JP5115207B2 - Shift device - Google Patents

Description

  The present invention relates to a vehicle shift device that switches a traveling range via an actuator.

  2. Description of the Related Art A so-called shift-by-wire vehicle shift device is known in which a travel range is switched by an actuator that is driven according to an electrical command signal or the like based on an operation of a shift operation body. Such a vehicle shift device does not require a mechanical configuration such as a link mechanism for transmitting the operation of the shift operation body. For this reason, it is possible to improve the operability of the shift operating body, downsize parts such as the shift operating body, and improve the layout in the vehicle.

Further, in the above vehicle shift device, it is possible to switch the traveling range not by an electrical command signal based on the operation of the shift operating body but by another electrical command signal. Utilizing this, for example, in Patent Document 1, when an obstacle is detected in front of the vehicle, it is impossible to switch the traveling range to the forward traveling range, and when an obstacle is detected behind the vehicle. Describes a shift device that performs control to disable the travel range switching to the reverse travel range. Patent Document 2 and Patent Document 3 describe a shift device that executes control for switching the travel range to a travel range that cuts off power transmission from the engine when an obstacle is detected in front of or behind the vehicle. ing. According to these shift devices, even when the driver is operating the accelerator pedal when the distance between the vehicle and the obstacle is close, further approach to the obstacle is suppressed, that is, the obstacle. Collisions can be avoided.
JP 2002-248963 A JP 2004-092849 A Japanese Patent Laid-Open No. 2003-065430

  By the way, since the obstacle detection as described above is executed by a computer, it may be accompanied by a malfunction. In such a case, it is desired to return to the running state as soon as safety is confirmed. Moreover, even if there is an obstacle actually, depending on the situation, for example, it may be possible to avoid the obstacle while traveling. Therefore, even when an obstacle is detected, it is desirable to be able to select whether or not to allow the vehicle to travel according to the driver's intention.

  The present invention has been made in the background of the above circumstances, and the object of the present invention is when an obstacle is detected and power transmission is interrupted in a vehicle whose travel range is switched via an actuator. An object of the present invention is to provide a vehicular shift device that can select whether or not the vehicle can run according to the driver's intention.

The invention according to claim 1 for achieving the above object is as follows. (A) In a vehicle in which a travel range is switched by driving an actuator based on an operation of a shift operation body, an obstacle is present on a traveling road surface. When detected, the vehicle shift device switches to a neutral range that cuts off the power transmission path of the vehicle, and (b) a predetermined shift operating body is preset when the obstacle is detected. Special operation determining means for determining presence / absence of a special operation; and (c) when the special operation determining means determines that there is a special operation, the special operation determining means returns the traveling range specified by the special operation from the neutral range. a running range restoring means, seen including, (d) the drive range return means, the special operation determined in the traveling direction to the obstacle of the vehicle traveling in the drive range is detected When it is determined by the means that there is a special operation in which the travel range is specified, the travel range is returned from the neutral range to the travel range .

The invention according to claim 2 is characterized in that, in the invention of claim 1 , the special operation is that the shift operating body is operated for a predetermined time or more.

The invention according to claim 3 is the invention according to claim 1 , wherein the special operation is that the shift operation body is operated a plurality of times within a predetermined time set in advance.

According to a fourth aspect of the present invention, in the invention of any one of the first to third aspects, a warning display and / or a warning sound indicating that switching to the neutral range when the obstacle is detected is performed. It is characterized by including the alarm which alert | reports by.

The invention according to claim 5 is the invention according to any one of claims 1 to 4 , wherein: (a) an obstacle detection device abnormality determination unit for detecting an abnormality of the obstacle detection device used for detecting the obstacle (B) When the obstacle detection device abnormality is detected by the obstacle detection device abnormality determination means, switching to the neutral range is not performed.

According to the vehicle shift device of the invention according to claim 1, (b) special operation determination means for determining whether or not a predetermined special operation of a predetermined shift operation body is performed when the obstacle is detected; (c) When the special operation determining means determines that there is a special operation, it includes travel range return means for returning from the neutral range to the travel range specified by the special operation. In the vehicle whose travel range is switched through, it is possible to select whether or not the vehicle is allowed to travel even if an obstacle is detected and power transmission is interrupted. That is, the vehicle is appropriately driven according to the situation. Further, the travel range return means determines that there is a special operation in which the travel range is designated by the special operation determination means when an obstacle is detected in the traveling direction of the vehicle traveling in the travel range. If it is, the vehicle is returned from the neutral range to the travel range. For example, the travel range return means determines that there is a special operation in which the forward travel range is designated by the special operation determination means when an obstacle is detected in front of the vehicle traveling forward in the forward travel range. The travel range switched to the neutral range is returned to the forward travel range, or the obstacle is detected when an obstacle is detected behind the vehicle traveling backward in the reverse travel range. When it is determined by the operation determining means that there is a special operation in which the reverse travel range is specified, at least one of returning the travel range switched to the neutral range to the reverse travel range is executed. . Therefore, in a vehicle whose travel range is switched via an actuator, it is possible to select whether or not the vehicle can be driven by the driver's intention even when an obstacle is detected and power transmission is interrupted. is there.

According to the vehicular shift device of the invention according to claim 2 , the special operation is that the shift operation body continues to be operated for a predetermined time or longer. Since the operation is a special operation different from the normal operation to be executed, the intention of the driver can be reflected more accurately.

According to the vehicular shift device of the invention according to claim 3 , the special operation is that the shift operating body is operated a plurality of times within a predetermined time set in advance. Since it is a special operation that is different from a normal operation that is generally performed, it is possible to reflect the driver's intention more accurately.

According to the vehicle shift device of the invention of claim 4 , the alarm device that notifies that the switching to the neutral range when the obstacle is detected is performed by a warning display and / or a warning sound. Therefore, the driver is surely notified that an obstacle has been detected and that the traveling range has been forcibly changed, so that the driver can make a more accurate determination.

According to the vehicle shift device of the invention according to claim 5 , (a) including an obstacle detection device abnormality determination means for detecting an abnormality of the obstacle detection device used for detecting the obstacle, (b) When the obstacle detection device abnormality is detected by the obstacle detection device abnormality determination means, the switching to the neutral range is not executed, so that the traveling range is not forcibly switched due to erroneous detection. .

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram illustrating the configuration of an automatic transmission 10 for a vehicle to which the present invention is applied. FIG. 2 is an operation table for explaining combinations of operation of the engagement elements when a plurality of gear stages (shift stages) of the automatic transmission 10 are established. This automatic transmission 10 includes a first transmission unit mainly composed of a double pinion type first planetary gear unit 12 in a transmission case (hereinafter referred to as a case) 30 as a non-rotating member attached to a vehicle body. 14 and a second transmission 20 mainly composed of a single pinion type second planetary gear device 16 and a double pinion type third planetary gear device 18 on a common axis C, and an input shaft 22 Are rotated and output from the output shaft 24. The input shaft 22 corresponds to an input rotating member, and is a turbine shaft of a torque converter 28 that is rotationally driven by an engine 26 that is a power source for traveling in the present embodiment. The output shaft 24 corresponds to an output rotating member, and rotationally drives the left and right drive wheels through, for example, a differential gear device (final reduction gear) (not shown) and a pair of axles in sequence. The automatic transmission 10 is configured substantially symmetrically with respect to the axis C, and the lower half of the axis C is omitted in the skeleton diagram of FIG.

  The first planetary gear device 12 includes a sun gear S1, a plurality of pairs of pinion gears P1 that mesh with each other, a carrier CA1 that supports the pinion gears P1 so as to rotate and revolve, and a ring gear R1 that meshes with the sun gears S1 via the pinion gears P1, sun gears S1, Three rotating elements are constituted by the carrier CA1 and the ring gear R1. The carrier CA1 is coupled to the input shaft 22 and driven to rotate, and the sun gear S1 is fixed to the case 30 so as not to rotate. The ring gear R <b> 1 functions as an intermediate output member, is rotated at a reduced speed with respect to the input shaft 22, and transmits the rotation to the second transmission unit 20. In the present embodiment, the path for transmitting the rotation of the input shaft 22 to the second transmission unit 20 at the same speed is the first intermediate output path for transmitting the rotation at a predetermined constant gear ratio (= 1.0). The first intermediate output path PA1 includes a direct connection path PA1a that transmits rotation from the input shaft 22 to the second transmission unit 20 without passing through the first planetary gear device 12, and the first planetary gear from the input shaft 22 to the first intermediate output path PA1. There is an indirect path PA1b for transmitting the rotation to the second transmission unit 20 via the carrier CA1 of the device 12. Further, the transmission ratio from the input shaft 22 to the second transmission unit 20 via the carrier CA1, the pinion gear P1 disposed on the carrier CA1, and the ring gear R1 is larger than the first intermediate output path PA1 (> 1). .0) is a second intermediate output path PA2 that transmits the rotation of the input shaft 22 with a reduced speed (deceleration).

  The second planetary gear device 16 includes a sun gear S2, a pinion gear P2, a carrier CA2 that supports the pinion gear P2 so as to rotate and revolve, and a ring gear R2 that meshes with the sun gear S2 via the pinion gear P2. The third planetary gear unit 18 meshes with the sun gear S3 via the sun gear S3, a plurality of pairs of pinion gears P2 and P3 that mesh with each other, a carrier CA3 that supports the pinion gears P2 and P3 so as to rotate and revolve, and pinion gears P2 and P3. A ring gear R3 is provided.

  In the second planetary gear device 16 and the third planetary gear device 18, four rotating elements RM <b> 1 to RM <b> 4 are configured by being partially connected to each other. Specifically, the first rotating element RM1 is configured by the sun gear S2 of the second planetary gear unit 16, and the carrier CA2 of the second planetary gear unit 16 and the carrier CA3 of the third planetary gear unit 18 are integrally connected to each other. The second rotating element RM2 is configured, and the ring gear R2 of the second planetary gear device 16 and the ring gear R3 of the third planetary gear device 18 are integrally connected to each other to configure the third rotating element RM3, and the third planetary gear. A fourth rotating element RM4 is configured by the sun gear S3 of the device 18. In the second planetary gear device 16 and the third planetary gear device 18, the carriers CA2 and CA3 are constituted by a common member, the ring gears R2 and R3 are constituted by a common member, and the second planetary gear device 18 The pinion gear P <b> 2 of the planetary gear device 16 is a Ravigneaux type planetary gear train that also serves as the second pinion gear of the third planetary gear device 18.

  The first rotating element RM1 (sun gear S2) is selectively connected to the case 30 via the first brake B1 and stopped rotating, and the first planetary gear unit 12 serving as an intermediate output member via the third clutch C3. The ring gear R1 (that is, the second intermediate output path PA2) is selectively connected to the carrier CA1 of the first planetary gear unit 12 (that is, the indirect path PA1b of the first intermediate output path PA1) via the fourth clutch C4. Connected. The second rotating element RM2 (carriers CA2 and CA3) is selectively coupled to the case 30 via the second brake B2 and stopped rotating, and the input shaft 22 (ie, the first intermediate) via the second clutch C2. It is selectively connected to the direct connection path PA1a) of the output path PA1. The third rotation element RM3 (ring gears R2 and R3) is integrally connected to the output shaft 24 to output rotation. The fourth rotation element RM4 (sun gear S3) is connected to the ring gear R1 via the first clutch C1. A one-way clutch F1 that prevents the reverse rotation of the second rotation element RM2 while allowing the normal rotation of the second rotation element RM2 (the same rotation direction as the input shaft 22) is provided between the second rotation element RM2 and the case 30. It is provided in parallel with B2.

  On the outer peripheral side of the third rotating member RM3, a parking gear 108 that constitutes a part of a shift control mechanism 105, which will be described later, and that prevents the output shaft 24 from rotating by meshing with the parking lock pole 106 is fixed.

  The operation table of FIG. 2 is a table for explaining the operation states of the clutches C1 to C4 and the brakes B1 and B2 when each gear position is established in the automatic transmission 10, and “◯” indicates the engagement state, “( “)” Represents the engaged state only during engine braking, and the blank represents the released state. Since the one-way clutch F1 is provided in parallel to the brake B2 that establishes the first shift stage “1st”, it is not always necessary to engage the brake B2 when starting (acceleration). Further, the different gear ratios for the respective gear speeds are appropriately determined by the gear ratios ρ1, ρ2, and ρ3 of the first planetary gear device 12, the second planetary gear device 16, and the third planetary gear device 18.

As shown in FIG. 2, the automatic transmission 10 according to the present embodiment selectively engages a plurality of engagement elements, that is, clutches C1 to C4 and brakes B1 and B2, thereby causing a gear ratio (= input shaft rotational speed N _IN). / A plurality of shift speeds including eight forward speeds having different output shaft rotational speeds N _OUT ) are established. Further, as is apparent from the operation table of FIG. 2, it is possible to perform shifts at each gear stage by a so-called clutch-to-clutch that holds either one of the clutches C1 to C4 and the brakes B1 and B2. The clutches C1 to C4 and the brakes B1 and B2 (hereinafter simply referred to as the clutch C and the brake B unless otherwise distinguished) are hydraulically engaged by a hydraulic actuator such as a multi-plate clutch or brake. Device.

  FIG. 3 is a circuit diagram showing a main part of the hydraulic control circuit 32 related to the linear solenoid valves SL1 to SL6 and the like that control the operation of the hydraulic actuators of the clutch C and the brake B.

In FIG. 3, the hydraulic pressure supply device 34 adjusts the line hydraulic pressure (first line hydraulic pressure) PL <b> 1 using the hydraulic pressure generated from a mechanical oil pump 36 (see FIG. 1) that is rotationally driven by the engine 26 as a source pressure. Type primary regulator valve (first pressure regulating valve) 38 and secondary hydraulic pressure (second line hydraulic pressure) with the hydraulic pressure discharged from the primary regulator valve 38 as the primary pressure for regulating the line hydraulic pressure PL1 by the primary regulator valve 38 a secondary regulator valve (second pressure regulating valve) 40 for pressurizing a PL2 tone, since the line pressure PL1 and secondary hydraulic PL2 according to the engine load or the like represented by the accelerator opening Acc or the throttle valve opening theta _TH is pressure adjusted Primary regulator valve 38 and secondary regulator Based on the operation of a linear solenoid valve SLT that supplies a signal pressure PSLT to the data valve 40, a modulator valve 42 that regulates the modulator oil pressure PM to a constant value using the line oil pressure PL1 as a source pressure, and a shift lever (shift operating body) 43 described later. oil passage is switched by the electric actuator (actuator) 44 for driving according to an electrical command signal S _a, below the shift lever 43 is at its operating position or the shift position line pressure PL1 input "D" position or "B "When operated to position", it is output as D range pressure (forward travel range pressure, forward hydraulic pressure) PD, and when operated to "R" position described later, it is output as R range pressure (reverse travel range pressure, reverse hydraulic pressure) PR. "N" position or "P" position described later When operated is provided with a manual valve 46 to shut off the hydraulic pressure of the output, the line oil pressure PL1, the secondary hydraulic PL2, and supplies the modulator pressure PM, D range pressure PD, and the R range pressure PR.

  The D range pressure PD output from the hydraulic pressure supply device 34 is respectively supplied to the linear solenoid valves SL1, SL2, SL5 to the hydraulic actuators (hydraulic cylinders) 48, 50, 56, 58 of the clutches C1, C2 and brakes B1, B2. , The pressure is regulated by SL6 and supplied to the hydraulic actuators 52 and 54 of the clutches C3 and C4. The line hydraulic pressure PL1 output from the hydraulic pressure supply device 34 is regulated and supplied by the linear solenoid valves SL3 and SL4, respectively. It has become so. Note that either the output hydraulic pressure of the linear solenoid valve SL6 or the R range pressure PR is supplied to the hydraulic actuator 58 of the brake B2 via the shuttle valve 59.

  The linear solenoid valves SL1 to SL6 basically have the same configuration, and are independently excited, de-energized, and current controlled, and the hydraulic pressures of the hydraulic actuators 48 to 58 are independently regulated to control the clutch C1. -C4 and the engagement pressure of brakes B1 and B2 are respectively controlled. In the automatic transmission 10, for example, as shown in the engagement operation table of FIG. 2, each gear stage is established by engaging a predetermined engagement device. For example, as shown in the engagement operation table of FIG. 2, in the downshift from the fifth speed to the fourth speed, the clutch C2 is disengaged and the clutch C4 is engaged, so that the release transient hydraulic pressure of the clutch C2 is suppressed so as to suppress the shift shock. And the engagement transient hydraulic pressure of the clutch C4 are appropriately controlled. Thus, since the hydraulic friction engagement devices (clutch C and brake B) of the automatic transmission 10 are controlled by the linear solenoid valves SL1 to SL6, the responsiveness of the operation of the engagement device is improved. Further, the hydraulic circuit for engaging and releasing the hydraulic friction engagement device is simplified.

  FIG. 4 is a block diagram for explaining a main part of a control system provided in the vehicle for controlling the automatic transmission 10 and the like of FIG. The electronic control unit (ECU) 60 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface and the like, and uses a temporary storage function of the RAM according to a program stored in advance in the ROM. By performing signal processing, output control of the engine 26, shift control of the automatic transmission 10, and the like are executed. Further, the electronic control unit 60 is configured separately for engine control and for speed change control for controlling the linear solenoid valves SL1 to SL6 as required.

As shown in FIG. 4, the electronic control unit 60 includes, for example, a crank position P _K (crank angle (position) ACR and engine 26 detected from a crank position sensor 62 from various sensors and switches provided in the vehicle. corresponding to the rotational speed N _E of the) corresponding to the rotational speed N _iN of the turbine rotational speed N _{T (input} shaft 22 of the torque converter 28 detected from the turbine speed sensor 64) is detected from the output shaft rotation speed sensor 66 The rotational speed N _OUT of the output shaft 24 (corresponding to the vehicle speed V), the intake air amount Q _AIR of the engine 26 detected from the intake air amount sensor 68, the shift lever of the shift operating device 97 described later detected from the lever position sensor 70 (shifting member) 43 of the lever position _{P SH,} is detected from an accelerator opening sensor 72 Accelerator opening Acc is an operation amount of the accelerator pedal 74, the angular i.e. throttle valve opening theta _TH opening of the electronic throttle valve provided in the intake pipe is detected from the throttle valve opening sensor 76 _is detected from a brake switch 78 A brake operation signal B _ON indicating whether or not the foot brake 80 which is a service brake is operated, an oil temperature T _OIL which is a temperature of hydraulic oil in the hydraulic control circuit 32 detected from the AT oil temperature sensor 82, and detected from the acceleration sensor 84 vehicle acceleration (deceleration) G is a signal representative of such pulse signal S _R representing the rotation angle is supplied by the operation amount that is, the present embodiment of the electric actuator 44 detected from the rotary encoder 45.

  Further, the electronic control device 60 is supplied with captured image information of a predetermined area in front of the vehicle from a front camera 86 provided at a front end portion of the vehicle such as a front grille, and a rear end portion of the vehicle such as a rear bumper. Image information of a predetermined area behind the vehicle is supplied from a rear camera 88 provided in the vehicle. The front camera 86 and the rear camera 88 of the present embodiment are constituted by CCD cameras, but may be other cameras such as a CMOS camera. In this embodiment, the front camera 86 and the rear camera 88 correspond to the obstacle detection device. The predetermined area is preferably set to an area including an area that becomes a blind spot when the driver is seated.

From the electronic control unit 60, for example, a drive signal to the throttle actuator for controlling the opening and closing of the electronic throttle valve, an injection signal for controlling the amount of fuel injected from the fuel injection device, and the ignition timing of the engine 26 by the igniter ignition timing signal for controlling the engine output control command signal S _E for the output control of the engine 26 is output. Further, for example, as described above, a valve command signal for controlling excitation and de-excitation of the linear solenoid valves SL1 to SL6 in the hydraulic control circuit 32 in order to switch the gear position of the automatic transmission 10, the line hydraulic pressure PL1, and the secondary a driving signal to the linear solenoid valve SLT for controlling the hydraulic pressure PL2, the shift control command signal S _P output for shift control of the automatic transmission 10 is output. Further, in order to implement the switching of shift switching namely running range in response to the shift operation ie lever position P _SH of the shift lever 43, the electric motor, an electric command signal S _A to operate the electric actuator 44 made of solenoid Is output. That is, the automatic transmission 10 of this embodiment, the electric actuator 44 so that the travel range is switched by being driven in accordance with an electrical command signal based on the operation of the shift lever 43 S _A. The electronic control device 60 of this embodiment detects the actual rotation state of the electric motor to obtain a pulse signal S _R to be output from the rotary encoder 45, so that the actual position is the commanded position electric Feedback control for driving the actuator 44 is performed.

Further, when it is determined from the electronic control device 60 that there is an obstacle on the running road surface based on the result of image processing performed on the supplied captured image information in front of or behind the vehicle. to, for example, a warning light provided in the vehicle in order to warning display command signal S _L for lighting the (alarm) _90, a command signal S _B to actuate the alarm buzzer (alarm) 92 to alert sound Is output.

The electronic control unit 60 makes a shift determination based on the actual vehicle speed V and the accelerator operation amount Acc based on the relationship (map, shift diagram) in which the vehicle speed V and the accelerator operation amount Acc are stored in advance as parameters, for example. Shift control is performed so as to obtain a shift stage according to. For example, as the vehicle speed V decreases or the accelerator operation amount Acc increases, a low-speed gear stage with a large gear ratio is established. In this shift control, excitation, de-excitation, and current control of the plurality of linear solenoid valves SL in the hydraulic control circuit 32 are executed as described above so that the shift stage for which the shift determination is made is established. Thus, the engaged and disengaged states of the plurality of hydraulic friction engagement devices (clutch C and brake B) are switched, and the transient hydraulic pressure in the shifting process is controlled. That is, by controlling the excitation and non-excitation of the linear solenoid valve SL, the engagement and disengagement states of the clutch C and the brake B are switched, and any one of the first shift stage “1st” to the eighth shift stage “8th” is selected. 1 reverse shift stage, parking and neutral for interrupting power transmission from the engine 26, or one reverse shift stage from the first reverse shift stage “Rev1” to the second reverse shift stage “Rev2” is established. It is like that. It should be noted that various modes are possible, for example, gear shifting control is performed based on the throttle valve opening θ _TH , the intake air amount Q _AIR , the road surface gradient, and the like.

  The shift operation device 97 shown in FIG. 4 is arranged, for example, in the vicinity of the driver's seat and is operated according to the driver's intention to shift, and is arranged in the longitudinal direction of the vehicle as shown in FIG. 3 “R” position, “N” position, “D” position, and 3 “+” position for manual operation arranged in parallel to it, “B” position, “−” position, operate in H-shaped pattern Shift lever 43 and a push button type P operation switch 94 that is pressed when parking.

The shift lever 43 is a momentary type (automatic return type) that automatically returns to the position shown in FIG. 5, that is, the original position (home position) when not operated, according to the biasing force of a spring (not shown). Further, the shift lever 43 is operated from the original position through the “N” position to the “D” position or the “R” position, and from the original position through the “B” position to the “+” position or It can be operated to the “-” position. The shift operation device 97 detects that the shift lever 43 has been operated to the operation positions “R”, “N”, “D”, “+”, “B”, and “−”. The lever position sensor 70 is further provided to detect the lever position P _SH , that is, the driver's intention to shift, including the ON operation (“P” position) of the P operation switch 94. It is like that.

Here, for example, in the H-shaped pattern shown in FIG. 5, when the shift lever 43 having the above-described configuration has been operated for a certain period of time at any one of the operation positions, the lever position P corresponding to the operation position A signal indicating _SH continues to be output for a certain period of time. Further, when the shift lever 43 having the above configuration is operated to any one of the operation positions a plurality of times within a predetermined time, a plurality of signals indicating the lever position P _SH corresponding to the operation position are generated within the predetermined time. Is output once.

  The “R” position is used to switch the travel range of the automatic transmission 10 to the reverse travel range in which the rotation direction of the output shaft 24 is reverse, that is, the first reverse shift speed “Rev1” to the second reverse shift speed “ This is the reverse travel position for establishing any one reverse gear of "Rev2".

  The “N” position is a neutral position for switching the travel range of the automatic transmission 10 to the neutral range that blocks the power transmission path in the automatic transmission 10.

  Further, the “D” position is used to switch the travel range of the automatic transmission 10 to the forward travel range, that is, any one reverse shift stage from the first gear stage “1st” to the eighth gear stage “8th”. This is the forward travel position to be established.

  The “P” position selected by the operation of the P operation switch 94 is a neutral state (neutral state) in which the power transmission path in the automatic transmission 10 is released, that is, the power transmission in the automatic transmission 10 is interrupted. In addition, this is a parking position for mechanically preventing (parking lock) rotation of the output shaft 24 by a shift control mechanism 105 described later.

  Further, the “B” position is a forward travel position in which manual shift can be performed by switching among a plurality of forward travel ranges that limit the change range of the gear stage, that is, a plurality of forward travel ranges with different gear stages on the high vehicle speed side. It is. In this “B” position, a “+” position for shifting the shift range up each time the shift lever 43 is operated, and a “−” for shifting the shift range down each time the shift lever 43 is operated. Position is provided. For example, in the “B” position, any of the “8” range to the “L” range is changed according to the operation of the shift lever 43 to the “+” position or the “−” position. The “L” range at the “B” position is also an engine brake range for obtaining a further engine brake effect by engaging the second brake B2 at the first gear stage “1st”.

  The “D” position selects an automatic transmission mode that is a control mode in which automatic transmission control is performed in the range of, for example, the first gear to the eighth gear shown in FIG. The “B” position is also a shift position. The automatic transmission control is executed in a range not exceeding the maximum speed gear of the traveling range of the automatic transmission 10 and the transmission range (changed by manual operation of the shift lever 43) That is, it is also a shift position for selecting a manual shift mode that is a control mode in which manual shift control is executed based on the highest speed gear.

  FIG. 6 is a diagram showing a configuration of the shift control mechanism 105 provided in the automatic transmission 10. In this embodiment, the “shift position” is an oil path switching position of the manual valve 46 or a positioning position of a detent plate 116 described later, and is a P position corresponding to the parking position or parking range, and the reverse travel position. Or the R position corresponding to the reverse travel range, the N position corresponding to the neutral position or the neutral range, and the D position corresponding to the forward travel position or the forward travel range, and the R position, the N position, and the D position are not Called the P position.

  The shift control mechanism 105 is provided so as to be rotatable to a meshing position that meshes with a parking gear 108 fixed to the output shaft 24 of the automatic transmission 6, and a parking lock pole 106 that selectively locks the parking gear 108, and a parking lock. A parking rod 112 that is inserted into a taper member 110 that engages with the pole 106 and supports the taper member 110 at one end, and a spring 114 that is provided on the parking rod 112 and biases the taper member 110 in the small diameter direction. A detent plate 116 rotatably connected to the other end of the parking rod 112 and positioned at least at the P position by a moderation mechanism, and a shaft 118 fixed to the detent plate 116 and supported rotatably about one axis. And rotationally drive the shaft 118 A moving actuator 34, a rotary encoder 76 for detecting an operation amount of the electric actuator 34, that is, a rotation angle of the shaft 118, a detent spring 120 which gives moderation to rotation of the detent plate 116 and is fixed to each shift position, and a tip thereof. The engaging portion 122 is provided. Further, one end of a spool (valve) 126 of the manual valve 46 can be rotated around the pin 124 via the pin 124 and the shaft 118 and the pin 124 are connected to the detent plate 116. The spool 126 is slidable in the axial direction of the spool 126 as the shaft 118 rotates, that is, the shaft of the detent plate 116 rotates around the axis of the shaft 118. It has become.

The detent plate 116 is operatively connected to the drive shaft of the electric actuator 44 via the shaft 118, and is driven by the electric actuator 44 together with the parking rod 112, the detent spring 120, the engaging portion 122, and the like to switch the shift position. Function as a shift positioning member. The shaft 118, the detent plate 116, the parking rod 112, the detent spring 120, and the engaging portion 122 serve as a shift range switching mechanism. At the top of the detent plate 116, four recesses are formed between the pair of inner wall surfaces 128 and 130 (see FIG. 7) corresponding to the P position, R position, N position, and D position. The recess 132 located at the end of them corresponds to the P position. Further, the rotary encoder 45 supplies a pulse signal S _R to obtain a count value corresponding to the driving amount that is, the rotational amount of the electric actuator 44 (encoder count) to the electronic control unit 60.

FIG. 6 shows a state when the shift position is the P position. In this state, the parking lock pole 106 locks the parking gear 108 and the rotation of the drive shaft of the vehicle is prevented. From this state, when the shaft 118 by an electric actuator 44 which receives a command signal S _A for operation from the electronic control unit 60 is rotated in the direction of arrow C shown in FIG. 6, the parking rod 112 via the detent plate 116 6 is pushed in the direction of arrow A shown in FIG. 6, and the parking lock pole 106 is pushed down in the direction of arrow B shown in FIG. Is slid in the direction of arrow E shown in FIG.

  As the electric actuator 44 is operated, that is, with the rotation of the detent plate 116, the end of the four recesses (valleys) provided on the top of the detent plate 116 corresponding to the P position, R position, N position, and D position. The engaging portion 122 of the detent spring 120 located in the valley located at the P position concave portion 132 shown in FIG. 7 gets over the convex portion 134 and is located at one of the other valleys, ie, the non-P position 136 (see FIG. 7). Moved to. The engaging portion 122 is provided on the detent spring 120 so as to be rotatable about its axis. When the detent plate 116 rotates in the C direction until the engaging portion 122 reaches the non-P position 136, the parking lock pawl 106 is pushed down to a position where it does not mesh with the parking gear 108. As a result, the output shaft 24 and the drive wheels of the vehicle connected thereto are not mechanically fixed, and the shift position is switched to the non-P position 136. The oil passage of the manual valve 46 is switched by the spool 126 positioned at a position corresponding to the switched non-P position 136.

On the other hand, when the shaft 118 is rotated in the D direction by the electric actuator 44, the shift position is switched to the P position and the oil passage of the manual valve 46 is switched to a state corresponding to the parking range by the reverse operation. It has become. That is, the electric actuator 44 is controlled by the electronic control unit 60 in accordance with the lever position P _SH is output based on the operation of the shift lever 43, by the shaft 118 is rotated about the axis, through the detent plate 116 Thus, the spool (valve element) 126 of the manual valve 46 is mechanically moved in a straight line direction and positioned at four shift positions, that is, the D position, the R position, the N position, and the P position. The oil passage can be switched.

  In the vehicle in which the travel range is switched by driving the electric actuator 44 based on the operation of the shift lever 43, when the obstacle is detected on the traveling road surface, the electronic control device 60 It also functions as a vehicle shift device 140 that switches to a neutral range that cuts off the power transmission path. FIG. 8 is a functional block diagram illustrating a part of the control function of the electronic control device 60, that is, the main part of the control function of the vehicle shift device 140.

  In FIG. 8, an obstacle detection device abnormality determination unit 142 determines an abnormality of the front camera 86 or the rear camera 88 corresponding to the obstacle detection device in this embodiment, that is, a failure state such as disconnection. Specifically, for example, the determination is made based on the fact that predetermined captured image information in front of or behind the vehicle is not output from the front camera 86 or the rear camera 88.

  The obstacle determination means 144 is on the road surface in front of the traveling or stopped vehicle based on the result of performing predetermined image processing on the captured image information of the predetermined area in front of the vehicle supplied from the front camera 86. Determine if there are obstacles. Further, the obstacle determination unit 144 is based on the result of performing predetermined image processing on the captured image information of a predetermined area behind the vehicle supplied from the rear camera 88, and the road surface behind the vehicle that is running or stopped. Determine whether there are any obstacles on the top.

Driving range determining means 146, based on the pulse signal S _R corresponding to the drive amount namely the rotation of the electric actuator 44 which is output from the rotary encoder 45, the operating position of the current of the manual valve 46 i.e. determining the current driving range . For example, in this embodiment, it is determined whether the travel range is the forward travel range, the reverse travel range, the neutral range, or the parking range.

  The power transmission path releasing means 148 does not determine that there is an abnormality in the obstacle detection device by the obstacle detection device abnormality determination means 142, but determines that there is an obstacle by the obstacle determination means 144, and the travel range determination means 146. When it is determined that the current travel range is the forward travel range or the reverse travel range, the travel range of the vehicle is switched to the neutral range where the power transmission of the vehicle is interrupted.

  More specifically, the power transmission path releasing means 148 determines that there is an obstacle ahead of the vehicle by the obstacle determining means 144 and the traveling range determining means 146 determines that the current traveling range is the forward traveling range. In addition, the travel range of the vehicle is switched to the neutral range where the power transmission of the vehicle is interrupted. Further, the power transmission path releasing means 148 determines that there is an obstacle ahead of the vehicle by the obstacle determining means 144, and the traveling range determining means 146 determines that the current traveling range is not the forward traveling range. When a switching operation to a normal forward travel range that does not correspond to an operation is detected, the travel range of the vehicle is switched to a neutral range in which power transmission of the vehicle is interrupted.

  Further, the power transmission path release means 148 determines that there is an obstacle behind the vehicle by the obstacle determination means 144, and when the travel range determination means 146 determines that the current travel range is the reverse travel range, The travel range of the vehicle is switched to the neutral range where the power transmission of the vehicle is interrupted. Further, the power transmission path release means 148 determines that there is an obstacle behind the vehicle by the obstacle determination means 144, and determines that the current travel range is not the reverse travel range by the travel range determination means 146. When a switching operation to a normal reverse travel range that does not correspond to an operation is detected, the vehicle travel range is switched to a neutral range in which power transmission of the vehicle is interrupted.

  When the switch to the neutral range is executed, in order to notify that, for example, a warning light 90 provided in the vehicle is turned on to display a warning, and for example, a warning buzzer provided in the vehicle. 92 is activated and a warning sound is emitted. When the obstacle detection device abnormality determination unit 142 detects an abnormality in the obstacle detection device 142, the switching to the neutral range, that is, the power transmission path release unit 148 is not executed.

The special operation determination unit 150 determines whether or not a predetermined special operation of the predetermined shift lever 43 is performed when the obstacle determination unit 144 determines that there is an obstacle. In the present embodiment, the special operation means that the shift lever 43 is continuously operated at any one of the operation positions for a certain period of time. The presence / absence of the special operation is output from the lever position sensor 70. It is determined based on a signal indicating the lever position _PSH to be performed. The predetermined time is set in advance from a predetermined time of, for example, about 1 to 10 seconds, which is difficult to reach in an operation time in a normal operation generally performed for range switching, to about 3 seconds in this embodiment. ing.

  When it is determined by the special operation determining unit 150 that the special operation is performed, the travel range returning unit 152 designates the travel range switched to the neutral range by the power transmission path releasing unit 148 in the special operation determining unit 150. Return to the travel range specified. For example, the travel range return means 152 has a special operation in which the forward travel range is designated by the special operation determination means 150 when an obstacle is detected in front of the vehicle traveling forward or stopped in the forward travel range. If it is determined that the travel range switched to the neutral range is restored to the forward travel range, and if an obstacle is detected in the reverse travel range during reverse travel or when the vehicle is in reverse When it is determined by the operation determining means 150 that there is a special operation in which the reverse travel range is designated, the travel range switched to the neutral range is returned to the reverse travel range.

  FIGS. 9 and 10 are flowcharts for explaining a main part of the control operation of the vehicle shift device 140, which is a part of the control operation executed by the signal processing of the electronic control device 60. FIG. These flowcharts are routines for determining a countermeasure when an obstacle is detected while the vehicle is running or stopped, that is, a series of procedures. For example, each routine is performed every predetermined cycle of several milliseconds to several tens of milliseconds. It is executed repeatedly in parallel.

  First, FIG. 9 will be described. In FIG. 9, first, in a step (hereinafter, step is omitted) S1 corresponding to the obstacle detection device abnormality determination means 142, whether or not the front camera 86 as the obstacle detection device is abnormal, that is, whether or not it has failed. Is judged.

  If the determination in S1 is affirmative, this routine is terminated. If the determination is negative, in S2 corresponding to the obstacle determination means 144, a predetermined area in front of the vehicle supplied from the front camera 86 is determined. Based on the result of predetermined image processing performed on the captured image information, it is determined whether there is an obstacle on the road surface in front of the traveling or stopped vehicle.

If the determination in S2 is negative, this routine is terminated. If the determination is positive, the drive amount of the electric actuator 44 output from the rotary encoder 45 in S3 corresponding to the travel range determination unit 146. that on the basis of the pulse signal S _R corresponding to the amount of rotation, whether or not the current driving range is a forward travel range is determined.

  If the determination in S3 is negative, S6 and subsequent steps are executed. If the determination is positive, in S4 corresponding to the power transmission path releasing means 148, the warning lamp 90 provided in the vehicle is turned on. Warning display is performed, and a warning buzzer 92 provided in the vehicle is activated to generate a warning sound.

  Next, in S5 corresponding to the power transmission path releasing means 148, the travel range of the vehicle is switched to the neutral range that cuts off the power transmission of the vehicle, and this routine is terminated.

If the determination of step S3 is negative, then, at S6, on the basis of the lever position P _SH of the shift lever (shift operating member) 43, the presence or absence of the travel range switch operation to the forward driving range is determined.

If the determination in S6 is negative, this routine is terminated. If the determination is affirmative, in S7 corresponding to the special operation determination means 150, a lever that is output in response to the operation of the shift lever 43. Based on the signal indicating the position _PSH , the presence or absence of a preset special operation of the predetermined shift lever 43 is determined. The special operation in the present embodiment is that the shift lever 43 is continuously operated for a predetermined time or more.

  If the determination in S7 is negative, in S9 corresponding to the power transmission path releasing means 148, a warning lamp 90 provided in the vehicle is turned on to display a warning and a warning buzzer provided in the vehicle. 92 is activated and a warning sound is emitted.

  Next, in S10 corresponding to the power transmission path releasing means 148, the travel range of the vehicle is switched to the neutral range that cuts off the power transmission of the vehicle, and this routine is terminated.

  If the determination in S7 is affirmative, the travel range switched to the neutral range in S5 of this routine executed before the previous time in S8 corresponding to the travel range return means 152 is sent to the special operation determination means 150. The travel range designated in S7, that is, the forward travel range is restored.

  Next, FIG. 10 will be described. In FIG. 10, first, in a step (hereinafter, step is omitted) S11 corresponding to the obstacle detection device abnormality determination means 142, whether or not the rear camera 88 as the obstacle detection device is abnormal, that is, whether or not it has failed. Is judged.

  If the determination in S11 is affirmative, this routine is terminated. If the determination is negative, in S12 corresponding to the obstacle determination means 144, a predetermined area behind the vehicle supplied from the rear camera 88 is determined. Based on the result of the predetermined image processing performed on the captured image information, it is determined whether there is an obstacle on the road surface behind the running or stopped vehicle.

If the determination in S12 is negative, this routine is terminated. If the determination is positive, the drive amount of the electric actuator 44 output from the rotary encoder 45 in S13 corresponding to the travel range determination unit 146. that on the basis of the pulse signal S _R corresponding to the amount of rotation, whether or not the current driving range is the reverse driving range is determined.

  If the determination in S13 is negative, S16 and subsequent steps are executed. If the determination is positive, a warning lamp 90 provided in the vehicle is turned on in S14 corresponding to the power transmission path releasing means 148. Warning display is performed, and a warning buzzer 92 provided in the vehicle is activated to generate a warning sound.

  Next, in S15 corresponding to the power transmission path releasing means 148, the travel range of the vehicle is switched to the neutral range that cuts off the power transmission of the vehicle, and this routine is terminated.

If the determination at S13 is negative, in S16, based on the lever position P _SH of the shift lever (shift operating member) 43, the presence or absence of the travel range switch operation to the reverse drive range is judged.

If the determination in S16 is negative, this routine is terminated. If the determination is affirmative, in S17 corresponding to the special operation determination means 150, a lever that is output in response to the operation of the shift lever 43. Based on the signal indicating the position _PSH , the presence or absence of a preset special operation of the predetermined shift lever 43 is determined. The special operation in the present embodiment is that the shift lever 43 is continuously operated for a predetermined time or more.

  If the determination in S17 is negative, in S19 corresponding to the power transmission path releasing means 148, a warning light 90 provided in the vehicle is turned on to display a warning, and a warning buzzer 92 provided in the vehicle is provided. Is activated and a warning sound is emitted.

  Next, in S20 corresponding to the power transmission path releasing means 148, the travel range of the vehicle is switched to the neutral range that cuts off the power transmission of the vehicle, and this routine is terminated.

  If the determination in S17 is affirmative, the travel range switched to the neutral range in S15 of this routine executed before the previous time in S18 corresponding to the travel range return means 152 is sent to the special operation determination means 150. The travel range specified in S17, that is, the reverse travel range is restored.

  As described above, according to the vehicle shift device 140 of this embodiment, when the obstacle determination unit 144 determines that there is an obstacle, the presence or absence of a preset special operation of the predetermined shift lever 43 is determined. Special operation determining means 150, and when the special operation determining means 150 determines that there is a special operation, the special operation determining means 150 designates the travel range switched to the neutral range by the power transmission path releasing means 148. In the vehicle in which the travel range is switched via the electric actuator 44, the obstacle is detected and the power transmission is cut off. It is possible to select whether or not the vehicle can run according to the driver's intention. That is, since the vehicle is appropriately driven according to the situation, it is possible to further ensure safety.

  Further, according to the vehicle shift device 140 of the present embodiment, the travel range return means 152 moves forward by the special operation determination means 150 when an obstacle is detected in front of the vehicle traveling forward in the forward travel range. When it is determined that there is a special operation for which the travel range is specified, the travel range switched to the neutral range by the power transmission path releasing means 148 is returned to the forward travel range, or the reverse travel is performed in the reverse travel range. When it is determined by the special operation determining means 150 that there is a special operation in which the reverse travel range is designated when an obstacle is detected behind the vehicle inside, the power transmission path releasing means 148 switches to the neutral range. At least one of returning the travel range to the reverse travel range is executed. Therefore, in a vehicle whose travel range is switched via the electric actuator 44, whether or not the vehicle can be traveled is selected according to the driver's intention even when an obstacle is detected and power transmission is interrupted. Is possible.

  Further, according to the vehicle shift device 140 of the present embodiment, the special operation is a special operation different from a normal operation because the shift lever 43 is continuously operated for a predetermined time or more. Therefore, it is possible to reflect the driver's intention more accurately.

  Further, according to the vehicle shift device 140 of the present embodiment, a warning display and a warning sound notify that the switching to the neutral range by the power transmission path releasing means 148 when the obstacle is detected is executed. Since the warning light 90 and the warning buzzer 92 are included, it is surely notified to the driver that an obstacle has been detected, and thereby the driving range is forcibly changed. Judgment is possible.

  In addition, the vehicle shift device 140 according to the present embodiment includes the obstacle detection device abnormality determination unit 142 that detects abnormality of the front camera 86 and the rear camera 88 that are used for the detection of the obstacle. When the abnormality of the front camera 86 is detected by the apparatus abnormality determination unit 142, switching to the neutral range when an obstacle is detected in front of the vehicle is not executed, and an abnormality of the rear camera 88 is detected. In this case, since the switching to the neutral range is not executed when an obstacle is detected behind the vehicle, the driving range is not forcibly switched due to an erroneous detection. There is no state.

  Next, another embodiment of the present invention will be described. In the following description, portions that are the same as those in the above-described embodiment are denoted by the same reference numerals and description thereof is omitted.

In the present embodiment, the special operation determining unit 151 determines whether or not a predetermined special operation of the predetermined shift lever 43 is performed when the obstacle determination unit 144 determines that there is an obstacle, that is, the shift lever 43 is within a predetermined time. It determines based on a signal indicating the lever position P _SH outputted whether or not operated more than once from the lever position sensor 70. In this embodiment, for example, about 1 second is set in advance as the predetermined time.

  As described above, according to the vehicle shift device 141 of the present embodiment, the special operation is that the shift lever 43 is operated a plurality of times within a predetermined time set in advance, which is different from the normal operation. Since it is a special operation, the intention of the driver can be reflected more accurately.

  As mentioned above, although one Example of this invention was described in detail with reference to drawings, this invention is not limited to this Example, It can implement in another aspect.

  For example, in the above-described embodiment, the power transmission path release unit 148 determines that there is an obstacle ahead of the vehicle by the obstacle determination unit 144, and the travel range determination unit 146 determines that the current travel range is not the forward travel range. When it is determined and a switching operation to a normal forward travel range that does not correspond to the special operation is detected, the travel range of the vehicle is switched to the neutral range where the power transmission of the vehicle is interrupted. Instead of switching to the neutral range, the travel range at that time, for example, the reverse travel range may be maintained.

  Further, in the above-described embodiment, the power transmission path releasing unit 148 determines that there is an obstacle behind the vehicle by the obstacle determination unit 144, and the current travel range is not the rear travel range by the travel range determination unit 146. When it is determined and a switching operation to the normal reverse traveling range that does not correspond to the special operation is detected, the vehicle traveling range is switched to the neutral range in which the power transmission of the vehicle is interrupted. Instead of switching to the neutral range, the travel range at that time, for example, the forward travel range may be maintained.

  In addition, when the obstacle determination unit 144 determines that there is an obstacle behind the vehicle, and the travel range determination unit 146 determines that the current travel range is the reverse travel range, the travel range of the vehicle is changed to the vehicle travel range. Switch to the neutral range where power transmission is interrupted. Further, the obstacle determination means 144 determines that there is an obstacle behind the vehicle, and the travel range determination means 146 determines that the current travel range is not the reverse travel range, and normal reverse travel that does not correspond to a special operation described later. When the switching operation to the range is detected, the traveling range of the vehicle is switched to the neutral range where the power transmission of the vehicle is cut off.

  In the above-described embodiment, the vehicle is provided with a device for detecting obstacles ahead and behind the vehicle, that is, the front camera 86 and the rear camera 88, but only one of them may be provided. Accordingly, only one of the routines shown in FIGS. 9 and 10 may be executed in vehicle shift devices 140 and 141.

  In the above-described embodiment, the obstacle is detected based on the captured image information obtained from the front camera 86 and the rear camera 88 provided in the vehicle. However, the present invention is not limited to this. For example, sonar ( sonar), that is, a device that knows the distance and direction of an obstacle from the time it takes for it to return after being reflected by an obstacle, etc., or a radar, ie, an electromagnetic wave to the object Thus, various modes are possible, for example, an obstacle may be detected by using a device that clarifies the distance and direction to the object by measuring the reflected wave.

  In the above-described embodiment, the warning light 90 and the warning buzzer 92 are provided in the vehicle, but these are not necessarily required. In addition, various modes are possible, such as a voice generation device that reads a warning text in a voice or a display that displays a warning text.

  In the above-described embodiment, the actuator driven based on the operation of the shift lever 43 is an electric actuator. However, the actuator is not limited to this, and may be a hydraulic actuator, a pneumatic actuator, or the like.

  In the above-described embodiment, the shift lever 43 is disclosed as an example, and can be realized by other configurations. For example, a lever type such as an automatic return type or a switch type such as a paddle type or a push button type may be used. Moreover, the installation location is not limited to the side of the driver's seat, and may be provided, for example, on a steering wheel or the like in the vehicle.

  In the above-described embodiment, the engine 26 is provided as a drive source. However, the present invention is not limited to this. For example, the present invention is a hybrid vehicle such as THS in which an electric motor is provided in addition to the engine 26 and drive wheels are driven. May be.

  In the above-described embodiment, the stepped automatic transmission 10 as the automatic transmission is used. However, for example, a manual transmission, a continuously variable transmission (CVT), and an electric motor such as THS are included. Even if a hybrid type or other types of power transmission devices such as those without a speed change mechanism provided with an electric motor are provided, the present invention is applied as long as the traveling range is switched by the electric actuator 44. obtain. Also, when the stepped automatic transmission 10 is provided, the structure of the automatic transmission is not limited to that of the above-described embodiment, and the number of planetary gear units and the number of shift stages, and the number of clutches C and brakes B There is no particular limitation on which element of the planetary gear device the number is selectively connected to.

  It should be noted that the above description is merely an embodiment, and other examples are not illustrated. However, the present invention is implemented in variously modified and improved modes based on the knowledge of those skilled in the art without departing from the gist of the present invention. Can do.

1 is a skeleton diagram illustrating a configuration of an automatic transmission for a vehicle to which the present invention is applied. 2 is an operation table illustrating combinations of operations of friction engagement devices (engagement elements) when a plurality of gear stages (shift stages) are established in the automatic transmission of FIG. 1. FIG. 2 is a circuit diagram relating to a linear solenoid valve or the like for controlling the operation of each hydraulic actuator for clutch and brake of the automatic transmission of FIG. FIG. 2 is a block diagram illustrating a main part of a control system provided in the vehicle for controlling the automatic transmission of FIG. 1 and the like. It is a figure which shows the operation pattern of the shift lever of FIG. It is a figure which shows the structure of the shift control mechanism provided in the automatic transmission of FIG. It is a figure explaining the detent plate of the shift control mechanism of FIG. Part of the control function of the electronic control device of FIG. 4, that is, the main part of the control function of the vehicle shift device that switches to the neutral range when an obstacle is detected in the vehicle whose travel range is switched via the electric actuator It is a functional block diagram explaining these. FIG. 5 is a flowchart illustrating a part of a control operation executed by signal processing of the electronic control device of FIG. 4 and explaining a main part of the control operation of the vehicle shift device. FIG. 5 is a flowchart illustrating a part of a control operation executed by signal processing of the electronic control device of FIG. 4 and explaining a main part of the control operation of the vehicle shift device.

Explanation of symbols

10: Automatic transmission 43: Shift lever (shift operation body)
44: Electric actuator 86: Front camera (obstacle detection device)
88: Rear camera (obstacle detection device)
90: Warning light (alarm)
92: Warning buzzer (alarm)
140, 141: Vehicle shift device 142: Obstacle detection device abnormality determination means 144: Obstacle determination means 146: Travel range determination means 148: Power transmission path release means 150, 151 1: Special operation determination means 152: Travel range return means

Claims (5)

In a vehicle in which the travel range is switched by driving an actuator based on the operation of the shift operating body, when an obstacle is detected on the traveling road surface, the neutral range that blocks the power transmission path of the vehicle A vehicle shift device for switching to
Special operation determination means for determining the presence or absence of a preset special operation of a predetermined shift operation body when the obstacle is detected;
The special operation when it is determined that there is a special operation by the determining means, and a driving range restoring means for returning from the neutral range to the driving range specified by the special operation, seen including,
The travel range return means is determined to have a special operation in which the travel range is designated by the special operation determination means when an obstacle is detected in the traveling direction of the vehicle traveling in the travel range. In the case, the vehicular shift device is for returning from the neutral range to the travel range . The vehicular shift device according to claim 1 , wherein the special operation is that the shift operating body is operated for a predetermined time or more. The vehicular shift device according to claim 1 , wherein the special operation is that the shift operation body is operated a plurality of times within a predetermined time set in advance. The vehicular shift device according to any one of claims 1 to 3 , further comprising a warning device and / or a warning sound for notifying that switching to the neutral range when the obstacle is detected is performed. Including obstacle detection device abnormality determination means for detecting an abnormality of the obstacle detection device used for the detection of the obstacle,
The vehicular shift device according to any one of claims 1 to 4 , wherein when the obstacle detection device abnormality is detected by the obstacle detection device abnormality determination means, switching to the neutral range is not performed.

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