JP3069203B2 - Transmission operation device for automatic transmission for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift operating device for an automatic transmission, and more particularly, to a shift operating device capable of switching a shift range of an automatic transmission and manual shifting.

[0002]

2. Description of the Related Art In an automatic transmission, a specific gear position must be manually adjusted in order to positively reflect the driver's intention in a shift operation, realize a vehicle traveling more suited to human sensitivity, and increase the real thrill of driving. Shift operating devices that can be achieved by shifting are developed. As one form of such a shift operating device, the position of a shift lever on an H-shaped shift path for manual shifting is electrically detected by a switch, and the automatic transmission is controlled in accordance with the detection signal, and the selected specific There is a method of fixing to the gear stage.

[0003] As an example of such a system, conventionally, each shift position for manual shifting is directly detected by a number of switches corresponding to the number thereof (Japanese Patent Laid-Open No. 61-15785).
No. 5: Prior Art 1) and a switch provided with a switch for detecting the moving direction of the shift lever (specifically, the lateral inclination) in addition to these switches (Japanese Patent Laid-Open No. 2-8545: Prior Art 2). .

[0004]

The prior art 1
In the method of detecting only the shift position as described above, the electronic control unit must perform a shift control in which the drive (D) range for automatic shifting is selected when all switches are off. If a short failure occurs even with one switch, the D range cannot be achieved, and the vehicle cannot be driven in the automatic shift mode. Also, if the switch for the manual shift corresponding to the low gear is short-circuited during driving in the D range, the electronic control unit determines that the manual shift shift corresponding to the switch has been performed, and the gear shifts down unexpectedly. On the other hand, in the manual shift mode, it is possible to control to prioritize the high gear position on the switch signal in order to prevent a downshift to the low gear position due to a short circuit of the switch corresponding to the low gear position while traveling in the high gear position. However, in this case, when a short failure occurs in the high-speed gear stage switch, there is a possibility that the switch is fixed to the high-speed gear stage side and cannot be started.

On the other hand, in the configuration of the prior art 2, in addition to the detection of the shift position, it is possible to detect whether the shift lever is in the high gear position or the low gear position. Thus, while it is possible to perform more appropriate shift control by identifying the occurrence state of the short failure based on the combination of the signals detected by the switches, it is necessary to dispose more switches than the number of detected positions.

In view of such circumstances, the present invention makes it possible to identify a short-failure occurrence state with a minimum necessary number of switches by combining the detection of the moving direction in place of the detection of the position of the shift lever. SUMMARY OF THE INVENTION It is an object of the present invention to provide a shift operation device for an automatic transmission for a vehicle, which enables a shift control to be performed with ease.

[0007]

Means for Solving the Problems In order to solve the above problems, the present invention relates to a shift operating device for operating an automatic transmission, a stationary member fixed to a vehicle body, and a swingably supported by the stationary member. A swing retainer connected to the automatic transmission, a shift lever supported by the stationary member so as to swing and tilt in the same direction as the swing direction of the swing retainer and in a direction crossing the swing retainer; A connecting and disconnecting mechanism for disconnecting the lever from the swing retainer at a predetermined shift position, a switch for detecting the tilt and swing of the shift lever after the disconnection, and a signal detected by the switch for processing the automatic transmission An electronic control unit for controlling the speed change of the gear, wherein the switches are a pair of tilt detection switches for detecting the tilt direction of the shift lever, and a pair of rocking detection switches for detecting the rocking direction. The electronic control unit is configured to control the tilt detection switch to generate one signal based on a combination of a signal in the tilt direction detected by the tilt detection switch and a signal in the rocking direction detected by the rocking detection switch. only
And the swing detection switch detects only one signal.
When the shift lever is detected, the shift lever
Position, and the tilt detection switch
Is detected, or the swing detection switch is
When the other signal is detected, or when the tilt detection switch is
Switch does not detect any signal and the swing detection switch
If at least one of the signals is detected,
In this case, the tilt detection switch or the swing detection switch is
It is configured to include an arithmetic processing unit that determines that the obstacle is present. In the above configuration, it is effective that the electronic control unit employs a configuration that performs control for switching to automatic transmission control when a switch failure occurs in a combination other than a normal combination of signals. Alternatively, the electronic control unit may be configured to perform control for selecting a higher gear from among possible gears when a combination other than a normal signal combination occurs.

[0008]

In the shift operation device for an automatic transmission for a vehicle according to the present invention having such a configuration, the tilting and swinging of the shift lever from the disengaged position with respect to the swing retainer are performed by the tilt detection switch and the swing detection switch. The shift lever position is sequentially detected by the motion detection switch, and the position of the shift lever is specified by the arithmetic processing means of the electronic control unit based on the displacement detection signal in consideration of the identification of the switch that has caused the short failure. Automatic and manual shift control of the automatic transmission is performed.

According to the present invention, the position of the shift lever is always determined by the detection results of the two switches.
It is possible to eliminate at least the short failure of the single switch from hindering the return to the automatic shift control. Also, since three switches cannot be turned on at the same time, it is possible to determine the short failure of the switch using this feature. Further, when a short failure occurs, control for returning to the automatic shift mode using this determination is performed, or control for selecting a higher gear from among the possible gears is employed, and the manual shift is maintained. It is also possible to achieve a gear that is close to the driver's will. In addition, by monitoring the operation sequence of both switches, it is possible to make a more accurate determination of a short failure, and to perform a manual shift control with a small time lag by controlling the shift intention of the driver.

[0010]

An embodiment of the present invention will be described below with reference to the drawings. As shown in FIGS. 1 and 2, the speed change operating device includes a stationary member 1 fixed to a vehicle body (not shown), and an axis disposed on the stationary member 1 and extending in a direction crossing the vehicle body in an installed state (in the description of the embodiment, A swing retainer 2 which is supported to be able to swing back and forth around X (hereinafter referred to as a horizontal axis) and is connected to the automatic transmission, and is capable of swinging and tilting in the same direction as the swinging direction and in a direction crossing the same. A shift lever 3 supported so as to be tiltable about an axis Y (also referred to as a vertical axis) intersecting the horizontal axis X, and swinging the shift lever 3 at a predetermined shift position (D position of the automatic transmission in this example). A connecting and disconnecting mechanism for disconnecting from the retainer 2 (described in detail later);
Switches SH and SR for detecting the tilt and swing of the shift lever 3 after being disengaged, and an electronic control unit (E) shown in FIG.
CU). Then, the switch SW is connected as shown in FIG.
As shown in the figure, a pair of tilt detection switches (SH) for detecting the left-right tilt from the D position of the shift lever 3
LH, RH, and a pair of swing detection switches (SR) FR, RR for detecting swing in the front-rear direction in the inclined state,
The electronic control unit (ECU) calculates a shift position by a combination of signals detected by these switches (indicated as “M / T shift position sensor” in FIG. 6) (specifically, an arithmetic processing unit (specifically, FIG. 7) "MT SW input processing")
Having.

Further, a detailed configuration of each section will be described. First, as for the mechanism, as shown in FIGS. 1 and 2, the stationary member 1 has a base 11 having an opening 10 in the center.
And a pair of side plates 12 standing on the left and right sides of the opening 10. A pair of brackets 13 extending downward from both left and right edges of the opening 10 are supported by inserting a shaft bolt 14 constituting the horizontal axis X. The shaft bolt 14 constitutes a support member for supporting the cross sleeve 6 having the bolt insertion holes crossing each other on the stationary member 1 so as to swing back and forth, and is fitted into one of the bolt insertion holes of the cross sleeve 6. Have been. The other bolt insertion hole of the cross sleeve 6 is inserted into a fork 31 continuously provided below the shift lever 3, and a shaft bolt 15 constituting the tilt center of the shift lever 3, that is, the horizontal axis Y is inserted through the fork 31. .

The swing retainer 2 is formed in a downward channel shape, a gate plate 21 is fixed on an upper surface thereof, and a lever-shaped manual valve connecting member 22 (a connection between the member and the automatic transmission) is provided on a lower end of one side plate. The relationship will be described later.) The stationary member 1 is provided with an inhibit mechanism 4 which is released by the push button 33 above the shift lever 3 during the automatic shifting operation and engages and disengages with the cam hole 23 of the swing retainer 2. A detent mechanism 7 for holding the shift lever 3 at each position during a manual shift operation and generating a sense of moderation when moving between the shift lever 3 and the swing retainer 2 is provided.

As shown in detail in FIGS. 10 and 11, the gate plate 21 has an H-shaped gate hole 211 through which the stem 32 of the shift lever 3 is inserted, and a lower surface of the gate plate 21 in the lateral direction. A lock plate sliding groove 212 that extends and a cutout groove 213 that is cut from one side surface and has a cylindrical inner portion are formed.

The connection and disconnection mechanism includes a gate plate 2
The lock plate 5 includes a lock plate 5 fitted in one lock plate sliding groove 212 and a side plate 12 of the stationary member 1. The lock plate 5 is formed of a cross-shaped plate in a plan view having ears 51 and 52 projecting from both sides, and an I-shaped engagement hole 53 into which the stem 32 of the shift lever 3 is inserted at the center thereof. Are formed, and a switch operating boss 54 is protrudingly provided on the upper surface on one side. This lock plate 5
When the shift lever 3 tilts left and right around the vertical axis Y, it engages with the stem 32 at the engagement hole 53 and slides in the lateral direction interlockingly while being guided by the lock plate sliding groove 212. When the shift lever 3 swings back and forth about the horizontal axis X, it does not interlock with the movement of the stem 32. The ear portions 51 and 52 of the lock plate 5 can be engaged with rectangular holes 121 formed on the upper portions of both side plates 12 of the stationary member 1 by the tilting operation of the shift lever 3 in the D position. In addition, on the upper part of the stationary member 1, as shown in FIG.
A cover 9 that covers the upper part of the shift operation device and displays a shift pattern is attached.

In addition to these, a neutral return means at the D position of the shift lever is provided over the cross sleeve 6 and the fork 31 of the shift lever 3. This means includes a torsion spring 66 having a coil wound around the front outer periphery of the cross sleeve 6, a cross sleeve 6 side projection sandwiched between its parallel working ends 661 and 662, and a fork 31 side projection. It is composed of Therefore, when the shift lever 3 is tilted left and right with respect to the cross sleeve 6, the protrusion on the fork 31 side separates one of the two working ends 661 and 662 of the torsion spring 66, whereas the other of the working ends Is supported by the projection on the crossing sleeve 6 side, so that a neutral return force by the torsion spring 66 acts on the shift lever 3.

The manual valve connecting member 2
2 is connected to an outer lever of a manual shaft disposed on the automatic transmission side via a control rod, as in the case of the shift operation device and the transmission in the conventional automatic transmission, and the detent lever of the manual shaft is a valve. It is connected via a rod to a manual valve that slides in the body. The cam notch formed on the peripheral surface of the detent lever comes into contact with the detent spring to constitute a detent mechanism at the time of an automatic shift operation.
For reference, FIG. 5 shows an example of a hydraulic circuit of a shift-related portion including a manual valve.

A pair of switches LH and RH of the four switches 4 (the limit switch is shown in this example, but other switches such as a proximity switch) in the shift operating device are As shown in FIG. 10, in order to detect the tilt by the lateral movement of the lock plate 5, a switch operating boss 54 is provided on the upper surface of the gate plate 21 with the notch groove 213 interposed therebetween and protrudes from the upper surface of the lock plate 5. It can be turned on and off. Incidentally, when the shift lever 3 is tilted right around the vertical axis Y in a state where the shift lever 3 is located at the connection portion of the H-shaped hole of the gate plate 21, the lock plate 5 moves to the right along with it, and The switch RH is turned on (see FIG. 10C), and in the opposite case, the front switch LH is turned on (see FIG. 10A).

As shown in FIGS. 11 and 12, the other pair of switches FR and RR are screwed so as to overlap a cam plate 71 fixed to the cross sleeve 6 to constitute the cam of the detent mechanism 7. The bracket 67 is disposed so as to face the bracket 67 fixed so that the position can be adjusted. And
The distal end of a switch operation pin 24 whose base end is fixed to the swing retainer 2 is positioned between the switches FR and RR. Thus, the rear switch FR attached to the bracket 67 detects the forward swing of the shift lever 3, and the front switch RR detects the backward swing. As described above, when the shift lever 3 swings back and forth and tilts left and right, the 4
Any two on / off operations of the switches occur. For example, if the shift lever 3 is shifted to the first speed position,
As shown in FIGS. 11 and 12A, when the two switches LH and FR are sequentially turned on and conversely shift to the fourth speed position, as shown in FIG.
H and RR are sequentially turned on.

Next, the electronic control unit will be described. As shown by blocks in FIG. 6, this electronic control unit (EC
U) constitutes a control device for the entire automatic transmission. The sensor signals from various input detection devices provided in various parts of the vehicle are introduced into an input interface circuit via an input processing circuit, and are stored and processed. Thereafter, it is output as a control signal through an output interface circuit, and drives and controls a speed-changing solenoid and the like through various driving or processing circuits.

The input detection device includes a T / M input speed sensor for detecting transmission input rotation, vehicle speed sensors SP1 and SP2 for detecting transmission output rotation, and any position on the I-pattern for automatic transmission. A / to detect if you have selected
T shift position sensor, which is disposed on the shift operation section and detects which position of manual shift is selected.
/ T shift position sensor (corresponding to the four switches), a throttle opening sensor disposed on the engine and detecting the degree of opening of the throttle with a potentiometer, a brake switch (SW) disposed on the brake pedal to detect a brake operation, An idle switch (IDL SW) arranged in the throttle opening sensor for detecting that the accelerator is in a fully closed state; and an accelerator fully opened in the throttle pedal or the throttle opening sensor to request a kickdown. And a T / M oil temperature sensor installed in the transmission to detect the transmission oil temperature.

On the other hand, on the output side, solenoids (S1 to S3) for switching hydraulic pressure to operate each shift valve (see FIG. 5) in accordance with each speed stage, and linear solenoids (for controlling lockup, back pressure, and line pressure). SLU, SLN, SLT)
To drive the solenoid, a solenoid drive circuit for generating a predetermined voltage or current, a check of the operation of each solenoid, a monitor circuit for performing a self-diagnosis by judging a failure, and an electronic control unit (EFI) for engine control at the time of gear shifting A torque reduction input / output processing circuit that generates a signal to temporarily reduce the generated torque of the engine, a processing circuit that inputs the engine speed, and outputs a self-diagnosis result when an electronic control unit (ECU) fails to mitigate shock D
There is a DG input / output processing circuit for the G checker, and a display drive circuit for a display device for displaying the state of the transmission.

FIG. 7 shows a general flow of the arithmetic processing in the electronic control unit (ECU). First, Step 1
At the start of the program, all conditions are initialized. Next, in step 2, the current T / M input shaft and output shaft rotation speeds are calculated from the signals of the T / M input rotation sensor and the vehicle speed sensors (SP1, SP2). Step 3
In this example, the position of the currently selected position on the I pattern is detected based on the signal of the A / T shift position sensor (neutral start switch). At the same time, the failure determination of the neutral start switch is performed. In step 4, the current throttle opening is calculated based on the signal of the throttle opening sensor. In step 5, T /
Based on the signal of the M oil temperature sensor, the current T / M oil temperature (ATF
Temperature).

In step 6 ', the shift position is determined based on the signal from the M / T shift position sensor.
In this MT switch input processing subroutine, the M / T
Shift position sensor, that is, each switch LH, RH, F
The combination of R and RR sets the MT shift position flag SW
If any one of the switches 1 to 4 is turned on and all the switches are off, all the MT shift position flags SW 1 to SW 4 are turned off.

Next, in step 6, it is determined whether any of the MT shift position flags SW1 to SW4 is turned on. In step 7, it is determined whether the MT mode flag is ON (whether the MT mode is selected).
Is determined. In step 8, the AT shift data D is read into the shift diagram data MSL. At step 9, the lockup (L-up) diagram data MSLP is added to the AT L-
The up data D is read. In step 10, the shift and L-up are determined based on the data read in steps 8 and 9 and the various conditions calculated previously. Step 1
In step 1, the shift and the L-up timing determined in step 10 are determined.

On the other hand, in step 12, the MT mode flag is turned on, and the MT mode is selected. Step 1
In step 3, the value of the AT mode return timer is reset.
In step 14, a subroutine for reading various data for the MT mode is entered. In step 15, it compares the value of the AT mode returning timer and the set value t _1. Step 16
Then, when the condition of step 15 is satisfied, the MT mode flag is turned off, and the mode returns to the AT mode. In step 17, the shift and L-up are determined based on the data read in the MT map selection subroutine and the various conditions calculated previously. In step 18, the shift and the L-up timing determined in step 17 are determined. In step 19 ', the control of the engine brake solenoid S3 is performed according to the manual shift position, the output required gear, and the like.
Make a decision. In step 19, a signal is output to each of the solenoids (S1 to S3) in accordance with the determination in step 10, 11 or step 17, 18, 19 ', and the shift is started.

Step 20 is a subroutine for temporarily determining an increase in line pressure in order to reduce the time lag in the MT mode. In step 21, the line pressure is controlled according to the throttle opening, and the line pressure is increased according to the determination in step 20. Step 22 is a subroutine for applying different control to the accumulator back pressure according to the AT mode and the MT mode as a countermeasure against a shock in a shift transition state. In step 23, the signals are output to and controlled by the respective linear solenoids SLU, SLT, SLN by the judgment and control in steps 10, 11 or 17, 18, 21, 22.

As shown in FIG. 8, the flow of the line pressure increase judgment subroutine is as follows. In step 20-1, the current gear position and the newly requested gear position are monitored. Judge that there was. In step 20-2, it is determined whether the manual mode flag is turned on (MT mode is selected). In step 20-3, if the above two conditions are satisfied, the program enters a line pressure increase map selection subroutine, in which data relating to increase is read. In Step 20-4, Step 20
To compare the step-up time t ₁ and the timer read at -3. In step 20-5, the line pressure boost value read in step 20-3 is set. In step 20-6, when the condition of step 20-4 is satisfied, the line pressure boost value is cleared and returned to the normal control value.

As shown in FIG. 9, in the line pressure increase map selection flow, in step 20-7, it is determined whether or not the selected shift is an upshift. In step 20-8,
It is determined whether the selected shift type is a 1-2 upshift. In step 20-9, if the above condition is satisfied, a preset boost value 1 → 2 is read as data. In step 20-10, if the above condition is satisfied, the preset boosting time 1 → 2 is used as data for t
Read into ₂ . In steps 20-11 to 13-13, the same control as in steps 20-8 to 10 is performed for the 1 → 3 upshift. In steps 20-14 to 16-16, the same control as in steps 20-8 to 10 is performed for the 1 → 4 upshift. In steps 20-17 to 19-19, the same control as in steps 20-8 to 10 is performed for the 2 → 3 upshift. In steps 20-20 to 22-22, the same control as in steps 20-8 to 10 is performed for the 2 → 4 upshift. In steps 20-23 and 24, in the upshift, steps 20-8, 11, 14, 1
If none of 7 and 20 is satisfied, it is determined that the shift is up from 3 to 4, and the time of the boost value is set. Step 2
In steps 0-25 to 27, the same control as in steps 20-8 to 10 is performed for the 2 → 1 downshift. Step 2
In 0-28 to 30, the same control as in steps 20-8 to 10 is performed for the 3 → 1 downshift. Step 2
In steps 0-31 to 33, the same control as in steps 20-8 to 10 is performed for the 4 → 1 downshift. Step 2
In 0-34 to 36, the same control as in steps 20-8 to 10 is performed for the 3 → 2 downshift. Step 2
In 0-37 to 39, the same control as in steps 20-8 to 10 is performed for the 4 → 2 downshift. Step 2
Steps 0-40 and 41 in the downshift
If none of 0-25, 28, 31, 34, and 37 is not satisfied, it is determined that a downshift is 4 → 3, and the boost value and time are set.

Next, the overall operation of the thus constructed shift operation device will be described step by step. As shown in FIG. 3, in this speed change operation device, the shift lever 3 operates in a non-inclined state in the same manner as in the conventional automatic speed change operation, with P, R, N, D
It can swing back and forth between positions. That is, in this state, since the shift lever 3 and the gate plate 21 are engaged in the front-rear direction at the central connection portion of the H-shaped gate hole 211, the swing retainer 2 is integrated with the shift lever 3 and swings. However, it can be shifted to any of the positions P, R, N, and D. During this time, the left and right tilting of the shift lever 3 is restricted by the abutment sliding between the ears 51 and 52 of the lock plate 5 and the side plate 12 shown in FIG.
By this operation, the manual valve connecting member 22 shown in FIGS. 1 and 2 swings back and forth around the horizontal axis X, and pushes out the control rod connected to the lower end thereof. As a result of retreating the rod by swinging the manual shaft and the detent lever in the same direction, the manual valve is switched, and the range pressure of the hydraulic control circuit shown in FIG. 5 is switched. On the other hand, the swing of the manual shaft is detected by an AT shift position sensor (neutral start switch) shown in FIG. 6 and inputted to an electronic control unit (ECU) to be subjected to arithmetic processing, and a solenoid control signal is outputted. No. 5 shown in FIG. 1 to 3 are on / off controlled. This operation is not particularly different from the operation of the conventional shift operation device of the automatic transmission.

When the shift lever 3 reaches the D position, the lugs 51 and 52 of the lock plate 5 are located at the positions corresponding to the holes 121 formed in the side plates. The left and right tilt of the shift lever 3 becomes possible. To select the first speed at the D position of the shift lever 3, the shift lever 3 is tilted to the left and then pushed forward. By this tilting operation to the left, the ears 51 of the lock plate 5 are
, The forward and backward swing of the swing retainer 2 is regulated, and only the shift lever 3 is not regulated. During this operation, the boss 54 of the lock plate 5 turns on the switch LH. Then, in the next operation of pushing forward, FIG.
At 0 (A), the shift lever 3 moves forward along the engagement hole 53 of the lock plate 5, and turns on the switch FR as shown in FIG. 11 (A). With both of these movements, the switches LH and FR are sequentially turned on, and a first speed signal is output by these inputs through signal processing in an electronic control unit (ECU) shown in FIG. The solenoid No. shown in FIG. 1 is turned on. On the other hand, since the manual valve connecting member 22 is immovable due to the restraint of the swing retainer 2 on the stationary member 1, switching of the manual valve via the control rod does not occur.

Similarly, in order to select the second speed, the operation of tilting the shift lever 3 to the left at the D position and then pulling it backward is performed. The operation of the switch LH in this operation is the same as that of the first speed, and the switch RR is turned on this time. In both these movements, the second speed is identified. Also in this case, the manual valve connecting member 22 is immovable for the same reason as described above, so that switching of the manual valve does not occur. The selection of the third speed is a point-symmetric movement centering on the D position as compared with the case of the second speed, and the shift lever is moved rightward from the D position and then pushed forward. The operation and function of each member at this time are clear from the above description of the operation.
H, the third speed is identified by the ON operation of the switch FR. The selection of the fourth speed is a point-symmetric movement with respect to the case of the first speed with respect to the D position. In this case, the switch R
H and RR are turned on. The speed selection signal obtained in this way is processed by the electronic control unit (ECU) as described above, and the speed-changing solenoid valve no. Used for control of 1-3.

As described in detail above, in the device of this embodiment, as shown in the manual switch signal table of FIG.
Since the first to fourth gears are always determined by turning on the two switches, even if one of the switches causes a short failure independently, the D range cannot be immediately achieved. An advantage is obtained that does not cause a possibility.

In this shift operating device, three switches cannot be turned on at the same time. Therefore, it is possible to determine the short failure of the switch using this feature. That is, as shown in the manual switch signal table of FIG. 13, for example, when the switch RR is short-circuited, the third speed position is selected, and the switches RH and FR are turned on, it is possible to switch to the D range control. is there. In this case, although the control is different from the control shown in the table, the control for selecting the higher gear, that is, the fourth gear, of the two possible third gears and the fourth gear is adopted.
It is also possible to achieve a gear speed close to the driver's will while maintaining the manual gear shift.

Further, since the on-operation of the switch LH or the switch RH for detecting the tilt of the shift lever always precedes the on-operation of the switch FR or the switch RR for detecting the swing, the monitoring of this sequence will prevent the short failure of the switch from occurring. Estimation is possible. For example, when the third speed is selected with the switch RR short-failed,
The switch operation sequence is as follows: switch RR on, switch RH on, switch FR on. Correct operation in this case can be regarded as switch RH operation and subsequent switch FR operation. The position is determined to be selected. In this case, the switch R
If the switch FR does not turn on after a predetermined time has elapsed after the H-on operation, it is determined that the fourth speed in which the switch RR during the short failure should be turned on has been selected.

As described above, the present invention has been described in detail based on one embodiment. However, the present invention is not limited to only the disclosed contents of the above embodiment, and various details can be set within the scope of the claims. Needless to say, the present invention can be implemented by changing the specific configuration. For example, in addition to the above-described fail countermeasures, the control for shortening the shift-up time from the second speed to the third speed can be performed by utilizing the point that the shift lever position detection and the position tracking accuracy are improved. That is, when the switch RH is turned on following the switch RR off, LH off, and D position signals, the driver determines that there is a will to shift up, and starts shifting to the third gear.

Further, by utilizing the above points, the D range return timer can be shortened. That is,
Return of shift lever to D position is from 2nd gear to 3rd gear
Since it is difficult to determine whether the state is a transition to the speed transition or the D position is selected, it is necessary to set a somewhat longer timer to prevent the D position from being determined in the transition state and temporarily returning to the automatic transmission mode. This has led to a time lag of returning to the automatic shift mode.However, the time required to determine the position selection in the tracking of the switch operation sequence as described above is reduced, so the timer setting time is reduced. , The time lag can be reduced.

[Brief description of the drawings]

FIG. 1 is a side view showing a partially cutaway view of a transmission operating device mechanism according to an embodiment of the present invention.

FIG. 2 is a rear view showing a part of a speed change device mechanism in a cross section.

FIG. 3 is a plan view of a transmission operation device mechanism.

FIG. 4 is a layout diagram conceptually showing a switch layout for a gear change operation.

FIG. 5 is a circuit diagram of a hydraulic control unit of the automatic transmission operated by the shift operation device of the embodiment.

FIG. 6 is a system configuration diagram of an electronic control unit of the embodiment.

FIG. 7 is a general flowchart showing processing of the electronic control device.

FIG. 8 is a flowchart illustrating a subroutine of a line pressure increase determination process during a general flow.

FIG. 9 is a flowchart showing a subroutine of a line pressure boost map selection process during a general flow.

FIG. 10 is a plan view showing the steps of the operation of the lock plate and the switch of the shift operation device mechanism of the embodiment.

FIG. 11 is a side view showing a stepwise swing of a shift lever and an operation of a switch of a shift operation device mechanism.

FIG. 12 is a rear view showing the tilting of the shift lever and the operation of the manual switch of the shift operation device mechanism in a stepwise manner.

FIG. 13 is a signal table showing a correspondence of a shift control mode according to a shift position and an operation of each manual switch in the shift operation device of the embodiment.

[Explanation of symbols]

 Reference Signs List 1 stationary member 2 swing retainer 3 shift lever 5 lock plate (connection disconnection mechanism) 6 'arithmetic processing means LH, RH tilt detection switch FR, RR rocking detection switch ECU electronic control unit

──────────────────────────────────────────────────の Continuing on the front page (72) Inventor Den Takeda 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Takanori Wakasugi 10 Takane, Fujii-machi, Anjo, Aichi Aisin・ AW Co., Ltd. (72) Inventor Yasuo Hojo 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Jun Tabata 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation ( 72) Inventor Masato Kaigawa 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (56) References JP-A-4-185956 (JP, A) JP-A-3-229062 (JP, A) JP-A-3-249461 (JP, A) JP-A-5-87233 (JP, A) JP-A-5-256357 (JP, A) JP-A-3-89075 (JP, A) (58) The field (Int.Cl. ^7, DB name) F16H 59/00 - 63/48 B60K 20/00 - 20/08

Claims (3)

(57) [Claims] 1. A shift operating device for operating an automatic transmission, comprising: a stationary member fixed to a vehicle body; a swing retainer supported by the stationary member to be swingable and connected to the automatic transmission; A shift lever supported by the stationary member so as to be able to swing and tilt in the same direction as the swing direction of the moving retainer and in a direction intersecting with the shift direction, and a connection disconnection for separating the shift lever from the swing retainer at a predetermined shift position. A mechanism, a switch for detecting the tilt and swing of the shift lever after disengagement, and an electronic control unit for arithmetically processing a signal detected by the switch to control a shift of the automatic transmission. The electronic control device comprises: a pair of tilt detection switches for detecting a tilt direction of the shift lever; and a pair of rocking detection switches for detecting a rocking direction. And tilting direction of the signal output switch detects, by a combination of the swinging direction of the signal that the swing detection switch detects the tilt detection switch detects only one signal, and
If the shaking motion detecting switch detects only one signal
To, to identify the shift position after disconnection of the shift lever
Rutotomoni, when the tilt detecting switch detects both signals, and
If the shaking motion detecting switch detects both signals,
Alternatively, the tilt detection switch detects any signal.
And the swing detection switch outputs at least one signal.
In any of the cases where the tilt is detected, the tilt detection switch
A shift operation device for an automatic transmission for a vehicle, comprising: an arithmetic processing unit that determines that a switch or a swing detection switch is out of order. Wherein said electronic control unit, when the switch failure combinations other than the combination of the normal signal occurs, performs control for switching to the automatic transmission control, according to claim 1 Symbol mounting speed change operation device for a vehicle automatic transmission . Wherein the electronic control unit, when a combination other than the combination of the normal signal occurs, among the gear stages possible, control is performed to select a higher gear stage according to claim 1, SL <br / > Shift operation device for the automatic transmission for vehicles described above.