the interval d ₂ between the neutral range “N” and the retreat range “R” as described above satisfies the above inequality (2). Stipulated.

Thus, in this embodiment, the operation switch
Since the arrangement position of 18 is specified, the driver extends the middle finger of the left hand while holding the steering wheel 56 with both hands, and pushes the finger operation unit 68 of the operation switch 18 from above, or By operating the switch body 66 from below, the switch body 66 can be freely and instantaneously switched between the forward first speed range "1" and the neutral range "N". As a result, the driving range can be switched during driving while the steering wheel 56 is being held with both hands, and the safe driving state is reliably achieved.

In this embodiment, even if the middle finger is extended with the left hand gripping the steering wheel 56, the retreat range “R” is out of the operable range of the finger operation unit 68, so the neutral range is set. Switching operation from "N" to the reverse range "R" becomes impossible. As a result, while the vehicle is traveling forward, hitting the finger operating section 68 with the middle finger freely switches the traveling range from the forward first speed range to the neutral range “N”, and mistakenly reverses the traveling range. The situation in which the range “R” is set is reliably avoided, and the safety in the switching operation of the traveling range is reliably ensured in tandem with the requirement for the two operations described above.

Also, in order to switch to the reverse range “R” or the parking range “P”, the left hand must be released from the steering wheel 56 without fail, so that the switching to the reverse range “R” or the parking range “P” is performed. The operation is psychologically suppressed, and an erroneous operation is prevented beforehand during the operation of switching to the reverse range “R” or the parking range “P”, and safe driving is also ensured from this viewpoint.

Here, as shown in FIG.
Is above the operation switch 18 and at a distance l ₅
It is arranged to be located only behind. Therefore, when operating the wiper operation lever 62, the gripping position on the steering wheel 56 of the left hand is changed from a so-called 8 o'clock position (indicated by a symbol A in the figure) to a so-called 10 o'clock position (indicated by a symbol in the figure). B.). That is, the operation turning range of the operation switch 18 at the turning radius l ₁ ,
The operation range of rotation of at turning radius l ₇ of the wiper operation lever 62, become different from each other.

As a result, in this embodiment, the operation switch 18
For example, when the finger operation unit 68 is swung up from below and the range is switched from the second forward speed range “2” to the forward drive range “D”, even if the middle finger is swung upward due to excess momentum, Since the operation lever 62 is not operated, the reliability of the operation is ensured. Also, push down the wiper operation lever 62 from above,
For example, even when setting the intermittent wiper mode,
Even if this pushing-down operation is too vigorous and the finger is swung down, there is no risk of touching the finger operation unit 68 of the operation switch 18, so that the driver can operate the wiper operation lever 62 with ease. Things.

Further, in this embodiment, in the operation switch 18, as shown in FIG. 13, the reverse range "R" is located on the outer peripheral surface of the switch main body 66 and the steering wheel 56.
It is set so as to be defined by the finger operation unit 68 located a distance ₁₈ ahead of the vertical line V that touches the side. In other words, the retreat range “R” is such that the finger operating section 68 is positioned such that the knee that has entered between the operation switch 18 and the steering wheel 56 in a standing state (bent at an acute angle) never reaches. The switch body 66 is set so as to be defined by the rotation of the switch body 66 via the switch. In other words, the retreat range “R” is set to a position to which the condition of disposing at a position where the knee cannot reach as described herein is added in addition to the condition represented by the above inequality (2). It is arranged.

That is, in the normal driving posture, as shown by the solid line in FIG. 14, the knee of the left foot never reaches the operation switch 18. If you do not have a seat belt,
Based on the rapid acceleration acting on itself, the body is pushed out forward as a whole, and the knee of the driver's left foot is moved between the operation switch 18 and the steering wheel 56 as shown by the dashed line in FIG. There is a possibility that the standing posture is forcibly achieved. In such a posture in which the knee stands, the finger operating portion 68 of the operation switch 18 is pushed upward by the knee, and the switch body 66 is moved, for example, to the forward drive range “D”.
From the rearward range "R".

In this case, as described above, the switching from the forward drive range “D” to the neutral range “N” is performed only by the turning operation of the switch body 66, but the backward movement from the neutral range “N” is performed. In the range "R", the switching operation is not performed simply by rotating the switch body 66, and the switch body 66 must be rotated while being pushed inward along the axial direction once. Two actions are required. For this reason, in a normal standing state, the guide pin 82 is in the first lateral groove portion of the guide groove 82.
The switch body 66 only contacts the end wall that defines 80b.
Is held at a position that defines the neutral range “N”, and cannot be switched to the reverse range “R”.

However, at the time of a head-on collision or sudden braking as described above, the above-described standing state of the knee is achieved with a strong force, and in some cases, the guide pin 82 moves over the above-described end wall with a strong force. Therefore, there is a possibility that the switch main body 66 may rotate so that the retreat range “R” is unintentionally set.

As a result, for example, when a sudden brake is applied, the operation switch 18 is moved to the neutral range “N” by the standing knee.
When the vehicle is forcibly switched to the reverse range “R” only by the rotation operation, the vehicle temporarily stops by the brake and then starts the reverse operation based on the setting of the reverse range “R”. That is dangerous.

However, in this embodiment, as described above, since the retreat range “R” is set at a position where the standing knee cannot reach, the sudden acceleration acts on the driver and the knee stands. Even in the worst case, only the neutral range “N” is set, and the reverse range is never set, and the safe driving state is ensured.

As shown in FIG. 15, the steering wheel 56 is slid along the axial direction as shown by a two-dot chain line so that the driver can take an optimal steering wheel gripping posture. A possible so-called telescopic mechanism and a so-called tilt mechanism which can be moved up and down as shown by a dashed line are provided although not shown in detail. Here, in this embodiment, for example, when the telescopic mechanism operates, only the steering wheel 56 moves back and forth along the axial direction from the steering column 58, and when the tilt mechanism operates, only the steering wheel 56 operates. Is a steering column
Instead of moving up and down from 58, the steering column 58 is also set to move integrally with the steering wheel 56.

As a result, in this embodiment, the operation switch 18
The relative positional relationship between the steering wheel 56 and the steering wheel 56 is always kept constant. The switching operation is performed reliably.

Here, as shown in FIG. 2 again, a part of an instrument panel 94 provided with a speedometer and a tachometer is provided with a currently set travel range based on the travel range set by the operation switch 18. Is provided. The running range indicator 96 is set so that alphanumeric characters corresponding to the currently set running range are lit. Also,
In the vicinity of the travel range indicator 96, the control unit 30 determines that a failure has occurred if, for example, the travel range specified by the operation switch 18 is different from the travel range set by the inhibitor switch 32. A / T to make the driver aware of the failure status
A warning lamp 98 is provided.

In the operation device 10 configured as described above, a driving range switching operation by operating the operation switch 18 by the driver will be described below.

First, when the parking range “P” is set in the operation switch 18 and the vehicle is stopped, the driver opens the door (not shown) and enters the vehicle interior, and as shown in FIG. The engine 14 is started by turning the ignition switch (not shown) with the right hand while depressing a brake pedal (not shown) while sitting comfortably. After that, without holding the steering wheel 56 with the left hand, the switch body 66 of the operation switch 18 is squeezed and pushed inward in the axial direction against the urging force of the coil spring 66g, whereby the parking range "P Guide pin 82 from day tent hole 76 _P corresponding to
Comes out, slides in the third lateral groove 80e, and connects to the connecting groove 80f.
And the pushing operation is stopped. Thereafter, by rotating the switch main body 66 downward, the guide pin 82 slides in the first connection groove 80f, reaches the inner end of the second lateral groove 82d, and rotates. Stop.

Thereafter, when the pushing force of the switch body 66 is released, the switch body 66 is entirely biased outward in the axial direction by the urging force of the coil spring 66g, and the guide pin 82 slides in the second lateral groove 80d. and moving, and stops fitted into corresponding Deitento hole 76 in the _R to the reverse range "R". In this way, the reverse range “R” is switched and set.

Here, when the vehicle is moved backward, the vehicle is moved backward by releasing the brake pedal and depressing the accelerator pedal in a state where the reverse range “R” is set. On the other hand, when the vehicle is moved forward, the switch body 66 is squeezed again with the left hand and turned downward, so that the guide pin 82 slides in the inclined groove portion 80c, and the first lateral groove portion 80b Then, the switch body 66 is biased outward in the axial direction by the urging force of the coil spring 66g, and the guide pin 82 slides in the first lateral groove 80b. It fits into the detent hole 76 _N corresponding to the neutral range “N” and stops. Thus, the neutral range “N” is switched and set.

In the state where the neutral range "N" is set in this manner, the driver places the elbows of both hands on the armrests 92, grasps the so-called 8:20 direction position of the steering wheel 56, and takes the driving posture. Become. As described above, the switching operation of the travel range between the neutral range "N" and the forward second speed range "2" is performed simply by hitting the finger operation unit 68 and rotating the switch body 66. It is good to do. Therefore, the driver extends the middle finger of the left hand while holding the steering wheel 56 with both hands, and taps the finger operation unit 68 further from the set position of the neutral range "N". Become. As a result of this knocking-down operation, the guide pin 82 comes out of the detent hole 76 _N corresponding to the neutral range “N” lightly, slides in the linear groove portion 80 a, and moves to the detent hole corresponding to the forward drive range “D”. 76 Fits in _D and stops. In this way, the forward drive range “D” is switched and set.

With the forward drive range "D" set in this way, the driver releases his / her foot from the brake pedal and depresses the accelerator pedal, whereby the vehicle is driven forward with the automatic transmission being shifted.

Thereafter, when switching to the neutral range while the vehicle is stopped at an intersection or the like, the driver extends the middle finger of the left hand while holding the steering wheel 56 with both hands, and the finger of the operation switch 18. by Tatakiageru the operation unit 68 from below, the guide pin 82 exits lightly Deitento hole 76 in _D corresponding to the drive range "D", slides inside the straight groove portion 80a, the Niyu Tsentralnyi range "N" and fitted into the corresponding Deitento hole 76 in the _N stops. Thus, the neutral range “N” is switched and set.

On the other hand, during forward traveling, for example, when a long downhill is required and engine braking is required, the driver extends the middle finger of the left hand while holding the steering wheel 56 with both hands, and operates the operation switch 18 with the finger. by lowering beating section 68 from above, the guide pin 82 exits lightly Deitento hole 76 in _D corresponding to the drive range "D", slides inside the straight groove 80a, the forward second speed range "2"
And fitted into the Deitento hole 76 ₂ corresponding stops. In this way, the forward second speed range “2” is switched and set.

Further, during forward running, for example, when a sharp downhill is required and strong engine braking is required, the driver holds the steering wheel 56 with both hands, extends the middle finger of the left hand, and operates the operation switch 18. by pushing axially inwardly a pushing portion 70 against the urging force of the coil spring 66 g, exits the guide pin 82 from Deitento hole 76 ₂ corresponding to the forward second speed range "2", the lateral groove portion of the fourth 8
It slides inside 0g, reaches the upper end of the second connecting groove 80f, and stops the pushing operation. Thereafter, the finger operation unit 68 is rotated downward with the middle finger that has pushed the pushing unit 70 (that is,
The guide pin 82 is moved to the second position
Slides the connecting groove portion 80h in the, stops fitted into Deitento holes 76 ₁ to define a first forward speed range "1". In this way, the forward first speed range “1” is switched and set.

As described above, by setting the forward first speed range “1”, a strong engine brake is achieved. However, if such a strong engine brake is set by an erroneous operation during high-speed running, stable running will be achieved. There is a possibility that the performance may be impaired. For this reason, in this embodiment, as described above, when switching from the second forward speed range “2” to the first forward speed range “1”, the left hand is still holding the steering wheel 56. , Two operations of pushing and rotating are required, and simply the finger operation unit
The first forward speed range “1” is not set only by rotating the 68.

As a result, the forward first speed range "1" can be easily changed between the forward second speed range "2" and the neutral range "N" while the running range switching operation is being performed with a light operating force. Switching is prevented from being set,
Special attention is required to switch from the second forward speed range “2” to the first forward speed range “1”, effectively preventing incorrectly setting the first forward speed range from being switched. become.

That is, in this embodiment, while the vehicle is traveling forward, the driver maintains the state in which the steering wheel 56 is gripped with both hands and changes the traveling range to the forward second speed range “2” and the neutral position. In the case of changing between the ranges "N", simply by extending the middle finger of the left hand and tapping the finger operation unit 68 of the operation switch 18 from above or below, the switch body 66 is rotated,
The switching operation of the traveling range in such forward traveling can be performed without releasing the left hand from the steering wheel 56, that is, while holding the steering wheel 56 with both hands.
Will be achieved to a high degree in operation.

When switching from the second forward speed range “2” to the first forward speed range “1”, the middle finger of the left hand is extended, and the pusher 70 of the operation switch 18 is once pushed in the axial direction. By rotating the switch body 66 by strongly tapping the operation unit 68 upward, without releasing the left hand from the steering wheel 56, that is, while holding the steering wheel 56 with both hands, such a powerful engine brake Thus, the switching operation of the running range for applying the steering wheel can be performed, and the safety in the operation of the steering wheel 56 can be similarly achieved to a high degree.

On the other hand, in the case of retreating from the forward running, after once setting the neutral range "N" by the above-described operation, the left hand is separated from the steering wheel 56, and the pushed-in portion 70 is pushed by the middle finger of the separated left hand to the coil spring 66g
And presses inward in the axial direction against the urging force of. This pushing operation, Niyu Tsentralnyi guide pin 82 from Deitento hole 76 _N corresponding to the range "N" exits, within the first lateral groove portion 80b slides, push to reach the lower end of the inclined groove portion 80c operation When the finger operation portion 68 is hit upward after stopping, the guide pin 82 slides in the inclined groove portion 80c to reach the upper end thereof, and the detent hole 76 _R corresponding to the retreat range “R”. Stops by fitting inside. In this way, the reverse range “R” is switched and set.

In addition, from the reverse range “R” to the parking range “P”
Is achieved by executing an operation that is exactly the reverse of the operation of switching from the parking range “P” to the reverse range “R”.

That is, in a conventional vehicle, regardless of whether the transmission is a manual transmission type, an automatic transmission type, a type equipped with a column shift lever, or a type equipped with a floor shift lever, a shift in manual shifting is performed. When performing the driving range switching operation in the operation or the automatic transmission, the left hand must be moved away from the steering wheel 56, and a so-called one-handed driving state occurs, which is not preferable from the viewpoint of safety. However, in this embodiment, this problem is solved at once, and when switching the driving range, the left hand is operated by the steering wheel.
This switching operation can be performed without leaving the steering wheel 56, in other words, with the steering wheel 56 squeezed with both hands, and a new driving operation dramatically improved in terms of safety is achieved. It will be.

Further, according to this embodiment, the operation switch 18 for switching the shift range is set to be mounted on the left side surface of the steering column 58, and a front wheel drive system is adopted. As a result, the floor between the driver's seat and the passenger seat can be formed substantially flat,
The space around the driver's seat is in a state of being organized as "slippery". In this way, a luxurious situation was achieved, as if this driver's seat were placed on the floor of the reception room, and the environment in the cabin was relaxed with the elbows of both arms resting on the armrests 92, respectively. Along with being able to take a driving attitude, it is possible to create an extremely relaxed atmosphere, and a safe and safe driving situation is naturally achieved.

Next, a control system for controlling the electric drive of the automatic transmission 12 based on the switching operation of the traveling range via the operation switch 18 having the above-described configuration will be described with reference to FIGS. 16 to 19. .

The control system mainly includes a signal generating mechanism 100 provided in the operation switch 18 described above, and a driving range switching signal and a range setting signal output from the signal generating mechanism 100. Drive motor
And a control unit 30 for controlling the automatic transmission 12 to immediately set the automatic transmission 12 to the newly set traveling range in the operation switch 18 by driving the operation switch 18. First, the signal generating mechanism 100 of the operation switch 18 will be described in detail.

In this signal generating mechanism 100, as shown in FIG. 16, an outer flange portion 66a is formed from a thin plate as a slit disk, and four slit disks 66a are set concentrically. Trajectories ψ ₁ , ψ ₂ , ψ ₃ , ψ ₄ are sequentially defined at equal intervals from the outside in the radial direction to the inside. On the other hand, on the radius corresponding to each traveling range, at the intersections with the _four trajectories ψ ₁ , ψ ₂ , ψ ₃ , ψ ₄ described above, slits are formed in the manner shown in Table 1 on the next page. Is formed.

In this table, no slit is formed at a portion indicated by "0", and a slit is formed at a portion indicated by "1". Each travel range is set so as to be uniquely defined by the codes represented by “0” and “1” in the corresponding first to fourth trajectories ψ ₁ , ψ ₂ , ψ ₃ , ψ ₄ . I have. As apparent from this table, this code is set so that each travel range is always represented by two "1" signals and two "0" signals.

Then, in this embodiment, the trajectory [psi ₁ of the first to 4, ψ _2, ψ _3, in slit row formed on [psi _4, 2 single "1" signal is output at the same time for each travel range Therefore, it is defined that the corresponding driving range is recognized by the CPU. That is, the first to fourth trajectories ψ
_As shown in FIG. 17, the slits constituting the slit rows formed in ₁ , ₂ , ₃ and ₄ are formed in a sector shape having the same central angle, and the front end and the rear end of each slit are formed. The ends are set so as to be located on the same radius for each traveling range.

Further, as shown in FIG. 16, on the left side surface of the steering column 58 facing the slit disc 66a, four Fuotokapura 102, 104, 106, 108, locus [psi ₁ each first through _{4, ψ 2, ψ 3,} ψ ₄ and are arranged on the same radius. Here, each photocoupler 102, 104, 106, 10
8 are the corresponding trajectories ψ ₁ , ψ ₂ , ψ ₃ ,
emitting element 102a which emits light toward the ψ _4, 104a, 106a, 108a
When, shall apply with light from the corresponding light emitting element 102a, 104a, 106a, 108a, the corresponding trajectory _{ψ 1, ψ 2, ψ 3} , receives only the light passed through the slit formed on [psi ₄ received Element 10
2b, 104b, 106b, and 108b.

The signal generating mechanism 100 is configured as described above, and the recognition operation of the traveling range corresponding to the combination of the two “1” signals is performed by the CPU only when the two “1” signals are aligned. Even if the two slits located on the same radius are slightly shifted in the circumferential direction, erroneous determination of the traveling range is reliably prevented, and the operation reliability is improved. In this embodiment, no noise occurs at the start or end of optical scanning for each slit, and a highly reliable operation can be achieved.

In this embodiment, the signal generating mechanism 100
As shown schematically with reference to FIGS. 2 and 7, on the insulating portion defined on the left side of the steering column 58, each of the driving ranges "P", "R", "N"",
"D", "2", contact group was formed in a state where each of the corresponding to "1" _{X P, X R, X N} , X D, has been described as comprising a X _2, X _1, these contact group X _P , X _R , X _N , X _D , X ₂ , and X ₁ are imaginary for ease of explanation. Actually, as shown in FIG. Element 102b, 104b, 106
b and 108b are directly connected to the CPU of the control unit 30.

As shown in FIG. 18, the CPU is connected to the drive motor 22 via a servo amplifier 110. The servo amplifier 110 is provided with a directory latch circuit DIR for defining the rotation direction of the drive motor 22. And an enable latch circuit ENA that regulates the driving force of the drive motor 22, and an amplifier AMP that amplifies the outputs of the directory latch circuit DIR and the enable latch circuit ENA and transmits the amplified output to the drive motor 22. When the "1" signal is input to this directory latch circuit DIR, the drive motor
A forward rotation signal for driving the drive motor 22 in the forward direction is output, and a "0" signal is input to output a reverse rotation signal for driving the drive motor 22 in the reverse direction. Further, the enable latch circuit ENA outputs a drive signal for driving the drive motor 22 at a predetermined voltage when the “1” signal is input thereto, and the drive motor 22 when the “0” signal is input thereto. Are set so that no voltage is applied to them.

The CPU has a rotation direction determination routine. In this rotation direction determination routine, the four light receiving elements 10
2b, 104b, 106b, and 108b, the traveling range determined based on the combination of the two "1" signals and the traveling range set by the operation switch 18 are compared, and the rotation of the operation switch 18 is performed. When the direction is determined, and it is determined that the operation switch 18 has been operated in the forward direction, that is, from the parking range “P” to the forward first speed range “1”, the flag F (positive) described later is set to “ 1 ”,
When it is determined that the operation switch 18 has been operated in the reverse direction, that is, from the first forward speed range "1" to the parking range "P", a flag F (reverse) described later is set to "1". It is configured as follows.

Then, the CPU drives the drive motor 22 based on the rotation direction determined by the rotation direction determination routine, that is, the rotation motor DIR and the enable latch circuit ENA of the servo amplifier 110, respectively. A corresponding "1" and / or "0" signal is output, and then the newly set travel range at the operating switch 18 and the inhibitor signal at the inhibitor switch 32 of the automatic transmission 12 (i.e., at the automatic transmission 12). As a main routine, there is provided a routine for controlling the rotation of the drive motor 22 to be stopped when the information indicating the set travel range coincides.

Next, a main routine which is a control procedure in the CPU will be described with reference to FIG.

In this main routine, first, step S10
In step (1), based on the inhibitor signal (INH) from the inhibitor switch 32, the travel range (SR _I ) currently set in the automatic transmission 12 is read and operated. And
In step S12, the four light receiving elements 102b, 104b, 106b,
Based on the signal from 108b, the running range (SR _S ) currently set in the operation switch 18 is read and operated.

Then, at step S14, the travel range (SR _I ) set at the automatic transmission 12 at the location read at step S10 and the operation switch at the location read at step S12.
It is determined whether or not the running range (SR _S ) set in 18 matches. YES at this step S14
In other words, if it is determined that the traveling range (SR _I ) set in the automatic transmission 12 matches the traveling range (SR _S ) set in the operation switch 18, Since there is no need to drive the motor 22 to switch the running range of the automatic transmission 12, step S16
At step S18, a flag F (reverse) indicating that the operation switch 18 has been operated in the forward direction is reset, and at step S18, a flag F (reverse) indicating that the operation switch 18 has been operated in the reverse direction is reset. Then, in step S20,
A "0" signal is output to the enable latch circuit ENA of the servo amplifier 110. As a result, the drive of the drive motor 22 is stopped. Thereafter, the process returns to the first step S10, and the procedure following the step S10 is executed again.

On the other hand, if the determination in step S14 is NO, that is, the travel range (SR _I ) set in the automatic transmission 12 and the travel range (SR _S ) set in the operation switch 18 match. If it is determined not to occur, it will occur in the following state. That is, when the driver operates the operation switch 18 to switch the driving range and the next driving range adjacent in the forward or reverse direction is newly set, the newly set driving range is:
The determination is made when two “1” signals are output from the four light receiving elements 102b, 104b, 106b, and 108b together.

Therefore, after the inconsistency state is detected, if they are only one range apart (that is, if the operation switch 18 has been operated only to the next driving range), the two are matched. When the drive motor 22 is driven and controlled and they are separated by more than one range (that is, when the operation switch 18 is operated farther beyond the adjacent traveling range), the operation switch 18 is set immediately before. The drive motor 22 is controlled so that the travel range of the automatic transmission 12 is set to the travel range thus set.

That is, if NO is determined in the step S14, the process proceeds to a step S22, in which the forward operation or the backward operation of the operation switch 18 is determined. The forward / reverse discrimination in the operation switch 18 is, as described above, performed in advance at the timing when two "1" signals from the four light receiving elements 102b, 104b, 106b, and 108b are output together. The determination is performed based on the result determined in the rotation direction determination routine of FIG.

If it is determined in step S22 that the direction is the forward direction, that is, if it is determined that "1" is set in the flag F (positive), in step S24, the enable latch circuit ENA of the servo amplifier 110 is connected to the day. The signal "1" is output to both the rexion latch circuit DIR. As a result, the drive motor 22 is driven in the forward direction, and the automatic transmission 12
In, the switching operation from the currently set traveling range to the traveling range adjacent in the forward direction is executed.

On the other hand, when it is determined in step S22 that the direction is the reverse direction, that is, when it is determined that "1" is set in the flag F (reverse), the enable latch circuit ENA of the servo amplifier 110 is determined in step S26. "1" signal
Further, it outputs a "0" signal to the directory latch circuit DIR. As a result, the drive motor 22 is driven in the reverse direction, and in the automatic transmission 12, a switching operation from the currently set travel range to the adjacent travel range in the reverse direction is performed.

Then, when step S24 or step S26 is executed, the process returns to the first step S10, and is returned to step S10.
Perform the following steps:

Here, in the process of executing the above-described steps after step S10, the driving range set by the automatic transmission 12 based on the driving of the driving motor 22 is approaching the next adjacent driving range, but is still. If the set travel range (SR _S ) at the operation switch 18 does not match the travel range (SR _I ) based on the inhibitor switch 32, NO is determined at step S14, and step S22, step S24 (or step S26). ) Is continuously executed, and the drive motor 22 is continuously driven.

On the other hand, when the set travel range of the automatic transmission 12 is set to the next adjacent travel range, the set travel range (SR _S ) of the operation switch 18 and the travel range (SR _I ) based on the inhibitor switch 32 are set. Are the same, and as a result, the determination in step S14 is YES. Therefore, the steps
Steps S16 and subsequent steps are executed, and the drive motor 22 is stopped by executing step S20.

That is, in this embodiment, as will be described later, the operation switch 18 is operated in order to quickly change the traveling range of the automatic transmission 12 in response to the operation of the operation switch 18.
In the state where the target stop position is not determined, only the operation direction of the operation switch 18 is read first, the drive motor 22 is started in accordance with the operation direction, and the automatic transmission 12 is set to execute the switching operation. doing.
As a result, in this embodiment, the switching operation of the traveling range responsive to the operation of the operation switch 18 is executed.

As described in detail above, as shown in this main routine, the traveling range of the automatic transmission 12 is set in a state in which the traveling range set at the position where the operation switch 18 is stopped surely coincides. . Further, in this embodiment, even if the operation switch 18 is rapidly operated, the driving range switching operation is started in the automatic transmission 12 in a state following the rapid operation, and the driving range of the driver is changed. The switching operation of the actual traveling range in the automatic transmission 12 that responded to the switching operation with good response is achieved.

It is needless to say that the present invention is not limited to the configuration of the above-described embodiment, but can be variously modified without departing from the gist of the present invention.

For example, in the above-described embodiment, in the signal generation mechanism 100, each travel range is defined based on a combination of outputs of two “1” signals on _four trajectories ψ ₁ , ψ ₂ , ψ ₃ , ψ _4. The control unit 30 is configured to execute the reading operation of the travel range when the corresponding two “1” signals are output in each travel range. However, the present invention is not limited to such a configuration, and FIGS.
It may be configured as shown in FIG. 21 as another embodiment.

That is, in this embodiment, similarly to the above-described one embodiment, four trajectories ψ ₁ , ψ ₂ , ψ ₃ , ψ ₄ formed so as to extend over the entire travel range are provided. At the intersection of the four trajectories ψ ₁ , ψ ₂ , ψ ₃ , ψ ₄ and the radiation (radius) passing through each travel range, the slit formation position is defined,
That is, four slit formation positions are defined for each travel range, and in each travel range, the slits are formed on the four slit formation values in a combination that uniquely defines each travel range. Each travel range is configured not to be defined by a combination of only two “1” signals, but to be defined by a combination of at least two “1” signals.

More specifically, slits are formed according to the respective driving ranges in the manner shown in Table 2 on the next page.

Here, in this embodiment, each drive range is defined uniquely on the basis of the first to third three loci [psi _1, [psi _2, the first combination aspect of slit formed on [psi ₃ It is set so that a second slit formed in the fourth locus [psi ₄ is defined as a so-called window. That is, three loci [psi ₁ of the first to 3, [psi _2, on [psi ₃ is at least one first slit is formed, a combination state of the first slit defining each travel range, It is set so as to constitute a so-called gray code.

On the other hand, a second slit which is formed as a so-called window on the fourth path [psi ₄ is, as shown in the state taken out on behalf of the second forward speed range in FIG. 20, the first slit,
They are formed so as to be deviated inward from both ends along the optical scanning direction. Here, the deviation amount at both ends of the second slit for the window, that is, the offset amount is:
In consideration of the maximum formation error in the first slit, the amount is further set to allow for the own formation error. On the other hand, the CPU receives light passing through the second slit formed for the window and emits light passing through the first slit only while the fourth light receiving element 108b outputs a "1" signal. And reads the “1” signal output from the first to third light receiving elements 102b, 104b, 106b.

This result is, in this embodiment, for example,
When the speed range "2" is set by the scanning switch 18, the "1" signal is output from the first to fourth light receiving elements 102b, 104b, 106b and 108b as shown in FIG. Will be output respectively. Here, symbols (a), (b), (c), and (d) in (A) of FIG. 21 are output from the first to fourth light receiving elements 102b, 104b, 106b, and 108b, respectively. 1 shows the output waveform of the "1" signal.

As shown in the figure, the first slit is deviated along the optical scanning direction due to each forming error, and even if the rising timing of the "1" signal by the optical scanning is shifted, is, as mentioned above, only the fourth period "1" signal is output from the light receiving element 108b that corresponds to the second slit which is formed as a window on the fourth locus [psi _4, first to the third of the three loci ψ _1, ψ _2, the first to third light receiving element 102b corresponding to the first slit formed on [psi _3, 104b, as read "1" signal from 106b Is set.

In this way, in this embodiment, as shown in FIG. 21B, the "1" signal from the first to third light receiving elements 102b, 104b, 106b corresponding to the first slit is provided. The read waveforms are shaped so as to be aligned along the optical scanning direction. Here, reference numerals (i), (ii), and (iii) in (B) of FIG. 21 indicate waveforms of the “1” signal from the first to third light receiving elements 102b, 104b, and 106b read by the CPU. Each shape is shown.

Therefore, according to this embodiment, the first slits formed on the first to _{third three} trajectories ψ ₁ , ψ ₂ , ψ ₃ have their own forming errors, and the optical scanning Direction, the first slit at the same timing for each scanning range due to the second slit defined as a window.
In addition, the "1" signal from the third light receiving elements 102b, 104b, and 106b is read, and the erroneous determination of the traveling range based on the formation error of each slit can be reliably avoided.

That is, in this embodiment, each driving range is defined by at least one "1" signal, and the read timing is defined by one "1" signal for the window. , Each driving range can be expressed by at least two “1” signals.

[Effects of the Invention] As described above, according to the first aspect of the present invention, it is possible to reliably prevent the erroneous determination of the traveling range based on the manufacturing error of the operation switch and to ensure safe traveling.

According to the second aspect of the present invention, since one slit member and four light receiving / light emitting means are provided with a plurality of slit forming positions and five running ranges can be detected, the running range can be detected with a simple configuration. Becomes possible.

According to the third aspect of the present invention, since the operation switch is configured to be rotatable and the slit forming position is defined on a concentric circle, the size of the signal generating means (particularly, the length of the slit member in the radial direction) is small. And space efficiency is improved.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a configuration of an electric traveling range switching device to which an embodiment of an operating device for an automatic transmission for a vehicle according to the present invention is applied; FIG. 2 is a drive diagram shown in FIG. FIG. 3 is a connection diagram showing a connection state of a control system of a motor; FIG. 3 is a perspective view showing an arrangement position of an operation switch and a manual drive mechanism in a vehicle cabin; FIG. FIG. 5 is a side view showing a state where the operation switch is disposed as viewed from the left side; FIG. 6 is a perspective view showing an external configuration of the operation switch; FIG. 9 is a cross-sectional view showing the internal configuration of the operation switch together with the pattern of forming the guide grooves; FIG. 8 is a cross-sectional view showing the depth shape of the guide grooves formed in the mounting ring; FIG. Cross-sectional view shown; Fig. 10 switches running range FIG. 11 and FIG. 12 are perspective views and side views, respectively, showing a state in which the operation switches are provided; FIG. 13 is a setting of the retraction range. FIG. 14 is a side view illustrating the standing state of the knee of the driver's left foot; and FIG. 15 is a position of the steering wheel and the operation switch when the telescopic mechanism and the tilt mechanism are operated. FIG. 16 is a perspective view showing the structure of a signal generating mechanism in the operation switch; FIG. 17 is a front view specifically showing a slit formed on a slit disk; FIG. FIG. 19 is a connection diagram showing a connection state between the signal generation mechanism and the control unit; FIG. 19 is a flowchart showing a control procedure of a main routine in the CPU; FIG. 20 is another operation device of the automatic transmission for a vehicle according to the present invention. Real In the example, FIG explaining formation state of the slit; FIG. 21 is a timing chart showing the signal waveforms of the level signal to be read at the level signal and the CPU is output from a corresponding driving range in FIG. 20. In the figure, 10 ... operating device, 12 ... automatic transmission, 14 ... engine, 16 ... hydraulic valve, 18 ... operating switch, 20 ...
Electric traveling range switching device, 22 ... Drive motor, 24 ...
Drive shaft, 26 ... rotating arm, 28 ... connecting wire, 30 ...
Control unit, 32 Inhibit switch, 32a Rotating arm, 34 Clutch mechanism, 36 Rotary encoder, 38 Manual drive mechanism, 40 Rotating plate, 42 Pinion gear, 44 Rack Member 46 First auxiliary connecting wire 48 Wrench 50 Switching lever 52 Second auxiliary wire 54 Lower cowl panel 54a Cover member 56 Steering wheel , 56a; 56b; 56c: 56d;
56e …… Spoke, 58 …… Steering column, 60 ……
Direction indicating lever, 62: Wiper operating lever, 64: Mounting ring, 66: Switch body, 66a: Outer flange (slit disk), 66b: Shaft, 66c: Contact rod,
66d: Moving part, 66e: Through hole, 66f: Locking nut, 66g
…… Coil spring, 66h …… Recess, 66i …… Blind board, 68 …… Finger operation part, 70 …… Push part, 72 …… Hold button, 74 …… Mode switching button, 76 …… Day tent mechanism, 76 ₁ 76 ₂ ; 76 _D ; 76 _N ; 76 _R ; 76 _P ... detent hole, 78 ... regulating mechanism, 80 ... guide groove, 80 a ... linear groove, 80 b ... first lateral groove, 80 c ... Inclined groove, 80d ……
Second lateral groove, 80e Third lateral groove, 80f Connection groove, 82 Guide pin, 82a Pin body, 82b Outer flange, 84 recess, 84a The first part, 84b ...
Second part, 86 locking ring, 88 first coil spring, 90 second coil spring, 92 armrest, 94 instrument panel, 96 running range indicator, 98 A / T warning lamp, 100
... Signal generating mechanism, 102; 104; 106; 108.
b; 108b ... light receiving element, 110 ... servo amplifier, "P":
"R";"N","D";"2";"1" ...... driving range, A; B ...... gripping position, C ...... centerline, d _1; d ₂ ...... distance, G ...... Gap, h ₁ ; h ₂ ; h ₃ ... depth, _lo ... axis,
_{l 1; l 2; l 3} ; l 4; l 5 ...... turning _{radius, S P; S R; S} n; S D;
S ₂ ; S ₁ ... Are the contacts of the inhibitor switch.

────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Shio Sakurai 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Inside Mazda Co., Ltd. (56) References JP-A-1-169825 (JP, A) JP-A-60 -122402 (JP, A) JP-A-60-84455 (JP, A) JP-A-63-121844 (JP, U) (58) Fields investigated (Int. Cl. ⁶ , DB name) F16H 59/00- 63/48 B60K 20/00

Claims (3)

(57) [Claims] 1. An actuator for driving a hydraulic valve for switching a travel range of an automatic transmission, control means for controlling the actuator, and a shift for outputting a range signal indicating a travel range currently set to the control means. An operation device for an automatic transmission for a vehicle, comprising: an operation unit, wherein the shift operation unit includes a stroke-type operation switch in which a traveling range to be set is sequentially arranged on a predetermined trajectory; Signal generating means for outputting a range signal composed of two or more level signals, wherein the signal generating means outputs a range signal corresponding to each driving range by a combination of at least two or more signals; A level signal and a second level signal output in the entire driving range. The first level signal has an output period set to a predetermined length along the direction of the predetermined trajectory, and the second level signal has the output period of the first level signal along the direction of the predetermined trajectory. The output period is set to a predetermined length in which both ends are set inside both ends in the predetermined trajectory direction, and the control means determines a corresponding travel range in a state where all the level signals constituting each range signal are input. An operating device for an automatic transmission for a vehicle, wherein the operating device drives the actuator. 2. The operation switch includes a parking range,
It is configured to be able to set at least five travel ranges of a reverse range, a neutral range, a forward drive range, and a low speed forward range, and the signal generating means is moved in accordance with operation of the operation switch, and each travel range is set. And a slit member having a plurality of slit forming positions set by the number of traveling ranges arranged along the operating direction of the operation switch, and four slits in each traveling range. And four sets of light-emitting / light-receiving means provided respectively corresponding to the slit forming positions. The slit member includes a light-emitting / light-receiving means corresponding to each of the traveling ranges in a manner different from other traveling ranges. 2. The operation of the automatic transmission according to claim 1, wherein two or more slits that allow light to pass therethrough are formed. apparatus. 3. The operation switch is rotatable, and four slit forming positions provided for each of the traveling ranges are formed on a single radius defined according to the corresponding traveling range. 3. The operating device according to claim 2, wherein the four slit forming positions on each radius are respectively defined on concentric circles having the same center.