JP6164254B2 - Power transmission device for vehicle - Google Patents

Description

  The present invention relates to a vehicle power transmission device, and more particularly to a technique for restricting switching to an R range when a DR operation for selecting the R range is performed by a shift lever during traveling in the D range. is there.

  (a) an automatic transmission mechanism capable of establishing a plurality of power transmission states by electric control; and (b) a forward driving D range and a reverse driving R range by being moved to a plurality of operation positions. A shift lever that can selectively request any one of a plurality of control ranges including (c) a control range corresponding to the requested range selected by the shift lever is established. 2. Description of the Related Art A so-called SBW (shift-by-wire) type vehicle power transmission device having a range switching control unit that electrically controls the automatic transmission mechanism is known. The device described in Patent Document 1 is an example thereof. (D) During a DR operation in which the shift lever is moved to an operation position for selecting the R range during traveling in the D range, A DR switching restriction unit that prohibits switching to the R range is provided. In other words, if it is switched to the R range due to an erroneous operation during forward travel, an excessive load may be applied to the power transmission system. Switching to the R range is prohibited until the vehicle speed becomes lower than the vehicle speed.

JP-A-6-17922

  However, even if the vehicle speed is relatively low, if the vehicle is switched to the R range by an erroneous operation, the vehicle may move backward against the driver's intention when re-starting. That is, when the vehicle is moving forward with the hand on the shift lever and sudden braking is performed to avoid danger, the shift lever is unconsciously moved to the R range selection operation position due to a change in the driver's posture. Sometimes it was moved.

  The present invention has been made in the background of the above circumstances, and an object thereof is to prevent switching to the R range due to an erroneous DR operation caused by sudden braking.

  In order to achieve such an object, the first invention includes (a) an automatic transmission mechanism capable of establishing a plurality of power transmission states by electric control, and (b) being moved to a plurality of operation positions. A shift lever capable of selectively selecting one of a plurality of control ranges including a D range for forward travel and an R range for reverse travel; and (c) a request selected by the shift lever. A range switching control unit that electrically controls the automatic transmission mechanism so as to establish a control range corresponding to the range; and (d) the shift lever selects the R range during traveling in the D range. In a vehicle power transmission device having a DR switching limiting unit that prohibits switching to the R range under certain conditions during a DR operation that is moved to the operating position, (e) the DR switching limiting unit includes: car When the deceleration is larger than a predetermined determination value A and the DR operation required time required for the shift lever moving operation during the DR operation is shorter than the predetermined determination value B, the R range Switching to is prohibited.

  According to a second aspect of the present invention, in the power transmission device for a vehicle according to the first aspect, the DR switching restriction unit has a vehicle deceleration larger than the determination value A, the DR operation required time is shorter than the determination value B, and Further, when the vehicle speed is equal to or higher than a predetermined determination value C2, switching to the R range is prohibited.

  According to a third aspect of the present invention, in the vehicle power transmission device according to the second aspect, the DR switching restricting portion is a predetermined determination that the vehicle speed is higher than the determination value C2 even when the vehicle deceleration is equal to or less than the determination value A. When the value is equal to or greater than C1, switching to the R range is prohibited.

  A fourth aspect of the present invention is the vehicle power transmission device according to any one of the first to third aspects of the present invention, wherein the shift lever is a momentary type that automatically returns to a predetermined home position when the operating force is released. It is characterized by being.

  5th invention is the power transmission device for vehicles of 1st invention, (a) The said shift lever is a momentary type which is automatically returned to a predetermined home position, when an operation force is cancelled | released, (b) The DR switching limiting unit is an operation in which the vehicle deceleration is larger than the determination value A, the DR operation required time is shorter than the determination value B, and the shift lever selects the R range during the DR operation. When the R holding time held at the position is equal to or less than a predetermined determination value D2, switching to the R range is prohibited.

  A sixth aspect of the present invention is the vehicle power transmission device according to the fifth aspect of the present invention, wherein the DR switching restricting portion is predetermined in advance even if the vehicle deceleration is equal to or less than the determination value A, the R holding time is shorter than the determination value D2. When it is less than or equal to the determined value D1, switching to the R range is prohibited.

  In such a vehicle power transmission device, even when a DR operation for selecting the R range is performed by the shift lever while the vehicle is traveling in the D range, the vehicle deceleration is a sudden deceleration that is greater than the determination value A. In addition, since switching to the R range is prohibited when the time required for the DR operation is short, switching to the R range is performed according to an erroneous operation resulting from a change in the driver's posture during sudden braking, and the driver's intention is In contrast, the vehicle is prevented from moving backward. If it is a requirement to prohibit switching to the R range only when the vehicle deceleration is greater than the judgment value A, switching to the R range cannot be performed when the driver intentionally switches to the R range during sudden deceleration. Therefore, the driver may feel uncomfortable. Therefore, it is a requirement that not only the rapid deceleration but also the DR operation required time is short, and it is possible to appropriately determine whether or not an erroneous operation is caused by a change in posture during sudden braking. That is, the vehicle tries to stop at the time of sudden braking from the state where the hand is placed on the shift lever, but the body (shift lever placing hand) tries to move forward, so it is generally defined on the front side of the vehicle. There is a possibility that the shift lever may be erroneously operated unintentionally to the selection operation position of the R range. For example, in the case of a momentary type shift lever, it is originally necessary to operate in two stages (from the home position via the N range selection operation position to the R range selection operation position), but during sudden deceleration, the DR operation is performed at once. The operation time will not be long.

  The second invention further determines whether or not the operation is erroneous in consideration of the vehicle speed, and it is highly possible that the DR operation was performed at the driver's intention at a low vehicle speed at which the vehicle speed sufficiently decreased even during sudden braking. Therefore, when the vehicle speed is equal to or higher than a predetermined determination value C2, switching to the R range is prohibited, and it matches the driver's intention while restricting switching to the R range due to an erroneous operation. Range switching control is performed.

  In the third aspect of the invention, even when the vehicle deceleration is equal to or less than the determination value A, there is a high possibility of an erroneous operation when the vehicle speed is relatively high, and an excessive load is applied to the power transmission system even if the vehicle speed is not high. The switching to the R range is prohibited when the judgment value C1 is higher than the value C2, and the switching to the R range due to an erroneous operation other than during sudden braking is appropriately performed as in the prior art. Is prevented.

  In the fourth aspect of the invention, when a momentary type shift lever is used, the shift lever is automatically returned to the home position even when it is switched to the R range by an erroneous operation. If the operation to the R range selection operation position is not recognized, that is, it has been switched to the R range, and if the shift lever holding time at the R range selection operation position is short, for example, the R range selection operation There are cases where the driver cannot recognize the operation to the position, and there is a high possibility that the vehicle will be moved backward against the driver's intention. For this reason, as described in the first to third inventions, switching to the R range due to an erroneous operation is prohibited, thereby further preventing the vehicle from moving backward against the driver's intention. Remarkably obtained.

  The fifth invention is a case where a momentary type shift lever is used as in the fourth invention. Compared to the first invention, the R holding time during the DR operation is further taken into consideration to determine whether or not the operation is erroneous. To do. In other words, during sudden braking from a state where a hand is placed on the shift lever, there is a possibility that the DR operation will be performed unintentionally. In such a situation, the driver generally releases his / her hand immediately from the shift lever. In response to the situation, when the vehicle is still moving forward while suddenly decelerating, if the DR operation is intended, hold the shift lever at the R range selection operation position for a relatively long time. Assumes that Therefore, if the R holding time is long, it is determined that the DR operation is likely to be performed by the driver's intention, and switching to the R range is prohibited when the R holding time is equal to or less than a predetermined determination value D2. Thus, it is possible to more appropriately determine an erroneous operation caused by a change in posture during sudden braking.

  In the sixth aspect of the invention, even when the vehicle deceleration is equal to or less than the determination value A, there is a high possibility of an erroneous operation when the R retention time is short. Therefore, the R retention time is shorter than the determination value D1 that is shorter than the determination value D2. Sometimes switching to the R range is prohibited, and switching to the R range due to an erroneous operation other than during sudden braking is also appropriately prevented.

1 is a schematic configuration diagram illustrating a vehicle power transmission device according to an embodiment of the present invention. 2 is a flowchart for specifically explaining the operation of a DR switching restriction unit in FIG. 1. It is a figure which compares and demonstrates the determination values C1 and C2 regarding the vehicle speed of FIG.

  The present invention can be applied to various vehicle power transmission devices such as an engine-driven vehicle including an engine as a driving force source, an electric vehicle including an electric motor, or a hybrid vehicle including both. The automatic transmission mechanism can electrically establish at least a D range capable of forward traveling and an R range capable of backward traveling as a plurality of power transmission states, but may have an N range that interrupts power transmission. desirable. Control ranges such as the R range and D range may be established mechanically by engaging or releasing a friction clutch or brake, or may be established by electrical control such as forward rotation or reverse rotation of the motor. .

  The present invention is particularly effective when a momentary type shift lever is used. However, the present invention is applicable to a plurality of operation positions such as a D range selection operation position for selecting the D range and an R range selection operation position for selecting the R range. It is also possible to use a shift lever of a type that is moved and is positioned and held at a plurality of operation positions by a moderation mechanism or the like. In the case of a shift lever held at each operation position, the DR operation is a movement operation from the D range selection operation position to the R range selection operation position. In the case of a momentary type shift lever, traveling in the D range. In the DR operation, the shift lever is moved from the home position to the R range selection operation position. In the case of having a B range where the engine brake acts as a range for forward traveling, or an M range where a plurality of forward gears can be switched manually, these B range and M range are also a kind of D range. .

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a schematic diagram illustrating a vehicular power transmission device 10 to which the present invention is applied. The vehicular power transmission device 10 mainly includes an automatic transmission mechanism 16, an electronic control device 30, and a shift lever 40. It is configured. Driving power is transmitted to the automatic transmission mechanism 16 from the engine 12 that is a driving power source for traveling. The power is switched to a plurality of power transmission states, and the left and right sides of the differential device 18 pass through a pair of axles 20. Output to the drive wheel 22.

  The automatic transmission mechanism 16 can switch a plurality of power transmission states by electric control, and is a stepped transmission such as a planetary gear type or a twin-shaft type, a continuously variable transmission such as a belt type, or a planetary gear device. And an electric differential mechanism (a continuously variable transmission mechanism) having a motor generator. In the case of a continuously variable transmission, a forward / reverse switching device such as a planetary gear type is provided in series. In any case, as a plurality of power transmission states, an N (neutral) range that interrupts power transmission, a D (drive) range that allows forward travel, and a gear ratio (gear stage, etc.) manually operated during forward travel An M (manual) range that can be changed stepwise and an R (reverse) range that allows reverse travel can be established. In the D range, for example, the gear ratio (gear stage, etc.) is automatically changed based on the required output such as the accelerator operation amount and the vehicle speed. (Gear stage, etc.) is changed step by step.

  The electronic control unit 30 functions as a controller for controlling the automatic transmission mechanism 16 and includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. A range switching control unit 32 that performs switching control is provided. The electronic control device 30 is supplied with a signal representing the operation position Psh of the shift lever 40 from the operation position sensor 42 and also with an ON signal of a P (parking) switch 44, as well as an accelerator operation amount sensor 50, From the engine rotation speed sensor 52, the output rotation speed sensor 54, and the brake switch 56, the accelerator operation amount Acc, which is the operation amount of the accelerator pedal, the rotation speed (engine rotation speed) NE of the engine 12, and the rotation of the output gear of the automatic transmission mechanism 16 Various signals necessary for control are supplied, such as a signal indicating the speed (output rotation speed) Nout and a brake pedal depression operation Br.

  The shift lever 40 and the P switch 44 are operated by the driver, and are disposed near the driver's seat such as the driver's seat or the instrument panel, and can travel with the P (parking) range for parking the vehicle. This corresponds to a range selection member that can selectively request any one of a plurality of control ranges including a travel range. The range switching control unit 32 electrically controls the power transmission state of the automatic transmission mechanism 16 so as to establish the corresponding control range according to the requested range selected by the shift lever 40 or the P switch 44. . That is, the vehicle power transmission device 10 of the present embodiment controls the automatic transmission mechanism 16 by the so-called SBW method.

  The shift lever 40 has R position, N position, D position, and M position as selectable operation positions Psh. The shift lever 40 is selectively moved to these operation positions Psh and the operation force is released. When this is done, it is a momentary type that is automatically returned to the H (home) position by a spring or the like. In the operation position pattern of the shift lever 40 shown in FIG. 1, the upper side of the figure is the vehicle front side, the R position is provided in front of the vehicle with respect to the H position and N position, and the vehicle rear side with respect to the H position and N position. A D position and an M position are provided.

  The R position is a position that requires the R range. When the shift lever 40 is operated to the R position, the automatic transmission mechanism 16 is switched to the R range by the range switching control unit 32. The N position is a position that requires the N range. When the shift lever 40 is operated to the N position, the automatic transmission mechanism 16 is switched to the N range by the range switching control unit 32. The D position is a position that requires the D range. When the shift lever 40 is operated to the D position, the automatic transmission mechanism 16 is switched to the D range by the range switching control unit 32. The M position is a position that requires the M range and can be selected on the assumption that it is the D range. When the shift lever 40 is operated to the M position during traveling in the D range, the range switching control unit 32 automatically The transmission mechanism 16 is switched to the M range. The operation position sensor 42 includes ON-OFF switches disposed at the R position, the N position, the D position, the M position, and the H position, and the shift lever 40 has the R position, It is possible to detect that the operation has been performed to any one of the N position, the D position, and the M position or returned to the H position.

  The P switch 44 is a push button switch that automatically returns to an OFF state by a spring or the like, and outputs an ON signal to the electronic control unit 30 every time it is pushed by the driver. The P switch 44 is used to select a parking P (parking) range as a control range. When the P range is requested, the automatic transmission mechanism 16 is switched to the N range by the range switching control unit 32. A parking lock device (not shown) is activated to mechanically lock the output gear so that it cannot rotate.

  The range switching control unit 32 also includes a DR switching limiting unit 34 that prohibits switching to the R range under certain conditions during a DR operation in which the shift lever 40 is moved to the R position during traveling in the D range. The signal processing is executed according to the flowchart of FIG. The range switching control unit 32 corresponds to a range switching control unit, and the DR switching limiting unit 34 corresponds to a DR switching limiting unit. Even during traveling in the M range, the switching to the R range is prohibited under certain conditions by the DR switching restriction unit 34 as in the case of the D range, and the M range can be continued. .

  In step S1 in FIG. 2, a signal indicating the operation position Psh of the operation position sensor 42, specifically, whether or not a DR operation in which the shift lever 40 is operated to the R position during traveling in the D range is performed. The determination is made based on the ON signal of the ON-OFF switch arranged at the R position, and if the DR operation is performed, step S2 and subsequent steps are executed. In step S2, it is determined whether or not the vehicle deceleration is greater than a predetermined determination value A and the brake is depressed when the brake pedal is depressed, in other words, whether or not the brake is sudden. The vehicle deceleration is a deceleration of the vehicle speed V corresponding to the output rotation speed Nout, and can be calculated based on a change in the output rotation speed Nout. For example, when the driver is driving with the hand placed on the shift lever 40 and sudden braking is performed to avoid danger, the determination value A is unconscious due to a change in the driver's posture. A constant value is determined in advance at such a deceleration that the shift lever 40 is moved to the R position. The shift lever 40 according to this embodiment has an R position on the front side of the vehicle and needs to be moved leftward. However, the shift lever 40 unconsciously moves when the posture is turned forward during sudden braking. 40 may be moved from the N position to the R position. Whether or not the brake is ON can be determined based on a signal indicating the stepping operation Br detected by the brake switch 56. In addition, you may make it determine whether it is a sudden brake only by vehicle deceleration, without determining whether it is brake ON.

  If the determination in step S2 is YES (affirmative), that is, if the brake is sudden, step S5 is executed, and if the brake is not sudden (NO), step S3 is executed. In step S3, whether or not the vehicle speed V is lower than a predetermined determination value C1, and the R holding time during which the shift lever 40 is held at the R position during the DR operation is longer than a predetermined determination value D1. Judging. The determination value C1 is a vehicle speed V at which an excessive load is not applied to the automatic transmission mechanism 16 or the like, and a predetermined value is determined in advance. The R holding time is obtained based on a signal representing the operation position Psh of the operation position sensor 42, and is specifically the duration of the ON signal of the ON-OFF switch arranged at the R position. The determination value D1 is a time sufficiently shorter than the R holding time during the normal DR operation intentionally performed by the driver, and a very short fixed time such as when the shift lever 40 is unintentionally touched. Predetermined. If the determination in step S3 is YES, that is, the vehicle is intentionally moved to the R position at a low vehicle speed that does not cause an excessive load on the automatic transmission mechanism 16 or the like by switching to the R range. If the possibility is high, in step S4, DR switching for switching from the D range to the R range is executed. If the determination in step S3 is NO, that is, if the vehicle speed V is equal to or higher than the determination value C1 or the R holding time is equal to or lower than the determination value D1, switching to the R range is prohibited in step S7 and the D range is continued. To do.

  In step S5 executed when the determination in step S2 is YES, that is, in the case of sudden braking, whether or not the DR operation time required for the movement operation of the shift lever 40 during the DR operation is shorter than a predetermined determination value B. Determine whether. The time required for the DR operation can be calculated based on a signal representing the operation position Psh of the operation position sensor 42. Specifically, the ON-OFF switch arranged at the H position is turned off after the ON-OFF switch arranged at the H position is turned off. -The elapsed time until the OFF switch is turned on. The determination value B is longer than the required time when the driver is unconsciously moved to the R position due to a change in posture due to sudden braking, and is generally used when the driver intentionally moves from the H position to the R position. This time is shorter than the required time, and a predetermined value is determined in advance. If the DR operation required time is shorter than the determination value B, it is determined that there is a high possibility of an erroneous operation during sudden braking, and step S6 is executed. S3 and subsequent steps are executed.

  When the determination in step S5 is YES, that is, in step S6, which is executed when there is a high possibility of an erroneous operation during sudden braking, the vehicle speed V is lower than a predetermined determination value C2, and the shift is performed during the DR operation. It is determined whether or not the R holding time during which the lever 40 is held at the R position is longer than a predetermined determination value D2. The determination value C2 is a vehicle speed at which there is a high possibility that the driver has intentionally moved to the R position, and is a vehicle speed that is sufficiently lower than the determination value C1 in step S3, and a predetermined value is determined in advance. The determination value D2 is a time when there is a high possibility that the driver has intentionally moved to the R position, and is a time longer than the determination value D1 in step S3, and a predetermined value is determined in advance. If the determination in step S6 is YES, that is, if there is a high possibility that the driver has intentionally moved to the R position for both the vehicle speed V and the R holding time, in step S8 the R range is set to R. DR switching to the range is executed, but if the determination in step S6 is NO, that is, if the vehicle speed V is equal to or higher than the determination value C2, or the R holding time is equal to or lower than the determination value D2, switching to the R range is performed in step S7. Is prohibited and the D range is continued. Since the driver may have intentionally performed the DR operation, if switching to the R range was prohibited in step S7, the DR switching was not performed due to, for example, a reject buzzer sound or meter display. It is desirable to inform the driver.

  FIG. 3 is a diagram showing the comparison between the determination values C1 and C2 relating to the vehicle speed V. When there is a high possibility of an erroneous operation during sudden braking (the determination in step S5 is YES), the determination value C1 is equal to or higher than the determination value C2. DR switching is prohibited in a relatively wide vehicle speed range, and DR switching is allowed in a narrow vehicle speed range lower than the determination value C2. The change graph of the vehicle speed V indicated by the solid line in FIG. 3 is for a sudden braking, and switching to the R range is prohibited when a DR operation is performed at a determination value C2 or higher. On the other hand, if it is not during sudden braking (determination in step S2 is YES), or even during sudden braking, the time required for DR operation is long and the possibility of erroneous operation is low (determination in step S5 is NO). DR switching is prohibited in a vehicle speed range that is higher than determination value C2 and higher than determination value C1, and DR switching is allowed in a relatively wide vehicle speed range that is lower than determination value C1. This determination value C1 is approximately the same as the conventional DR switching prohibited vehicle speed.

  As described above, in the vehicle power transmission device 10 of the present embodiment, the vehicle deceleration is larger than the determination value A even if the DR operation for operating the shift lever 40 to the R position is performed during traveling in the D range. If the vehicle speed V is equal to or higher than the determination value C2 or the R holding time is equal to or lower than the determination value D2 at the time of sudden deceleration and the DR operation required time is short, switching to the R range is prohibited in step S7. Range continues. For this reason, it is switched to the R range in accordance with an erroneous operation resulting from a change in the driver's posture during sudden braking, and the vehicle is prevented from retreating against the driver's intention when re-starting. If it is a requirement to prohibit switching to the R range only when the vehicle deceleration is greater than the judgment value A, switching to the R range cannot be performed when the driver intentionally switches to the R range during sudden deceleration. Therefore, the driver may feel uncomfortable. Therefore, it is a requirement that not only the rapid deceleration but also the DR operation required time is short, and it is possible to appropriately determine whether or not an erroneous operation is caused by a change in posture during sudden braking. In other words, the vehicle tries to stop during a sudden braking from the state where the hand is placed on the shift lever 40, but the body (shift lever holder) tries to move forward, so it is determined on the front side of the vehicle. There is a possibility that the shift lever 40 may be erroneously operated unintentionally to the R position. In the case of the momentary type shift lever 40, it is originally necessary to operate in two stages (from the H position to the R position via the N position), but since the DR operation is performed at a sudden speed, the operation time does not become long.

  Further, even at the time of sudden braking, at a low vehicle speed at which the vehicle speed V is sufficiently reduced, there is a high possibility that the driver has intentionally performed a DR operation. If the determination value is equal to or greater than the determination value C2, switching to the R range is prohibited in step S7. Therefore, range switching control that matches the driver's intention is performed while restricting switching to the R range due to an erroneous operation. Will come to be.

  Further, even when the vehicle deceleration is equal to or less than the determination value A, there is a high possibility of an erroneous operation when the vehicle speed V is relatively high, and an excessive load is applied to the power transmission system even if it is not an erroneous operation. In S3, it is determined whether or not the vehicle speed V is higher than a determination value C1, which is higher than the determination value C2. When the vehicle speed V is higher than the determination value C1, switching to the R range is prohibited in step S7. Switching to the R range is also appropriately prevented as in the prior art.

  In this embodiment, a momentary type shift lever 40 is used, and even if the shift lever 40 is automatically returned to the H position even if it is switched to the R range due to an operation error, the shift lever 40 is returned to the H position. If it is not possible to recognize that the lever 40 has been operated to the R position, that is, it has been switched to the R range, and if the holding time of the shift lever 40 at the R position is short, the operation to the R position is performed by the driver. May not be recognized, and there is a high possibility that the vehicle will be moved backward against the driver's intention. For this reason, when the possibility of erroneous operation of the shift lever 40 is high, switching to the R range is prohibited in step S7, thereby preventing the vehicle from moving backward against the driver's intention. Is more remarkably obtained.

  In addition, if the momentary shift lever 40 is held at the R position during the DR operation and the R holding time is long, there is a high possibility that the DR operation was performed by the driver's intention. It is determined whether or not the holding time is equal to or less than the determination value D2. If the determination time is equal to or less than the determination value D2, switching to the R range is prohibited in step S7, and an erroneous operation due to a change in posture during sudden braking is performed. Can be judged more appropriately. That is, during sudden braking from a state where the hand is placed on the shift lever 40, there is a possibility that the DR operation will be performed unintentionally. In such a scene, the driver generally releases his hand from the shift lever 40 immediately. In contrast, when the vehicle is still moving forward at the time of sudden deceleration, the shift lever 40 is held at the R position for a relatively long time when the DR operation is intended. Assumes that

  Even when the vehicle deceleration is equal to or less than the determination value A, there is a high possibility of an erroneous operation when the R holding time is short. However, in this embodiment, whether the R holding time is shorter than the determination value D1 or less in step S3. When the determination value is equal to or less than the determination value D1, switching to the R range is prohibited in step S7. Therefore, switching to the R range due to an erroneous operation other than during sudden braking is also appropriately prevented.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  10: Vehicle power transmission device 16: Automatic transmission mechanism 30: Electronic control device 32: Range switching control unit 34: DR switching limiting unit 40: Shift lever

Claims (6)

An automatic transmission mechanism capable of establishing a plurality of power transmission states by electric control;
A shift lever capable of selectively selecting and requesting one of a plurality of control ranges including a D range for forward travel and an R range for reverse travel by being moved to a plurality of operation positions; ,
A range switching control unit for electrically controlling the automatic transmission mechanism so as to establish a control range corresponding to the requested range selected by the shift lever;
A DR switching limiting unit that prohibits switching to the R range under certain conditions during a DR operation in which the shift lever is moved to an operation position for selecting the R range while traveling in the D range;
In the vehicle power transmission device having
The DR switching restriction unit has a vehicle deceleration greater than a predetermined determination value A, and a DR operation time required for the shift operation of the shift lever during the DR operation is based on a predetermined determination value B. If it is too short, switching to the R range is prohibited. The DR switching restricting unit is configured such that when the vehicle deceleration is larger than the determination value A, the DR operation required time is shorter than the determination value B, and the vehicle speed is equal to or higher than a predetermined determination value C2. The vehicular power transmission device according to claim 1, wherein switching to the R range is prohibited. The DR switching restriction unit prohibits switching to the R range when the vehicle speed is equal to or higher than a predetermined determination value C1 higher than the determination value C2 even when the vehicle deceleration is equal to or lower than the determination value A. The power transmission device for a vehicle according to claim 2. The power transmission for a vehicle according to any one of claims 1 to 3, wherein the shift lever is a momentary type that automatically returns to a predetermined home position when the operating force is released. apparatus. The shift lever is a momentary type that automatically returns to a predetermined home position when the operating force is released,
The DR switching limiting unit is an operation in which the vehicle deceleration is larger than the determination value A, the DR operation required time is shorter than the determination value B, and the shift lever selects the R range during the DR operation. The vehicular power transmission device according to claim 1, wherein switching to the R range is prohibited when the R holding time held at the position is equal to or less than a predetermined determination value D2. The DR switching restricting unit switches to the R range when the R holding time is shorter than a predetermined determination value D1 shorter than the determination value D2 even when the vehicle deceleration is equal to or lower than the determination value A. The vehicle power transmission device according to claim 5, wherein the vehicle power transmission device is prohibited.

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