JP2904290B2 - 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 unit for controlling the actuator, and a shift for the control unit. 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 JP-A-37729, in an automatic transmission of an automobile which controls a hydraulic valve by a wire connected to a hydraulic valve in a transmission to perform a travel range or a changeover, this wire is driven by a drive motor. There has been proposed an electric range switching device which is driven and operates this drive motor by operation of an electric switch. 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, the traveling range of the automatic transmission is set in a state in which the traveling range specified by the electric switch is exactly the same as the traveling range. For example, by adding a brake mechanism to the drive motor and controlling the operation of the brake mechanism, in the automatic transmission, the travel range specified by the electric switch can be set accurately. ing. As described above, when a predetermined traveling range is set in the automatic transmission based on the brake mechanism, a state where the automatic transmission is being switched is always detected, and the brake mechanism is controlled based on the detected information. And the control content becomes complicated.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problem, and an object of the present invention is to set a traveling range in an automatic transmission to a traveling range designated by an operation switch with a simple control. An object of the present invention is to provide an operating device for an automatic transmission for a vehicle.

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 drives a hydraulic valve for switching a traveling range of the automatic transmission. An operation device for controlling an automatic transmission for a vehicle, comprising: an actuator that controls the actuator; a control unit that controls the actuator; and a shift operation unit that outputs a range signal indicating a travel range currently set to the control unit. Means are
The automatic transmission includes a stroke contact type operation switch in which a traveling range to be set is sequentially arranged on a predetermined locus, and the automatic transmission is a detent means for mechanically restricting movement of the actuator from a position corresponding to each traveling range. And a control inhibitor switch for electrically detecting the current travel range position associated with the operation of the actuator, wherein the control means detects the travel range indicated by the operation switch and the travel detected by the control inhibitor switch. When the range matches, control is performed to stop the operation of the actuator, and the detection range of each traveling range of the inhibitor switch is set wider than the self-recovery range of the detent means.

Preferably, the display inhibitor switch further includes a display inhibitor switch that outputs a display inhibitor signal corresponding to the set traveling range, and the detection range corresponding to each traveling range in the display inhibitor switch is the same as the control inhibitor switch. The detection range is set wider than the corresponding detection range.

Preferably, the hydraulic valve includes a hydraulic pressure generation region that generates a hydraulic pressure according to each travel range, and the hydraulic pressure generation region according to each travel range in the hydraulic valve corresponds to a corresponding travel in the control inhibitor switch. It is set wider than the detection range according to the range.

Also preferably, the hydraulic valve includes a hydraulic pressure generation region for generating a hydraulic pressure according to each travel range, and a detection range according to each travel range in the display inhibitor switch corresponds to a corresponding travel range in the hydraulic valve. It is set wider than the hydraulic pressure generation area corresponding to the range.

[Operation] As described above, the operating device of the automatic transmission for a vehicle according to the present invention is configured, so that the detection range of the control inhibitor switch is made wider than the self-recovery range of the detent means, thereby enabling the actuator to operate. Overshoot can be prevented.

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

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 and a connecting rod 28 for connecting the tip of the rotary arm 26 and the tip of the switching rod 16a of the hydraulic valve 16 to each other.
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. The connecting rod 28 described above is
More specifically, it is rotatably supported by the hydraulic valve 16, and is connected to the tip of a switching rod 16a that switches the driving range according to the rotational position.

Here, the automatic transmission 12 described above is provided with a switching switch 32 that is switched and driven in accordance with the drive of the drive motor 22, as shown in FIG. 2A. The switching switch 32 includes a display inhibitor switch 32a indicating the switched traveling range state according to the switching state of the traveling range by the hydraulic valve 16, and a control inhibitor switch for instructing the drive motor 22 to stop driving. 32b
It is composed of

In other words, the switching switch 32 includes a switching body 32d and a switching member 32e formed in a fan shape and mounted so as to rotate integrally with the switching rod 16a of the hydraulic valve 16 described above. On the surface of the contact points H _P , H _R , H _N , H _D , H ₂ ,
And H _1, contacts S _P which respectively correspond to the driving range in the control inhibitor task i Tutsi _{32b, S R, S N,} S D, and the S _2, S ₁ is disposed.

Here, the rotation of the switching member 32e, which is switched according to the drive of the drive motor 22, causes the display inhibitor switch 32a and the control inhibitor switch 32b to select a contact corresponding to the corresponding travel range in the display inhibitor switch 32a and the control inhibitor switch 32b. It is constituted so that it may contact.

Next, the switching switch 32 in the automatic transmission 12
Will be described with reference to FIGS. 2B to 2D.

As shown in FIG. 2B, the switching switch 32 is provided with a detent mechanism 33 for accurately mechanically defining a stop position of the drive motor 22 in the automatic transmission 12 at a corresponding travel range position. ing. The day tent mechanism 33 includes six concave portions 33a, 33b, 33c, 33d, which are formed continuously with the arc-shaped end surface of the fan-shaped switching member 32e.
33e and 33f are provided. These recesses 33a, 33b, 33c, 33d, 33
e and 33f are formed at equal intervals along the arc surface, and
It corresponds to two travel ranges, namely, 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". It is set as follows. Although not shown, the separation angles defining the arrangement intervals of these recesses 33a, 33b, 33c, 33d, 33e, 33f define the arrangement intervals of the six travel range positions defined in the hydraulic valve 16. Is set in the same manner as the separation angle.

On the other hand, on the upper surface of the above-described switch body 32d, a thick portion 33g is provided in a state facing the arc-shaped end surface of the switching member 32e.
Are integrally formed. At a position where this thick portion 33g can face any of the above-described six recesses 33a, 33b, 33c, 33d, 33e, and 33f, a through hole 33h is formed along an axis passing through the rotation center of the switching member 32e. Is formed. In the through hole 33h, the concave portions 33a, 33b,
Ball 3 set to fit one of 33c, 33d, 33e, 33f
3i, a coil spring 33j for urging the ball 33i so as to protrude outward, and a plug 3 for closing the end of the through hole 33h on the side opposite to the side where the ball 33i is provided.
3k is provided.

Since the detent mechanism 33 is configured as described above, the switching member 32e and the switching rod 16a of the hydraulic valve 16 coaxially mounted on the switching member 32e are mechanically restrained at each travel range position. And it will stop. In other words, by providing the detent mechanism 33 in this manner, the switching member 32e and the switching rod 16 of the hydraulic valve 16 coaxially mounted thereto are provided.
“a” means that a predetermined range of the penetration range E is provided before and after the position defining each traveling range. That is, as shown in (e) of FIG. 2C, at each travel range position, the front and rear along the rotation direction around the most concave portion of the corresponding concave portion 33a, 33b, 33c, 33d, 33e, 33f. Then, the above-mentioned penetration range E is formed.

On the other hand, in the above-described switching switch 32, the second C
As shown in FIGS. 7B and 7C, the switching member 32e
The two sliding brushes 32f are formed on the back surface of the switch body 32d in such a manner that two kinds of switches formed on the surface of the switch body 32d, that is, the respective contacts of the display inhibitor switch 32a and the control inhibitor switch 32b can be contacted. , 32g is installed. Here, each traveling range position defines a corresponding concave portion as shown by a symbol F in (a) of FIG. 2C.
It is defined as a range between the peaks (projections) adjacent to each other.

The respective contacts of the display inhibitor switch 32a and the control inhibitor switch 32b are formed so as to extend within a predetermined range along the rotation direction of the switching member 32e, and the center position thereof corresponds to the travel distance. It is set so as to coincide with the center point CP of the range position. here,
Each contact H _P of the display inhibitors task i Tutsi 32a, H _R, H _N,
H _D , H ₂ , and H ₁ are formed over the entire range of each travel register generally indicated by reference symbol E. Also, the contacts S _P output control inhibitor task i Tutsi _{32a, S R, S N,} S D, S 2, S 1 is formed at the narrowest range.

Here, as shown below the contact of the control inhibitor task Lee Tutsi 2 to the 2C diagram the hydraulic valve 16, the contacts H _P of the display inhibitors task i Tutsi 32a described above, H _R, H _N,
H _D , H ₂ , H ₁ and each contact S of the control inhibitor switch 32a
Hydraulic pressure generation areas Y _P , Y _R , Y _N , Y _D , Y ₂ , and Y ₁ are defined corresponding to _P , S _R , S _N , S _D , S ₂ , and S ₁ , respectively. These hydraulic pressure generation regions Y _P , Y _R , Y _N , Y _D , Y ₂ , and Y ₁ are larger than the contact arrangement range of the control inhibitor switch 32b, and the contact arrangement range of the display inhibitor switch 32a. It is formed in a smaller range.

Incidentally, the size of each contact of the control inhibitor switch 32a having the narrowest arrangement range is formed larger than the above-described penetration range E, as is apparent from FIG. 2E. In other words, in a state where the ball 33i fits into the penetration range E, the corresponding traveling range is reliably defined in a state of being mechanically constrained,
In the case where the travel range is mechanically restricted as described above, the display inhibitor switch is used.
A display inhibitor signal is always output from 32a,
The control inhibitor switch 32b outputs a control inhibitor signal, and the hydraulic valve 16 is set to generate a predetermined oil pressure. In this way, a predetermined signal is reliably output from the switching switch 32 to the control unit 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 26 rotational positions.

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 balanced with 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 wrench 48 as a sliding rotation member is fitted into the center of the rotation plate 40. The fitting hole 40a is formed, and the rotating plate 40 can be manually rotated to an arbitrary position via the wrench 48. 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 at the right end of the front end surface of the finger operation unit 68 in the figure, and a deepest part 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. In this case, the economy mode is set (optimized 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 apparent from FIG. 4, in a state where the user looks directly at the letter, the alphabetic characters "R" and "P" cannot be seen. As a result, although the details will be described in detail, the switch range is simply changed 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 along the axial direction on the inner peripheral surface of the inner surface of the 66a, that is, the steering column 58c.
It is attached so that it extends toward the surface of.

Then, on the surface of the steering column facing the outer flange portion 66a, along the rotation locus of the contact rod 66c, similarly to the above-described inhibitor switch 32,
Parking range "P", reverse range "R", neutral range "N", forward drive range "D", forward 2
Fast range "2", and, husband first forward speed range "1" s corresponding contacts _{X P, X R, X N} , X D, X 2, X 1 is, contact rod 66
It is attached so that it can contact c. And these contacts _{X P, X R, X N} , X D, X 2, X 1 is disposed at a position corresponding to the alphanumeric display position of the driving range drawn on the outer periphery of the mounting ring 64 respectively displayed Have been.

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 positioned on the axis l ₀ of the present. 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 _0, 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 with respect to the circumferential direction l ₀ from the inner end to the reverse range "R" of the first lateral groove portion 80b, 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 end portion 80f to output along connexion extending circumferentially l ₀ 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 from the inner end of the fourth lateral groove portion 80g in the circumferential direction l ₀ ”And the second connecting groove 80h extending to the second connecting groove 80h.

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. 7, the guide pin 82 fitted in the guide groove 80 includes a pin main body 82a having a rounded tip 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 second forward speed range "2" and the first forward 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 clear 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 armrests
(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 the pushing-down operation is too vigorous and the finger is swung down, there is no possibility 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 reverse range “R” is located at a position to which a condition set at a position beyond the knee as described herein is added in addition to the condition represented by the above inequality (2). Has been established.

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. Thus, the forward drive range "D"
When the driver releases his / her foot from the brake pedal and depresses the accelerator pedal in a state where is set, the vehicle is driven forward with the automatic transmission changed.

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. In this way, 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 set 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 inside the cabin was relaxed with the elbows of both arms hung on the armrests 92, respectively. Along with being able to take a driving attitude, a very relaxed atmosphere is created, and a safe and safe driving situation is naturally achieved.

Next, with reference to FIGS. 16 to 27, a control system for electrically driving 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. .

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.

The signal generating mechanism 100 includes, as schematically shown with reference to FIG. 7, the driving ranges “P”, “R”, and “R” on the insulating portion defined on the left side surface of the steering column 58.
"N", "D", "2", "1" is formed in each corresponding state the contact group _{X P, X R, X N} , X D, and X _2, X _1, outside the switch body 66 The switch body 6
6 in accordance with rotation of the contact group _{X P, X R, X N} , X D, X 2, X 1
And a contact rod 66c which comes in contact with the contact rod sequentially.

In particular, contact group _{X P, X R, X N} , X D, X 2, X 1 , as shown in FIG. 16, extends along connexion arcuately rotating direction of the switch main body 66, all A power supply terminal φ ₀ formed in a continuous state across the contact groups _XP , X _R , X _N , X _D , X ₂ , and X ₁ , and a switch body 66 is provided beside the power supply terminal φ _0. are sequentially arranged in along connexion a line shape in the moving direction, the contacts _{X P, X R, X N} , X D, X 2, X 1
A first contact terminal φ ₁ formed independently of each other,
The first side of the contact terminal phi ₁ corresponding, switch body 66
Are sequentially arranged in a line along the rotation direction of
Each of the second contact terminals φ _2P , φ _2R , φ _2N , φ _2D , φ ₂₂ , φ ₂₁ is formed uniquely for each of X _P , X _R , X _N , X _D , X ₂ , and X _1. I have.

Here, the power supply terminal φ ₀ is connected via a resistor (not shown)
It is connected to a battery (not shown). Further, as shown in the drawing, each of the first contact terminals φ ₁ extends along the rotation direction of the switch main body 66 and has a fan shape having a constant center angle θ ₁ (in the state shown in FIG. is formed on and represents in the rectangular shape.) are set such that adjacent to each other spaced apart by a predetermined center angle theta ₂ at equal intervals. Each of the first contact terminals φ ₁ is connected to a branch connection line 102a that temporarily extends laterally from each edge along a direction orthogonal to the sliding direction of the contact rod 66c, The line 102a is commonly connected, and is electrically connected in common by a first connection line 102 composed of a main connection line 102b extending along the sliding direction of the contact rod 66c. One end of one connection line 102 is defined as a first output terminal 104.

On the other hand, each second contact terminal φ _2P , φ _2R , φ _2N , φ _2D , φ
_22, phi _21, the contact rod out along connexion extending in the sliding direction of the 66c, is formed in a fan shape having a center angle theta ₁ described above, the positive operating direction of the operation switch 18 (here, the positive operation The direction is defined as an operation direction from the parking range “P” to the forward first speed range “1”, and the opposite operation direction is performed from the forward first speed range “1” to the parking range “P”.
It is defined as the operation direction toward. ) In it is set to entirely offset by along connexion predetermined central angle theta _3.

Here, the offset amount (angle) theta ₃ is set to a first value smaller than the separation angle theta ₂ of the contact terminals phi _1. Therefore, the second contact terminal φ of the predetermined traveling range
₂ and the first contact terminal φ ₁ of the adjacent traveling range,
The first contact terminal φ ₁ of the predetermined traveling range and the second contact terminal φ ₂ of the adjacent traveling range are similarly separated by the center angle of (θ ₂ −θ ₂ ). θ ₂ −θ ₃ ). That is, the complete spacing angle (θ ₂ -θ ₃₎ only, the contacts X _P of the adjacent travel _{range, X R, X N, X} D, X 2, X 1 between will be completely separated from each other.

In FIG. 16, in order to facilitate understanding, each of the second contact terminals φ _2P , φ _2R , φ _2N , φ _2D , φ ₂₂ , φ ₂₁ is
The sliding directions of the contact rods 66 are drawn so as not to overlap, but actually, as shown in FIG.17A, they are arranged in a line along the running direction of the contact rods 66c. They are arranged independently. The second contact terminals φ _2P , φ _2R , φ _2N , φ _2D , φ ₂₂ , φ ₂₁
After extending laterally from each edge along the direction perpendicular to the sliding direction of the contact rod 66c, the contact rod
Connection lines 106a to 106f extending along the sliding direction of 66c
Respectively, and the ends of the second connection lines 106a to 106f are connected to the second output terminals 108a to 108f.
Defined as 108f.

Here, the second contact terminals φ _2P , φ _2R , φ _2N , φ _2D , corresponding to the _first contact terminal φ ₁ in each traveling range.
phi _22, and the extending range of the phi _21, place already described with reference to FIGS. 7 and 8, corresponding in Deitento mechanism 76 for mechanically restraining the respective travel range of the operation switch 18 The relationship with the formation range of the detent hole will be described with reference to FIG. 17B.

As shown in 17B Figure, the extending range (i.e., a first left contact terminals phi ₁ Totaru the second contact terminal phi ₂ corresponding first contact terminals phi ₁ and in each drive range, range through to the corresponding second contact terminal phi ₂ at the right end, in other words, when the range) in which an electrical signal indicating a corresponding travel range is output to the F, and the center of the extending range F, the corresponding The center of the detent hole 76 in the running range is set so as to coincide with each other. The extension range F is set wider than the formation range of the corresponding detent hole 76. That is, both ends of the extension range F are set so as to extend over the flat top portion of the detent mountain SD formed so as to be located on both sides of the corresponding detent hole 76 as shown.

Thus, in this embodiment, the extension range F of the contact terminal in each traveling range and the corresponding detent hole
By forming the formation range in association with the formation range of 76, the driver's operation switch 18 has a slight excess of momentum, and assuming that the driver has operated the operation switch 18, the center of the detent hole 76 in the travel register to be set is set. Beyond the position,
Even if the operation switch 18 is rotated, the detent force will return to the approximate center position of the detent hole as long as the detent force is within the detent range of the travel range to be set. Since the extended range of the contact terminal that electrically indicates the travel range is formed wider, at least in the range where the travel range is set mechanically, it is ensured that an erroneous electric signal is output. Therefore, safety in traveling control is ensured.

On the other hand, the contact rod 66c described above, with the switch body 66 is rotated, always first contact with the power supply terminals phi ₀ 1
A sliding brush 66c _1, and the second sliding brush 66c ₂ that selectively contact the first contact terminal phi _1, the second contact terminal phi _2P,
Third contact that selectively contacts φ _2R , φ _2N , φ _2D , φ ₂₂ , φ ₂₁
And the first to _third sliding brushes 66c3.
The sliding brushes 66c ₁ , 66c ₂ , 66c ₃ are integrally moved in accordance with the rotation of the switch body 66 and are arranged in a line along a direction orthogonal to the moving direction of the contact rod 66c. .

Here, the second and third sliding brushes 66c ₂ , 66c ₃ have a contact end face (sliding surface) formed in a circular shape having a diameter set to be smaller than the above-mentioned complete separation amount (θ ₂ −θ ₃ ). (Moving surface). Further, the first slide brush 66c ₁ and a second sliding brush 66c _2, the first slide brush 66c ₁ and the third slide brush 66c ₃ of, are respectively electrically connected to each other .

As a result, with the operation of the operation switch 18, that is, the rotation of the switch main body 66, the first output terminal 104 and the second output terminals 108a to 108f output the waveform shown in the timing chart portion of FIG. A signal will be output. Specifically, from the first output terminal 104, the second contact brush 66c ₂
Is in contact with the insulating portion, an "L" level signal is output, and while it is in contact with the _first contact terminal φ1, "H" is output.
A level signal is being output. Also, each second output terminal
From 108A～108f, while the third contact brushes 66c ₃ is in contact with the insulating portion is output "L" level signal, the corresponding second contact terminals _{φ 2P, φ 2R, φ 2N} , φ 2D, phi _22, while each contact on the phi ₂₁ is output is "H" level signal.

In this embodiment, the first output terminal 10
4 and the second output terminals 108a-108
The "H" level signal from any one of f. defines a range setting signal indicating the running range currently set by the operation switch 18, while the "L" level signal from the first output terminal 104; The "L" level signals from the second output terminals 108a to 108f define a travel range switching signal indicating that the operation switch 18 has started the travel range switching operation.

Here, when the next traveling range is set by the rotation of the switch body 66, the first output terminal 104 and the second
Are output from the output terminals 108a to 108f in the order described below.

That is, for example, when the switch body 66 is rotated in the forward direction from the state where the neutral range “N” is currently set, as shown in FIG. 18A, the first output terminal 104 and the second output terminal From the state where both the “H” level signals are output from the output terminal 108c, first, the first of the neutral range “N”
From the contact terminals phi ₁ out second sliding brush 66c _2, falling output of the first output terminal 104 changes from "H" level to the "L" level, subsequently, the third slide brush 66c ₃ of Deviates from the second contact terminal φ _2N of the neutral range “N”, and the output of the second output terminal 108c falls from the “H” level to the “L” level. In this manner, the "L" level signal, that is, the traveling range switching signal is output from each of the first and second output terminals 104 and 108a to 108f.

Thereafter, the forward drive range “D” adjacent in the forward direction
The second sliding brush 66c ₂ comes into contact with the first contact terminal φ _1, and the output of the first output terminal 104 rises from the “L” level to the “H” level. , The second contact terminal φ of the forward drive range “D”
The third sliding brush 66c ₃ comes into contact with the _2D , and the second output terminal 10c
The output of 8e rises from "L" level to "H" level. That is, a range setting signal indicating the forward drive range is output.

On the other hand, if the switch main body 66 is rotated in the reverse direction from the state where the forward drive range “D” is currently set, as shown in FIG. 18B, the first output terminal 104 and the second output terminal From the state where both the “H” level signals are output from the output terminal 108d, first, the second drive range “D” of the forward drive range
Contact terminals φ ₂ third sliding brush 66c ₃ out of, falling output of the second output terminal 108d from "H" level to the "L" level, subsequently, the second slide brush 66c ₂ There disengaged from the second contact terminal phi ₁ of the forward drive range "D", the output of the first output terminal 104 falls from "H" level to the "L" level. In this way, both the first and second output terminals 104, 108a to 108f output an "L" level signal, that is, a traveling range switching signal.

Then, the neutral range "N" adjacent in the opposite direction
The third sliding brush 66c ₃ comes into contact with the second contact terminal φ _2N , the output of the second output terminal 108c rises from the “L” level to the “H” level, and is subsequently delayed for a predetermined time. And the first contact terminal φ of the neutral range “N”
₁ comes into contact with the second sliding brush 66c ₂ and the first output terminal 104
Output rises from the "L" level to the "H" level. That is, a range setting signal indicating the neutral range is output.

As a result, although the details will be described later, the control unit 30 monitors the order in which the output levels from the first and second output terminals 104 and 108a to 108f rise, and the output from the first output terminal 104 rises first. , And the second output terminal 108a
By detecting that the output from any one of the outputs 108f rises, it is determined that the operation switch 18 has been operated in the forward direction, while the output from any of the second output terminals 108a to 108f Rises and continues to the first output terminal 104
It is configured to detect that the operation switch 18 has been operated in the opposite direction by detecting that the output from the switch has risen. In this manner, when operating the operation switch 18, the control unit 30 determines that the destination (ie, the stop target position) is initially unknown, but at least the operation direction of the operation switch 18 is the forward direction or the reverse direction. You will be able to recognize if there is.

Further, in this embodiment, the first output terminal 104
And the second output terminals 108a to 108f
It is configured to determine whether the operation direction of the operation switch 18 is normal or reverse, based on two rising signals, that is, the rising of the output from any of the above. As a result, as compared with the case where the rotation direction is determined based on a single rising signal, an effect that a malfunction due to noise hardly occurs is obtained. That is, in this embodiment, the signal from the signal generating mechanism 100 is constituted by an output that changes based on the contact / non-contact operation between the contact terminal and the contact rod 66c. When the signal is defined based on the change of the noise, there is a great possibility that noise is generated. When such a noise is recognized as a rising signal, when the rotation direction is determined based on a single rising signal, the rotation direction is erroneously recognized by this noise, and the operation switch 18 has not been confirmed yet. Nevertheless, in the automatic transmission 12, the operation of switching the traveling range is started. However, in this embodiment, since the rotation direction is recognized based on the two rising signals as described above, the possibility of malfunction due to noise is greatly reduced, and the rotation direction can be determined with high reliability. become.

Incidentally, reference numeral a shown in FIG. 16, first in each of the drive range 1 contact terminal phi ₁ and indicates the range of common extended portion of the second contact terminal phi _2, its length, a = Θ ₁ -2 ×
It would be represented by the theta _3. Here, in a state where the contact rod 66c corresponding to the area indicated by the range a is reached, the driving range setting position is mechanically defined and stopped by the operation switch 18 by the above-described detent mechanism. It is set as follows.

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

That is, the output terminal 104 for the _first contact terminal φ ₁ is connected to one input terminal of the first OR gate circuit 112 via the first pulse generation circuit 110. The output terminals 108a to 108f for the second contact terminal groups φ _{2P to} φ ₂₁ are respectively connected to the input terminals of the second OR gate circuit 114, and the output terminals of the second OR gate circuit 114 are connected. Is connected to the second OR gate circuit 112 via the second pulse generation circuit 116.
Is connected to the other input terminal of Here, each of the first and second pulse generation circuits 110 and 116 is configured to output one pulse in response to the fall of the input signal. The output terminal of the first OR gate circuit 112 is connected to a _first interrupt terminal INT1 of a CPU that executes a control procedure in the control unit 30.

On the other hand, the output terminal 104 for the _first connection terminal φ 1 is connected to _one input terminal of the third OR gate circuit 120 via the third pulse generation circuit 118. The output terminal of the second OR gate circuit 114 is connected to the other input terminal of the third OR gate circuit 120 via the fourth pulse generation circuit 122. Here, the third and fourth pulse generation circuits 118 and 122 are each configured to output one pulse in accordance with the rising of the input signal. Also, the third
The output terminal of the OR gate circuit 120 is connected to a second interrupt terminal I of the CPU for executing the control procedure in the control unit 30.
Connected to NT ₂ .

Further, each of the second output terminals 108a to 108f is connected to one input terminal group of the 8 × 2 multiplexer circuit 124, and the first output terminal 104 and the output terminal of the second OR gate circuit 114 are connected to each other. , Is connected to the other input group terminal of the multiplexer circuit 124. Here, when the “L” level signal is input to the control terminal of the multiplexer circuit 124, the multiplexer circuit 124 outputs the signal input to one of the input terminal groups to the input port of the CPU. When an "H" level signal is input to these control terminals, the signal input to the other input terminal group is output to the input port of the CPU.

Here, a real-time counter RTC is connected to this CPU. This real-time counter RTC is configured with four channels, and in each channel, when a corresponding timer is started, a preset time is up, so that a time-up signal is output to the CPU. Have been. And this CP
U determines that it is in the fail state by receiving a time-up signal from any of the four channel timers,
It is set so as to execute a predetermined fail-safe operation. In addition, the timer in each channel stops the count-up operation in response to the input of the timer reset signal.
It is configured to return to the initial state and wait.

The CPU 22 is connected to the drive motor 22 via a servo amplifier 126. The servo amplifier 126 includes a directory latch circuit DIR for defining the rotation direction of the drive motor 22, and a drive force for the drive motor 22. ENA latch circuit ENA and these direction latch circuits D
An amplifier AMP for amplifying the output of the IR and the enable latch circuit ENA and transmitting the amplified output to the drive motor 22 is provided. The directory latch circuit DIR outputs a normal rotation signal for driving the drive motor 22 in the normal direction when a "1" signal is input thereto, and drives the drive signal when a "0" signal is input thereto. It is configured to output a reverse rotation signal for driving the 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.

Although not described in detail, the CPU determines the rotation direction of the operation switch 18 in a rotation direction determination routine, and based on the determined rotation direction,
After the drive switch 22 is driven to rotate, control is performed to stop the rotation drive of the drive motor 22 when the newly set traveling range in the operation switch 18 matches the inhibitor signal in the inhibitor switch 32 of the automatic transmission 12. The main routine is provided as a main routine. On the other hand, when a pulse signal is input to the first or second interrupt terminal INT ₁ or INT ₂ of the CPU, the main routine is interrupted, and the first and second interrupt routines are executed. Are set to execute interrupts separately.

Here, in the main routine of the CPU described above, in order to accurately position and stop the traveling range of the automatic transmission 12 that is currently being switched to the target traveling range position set by the operation switch 18, in this embodiment, Is configured as follows.

That is, first, the target travel range in the operation switch 18 is set by monitoring the stop time of the operation switch stopped at the travel range position, and when the stop time exceeds a predetermined time, the travel range of the stopped position is monitored. Is the target travel range. If the determined target travel range is at least two ranges apart from the travel range currently set in the automatic transmission 12, the target travel range indicates the travel range one range before the target travel range. At the time when the signal is output from the control inhibitor switch 32b, the constant speed control in the current feedback of the drive motor 22 is stopped, the braking by the back electromotive force is started, and this braking operation is performed for a fixed time. Substantially reduce the speed, and in addition to the day tent mechanism 76 described above,
By the day tent mechanism (not shown) in 38 and the day tent mechanism 33 provided in the inhibitor switch 32 itself, it is set so as to accurately stop at the target travel range and be held in a mechanically restrained state. .

By controlling the drive motor 22 in this way, the travel range of the automatic transmission 12 is set to exactly match the travel range set by the operation switch 18, but depending on various conditions, the drive range of the drive motor 22 There is a possibility that an overshoot or undershoot occurs, and a running range in the automatic transmission 12 is not accurately defined.

The occurrence of such overshoot or undershoot in the drive motor 22 is detected based on the output of a potentiometer connected to the drive motor 22, and
The amount of overshoot and the amount of undershoot are also measured. If such an overshooting or undershooting is detected, if the overshooting is performed for the energizing time set in proportion to the overshooting amount and the undershooting amount, the current rotation direction is determined. Drive motor to rotate in the opposite direction to
When power is supplied to 22 and undershot,
The drive motor 22 is set to be energized so as to rotate in the same direction as the rotation direction up to now.

Thus, in this embodiment, even if an overshoot or undershoot occurs,
The positional deviation will be reliably healed, and an accurate positioning state will be achieved.

If the healing operation takes too long or if overshooting and undershooting occur beyond the healing range, the drive motor 22 continues to be driven after the logical stop condition is satisfied. Therefore, the first file determination is performed.

Further, in the switching switch 32 of this embodiment, in the display inhibitor switch 32a, while the first sliding brush 33f passes through the display inhibitor contact having a predetermined width, the display switch is in contact with both. An indicator signal is output and the indicator 96 is output only while this signal is output.
Is set so that the travel range set in the automatic transmission 12 is displayed. Further, in the control inhibitor switch 32b, the control inhibitor signal having a predetermined width passes through the second sliding brush 33g, and while both are in contact, the control inhibitor signal is output, and this is output. At a point in time, the constant speed control in the current feedback of the drive motor 22 is stopped, the braking by the back electromotive force is started, and the final speed V by the drive motor 22 is controlled.

As a result, as shown in FIG. 2D, in the changeover switch 32 of the automatic transmission 12, the detent recess corresponding to the travel range set in the operation switch 18 comes close to the ball 33i, and this travel range is changed. After the first and second sliding brushes 33f to 33g come into contact with the end of the prescribed range E, first, the first sliding brush 33f contacts the corresponding terminal of the display inhibitor switch 32a. First, a display inhibitor signal is output, and the traveling range to be set is displayed on the indicator 96. After this,
The vehicle enters the corresponding hydraulic pressure generation region of the hydraulic valve 16 and generates the hydraulic pressure required for switching to the set travel range at the hydraulic valve 16. And finally,
The second sliding brush 32g contacts the corresponding terminal of the control inhibitor switch 32b, outputs a control inhibitor signal, and starts the braking operation of the drive motor 22.

Here, when the control inhibitor signal is finally output in this manner, the ball 33i has not yet entered the penetration area in the detent recess. Then, as described above, the braking operation of the drive motor is started in response to the output of the control inhibitor signal, and the rotation of the switching member 32e having the detent recess formed thereon is exactly performed in the detent recess. When the ball 33i is fitted, it will be stopped. That is, according to this embodiment, the travel range of the automatic transmission 12 is also accurately switched to the travel range finally set by the operation switch 18.

As a result, according to this embodiment, when the traveling range set by the operation switch 18 is set in the automatic transmission 12, the final stop position of the switching member 32e in the switching switch 32 is not detected, and Since the final stop position is defined by the concave portion for the detent, the stop position can be easily controlled. Thus, in this embodiment, for example, it is not necessary to accurately detect the braking start position and the final stop position by sequentially detecting the turning position of the switching member 32e with a potentiometer or the like. Further, since the hydraulic pressure generation region is defined prior to the output of the control inhibitor signal, the switching operation of the traveling range is reliably performed. In the switching switch 32, the ball 33
When i is brought to the formation range of the detent recess corresponding to the finally set travel range, the output is first output, and the indicator displays the finally set travel range. In this way, when the driver operates the operation switch 18 to switch and set a new travel range, the travel range is quickly displayed on the indicator 98, and the display is optimized. .

Here, at the time the inhibitor slide terminal begins to contact the inhibitor contact, defines the distance from the origin position of the potentiometer Chillon meter and L _1, at the time the inhibitor slide terminal is out of the inhibitor contact potentiometer Chillon meter When the distance from the origin position is defined as L _2, the distance from the origin position of the potentiometer Chillon meter to the stop position for defining each travel range in the inhibitor task i Tutsi 32 and L _0, the distance L ₀ is Is corrected and set each time the inhibitor sliding terminal passes through each inhibitor contact.

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

In the CPU of this embodiment, the operation switch 1
8 is started to be operated, and in a state where the travel range set by the operation switch 18 is at least one range away from the travel range in the automatic transmission 12, that is, the travel range based on the inhibitor signal from the inhibitor switch 32, If the operation switch 18 is operated in the reverse direction, in particular, for example, after a first output [Phi ₁ is rising from "L" to "H", the second output [Phi ₂ is "L "" To "H" is detected, the operation switch
In a state where the positive direction of the operation is determined in 18, when the next rising edge detection, first, second output [Phi ₂ rises from "L" to "H", followed by the first output [Phi ₁ is "L When it rises from "" to "H", the reverse operation of the operation switch 18 is determined.

When such a reverse operation of the operation switch 18 is determined, the CPU is configured to temporarily ignore the reverse rotation detection and maintain the current driving direction without driving the drive motor 22 in the reverse direction. I have. Then, when the traveling range set by the operation switch 18 exceeds the traveling range defined based on the inhibitor signal output from the inhibitor switch 32, that is, when the operation position of the operation switch 18 is In the case where the vehicle slips out to the opposite side by crossing the operation position of the machine 12, the drive motor 22 is set to be driven in the reverse rotation direction based on the above-described reverse rotation instruction.

With this configuration, the traveling range position in the automatic transmission 12 is set in a state in which the traveling range position in the automatic transmission 12 precedes the traveling range position set by the operation switch 18.
This is reliably prevented, and a good control state is maintained.

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 one embodiment described above, the drive motor 22
As the stop control, the control inhibitor signal is output while the second sliding brush 33g passes through the control inhibitor contact and both are in contact with each other, and when this is output,
It has been described that the constant speed control in the current feedback of the drive motor 22 is stopped, the braking by the back electromotive force is started, and the braking operation is performed for a fixed time to control the final speed V by the drive motor 22. However, the present invention is not limited to such a configuration. For example, the present invention does not execute a constant speed control while maintaining a constant voltage applied to the drive motor 22, but suppresses a variation in the applied voltage. After allowing,
The braking time may be defined according to the speed immediately before the braking operation is performed, and the stop position may be configured to exactly match the center position of the corresponding traveling range.

[Effects of the Invention] As described in detail above, according to the first aspect of the present invention, the running range in the automatic transmission is set to the running range specified by the operation switch by simple control. be able to. Further, by making the detection range of the control inhibitor switch wider than the self-recovery range of the detent means, overshoot of the actuator can be prevented.

According to the invention of claim 2, even when the actuator stops at a position shifted from the center of the detection range of the control inhibitor switch due to aging, manufacturing error, or the like, the display can be reliably performed, so that the driver feels uncomfortable. I don't feel anymore.

According to the third aspect of the present invention, even when the actuator stops at a position shifted from the center of the detection range of the control inhibitor switch due to aging, manufacturing error, or the like, the hydraulic pressure corresponding to the travel range desired by the driver can be ensured. Can be generated.

According to the fourth aspect of the present invention, since the display is reliably performed before the hydraulic pressure is generated, the driver switching the traveling range does not feel uncomfortable.

[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. 2A is a drive diagram shown in FIG. FIG. 2B is a plan view showing the structure of the switching switch; FIG. 2C is a contact diagram of a display inhibitor switch, a control inhibitor switch, and a hydraulic switch in the switching switch. FIG. 2D is a diagram illustrating a forming range of a tent and a penetration range in a detent concave portion; FIG. 2D is a diagram for explaining a rotating state of a switching member and a state in which a ball is fitted into a corresponding detent concave portion; FIG. 3 is a perspective view showing an arrangement position of an operation switch and a manual drive mechanism in a vehicle compartment; FIG. 4 is a view showing an arrangement state of the operation switch as viewed from a driver sitting in a driver's seat. FIG. 5 is a side view showing the arrangement state of the operation switch viewed from the left side; FIG. 6 is a perspective view showing an external configuration of the operation switch; FIG. 7 is an internal configuration of the operation switch; FIG. 8 is a cross-sectional view showing a guide groove formed in a mounting ring; FIG. 9 is a cross-sectional view showing a pressed state of a guide pin; FIG. FIGS. 11 and 12 are perspective views and side views, respectively, showing the state of disposition of the operation switch when switching the range; FIGS. FIG. 14 is a side view illustrating the standing position of the knee of the driver's left foot; and FIG. 15 is a steering wheel and operation when the telescopic mechanism and the tilt mechanism are operated. Switch location FIG. 16 is a perspective view showing a structure of a signal generating mechanism in the operation switch; FIG. 17A is a connection diagram specifically showing a connection state between the operation switch and the control unit; and FIG. 17B is an operation diagram. It is a figure which shows the relationship between the formation range of the detent hole in a switch, and the formation range of the contact which outputs the electric signal which shows a driving range position. In the figure, 10: operating device, 12: automatic transmission, 14: engine, 16: hydraulic valve, 16a: switching rod, 18
…… Operation switch, 20 …… Electric traveling range switching device,
22 …… Drive motor, 24 …… Drive shaft, 26 …… Rotating arm,
28 ... Connecting rod, 30 ... Control unit, 32 ... Switching switch, 32a ... Inhibit switch for display, 32b ...
… Control inhibitor switch, 32d …… Switch body, 3
2e: Switching member, 32f to 32h: Sliding brush, 33:
Day tent mechanism, 33a-33f: recess, 33g: thick part, 3
3h: through hole, 33i: ball, 33j: coil spring, 33k: plug, 34: clutch mechanism, 36: rotary encoder, 38: manual drive mechanism, 40: rotating plate,
42 pinion gear, 44 rack member, 46 first auxiliary connecting wire, 48 wrench, 50 switching lever, 52 second auxiliary wire, 54 cowl panel lower, 54a … Lid member, 56 …… Steering wheel, 56
a; 56b; 56c: 56d; 56e …… spoke, 58 …… steering column, 60 …… direction indicator lever, 62 …… wiper operation 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… Blindfold, 68… Finger operation part, 70… Push-in part, 7
2 Hold button, 74 Mode switch button, 7
6 ... day tent mechanism, 76 ₁ ; 76 ₂ ; 76 _D ; 76 _N ; 76 _R ; 76 _P
…… Day tent hole, 78 …… Regulatory mechanism, 80 …… Guide groove,
80a linear groove portion, 80b first horizontal groove portion, 80c inclined groove portion, 80d second horizontal groove portion, 80e third horizontal groove portion, 80
f: Connecting groove, 82: Guide pin, 82a: Pin body,
82b outer flange portion, 84 recess, 84a first portion, 84b second portion, 86 locking ring, 88 first coil spring, 90th 2 coil springs, 92 armrest, 94 instrument panel, 96 running range indicator, 98 A / T warning lamp, 100 signal generating mechanism, 102 first connection line, 102a ... branch connection line, 102b ... main connection line, 104 ... first output terminal, 106a-106f ... second connection line, 108a-108f ... second output terminal, 110 ... first Pulse generating circuit, 112... First OR gate circuit, 1
14 ... second OR gate circuit, 116 ... second pulse generating circuit, 118 ... third pulse generating circuit, 120 ... third OR gate circuit, 122 ... fourth pulse generating circuit, 124 ...
... Mux circuit, 126 ... Servo amplifier,
"P": "R";"N";"D";"2";"1" ...
Running range, A; B ...... gripping position, C ...... centerline, d _1; d ₂
...... distance, range narrowing pyramid E ......, the setting range of the F ...... travel range position, g ...... _{gap, H P; H R; H} n; H D; H 2; H 1
…… Control inhibitor switch contacts, h ₁ ; h ₂ ; h ₃ ……
Depth, l ₀ ... 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 ... Contact of control inhibitor switch, Y _P ; Y _R ; Y _n ; Y _D ; Y ₂ ; Y ₁ ... _{region, X P; X R; X} n; X D; X 2; X 1 ...... operation switch contacts, φ ₀ ...... feeding terminal, φ ₁ ...... first contact terminal, φ _P; φ _R; φ _n ; φ _D ; φ ₂ ; φ ₁ ... second contact terminal, φ ₁ ... first output, φ ₂ ... second output, θ ₁ ;
θ ₂ ; θ ₃ ... is the central angle.

Continuation of front page (72) Inventor Yasuhiro Takabe 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Inside Mazda Co., Ltd. (56) References JP-A-60-122402 (JP, A) JP-A-1-87946 (JP, A) JP-A-1-250647 (JP, A) JP-A-62-101957 (JP, A) JP-A-62-41954 (JP, U) JP-A-57-25240 (JP, U) 63-188364 (JP, U) (58) Fields investigated (Int. Cl. ⁶ , DB name) F16H 59/00-63/48 B60K 20/00

Claims (4)

(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: a shift contact type operation switch in which a travel range to be set is sequentially arranged on a predetermined trajectory; A detent means for mechanically restricting movement of the actuator from a position corresponding to each travel range, and a control inhibitor switch for electrically detecting a current travel range position associated with the operation of the actuator, The control means controls a travel range indicated by the operation switch and a travel range detected by the control inhibitor switch. When the range matches, control is performed to stop the operation of the actuator, and the detection range of each travel range in the control inhibitor switch is set wider than the self-recovery range in the detent means. Operating device for a vehicle automatic transmission. And a display inhibitor switch for outputting a display inhibitor signal corresponding to a set travel range, wherein a detection range of the display inhibitor switch corresponding to each travel range is determined by the control inhibitor switch. The operating device for an automatic transmission for a vehicle according to claim 1, wherein the operating range is set wider than a detection range corresponding to a corresponding traveling range. 3. The hydraulic valve according to claim 1, wherein the hydraulic valve has a hydraulic pressure generating area for generating a hydraulic pressure corresponding to each travel range, and the hydraulic pressure generating area corresponding to each travel range in the hydraulic valve corresponds to a corresponding travel in the control inhibitor switch. The operating device for a vehicle automatic transmission according to claim 1, wherein the operating range is set wider than a detection range according to the range. 4. The hydraulic valve according to claim 1, further comprising: a hydraulic pressure generating area for generating a hydraulic pressure according to each travel range, and a detection range corresponding to each travel range in the display inhibitor switch corresponds to a corresponding travel range in the hydraulic valve. The operating device for an automatic transmission for a vehicle according to claim 2, wherein the operating range is set wider than a hydraulic pressure generation region corresponding to the range.