JPH03157229A - Operation device of automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To improve operation performance of speed change operation, while preventing after operation by forming a speed change operation means out of a stroke contact type switch that can be mounted on the side surface of a steering column, and by specifying the position of a finger operation part of the switch to be arranged. CONSTITUTION:An automatic transmission for car is provided with an actuator that drives a hydraulic valve for changing-over running ranges, and the actuator is controlled according to a range change-over command given by a speed change operating means. The speed change operating means is composed of an operation switch 18 that is mounted on the side surface of a steering column 58. The operation switch 18 is comprising a switch main body 66 that can stroke-move in a moving route for which each range of P, R, N, D, 2, 1 is determined in order, as well as a finger operation part 68, which is provided in such a way that an R range is set at a position stopped in a range that ends at the inner part of a vertical line that touches the outer circumference of the switch main body 66.

Description

Detailed Description of the Invention [Industrial Application Field] The present invention provides an actuator for driving a hydraulic valve for switching the travel range of an automatic transmission, a control means for controlling the actuator, and a range control device for the control means. The present invention relates to an operating device for an automatic transmission for a vehicle, including a shift operating means that outputs a switching command.

[Prior Art] Conventionally, operating devices for automatic transmissions for vehicles have been set to be directly mechanically connected to a hydraulic valve for switching the driving range of the automatic transmission, and to be moved by the driver's hand. The vehicle is equipped with a select lever as a gear shift operating means, and by moving this select lever to the desired driving range position, the driver changes the valve position of the hydraulic valve and switches the desired driving range. It is set as follows.

In such a manual operation device, the select lever may be a floor type that is disposed between a driver's seat and a passenger seat, or a column type that is disposed on a steering column.

[Problem to be Solved by the Invention] Here, in such a conventional automatic transmission operating device, when switching the driving range, the driver takes his hands off the steering wheel and grips the select lever again. , will work to move this. On the other hand, when changing the shift position of a manual transmission, similarly,
The driver must take his hands off the steering wheel and grip the shift lever again.

In this way, whether it is an automatic transmission or a manual transmission, in a conventional transmission, the speed change operation (the driving range switching operation in an automatic transmission, and the shift position change in a manual transmission) In order to perform a switching operation, one must take one hand off the steering wheel and re-grip the select lever or shift lever. During that time, the steering wheel is held with one hand, that is, the vehicle is operated with one hand. This is not desirable from a safety standpoint.

In addition, when the forward range is set and the vehicle is moving forward, for example, due to sudden deceleration or sudden braking, a part of the driver's body may inadvertently touch the operation switch, causing the reverse range to be set incorrectly. If a situation occurs in which the setting is switched, the drive wheels will lock and the vehicle will slip, making it impossible to control the vehicle, which is undesirable.

This invention has been made in view of the above-mentioned problems, and an object of the invention is to provide an operating device for an automatic transmission for a vehicle that can safely drive a vehicle while preventing erroneous operation when changing gears. It is to provide.

[Means for Solving the Problems] In order to solve the above-mentioned problems and achieve the objectives, an operating device for a vehicle automatic transmission according to the present invention drives a hydraulic valve for switching the travel range of the automatic transmission. An operating device for an automatic transmission for a vehicle, comprising an actuator for controlling the actuator, a control means for controlling the actuator, and a shift operation means for outputting a range switching command to the control means, wherein the shift operation means includes a rotary operation switch. This operation switch is integrally formed with a switch body rotatably disposed on the side of the steering column and a switch body that protrudes outward from the switch body, so that it can be operated while keeping your hands on the steering wheel. In this state, the switch is equipped with a finger operation section that is operated to switch at least the forward travel range with the right of the hand, and the finger operation section is stopped within a range that terminates inward from a vertical line that touches the outer periphery of the switch body. The feature is that the reverse range can be set depending on the position.

Further, the operating switch of the operating device for an automatic transmission for a vehicle according to the present invention may stop within a range that terminates outward from a vertical line on the steering handle side among two vertical lines touching the outer periphery of the switch body. The feature is that the neutral range and forward travel range can be set at the - position.

[Function] As described above, the automatic variable continuous shooting operation device for a vehicle according to the present invention is configured, so that when the car suddenly stops or decelerates, the driver's hips move forward and the driver's hips move forward. There is a risk that the driver's knees may protrude upward while the driver's knees are standing, and furthermore, the finger operation part of the operation switch may come into contact with the knee while the driver is standing up, causing the operation switch to be forcibly rotated, causing the driver to be unable to drive. There is a possibility that the range may be switched. However, even when switching the travel range using the knee, the finger operation part sets the reverse range at a position where it stops within the range that ends inward from the vertical line that touches the outer periphery of the switch body. The range will never be set (and a safe driving condition will be achieved).

(Hereinafter, blank spaces) [Embodiment] The structure of an embodiment of an operating device for a vehicle automatic transmission according to the present invention will be described in detail below with reference to the accompanying drawings.

The operating device 10 of this embodiment, as shown in FIG.
The automatic transmission 12 is configured so that the driving range switching operation can be performed using electric power with a light operating force. In one embodiment, the transmission is configured to be transmitted to the front wheels (not shown). Here, the automatic transmission 12 is of a commonly used type that includes a hydraulic valve 16 for switching the travel range, and its configuration is well known, so a description thereof will be omitted here.

The operating device 10 according to an embodiment of the present invention operates by operating the above-mentioned hydraulic valve 16 in response to the operation of an operating switch 18 (detailed configuration and attachment of which will be described later), which is a feature of the present invention. An electric driving range switching device (hereinafter simply referred to as a range switching device) 20 is provided to switch the driving range by electrically driving the vehicle. This range switching device 16 includes a reversible drive motor 22, a rotating arm 26 fixed to a drive shaft 24 of this drive motor 22 and having a predetermined radius, and a tip end of this rotating arm 26.
A control unit 3 that controls the driving state of the drive motor 22 based on a connecting wire 28 that connects the hydraulic valve 16 and a range switching command output from the operation switch 18.
0.

Here, as shown in FIG. 2, the above-mentioned automatic transmission 12 is provided with an inhibitor switch 32 that indicates the state of the switched driving range in accordance with the switching state of the driving range by the hydraulic valve 16. That is, this inhibitor switch 32 is set to the parking range "P", the reverse range "R", the neutral range "N", the forward drive range "DJ", the forward 2nd speed range "2", and the forward 1st range.
Contacts Sp, Sll, S″ corresponding to speed range “1”
s, So, S-, S+, and depending on the range switching state of the hydraulic valve 16, these contacts SP, S, 1, SN
, SD%S, , S, is provided. And each contact SP
.
It is configured to output inhibitor signals to the control unit 30 only from SR, S-1SO, S2, and S.

Further, in the drive motor 22 described above, the motor shaft (not shown) is connected to the drive shaft 2 through a clutch mechanism 34.
4, and this clutch device 34 is connected so as to be controlled intermittently by the control unit 30 described above. That is, in the normal state, the control unit 30 is set so that the clutch mechanism 34 is maintained in the connected state and the automatic transmission 12 is electrically driven by the drive motor 22, and as described later, the control unit 3 When it is determined that the switching control operation in
As a fail-safe, this clutch mechanism 34 is set in a disconnected state so that the automatic transmission 12 is not driven by the drive motor 22.

Furthermore, this drive motor 22 is equipped with a rotary encoder 36.
is connected, and its driving amount is constantly detected. This rotary encoder 36 is connected to the control unit 30 and outputs a detection result. The control unit 30 is configured to receive the output result from the rotary encoder 36 and recognize the drive amount of the drive motor 22, in other words, the rotational position of the rotary arm 26.

On the other hand, the above-mentioned range switching device 20 is configured such that, for example, in the event of a failure of the control unit 30, the automatic transmission 12 can be manually operated.
A manual drive mechanism 38 is connected to switch and drive. This manual drive mechanism 38, as shown in FIG. A rack member 44 that meshes with the pinion gear 42, and a first auxiliary connecting wire 46 that connects the rack member 44 and the tip of the above-mentioned rotating arm 26 to each other. The first auxiliary connection wire 46 is set to extend in line with the connection wire 28 described above, and the hydraulic valve 16 is switched and driven by the rotation of the rotation plate 40. It is done like this.

Here, a fitting hole 40a into which a wrench 48 as a sliding rotating member is fitted is formed in the center of the rotating plate 40. This means that it can be manually rotated to the position. still,
When the rotating plate 40 is manually rotated, if the clutch mechanism 34 is in the connected state, the drive motor 22 becomes a load and becomes difficult to rotate.
A switching lever 50 is provided for mechanically bringing the clutch into a disconnected state, and this switching lever 50 is connected to the clutch mechanism 34 via a second auxiliary wire 52. That is, when the switching lever 50 is in the control position, the clutch mechanism 34 is set to a controllable state by the control unit 3o, and when it is in the disconnection position, the clutch mechanism 34 is mechanically set to the disconnection state. It happens.

As shown in FIG. 3, this manual drive mechanism 38 is connected to a cowl panel lower 54 that separates the vehicle interior and the engine room.
The rotary plate 40 is disposed so as to be located just inside the lower center of the rotary plate 40, and is set so that the rotary plate 40 is exposed by removing the lid member 54a attached thereto.

In this way, in the event of a failure of the control unit 30,
By removing the lid member 54a, the driver accesses the rotary plate 40 and rotates the rotary plate 40 using the wrench 48, thereby directly manually switching and driving the automatic transmission 12. It will be possible to do so.

The operation switch 1 serves as a speed change operation means, which is a feature of the present invention, and is used to output a range switching command to the control unit 30 of the range switching device 20 configured as described above.
8 will be explained in detail with reference to FIG. 3 and subsequent figures.

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

Here, the steering column 5 of this operation switch 18
The arrangement position on the left side of 8 is as shown in Fig. 4.
A driver seated in the driver's seat looks straight ahead while grasping both sides of the steering wheel 56, which is at the approximately neutral position (i.e., the rotation angle is 0°), with both hands at the so-called 8:20 position. The operation switch 18 is set so that it can be visually recognized through the space of the steering wheel 56 when the steering wheel 56 is opened.
This spoke type, specifically, three spokes 5 set to extend along the 3 o'clock, 6 o'clock, and 9 o'clock directions, respectively.
6a.

56b and 56c.

Furthermore, the arrangement position of this operation switch 18 in relation to the wiper operation lever 62 is as shown in FIG.
The wiper operating lever 62 is set on the upper front side of the left side surface of the steering column 58, while the operation switch 18 is set on the lower front side of the left side surface of the steering column 58. In other words, the wiper operating lever 62 and the operating switch 18 are connected to the steering column 5.
8 and are spaced apart from each other vertically.

On the other hand, this operation switch 18, as shown in FIG.
An annular mounting ring 64 is integrally fixed to the left side surface of the steering column 58, and the mounting ring 64 is rotatably supported on the mounting ring 64 so as to be rotatable around an axis extending along the vehicle width direction. a switch body 66 that is supported so as to be freely pushed along the switch body 66; a finger operating portion 68 that is integrally formed so as to protrude radially outward from the outer periphery of the switch body 66 and extend along the axial direction; This finger operation section 6
8 standing on the end of the steering column 58 side (
That is, the push-in portion 70 is integrally formed in a state extending along the circumferential direction.

Here, as is clear from FIG. 6, a hold button 72 is located at the right end of the front end surface of the finger operation section 68 in the figure, and a hold button 72 is located at the innermost part of the side surface of the push-in section 70 for the automatic transmission 12. A mode switching button 74 for switching the driving range switching mode is provided respectively.

Note that when the hold button 72 is not pressed, a normal shift change state is defined, and by pressing it, the forward drive range is fixed to 3rd gear, and the forward 2nd gear range is fixed to 2nd gear. is set to be In addition, when the mode switching button 74 is not pushed in, the switching mode of the driving range in the automatic transmission 12 is set to a power mode (suitable for driving on mountain roads) that emphasizes a strong driving feeling, and when it is pressed It is set to set the mode to economy mode (optimal for city driving), which emphasizes economy.

On the other hand, on the outer peripheral surface of the above-mentioned mounting ring 64, along the clockwise direction, "P" indicating the parking range, "R" indicating the reverse range, "N" indicating the neutral range, and "DJ" indicating the forward drive range. , indicating the forward 2nd gear range.
2'', and alphanumeric characters ``1'' indicating the first forward speed range are drawn in sequence. The operation switch 18 is configured so that when the switch body 66 rotates, it outputs a range switching command for specifying the travel range set according to the rotation position. is configured to output a range switching command so as to achieve the travel range indicated by the alphanumeric characters located just beside the finger operation section 68. That is,
This finger operation section 68 also functions as an index indicating the currently set travel range.

Here, as shown in the figure, alphanumeric characters rNJrDJ, r2J
, rlJ are arranged in series at equal intervals with a narrow interval d, but the alphabet "R" is arranged in series with an interval d and a wider interval d2 set apart from the alphabet rNJ. The alphabet rPJ is arranged so as to be spaced apart from the alphabet rRJ by the above-mentioned narrow interval d+. Also, the alphanumeric character "N".

As shown in Fig. 4, rDJ and r2J are exactly the letters rD when the driver is seated in the driver's seat and looking straight ahead.
J is placed in the middle and placed in a position where it can be viewed directly. In this way, the neutral range "N"
, when performing an operation to switch the driving range between forward drive range "D" and forward 2nd speed range "2",
Which driving range is currently set can be instantly recognized by reading the alphanumeric characters rNJ, rDJ, and r2J indicated by the finger operation unit 68.
The driver can now switch the driving range with peace of mind.

On the other hand, as is clear from FIG. 4, the alphabetic characters rRJ and rPJ cannot be seen when viewed directly. As a result, the neutral range r
From NJ to reverse range rRJ, simply switch body 66
The switch body 66 cannot be shifted by simply rotating it, and it is set so that it cannot be shifted unless the switch body 66 is pushed in the axial direction. Mechanically, the neutral range "N"
”, drive range “D”, and forward 2-speed range “2”.
6, never move to the reverse range rR.
J is not set, but this is because the driver cannot see the letters rRJ and rPJ when looking directly at it, so psychologically there is no need to worry about going from neutral range rNJ to reverse range rRJ. The driver will be able to freely switch the driving range between the neutral range "N", the drive range "DJ", and the forward two-speed range "2" with complete peace of mind. become.

Next, regarding the internal configuration of this operation switch 18, the seventh
This will be explained in detail with reference to FIGS. 10 to 10.

As shown in FIG. 7, the switch body 66 of the operation switch 18 has an outer flange portion 66a integrally formed at the inner end thereof, and a shaft portion 66b extending along the width direction of the vehicle body.
It is equipped with This shaft portion 66b is rotatably supported around its own central axis and is attached in a state where movement along the axial direction is prohibited. Further, a contact rod 66c is attached to the outer periphery of the inner surface of the outer flange portion 66a so as to extend along the axial direction, that is, to extend toward the surface of the steering column 58. It is being

Then, on the surface of the steering column facing this outer flange portion 66a, along the rotation locus of this contact rod 66c, parking range rPJl & retreat range "R", neutral range " Contact points xP, x, , x, , Xo, X2 . Xl is attached so as to be able to contact the contact rod 66c.

And these contacts XP, XR, X, 4, xI, ,X2
, Xl are arranged at positions corresponding to the display positions of alphanumeric characters each indicating a travel range drawn on the outer periphery of the attachment ring 64.

Here, each contact XP XR, X-, X.

Xx, Xl are each connected to the control unit 30, and in this way, in the operation switch 18, the contacts Xp, xR, x, , xo, which are contacted by the contact rod 66c,
A corresponding range switching command is output from x, , x to the control unit 30.

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

A locking nut 66f for inhibiting the moving part 66d from being taken out is screwed onto the outer end of the shaft part 66b. On the other hand, a coil spring 66g is interposed between the moving part 66d and the outer flange part 66a.
It is always urged outward by the urging force of g, and as long as no external force acts on it, it comes into contact with the locking nut 66f described above and is elastically held in that position. In this way, this switch body 66 is normally biased outward, and by pushing it axially inward through the aforementioned push-in portion 70, this switch body 66 is pushed outward.
can be pushed inward in the axial direction against the biasing force of the coil spring.

Note that the above-mentioned locking nut 6 is provided on the outer surface of the moving portion 66d.
A recess 66h for accommodating the nut 6f is formed, and a blind plate 66i is attached to close the recess 66h and hide the locking nut 66f.

Here, the operation switch 18 is equipped with a detent mechanism 76 for accurately locking the rotary drive at each drive range position when switching the drive range by rotating the switch body 66, and also includes a detent mechanism 76 for accurately locking the rotation drive at each drive range position. When switching from "N" to reverse range "R" and between reverse range rRJ and parking range rPJ, switching cannot be done simply by rotating the switch body 66; A regulating mechanism 78 is provided such that the switching operation cannot be performed unless it is pushed inward along the axial direction.

For these detent mechanism 76 and regulation mechanism 78,
The outer end of the above-mentioned attachment ring 64 extends to approximately the middle of the small diameter portion of the moving portion 66d.

Therefore, a gap G is formed between this outer end and the end surface of the stepped portion that defines the large diameter portion of the moving portion 66d, and the axial length of this gap G will be described later. Moving part 66b
It is set slightly longer than the axial push amount.

Here, the regulating mechanism 78 has a guide groove 80 formed on the inner circumferential surface of the attachment ring 64, and the movable portion 66 has an outer end fitted into the guide groove 80 to be guided.
b is provided with one guide bin 82 that is elastically attached to move forward and backward.

As shown in FIG. 8, this guide groove 80 is formed exactly between the first forward speed range "1" and the parking range rPJ, and this guide groove 80 and the guide bin 82
Due to the fitting, the switch body 66 is prohibited from rotating beyond the first forward speed range rlJ and the parking range rPJ. Here, as shown in FIG. 7, the above-mentioned detent mechanism 76 is installed on the bottom surface of this guide groove 80 based on the above-mentioned arrangement relationship.
P”, Reverse range “R”, Neutral range “N”,
Detent holes 76 corresponding to forward drive range rDJ, forward 2nd speed range "2", and forward 1st speed range "1", p76, . 769, 76D, 76□, 76, and these daytent holes 76, . 76,.

76,. 76,. 76□, 76 is one axis line ρ along the circumferential direction of the mounting ring 64. It is set to be located at the top. In addition, each day tent hole 76p, 76*, 7
6s, 76o 76z761, as shown in FIG.
radially outward.

Further, as shown in the lower part of FIG. 7 with its circumferential shape developed on a plane, the guide groove 80 extends from the second forward speed range "2" to the neutral range rNJ in the circumferential direction i. A straight groove part 80a is formed in a straight line along
a) and the circumferential direction β from the inner end of the first lateral groove 80b to the backward range rRJ.

a second lateral groove 80d extending axially inward from the reverse range rRJ, and a third lateral groove 80c extending axially inward from the parking range rPJ. 80e, and these second and third lateral grooves 80
circumferential direction 2 to connect the inner ends of d and 80e.
2 forward speed range "2" at the lower end of the first connecting groove 80f extending along the
A fourth lateral groove 80g extends inward in the axial direction from the inner end of the fourth lateral groove 80g in the circumferential direction. A second connecting groove portion 80h extending along the forward first speed range “1”
It consists of a continuous state.

Note that the first to third lateral groove portions 80b, 80d.

The extension length of each of the switch bodies 80e is the same as that of the switch body 66 described above.
The extension lengths are both set to the same length. By configuring the guide groove 80 in this way, the driving range can be switched from the first forward speed range "1" to the neutral range rNJ, and the driving range can be changed from the reverse range rRJ to the forward second speed range "2". The range switching operation is
This can be accomplished by simply rotating the switch body 66. However, the driving range cannot be changed from the neutral range rNJ to the parking range rPJ, the driving range can be changed between the parking range rPJ and the reverse range rRJ, and from the forward 2nd speed range "1" to the forward 1st speed range "1". The switching operation of the driving range is as follows:
Two operations are required: pushing the switch body 66 along the axial direction and rotating it.

As a result, it is impossible to switch the driving range from the neutral range rNJ to the reverse range rRJ or between the reverse range rRJ and the parking range rPJ by only rotating the switch body 66 described above. Therefore, it is possible to reliably prevent these switching operations from being performed inadvertently, and a safe driving state can be ensured.

Further, as shown in FIG. 8, the depth of the guide groove 80 between the second forward speed range "2" and the neutral range rNJ from the inner peripheral surface of the mounting ring 64 is determined by the detent holes 76, . 76R76, 76, 76□, 761 are slightly shallower than the first depth that defines the depth from the inner circumferential surface of the mounting ring 64 (so as to have the set second depth h2). On the other hand, the depth of the guide groove 80 between the second forward speed range "2" and the first forward speed range "1" and the guide groove 80 between the neutral range rNJ and the parking range rPJ are as described above. It is set to have a third depth h3 that is shallower than the second depth h2.

As a result, as is clear from Figure 8, the forward 1st gear range "
1'', reverse range ``R'', and parking range rPJ with respective detent holes 76176, . The actual depth (=hl h3) of 76R is the neutral range “N
”, Forward drive range “DJ”, Forward 2nd speed range “2”
The respective daytent holes 76, . 76°, deeper than the actual depth (=hl ha) of 762.

In this way, in this embodiment, the guide bin 82 fits into the corresponding detent hole 76 at each travel range setting position, so that the operation stop position is detented, and the driver can switch the switch that he or she operated. Main body 6
6 can be checked by feeling based on the detent feeling.

Further, according to this embodiment, the first forward speed range "1",
The rotational starting force required to start rotating the switch body 66 from the reverse range "R" and parking range rPJ, respectively, is the neutral range "N", forward drive range "D", and forward 2nd speed. A large force is required compared to the rotational starting force required to start rotating the range "2" from its respective set state.

In other words, the driver can freely switch the driving range between the neutral range "N", the forward drive range "D", and the forward 2nd speed range "2" with a light rotational starting force. On the other hand, forward 1st gear range "1", reverse range "R", parking range rPJ
When switching the setting state of . to another driving range, open the corresponding deep detent holes 76, . 76,. A strong rotational starting force is required to remove from 76 degrees, which calls attention to whether it is really necessary to perform this switching operation, thereby preventing erroneous operations.

On the other hand, the guide bin 82 that fits into the guide groove 80 is
As shown in FIG. 7, there is a bottle main body 82a with a rounded tip of a protruding end, and an outer flange portion 82b located approximately at the center in the axial direction.
It is integrally formed from. Further, the guide bin 82 is attached with its inner portion inserted from the outer flange portion 82b into a recess 84 formed on the outer circumferential surface of the moving portion 66d. Here, this recess 84 is formed in a recess main body 84a which is set to have a larger diameter than the above-mentioned outer flange part 82b, and an opening of this recess main body 84a, and is formed in the outer flange part 82b, and an inner flange portion 84b with a small diameter, which is set so that the inner flange portion 82b is inserted through the inner flange portion 84b.

That is, this recess 84 is constituted by a stepped hole with a narrowed opening.

In the recess 84, an opening is formed in the center, which abuts the above-mentioned step (that is, the inner end surface of the inner flange 84b) and through which the inner part of the outer flange 82b of the bottle main body 82a is inserted. A locking ring 86 is housed therein. on the other hand,
Inside the recess 84 , there is a first coil spring 88 that contacts the inner end surface of the guide bin 82 and biases it in a direction to project from the recess 84 , and a locking ring 86 .
a second coil spring 90 that abuts the inner surface of the coil spring 90 and urges it to come into pressure contact with the stepped portion of the inner flange portion 84b;
are stored independently from each other.

Here, as shown in FIG. 9(A), the guide bin 82
are each daytent hole 76, . 76□76D, 76.1.
76, +, 76F and is locked in that position, in other words, the tip of the guide bin 82 is
When the outer flange portion 82a of the guide bin 82 extends from the inner circumferential surface of the mounting ring 64 and is in contact with the surface thereof, the outer flange portion 82a of the guide bin 82 is extended from the locking ring 86 that is in contact with the stepped portion (h, -h2).
They are set to be separated by a distance of As a result,
As shown in FIG. 9(B), when the tip of the guide bin 82 is in contact with the bottom of the guide groove 80 between the forward second speed range "2" and the neutral range rNJ, each detent hole 76°76 □, 76°, 76m, 76, I
, 76, and is pushed inward in the radial direction of the switch body 66 by a distance of (h, -hz).

During this pushing operation, the outer flange portion 82b only contacts the locking ring 86 and does not push it inward. As a result, the pushing force required for this pushing operation only needs to be a force that resists the biasing force of the first coil spring 88 that engages only the guide bin 82.

On the other hand, as shown in FIG. 9(C), the guide groove 80 between the neutral range rNJ and the parking range rPJ and between the forward 2nd speed range "2j" and the forward 1st speed range "1" With the tip of the guide bin 82 in contact with the bottom surface, open each detent hole 761.76□, 76o, 76
．． 4.76++.

76P, it will be pushed inward in the radial direction of the switch body 66 by a distance of (h+hs). Here, as is clear from the above description, since (h+ ha )> (h+ ha ), during this pushing operation, the outer flange portion 82b abuts against the locking ring 86 and further pushes it inward. It will be pushed into.

As a result, the pushing force required for this pushing operation is the force resisting the biasing force of the first coil spring 88 that engages with the guide bin 82 and the biasing force of the second coil spring 90 that engages with the locking ring 86. It is necessary to have the power to resist the combined urging force.

In this way, according to this embodiment, the driving range can be switched between the forward second speed range "2" and the neutral range rNJ (by rotating the switch main body 66 (the guide bin 80 is inserted into the guide groove 82). When the guide bin 80 and the guide groove 82 are slid along the guide groove 82, the contact force (i.e., frictional engagement force) between the guide bin 80 and the guide groove 82 is defined only by the force opposing the first coil spring 88, and the rotation operation force is relatively weak.

However, when switching the driving range between the neutral range rNJ and the parking range rPJ, and between the 2nd forward speed range "2" and the 1st forward speed range "1", the guide pin 80 and the guide groove 82 The contact force is defined by a force that opposes the biasing forces of the first and second coil springs 88, 90, and a large turning operation force is required. As a result, as shown in FIG. 10, the rotational operating force is also varied in strength, and the switch body 6
Coupled with the difference in rotational starting force from the stop position of No. 6, this calls attention to whether it is really necessary to perform this switching operation, and erroneous operation is reliably prevented.

As described above, the operation switch 18 configured as above is attached to the left side of the steering column 58, but in detail, it is used in the driving state shown in FIG. 5, that is, when the driver is Armrest 92 with both elbows
(The armrest for the right elbow is not shown for convenience of the drawing.) When driving in a relaxed posture, gripping the steering wheel 56 at the so-called 8:20 position with both hands, as shown in FIG. As shown in FIG. 2, the finger operating section 68 located in the range from the first forward speed driving range "1" to the neutral range rNJ is set to be brought to a position where the middle finger of the left hand can be reached.

In other words, in the above-mentioned state (posture), the rotation radius of the middle finger of the left hand is set to 12. , (for example, 130 mm) and the rotation radius of the finger operation part 68 is 22, the rotation trajectory of the tip of the middle finger and the finger operation located in the range from the forward first speed driving range "1" to the neutral range rNJ A distance f4ig between the center of rotation of the operation switch 18 and the grip position of the left hand on the steering wheel 56 is defined such that the rotation locus of the tip of the portion 68 intersects with the rotation locus of the tip of the portion 68. That is, ρ3 is defined within a range where the following inequality (1) is satisfied.

9m <℃+ +i! ,z...(1)
By defining equation (1) in this way, in this embodiment, as shown in FIG. is set to 110 mm.

Further, as shown in FIG. 12, if the distance between the tip of the finger operation part 68 in the reverse range rRJ and the steering wheel 56 is β4, then the following inequality (2) is satisfied for 4 at this distance. In this embodiment, it is set to 130 mm.

ρ4≧Shin, ...(2) Here,
The above-mentioned interval d2 separating the neutral range rNJ and the reverse range rRJ is determined by the above-mentioned inequality (2
).

In this way, in this embodiment, the operation switch 1
8 is specified, the driver, while holding the steering wheel 56 with both hands, extends the middle finger of his left hand and presses the finger operation part 68 of the operation switch 18 from above, or By tapping the switch body 66 from below, the switch body 66 can be switched freely and instantaneously between the first forward speed range "1" and the neutral range rNJ.As a result, while driving, The driving range can be changed while holding the steering wheel 56 with both hands, and a safe driving state can be achieved reliably.

Further, in this embodiment, even if the middle finger is extended while the left hand is gripping the steering wheel 56, the reverse range rRJ is outside the operable range of the finger operation section 68, so It becomes impossible to switch to range rRJ.

As a result, while driving forward, while the finger operation section 68 was being tapped with the middle finger (thereby freely switching the driving range between the forward 1st gear range, neutral range, and normal range rNJ), the user accidentally hit the reverse range rRR. This ensures that the situation in which the vehicle is set is reliably avoided, and the safety of the driving range switching operation is reliably ensured in combination with the above-mentioned two-operation requirements.

Also, reverse range rRJ or parking range rPJ
In order to switch to reverse range rRJ or parking range rPJ, the left hand must be removed from the steering wheel 56. Therefore, the switching operation to reverse range rRJ or parking range rPJ is psychologically suppressed, and the switching operation to reverse range rRJ or parking range rPJ is suppressed. This will prevent erroneous operation during the switching operation, and safe driving will be ensured from this point of view as well.

Here, as shown in FIG. 11, the wiper operating lever 62
is disposed above the operation switch 18 and located a distance ρ behind it. Therefore, when operating the wiper operating lever 62, the grip position on the left hand steering wheel 56 is changed from the so-called 8 o'clock position (indicated by reference numeral A in the figure) to the so-called 10 o'clock position (indicated by reference numeral B in the figure). ), it becomes necessary to change the grip. That is, the operating rotation range of the operating switch 18 at the rotation radius β1 and the operating rotation range of the wiper operating lever 62 at the rotation radius I27 are different from each other.

As a result, in this embodiment, the operation switch 18
For example, by tapping the finger operation part 68 from below,
When changing the range from the speed range "2" to the forward drive range rDJ, even if the middle finger is swung upwards due to excess force, there is no need to operate the wiper operating lever 62 (the reliability of the operation is guaranteed). It will be done.

Furthermore, even when the wiper operating lever 62 is pressed down from above to set the intermittent wiper mode, for example, even if the pushing down action is too forceful and the finger is swung down, the finger operating section of the operating switch 18 Since there is no risk of touching wiper operating lever 68, the driver can feel at ease when operating the wiper
2 can be operated.

Furthermore, in this embodiment, in the operation switch 18, as shown in FIG. C. It is set so as to be defined by the finger operation section 68 located at the front. In other words, this reverse range rRJ allows the user to use the finger operation unit 68 to reach a position where the knee that is standing between the operation switch 18 and the steering wheel 56 (bent at an acute angle) will never reach the position. It is set to be defined by the rotation of the switch body 66. In other words, this backward range rRJ is determined by the above-mentioned inequality (
In addition to the condition shown in 2), the condition of being set at a position out of reach of the knees as described here is added.

That is, in a normal driving posture, the knee of the left foot never reaches the operation switch 18, as shown by the solid line in Fig. 14, but in the event of a head-on collision or sudden braking, the knee of the left foot never reaches the operation switch 18. If the driver is not wearing a seatbelt, the driver's left knee will be forced forward as a result of the sudden acceleration acting on the driver, as shown by the dashed line in Figure 14. There is a risk that a standing position between the switch 18 and the steering wheel 56 may be forcibly achieved. In this kneeling position,
Due to this knee, the finger operation part 68 of the operation switch 18 is pushed upward, and the switch body 66 is forcibly rotated, for example, from the forward drive range rDJ to the reverse range rRJ. Become.

In this case, as mentioned above, the forward drive range rDJ
to neutral range rNJ can be changed simply by rotating the switch body 66.
From neutral range rNJ to reverse range rRJ,
The switching operation cannot be performed by simply rotating the switch body 66; two operations are required: first, the switch body 66 must be pushed inward along the axial direction and then rotated. There is. Therefore, in a normal kneeling state, the guide bin 82 only contacts the end wall that defines the first lateral groove 80b of the guide groove 82, and the switch body 66 is held at a position that defines the neutral range rNJ. It becomes impossible to switch to the reverse range rRJ.

However, in the event of a head-on collision or sudden braking as described above, the above-mentioned kneeling state is achieved with strong force, so in some cases, the guide bin 82 may be forced to overcome the above-mentioned end wall with strong force. Therefore, there is a possibility that the switch body 66 may be rotated so that the reverse range rRJ is set inadvertently.

As a result, for example, when a sudden brake is applied, the operation switch 18 is moved to the neutral range rNJ due to the standing knee.
If the vehicle is rotated from , and forcibly switched to the reverse range rRJ by rotational operation alone, the vehicle will stop once by applying the brakes and then continue to start reverse operation based on the setting of the reverse range rRJ. It is a danger.

However, in this embodiment, as described above, the reverse range rRJ is set at a position that is beyond the reach of the driver's standing knees, so even if sudden acceleration acts on the driver and the driver's knees stand up, the reverse range rRJ is Even in the worst case, only the neutral range rNJ is set and the reverse range is never set, ensuring a safe driving state.

In addition, as shown in FIG. 15, in order to enable the driver to take an optimal posture of gripping the steering wheel, the steering wheel 56 is provided with a slider that slides along the axial direction as shown by the two-dot chain line. Although not shown in detail, a so-called telescopic mechanism and a so-called tilt mechanism capable of moving up and down as shown by the dashed line are provided. Here, in this embodiment, for example,
When the telescopic mechanism is activated, only the steering wheel 56 moves forward and backward along the axial direction from the steering column 58, and when the tilt mechanism is activated, only the steering wheel 56 does not move up and down from the steering column 58. The steering column 58 is also set to move integrally with the steering wheel 56.

As a result, in this embodiment, the operation switch 18
The relative positional relationship between the steering wheel 56 and the steering wheel 56 is always maintained constant, and even if the steering wheel 56 is telescopically or tilted, the driving range can be adjusted with both hands gripping the steering wheel 56 as described above. The switching operation will be reliably executed.

Here, as shown in FIG. 2 again, a part of the instrument panel 94 provided with a speedometer and a tachometer displays the currently set driving range based on the driving range set by the operation switch 18. A driving range indicator 96 is provided for displaying. The driving range indicator 96 is set so that an alphanumeric character corresponding to the currently set driving range lights up.

Further, in the vicinity of this driving range indicator 96, in the control unit 30, for example, a driving range instructed by the operation switch 18 and an inhibitor switch 3 are provided.
An A/T warning lamp 98 is provided to determine that a failure has occurred when the driving range is different from the driving range set in step 2, and to make the driver aware of the failure occurrence state.

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

First, use the operation switch 18 to select the parking range rP.
J is set and the vehicle is stopped, the driver opens the door (not shown) and enters the passenger compartment, and the fifth
As shown in the figure, the driver slowly sits in the driver's seat, depresses the brake pedal (not shown), and turns the ignition switch (not shown) with the right hand to start the engine 14. After this, place your left hand on the steering wheel 56.
By grasping the switch body 66 of the operation switch 18 without grasping it and pushing it inward in the axial direction against the biasing force of the coil spring 66g, the guide is removed from the detent hole 76 corresponding to the parking range rPJ. The bottle 82 is ejected, slides within the third lateral groove 80e, reaches the inner end of the connecting groove 80f, and the pushing operation stops. After that, by rotating the switch body 66 downward, the guide bin 82 slides within the first connecting groove 80f and reaches the inner end of the second lateral groove 82d, whereupon the rotational movement is performed. Stop.

Thereafter, by releasing the pushing force on the switch body 66, the switch body 66 as a whole is biased outward in the axial direction by the biasing force of the coil spring 66g, and the guide pin 82 slides inside the second lateral groove 80d. It moves and fits into the detent hole 76, l corresponding to the reverse range rRJ and stops. In this way, the reverse range rRJ is switched and set.

Here, when reversing the vehicle, this reversing range r
With RJ set, take your foot off the brake pedal,
By depressing the accelerator pedal, the vehicle will move backward. On the other hand, when moving the vehicle forward, again,
By grasping the switch body 66 with the left hand and rotating it downward, the guide bin 82 slides within the inclined groove portion 80c, reaches the inner end of the first lateral groove portion 80b, and stops.
Subsequently, the switch body 66 is biased axially outward due to the biasing force of the coil spring 66g, and the guide bin 8
2 slides in the first lateral groove 80b, fits into the detent hole 76.4 corresponding to the neutral range rNJ, and stops. In this way, the neutral range rN
J is switched and set.

With the neutral range rNJ set in this manner, the driver places the elbows of both hands on the armrests 92, grips the steering wheel 56 at the so-called 8:20 position, and assumes a driving posture. As mentioned above, this neutral range rNJ and forward 2
The driving range switching operation between speed range “2” is as follows:
It is sufficient to simply hit the finger operation section 68 to rotate the switch body 66. Therefore, while maintaining the state in which the driver grips the steering wheel 56 with both hands, the driver extends the middle finger of his left hand and taps the finger operation section 68 further downward from the setting position of the neutral range rNJ. By this knock-down operation, the guide bin 82 comes out from the detent hole 76N corresponding to the neutral drive range rNJ, slides in the linear groove 80a, and moves into the detent hole 76o corresponding to the forward drive range rDJ. In this way, the forward drive range rDJ is switched and set.

With the forward drive range rDJ set in this way, the driver takes his foot off the brake pedal and depresses the accelerator pedal, so that the vehicle is driven forward in an automatically shifted state.

After this, when switching to the neutral range while the vehicle is stopped at an intersection or the like, the driver should hold the steering wheel 56 with both hands, extend the middle finger of his left hand, and operate the operation switch 18 with his fingers. By knocking up the portion 68 from below, the guide bin 82 is lightly pulled out from inside the daytent hole 76 corresponding to the drive range rDJ, slides within the linear groove portion 80a, and is inserted into the daytent hole corresponding to the neutral range rNJ. 76, it will fit inside and stop. In this way, the neutral range rNJ
will be switched and set.

On the other hand, when the driver is traveling forward and needs engine braking due to a long downhill slope, for example, the driver should hold the steering wheel 56 with both hands and extend the middle finger of the left hand to operate the operation switch 18. By knocking down the section 68 from above, the guide bin 82 is lightly pulled out from the detent hole 76o corresponding to the drive range rDJ, slides within the linear groove section 80a, and shifts to the second forward speed range "2". It fits into the corresponding detent hole 762 and stops. In this way, the second forward speed range "2" is switched and set.

Furthermore, while driving forward, for example, if the driver goes down a steep slope and requires strong engine braking, the driver should hold the steering wheel 56 with both hands and extend the middle finger of the left hand to press the operation switch 18. By pushing the pushing part 70 inward in the axial direction against the biasing force of the coil spring 66g, the guide bin 82 is pulled out from the detent hole 76□ corresponding to the second forward speed range "2".
It slides in the fourth lateral groove 80g and connects to the second connecting groove 80f.
The push-in operation stops when the upper end is reached. After that, by rotating the finger operation part 68 downward with the middle finger that was pushing the push-in part 70 (that is, hitting it down from above), the guide bin 82 slides within the second connection groove part 80h. Daytent hole 76 that defines 1st forward speed range “1”
1 and stops. In this way, the forward l speed indicator "1" is switched and set.

In this way, strong engine braking can be achieved by setting the forward first speed range "1", but
If such a powerful engine brake is set by mistake while the vehicle is running at high speed, there is a risk that stable running performance will be impaired. Therefore, in this embodiment, as already explained, from the forward 2nd speed range "2" to the forward 1st speed range rl
When switching to J, although the left hand is still gripping the steering wheel 56, two operations are required: pushing and rotating, and the left hand simply presses the steering wheel 56.
8, the first forward speed range "1" is not set.

As a result, while the driving range is being switched between the forward 2nd gear range "2" and the neutral range rNJ with a light operating force, it is easy to switch between the forward 1st gear range rNJ and the neutral range rNJ.
J is prevented from being switched and set, and special attention is required to switch and set from the 2nd forward range "2" to the 1st forward range "1", and the 1st forward range is accidentally set. This effectively prevents the switching setting from occurring.

That is, in this embodiment, while the vehicle is moving forward, the driver maintains a state in which he/she grips the steering wheel 56 with both hands, and changes the driving range between the forward second speed range "2" and the neutral range. When changing between rNJ, simply extend the middle finger of your left hand and tap lightly on the finger operation part 68 of the operation switch 18 from above or below to rotate the switch body 66, so that your left hand moves to the steering wheel 56. This makes it possible to perform such a driving range switching operation in forward driving without taking the steering wheel 56 off the steering wheel 56, that is, with both hands gripping the steering wheel 56, and a high level of safety in operating the steering wheel 56 can be achieved. It will be done.

Also, from the forward 2nd speed range "2" to the forward 1st speed range rlJ
To switch and set the switch, extend the middle finger of your left hand, push in the push-in part 70 of the operation switch 18 along the axial direction, and then press the finger operation part 68 upward (strongly) to rotate the switch body 66. By moving the steering wheel, it is possible to perform a driving range switching operation for applying such strong engine braking without removing the left hand from the steering wheel 56, that is, with both hands gripping the steering wheel 56. Thus, safety in the operation of the steering wheel 56 is likewise achieved to a high degree.

On the other hand, when reversing from forward running, after setting the -H neutral range rNJ by the above-described operation, release your left hand from the steering wheel 56, and use the middle finger of your left hand to push the pushing part 70 into the coil spring 6.
It pushes inward in the axial direction against a biasing force of 6 g.

By this pushing operation, the guide bin 82 is pulled out from the detent hole 76N corresponding to the neutral range rNJ, slides in the first lateral groove part 80b, and slides into the inclined groove part 80.
After reaching the lower end of c and the pushing operation stops, tap the finger operation part 68 upwards (thereby, the guide bin 82 slides within the inclined groove part 80c and reaches the upper end thereof,
Detent hole 761 corresponding to reverse range rRJ. It will fit into the hole and stop.

In this way, the reverse range rRJ is switched and set.

In addition, when switching from reverse range rRJ to parking range rPJ, the above-mentioned parking range rPJ
This is achieved by performing the exact opposite operation of switching from to reverse range rRJ.

That is, in conventional vehicles, whether the transmission is a manual transmission type or an automatic transmission type, whether it is a type equipped with a column shift lever or a type equipped with a floor shift lever, manual transmission is not possible. When performing a gear shifting operation or a travel range switching operation in automatic gear shifting, the left hand must be moved away from the steering wheel 56, resulting in a so-called one-handed driving situation, which is not desirable from a safety standpoint. However, in this embodiment, this problem is solved all at once, and when switching the driving range, the left hand is placed on the steering wheel 5.
In other words, this switching operation can be performed without taking the driver off the steering wheel 56 with both hands gripping the steering wheel 56, and a new driving operation that is dramatically improved in terms of safety is achieved. It happens.

Further, according to this embodiment, the operation switch 18 for changing the transmission range is set to be attached to the left side of the steering column 58, and a front wheel drive system is adopted. As a result, the floor between the driver's seat and the passenger's seat can be formed substantially flat, and the space around the driver's seat can be kept neat and tidy. In this way, a luxurious situation as if the driver's seat was placed on the floor of the reception room was achieved, and the environment inside the vehicle was relaxed, with both elbows resting on the armrests 92. Coupled with the ability to assume a driving position, this creates a very "relaxed" atmosphere, and a safe and comfortable driving situation is naturally achieved.

Next, with reference to FIGS. 16 to 27, a control system for controlling the electric drive of the automatic transmission 12 based on the driving range switching operation via the operation switch 18 configured as described above will be described. .

This control system mainly includes a signal generation mechanism 100 provided in the operation switch 18 described above, and this signal generation mechanism 1.
Based on the driving range switching signal and range setting signal outputted from 00, the drive motor 22 of the electric driving range switching device 20 is driven to immediately shift the automatic transmission 12 to the driving range newly set by the operation switch 18. and a control unit 30 that controls the settings. First, the signal generation mechanism 100 of the operation switch 18
will be explained in detail.

As already described with reference to FIG. 7, this signal generating mechanism 100 has an insulating portion defined on the left side of the steering column 58 for each travel range rPJ, rRJ.
, rNJ, rDJ.

Contact groups XP, X, , XN, xo, x2 . formed in a state corresponding to r2J, rlJ, respectively. x, and the contact groups Xp, XR, XN are fixed to the outer flange portion 66a of the switch body 66, and are
, Xo, Xi, and X+ in sequence.
It is composed of c.

In detail, the contact group X p + X++ + XN +
Xo +X2. As shown in FIG. 16, X extends in an arc shape along the rotating direction of the switch body 66, and is formed continuously over all contact groups Xp, Xn, XN, Xo, Xz, and X+. The supplied power supply terminal φ.

On the side of this power supply terminal φ0, contacts xp,
XR, XN, X, ), X2. The first contact terminals φ1 are formed independently for each of Contact group X,,XR,X,,
X.

A second contact terminal φ2F, which is uniquely formed for each X,
φ28. φ28. φ2D+ φ22. φ2. It is composed of.

Here, the power supply terminal φ. is connected to a battery (not shown) via a resistor (not shown). Further, as shown in the figure, each first contact terminal φ1 extends along the rotational direction of the switch main body 66, and has a fan shape (in the illustrated state, for convenience of drawing, a rectangular shape) having a constant center angle θ1. ), and adjacent ones are set so as to be spaced apart from each other by a predetermined central angle 02. Each first contact terminal φ is a contact rod 6c.
The branch connection lines 102a extend laterally from each edge along a direction perpendicular to the sliding direction of the contact rod 66c, and these branch connection lines 102a are commonly connected to A main connection line 10 extending along
2b, the first connection line 102 consists of
They are electrically connected in common, and the end of this first connection line 102 is defined as a first output terminal 104.

On the other hand, the contact terminals φzp, φ2. I, φtN+φ
20. φ2□ and φ2I extend along the sliding direction of the contact rod 66c and are formed in a fan shape having the above-mentioned center angle θ1, and also in the positive operation direction of the operation switch 18 (here, this positive operation direction parking range rP
The operating direction is defined as the operating direction from J to the first forward speed range "1", and the opposite operating direction is defined as the operating direction from the first forward speed range "1" to the parking range rPJ. ) is set to be offset overall by a predetermined center angle θ3.

Here, the offset amount (angle) θ is set to a value smaller than the separation angle θ2 of the first contact terminal φ1. Therefore, the second contact terminal φ2 of a predetermined travel range and the first contact terminal φ1 of the adjacent travel range are (θ
2-03), and the first contact terminal φ1 of a predetermined travel range and the second contact terminal φ2 of the adjacent travel range are similarly separated by the center angle of (θ2-03). They will be completely separated by the central angle. That is, the contact points X P , X RI X N +Xo
z and Xz will be completely separated.

In addition, in FIG. 16, each part is shown for easy understanding. contact terminals φip, φIR, φzs+ φ2D.

φ2□, φ2. are drawn so as not to overlap in the sliding direction of the contact rod 66, but in reality, as shown in FIG. 17, they are arranged in a line along the running direction of the contact rod 66c. , are arranged independently from each other. In addition, the contact terminals φ2P+ φ2R of each part 2,
φ,, φ2D+ φ2□, φ21 are contact rods 66c
The connecting lines 106a to 106f extend along the sliding direction of the contact rod 66c, and then extend outwardly from each end edge along a direction perpendicular to the sliding direction of the contact rod 66c. The ends of each of the second connection lines 106a to 106f are connected to the second output terminal 1.
08a to 108f.

On the other hand, the contact rod 66c described above is connected to the switch body 66.
The first sliding brush 66c1 is always in contact with the power supply terminal φ0 in the rotated state, the second sliding brush 66c2 is in selective contact with the first contact terminal φ, and the second sliding brush 66c2 is in contact with the first contact terminal ψ. Contact terminal φ2P+ φ2R1φ2N, φ2D + φ22
．． Third sliding brush 66c3 that selectively contacts φ21
These first to third sliding brushes 66
c + + 66 c t +6603 moves integrally with the rotation of the switch body 66, and is arranged in a line along the direction perpendicular to the moving direction of the contact rod 66c.

Here, the second and third sliding brushes 66C2166C
3 is smaller (
A contact end surface formed in a circular shape with a set diameter (
The sliding surfaces are each configured to have a sliding surface. Moreover, the first sliding brush 66c1 and the second sliding brush 66c2
, the first sliding brush 66c1 and the third sliding brush 66
c and are electrically connected to each other.

As a result, as the operation switch 18 is operated, that is, the switch body 66 is rotated, the first output terminal 104 and the second
From the output terminals 108a to 108f, signals having the waveform shown in the timing chart part of FIG. 16 are output. Specifically, from the first output terminal 104, the second
While the contact brush 66c2 is in contact with the insulating part, r
The LJ level signal is output, and while the first contact terminal φ1 is in contact, the rHJ level signal is output. Further, from the output terminals 108a to 108f of each section 2, a third
rL while the contact brush 66c3 is in contact with the insulating part.
A J level signal is output, and the corresponding second contact terminal φ2
P, φ21φ2N, φID.

φ2□, φ2. An rHJ level signal is output while each is in contact with each other.

In this embodiment, the first output terminal 10
rHJ level signal from 4 and the second output terminal 108a
With the rHJ level signal from any of ~108f,
A range setting signal indicating the currently set travel range is defined by the operation switch 18, while the first output terminal 1
rLJ level signal from 04 and second output terminal 108
Based on the rLJ level signals from a to 108f, a travel range switching signal indicating that the operation switch 18 has started the travel range switching operation is defined.

Here, when the next driving range is set by rotating the switch body 66, signals are output from the first output terminal 104 and the second output terminals 1O8a to 108f in the order described below. It will be output.

That is, if the switch body 66 is rotated in the positive direction from a state where the neutral range "N" is currently set, for example, the first output terminal 10 is turned as shown in FIG. 18A.
4 and the second output terminal 108C, first, the neutral range r
From the NJ first contact terminal φ1 to the second sliding brush 66C
2 is removed, the output of the first output terminal 104 falls from the rHJ level to the rLJ level, and subsequently the third sliding brush 66C1 is removed from the second contact terminal φ2N of the neutral range rNJ, and the output of the first output terminal 104 falls from the rHJ level to the rLJ level. The output of the output terminal 108c falls from the rHJ level to the rLJ level. In this way, the first and second output terminals 104, 108
The rLJ level signal, that is, the travel range switching signal, is output from any of a to 108f.

After this, the second sliding brush 66c2 comes into contact with the first contact terminal φ of the forward drive range rDJ adjacent in the positive direction, and the output of the first output terminal 104 changes from the rLJ level to r
After rising to the HJ level, and after a predetermined delay, the second contact terminal φ2 of the forward drive range rDJ
The third sliding brush 66c3 contacts D, and the output of the second output terminal 108e rises from the rLJ level to the rHJ level. That is, a range setting signal indicating the forward drive range is output.

On the other hand, if the switch body 66 is rotated in the opposite direction from the state in which the forward drive range "D" is currently set, for example, as shown in FIG. 18B, the first output terminal 10
4 and the second output terminal 108d, first, the forward drive range r
From the second contact terminal φ2 of the DJ to the third sliding brush 66C
3 is removed, the output of the second output terminal 108d falls from the "H" level to the rLJ level, and the second sliding brush 66C2 subsequently moves to the second position of the forward drive range rDJ.
The output from the first output terminal 104 falls from the rHJ level to the rLJ level. In this way, the first and second output terminals 104, 108a
-108f, the rLJ level signal, that is, the driving range switching signal is outputted from each of them.

After this, the third sliding brush 66c comes into contact with the second contact terminal φ2N of the neutral range rNJ adjacent in the opposite direction, and the output of the second output terminal 108c rises from the rLJ level to the rHJ level and continues. , after a predetermined time delay, the second sliding brush 66c2 comes into contact with the first contact terminal φ1 of the neutral range rNJ, and the output of the first output terminal 104 rises from the rLJ level to the rHJ level. . That is, a range setting signal indicating the neutral range is output.

As a result, although details will be described later, the control unit 30 monitors the order in which the output levels from the first and second output terminals 104108a to 108f rise, and the output from the first output terminal 104 rises first. By subsequently detecting that the output from any one of the second output terminals 108a to 108f rises, it is determined that the operation switch 18 has been operated in the positive direction. The configuration is such that it is determined that the operation switch 18 has been operated in the opposite direction by detecting that the output from one of them rises first and then the output from the first output terminal 104 rises.

In this way, upon operation of the operation switch 18, the control unit 30 determines its destination (i.e., the target stop position).
Although it is initially unclear, at least the operation switch 18
It is possible to recognize whether the direction of operation is forward or backward.

Further, in this embodiment, the first output terminal 104
The rise of the output from the second output terminal 108a~
It is configured to determine whether the operating direction of the operation switch 18 is to be rotated in the forward or reverse direction based on two rising signals, that is, the rising edge of the output from one of the terminals 108f. As a result, compared to the case where the rotation direction is determined based on a single rising signal, malfunctions due to noise are less likely to occur.In other words, the signal from the signal generating mechanism 100 is In one embodiment, the output is configured to change based on the contact/non-contact operation between the contact terminal and the contact rod 66c, but if the signal is specified based on such a change in the contact state, ,
There is a great possibility that noise will occur. If such noise is recognized as a rising signal, when determining the rotation direction based on a single rising signal, this noise will cause the rotation direction to be misrecognized, even though the operation switch 18 has not yet been definitively operated. Despite this, the automatic transmission 12 ends up starting a driving range switching operation. However, in this i embodiment, since the direction of rotation is recognized based on the two rising signals as described above, the possibility of malfunction due to noise is extremely reduced, and the direction of rotation can be determined with high reliability. become.

Note that the symbol a shown in FIG. 16 indicates the range of the common extension part of the first contact terminal φ1 and the second contact terminal φ2 in each travel range, and the length is a=θ. , -2
It will be expressed as ×θ3. Here, in the state where the contact rod 66c corresponding to the area indicated by range a reaches, the operating switch 18 is mechanically defined and stopped by the above-described detent mechanism. It is set as follows.

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

That is, the output terminal 104 for the first contact terminal φ1 is
It is connected to one input terminal of a first OR gate circuit 112 via a pulse generating circuit 110 . Further, each output terminal 108a for the second contact terminal group φ2P to φ21
~108f are respectively connected to the input terminals of the second OR gate circuit 114, and the second OR gate circuit 114
The output terminal of is connected to the other input terminal of the above-mentioned second OR gate circuit 112 via the second pulse generating circuit 116. Here, the first and second pulse generation circuits 1
10 and 116 are each configured to output one pulse in response to the falling edge of the input signal. Further, the output terminal of the first OR gate circuit 112 is connected to the control unit 3
INT is connected to a first interconnected terminal INT of the CPU that executes the control procedure in INT.

On the other hand, the output terminal 104 for the first contact terminal φ1 is
is connected to one input terminal of a third OR gate circuit 120 via a pulse generating circuit 118 . Further, the output terminal of the second OR gate circuit 114 is connected to the third OR gate circuit 120 via the fourth pulse generating circuit 122.
is connected to the other input end of the Here, the third and fourth pulse generating circuits 118 and 122 are each configured to output one pulse in response to the rising edge of the input signal. Further, the output terminal of the third OR gate circuit 120 is connected to the second interlaced terminal INT2 of the CPU that executes the control procedure in the control unit 30.

In addition, the output terminals 108a to 108f of each part 2 are 8X2
The first output terminal 104 and the output terminal of the second OR gate circuit 114 are connected to one input terminal group of the multiplexer circuit 124 of the multiplexer circuit 12.
It is connected to the other input group terminal of 4. Here, this multiplexer circuit 124 has rLJ at its control terminal.
When a level signal is input, the signal input to one input terminal group is output to the input port of the CPU, and when an rHJ level signal is input to the control terminal of this, It is configured to output the signals input to the other input terminal group to the input port of the CPU.

Here, this CPU has a real-time counter RTC.
is connected. This real-time counter RTC is configured into four channels, and is set so that when the corresponding timer is activated in each channel, a time-up signal is output to the CPU when a preset time expires. has been done. This CPU is set to determine a fail state when a time-up signal is input from one of the four channel timers, and to execute a predetermined fail-safe operation. The timer for each channel is
When a timer reset signal is input, the count-up operation is stopped, the device returns to the initial state, and waits.

Further, this CPU 22 is connected to a drive motor 22 via a servo amplifier 126, and this servo amplifier 1
Reference numeral 26 denotes a direction latch circuit DIR that defines the rotational direction of the drive motor 22, an enable latch circuit ENA that defines the driving force of the drive motor 22, and these direction latch circuits DIR and enable latch circuit EN.
Amplifier A that amplifies the output of A and transmits it to the drive motor 22
It is equipped with MP. This direction latch circuit D
By inputting a “1” signal here, the IR
Outputs a normal rotation signal that drives the drive motor 22 in normal rotation, and outputs a normal rotation signal that drives the drive motor 22 in the normal rotation.
'' signal is input, the drive motor 22 is configured to output a reverse rotation signal for driving the drive motor 22 in the reverse direction. In addition, the enable latch circuit ENA operates to operate the drive motor 22 at a predetermined voltage by inputting a "1" signal here.
By outputting a drive signal for driving the motor 22 and inputting the rOJ signal, the drive motor 22 is set not to be applied with voltage.

In addition, in a rotation direction determination routine to be described later, the rotation direction of the operation switch 18 is determined, and after the drive motor 22 is rotationally driven based on this determined rotation direction, the CPU determines a new setting using the operation switch 18. When the travel range that has been set matches the inhibitor signal at the inhibitor switch 32 of the automatic transmission 12, the drive motor 2
The main routine includes a routine for controlling the rotational drive of the first or second included terminal INT of the CPU.

When a pulse signal is input to INT 2, the main routine is inter-interrupted, and the first and second interrupt routines are respectively executed separately.

Next, the control procedure in this CPU will be explained with reference to FIGS. 19 to 27.

First, the main routine in this CPU will be explained with reference to FIG.

In this main routine, first, step S10
, based on the inhibitor signal (INH) from the inhibitor switch 32, the current travel range (SR, ) set in the automatic transmission 12 is read and operated.

Then, in step SL2, the rLJ level signal is output to the control terminal of the multiplexer circuit MUX, and the CPU
The signal connected to one input terminal of this, that is, the signal output from the second output terminals 108a to 108f, is input to the input terminal of. Thereafter, in step S14, the travel range (SR,) currently set at the operation switch 18 is read based on the signals from the second output terminals 108a to 108f.

Then, in step S16, the driving range (SR,) set in the automatic transmission 12 read in step S10 and the driving range (SR,) set in the operation switch 18 read in step S14 are determined.
It is determined whether or not they match. If YES is determined in this step S16, that is, the driving range (SRi) set in the automatic transmission 12 and the driving range (SRi) set in the operation switch 18.
R, ) match, there is no need to drive the drive motor 22 to change the travel range of the automatic transmission 12, and therefore it is determined in step S18 that the operation switch 18 has been operated in the forward direction. Flag F (correct) indicating
In addition, in step S20, a flag F (reverse) indicating that the operation switch 18 has been operated in the opposite direction is reset, and in step S22, an rOJ signal is output to the enable latch circuit ENA of the servo amplifier 126. do. As a result, the driving of the drive motor 22 is stopped.

Thereafter, in step S24, a first fail determination operation is performed, the process returns to the first step 810, and the steps from step 810 onwards are executed again. The first fail determination operation in step S24 will be described later as a blue routine.

On the other hand, in step S16 mentioned above, N.

If it is determined that the driving range (SRI) set in the automatic transmission 12 and the driving range (SRs) set in the operation switch 18 do not match, the following conditions apply. will occur. That is, when the driver switches the driving range (and operates the operation switch 18 to newly set the next adjacent driving range in the forward or reverse direction, this newly set driving range is The first and second output terminals 1 of this
The judgment is made when the outputs of 04, 108a to 108f both rise, and moreover, although the details will be described later, the activation of the drive motor 22 is defined by the rise timing of these two outputs, so SRI and SR, There is an inconsistency state.

Therefore, after a mismatch state is detected, if the distance between the two ranges is only 6S ranges (that is, if the operating switch 18 is operated only up to the adjacent travel range), the drive is performed so that the two ranges match. When the motor 22 is drive-controlled and the two are separated by more than a lunge (that is, when the operation switch 18 is operated further beyond the adjacent travel range), the operation switch 18 sets the value set immediately before. The drive motor 22 is controlled so that the travel range of the automatic transmission 12 is set to the travel range.

That is, when it is determined NO in step S16, in step S26, the flag F(
It is determined whether or not the value (monitoring) is "1". Here, the monitoring range means, as shown in FIGS. 18A and 18B,
It is defined from the first falling point to the last rising point in mutually adjacent driving ranges.

In this step S26, as described above, if the operation switch 18 is stopped at the adjacent travel range position, the SR,
and SR, after which mismatch is detected, so it is always N
On the other hand, if the operation switch 18 is further operated beyond the adjacent driving range,
Since this means that the next monitoring range is definitely entered, YES is inevitably determined.

Here, if it is determined No in this step S26, in step S28, the operation switch 18
A forward or backward operation in is determined. Note that the forward/reverse determination of the operation switch 18 is performed in advance at the timing when the outputs of both the first and second output terminals 104.108a to 108f rise in a second interrupt routine to be described later. This is done based on the result determined in the operating direction determination routine.

In this step S28, if it is determined that the direction is positive, that is, if it is determined that the flag F (positive) is set, then in step S30, the servo amplifier 1
A "1" signal is output to both the enable latch circuit ENA and the direction latch circuit DIR of No. 26. As a result, the drive motor 22 is driven in the forward direction, and the automatic transmission 12 performs a switching operation from the currently set travel range to the adjacent travel range in the forward direction.

On the other hand, if it is determined in step S28 that the direction is reverse, that is, if it is determined that flag F (reverse) is set, then in step S32, the enable latch circuit ENA of the servo amplifier 126 is set to "1". ” signal,
It also outputs the rOJ signal to the direction latch circuit DIR. As a result, the drive motor 22 is driven in the opposite direction, and the automatic transmission 12 performs a switching operation from the currently set travel range to an adjacent travel range in the opposite direction.

When step S30 or step S32 is executed, the process proceeds to step S34, where a second fail determination operation is executed, the process returns to the first step S10, and the steps from step 810 onwards are executed again. The second fail determination operation in step S34 will be described later as a subroutine.

Here, in the process of executing the procedure from step SIO described above, the travel range set by the automatic transmission 12 based on the drive of the drive motor 22 approaches the next adjacent travel range, but it is still If the travel range (SR,) set by the operation switch 18 and the travel range (SR□) set by the inhibitor switch 32 do not match,
No is determined in step S16, and step 82
6. Step S28 and step 530 (or step 532) are continuously executed, and the drive motor 2 continues to be executed.
2 will continue to be driven.

On the other hand, when the set driving range of the automatic transmission 12 is set to the next adjacent driving range, the set driving range (SRs) of the operation switch 18 and the driving range (SRI) based on the inhibitor switch 32 match. As a result, the determination in step S16 becomes YES. Therefore, steps 318 and subsequent steps are executed, and the drive motor 22
will be stopped by executing step S22.

Further, if it is determined YES in the above-mentioned step S26, that is, if it is determined that the operation switch 18 has jumped over the adjacent driving range and entered the next monitoring range, in step 836, the inhibitor is Based on the inhibitor signal (INH) from switch 32,
Currently, the driving range (
SR,) is read and operated. and step 338
At this point, the travel range (SR, -,) set immediately before using the operation switch 18 is read.

That is, this travel range (SR, -,) is defined by the travel range located at the immediate force with respect to the operation direction of the monitoring range into which the travel switch 18 enters. And, this driving range (SR,,) is currently automatic transmission 1.
It does not matter whether or not it is adjacent to the driving range (SR,) set in 2. For example, if the operation switch 18 is operated rapidly, the operation of the automatic transmission 12 side will be relatively delayed. Therefore, there may be cases where the vehicle is separated by more than two travel ranges.

Then, in step S40, the driving range (SRI) currently set in the automatic transmission 12, read in step 836, and the driving range set immediately before by the operation switch 18, read in step S38. A matching state with (SR,,) is determined. If it is determined No in this step S40, the process jumps to step S28, the drive motor 22 continues to be driven, and Y
If it is determined to be ES, that is, the driving range (SR,) currently set in the automatic transmission 12 and the driving range (SR-+) set immediately before by the operation switch 18.
If it is determined that they match, the process jumps to step S18, and after resetting the flag F (positive) and flag F (reverse), the driving of the drive motor 22 is stopped.

In this way, as long as the operation switch 18 is located within the monitoring range, the travel range of the automatic transmission 12 is changed to the travel range (SR) set immediately before the operation switch 18.
, , ), and the operating switch 18 is set in advance of the drive range to be set.

That is, in this embodiment, as will be described later, in order to quickly respond to the operation of the operation switch 18 and switch the driving range of the automatic transmission 12, the target stop position of the operation switch 18 is not determined. In,
Only the operating direction of the operating switch 18 is read first, the drive motor 22 is activated in accordance with this operating direction, and a switching operation is executed on the automatic transmission 12 side. As a result, a stop signal for the drive motor 22 is not output in the above-mentioned monitoring range, so if the operation switch 18 is operated very slowly in this monitoring range, the driving range switching speed by the drive motor 22 will be reduced. If the vehicle is running at a higher speed, the driving range set by the automatic transmission 12 is set to be ahead of the driving range set by the operation switch, and there is a possibility that the vehicle may become out of control. .

Specifically, for example, the operating switch 18 is quickly operated from a state in which the neutral range rNJ is set to a monitoring range located between the forward drive range rDJ and the forward second speed range "2", Assume that the robot is operated very slowly within this monitoring range.

In this case, when the forward drive range rDJ is passed, the CPU outputs a drive signal to rotate the drive motor 22 in the forward direction. Here, unless equivalent measures are taken, the stop condition will not be satisfied while the operation switch 18 remains in the monitoring range between the forward drive range rDJ and the forward 2nd speed range "2". 18, the drive motor 22 continues to drive, and the travel range set in the automatic transmission 12 is sequentially switched in the forward direction.

As a result, even if the driver intends to switch the driving range to the forward 2-speed range "2" by stopping the operation switch 18 in the forward 2-speed range "2", the automatic transmission 12 Passing the speed range "2", the forward first speed range "1" is set. That is, the driving range set by the operation switch 18 and the driving range set by the automatic transmission 12 become inconsistent, and
A fail state will occur.

However, as described above, in this embodiment, as long as the operation switch 18 is located within the monitoring range, the travel range of the automatic transmission 12 is stopped at the travel range set immediately before the operation switch 18, - Since this driving range will be set from time to time, it is possible to reliably avoid a situation where the automatic transmission 12 sets the driving range while the operating switch 18 is already running ahead of the driving range to be set. will be done.

Then, while the operation switch 18 is being operated within the monitoring range, step S10. Step S12. After step S14, NO is determined in step 816, YES is determined in step S26, and step 836. After step S38, No in step S40.
It is determined that step S28. A loop is executed through step 530 (or step 532), step S34, and returning to step S10.

As will be described later, operating the operating switch 18 so that the operating switch 18 remains within this monitoring range for a long time is an extremely abnormal operation, so the time during which the operating switch 18 remains within the monitoring range is determined by a predetermined period. If the time is exceeded, a fourth fail state is established and a fourth fail-safe operation is set to be executed.

On the other hand, if the operation switch 18 is further operated and moves out of the monitoring range and enters the next travel range setting position, at this point, it is determined NO in step S16, and the operation switch 18 as described above moves to the next travel range setting position. In the same way as if only one microwave was switched, proceed to step 8.
28. Step S30 (or step 532) is executed to drive the drive motor 22, and then step S34. Step sio, step S12 and step S24 are executed, and step S16 is determined. Then, the driving range of the automatic transmission 12 is brought to the driving range set by the operation switch 18 in a state where the driving range has caught up, and this step S16
YES is determined in step S18. By executing step S20 and step S22, the drive motor 22 is stopped.

As detailed above, as shown in this main routine, the travel range of the automatic transmission 12 is set to reliably match the travel range set when the operation switch 18 is stopped. .

Next, with reference to FIG. 20, the first interrupt routine during execution of the above-mentioned main routine will be described. In FIG. 17, this first interrupt routine is set to be executed each time a pulse signal is input to the first interlaced terminal INT+.

That is, when the operation switch 18 is operated and moved in a direction outside the currently set driving range, the output from the first output terminal 104 (hereinafter referred to as , simply called the first output.

) Φ, or the output from the second OR gate circuit 114 (
Two falling states occur at Φ2 (hereinafter simply referred to as the second output). That is, at the time when each falling state occurs, the first OR gate circuit 112
A pulse signal will be output from each of them, and when the operation switch I8 is switched from the currently set travel range, this first interrupt routine will be activated twice in total.

First, in the first interrupt routine, in step S42, the rHJ level signal is output to the control terminal of the multiplexer circuit MUX, and the output from the first output terminal 104 and the second OR gate circuit 1 are output to the input port.
Set so that the output from 14 is input. and,
In step S44, the first and second outputs Φ4. Φ
Load 2.

After that, in step S46, the first and second outputs Φ1. Φ
2 are both at the rLJ level. In this step 346, the first interconnected terminal I
At the time when the first pulse signal is input to NT, the first and second outputs Φ1. Although one side of Φ2 has fallen to the rLJ level, the other side is still maintained at the rHJ level, so NO is always determined.

Then, in step S48, the first timer T of the real-time counter RTC is activated. Here, when the operation switch 18 is operated, the first timer T1 outputs the first and second outputs Φ3. One of Φ2 is rL
A permissible time t1 from the time when the voltage falls to the J level until both reach the rLJ level is set in advance.

Note that when the time t is up, the first timer T outputs a time-up signal to the CPU.
U receives this time-up signal, and as described later,
A third failsafe routine is set to be executed interruptively.

Then, in step S50, a flag F (monitoring) indicating that the operation switch 18 is within the monitoring range described above.
Set and return to the main routine.

In this way, in the first interrupt routine, the starting point of the monitoring range is defined, and as the third fail judgment operation, one output Φ1 of the operation switch 18 is determined. Φ
The first timer TI is set to start counting the time during which the signal 2 remains at rHJ.

On the other hand, if the operating switch 18 is further operated and moved in a direction that completely deviates from the currently set travel range, whether the operating direction is forward or backward,
A second falling state occurs in the first output Φ1 or the second output Φ2, and at this point the second pulse signal is output from the first OR gate circuit 112. The interrupt routine is activated again, that is, the first interrupt routine is activated for the second time.

Here, in this second first interrupt routine, first, in step S42, as in the first time, the rHJ level signal is output to the control terminal of the multiplexer circuit MUX, and in step S44, the first output Φ1 and Read the second output Φ2. Then, step S46
In step S44, the first and second outputs Φ3. It is determined whether both Φ2 are at the "L" level. In this step S46, at the time when the second pulse signal is input to the first included terminal INT, the first and second outputs Φ1. Since both Φ2 have fallen to the rLJ level, YES is definitely determined.

Then, one output Φ1Φ2 of the operation switch 18 is rH
Since the state of J has already passed to the state of rLJ, in order to prevent the third fail judgment from being performed, in step S52, the real-time counter RT
Reset the first timer T1 of C. That is, by resetting the first timer T1 in this manner, the first timer T stops its time counting operation and returns to its initial state.

Thereafter, in step S54, the second timer T2 of the real-time counter RTC is activated. Here, the second timer T2 has a time t2 during which the first and second outputs Φ and Φ2 are both allowed to maintain the rLJ level state when the operation switch 18 is operated. is set in advance. Incidentally, in a state in which the time t2 is timed up, the second timer T2 outputs a time-up signal to the CPU, and upon receiving this time-up signal, the CPU interrupts and executes the fourth fail-safe routine as described later. It is set to After starting the second timer T2 in step S54, the process returns to the main routine.

That is, in this second first interrupt routine, the first timer T1 is reset and the operation switch 18 is
One output Φ1. The count of the time during which Φ2 remains at rHJ is stopped, and as a fourth fail judgment operation, both outputs Φ of the operation switch 18 are
3. The second timer T2 is set to start counting the time during which both Φ2 are maintained at rLJ.

Next, with reference to FIG. 21, a second interrupt routine during execution of the above-mentioned main routine will be described. In FIG. 17, this second interrupt routine is set to be executed each time a pulse signal is input to the second interlaced terminal INT.

That is, when the operating switch 18 is operated to move away from the currently set driving range and enter an adjacent driving range, regardless of whether the operating direction is forward or backward, Two rising states occur in the output Φ1 from the first output terminal 104 or the output Φ2 from the second OR gate circuit 114, but at the time each rising state occurs, the output from the third OR gate circuit 120 A pulse signal will be output. That is, when the operating switch 18 is switched from the currently set driving range to the adjacent driving range,
This second interrupt routine will be activated twice in total.

Here, in the first second interrupt routine,
First, in step 356, multiplexer circuit M
The rHJ level signal is output to the control terminal of UX, and the first and second outputs Φ1. Set so that Φ2 is input. Then, in step S58, the first and second outputs Φ1. Load Φ2.

Then, in step S60, the state of change in the output is determined. Here, the state of change in the output is the first state in which the first output Φ1 becomes "H" and the second output Φ2 becomes rLJ. A second variation mode in which the first output Φ is "L" and the second output Φ2 is rHJ, and Ryokawa Power Φ8.
There are three types of third variations in which both Φ2 become "H". However, since this second interrupt routine is the first, only the first and second variations can logically occur. And this step S60
If it is determined that the change mode is the first change mode, this means that when the second interrupt routine is started, it is determined that the operation direction of the operation switch 18 is the positive direction. In S62, a flag F (T positive) preliminarily defining the forward direction is set.

Thereafter, in step S64, the second timer T2 is reset. That is, this second interrupt routine is rarely activated (when one of the outputs Φ1 and Φ2 is r
It means that it has risen to the HJ level, so Riki Ryokawa Φ3. The second timer T2, which counts the time during which both Φ and Φ are "L", is reset to prevent the fourth fail determination operation from being performed. That is, by being reset, the second timer T2 stops its time counting operation and returns to its initial state.

Then, in the subsequent step S66, the third timer T3 of the real-time counter RTC is activated.

Here, this third timer T3 includes an operation switch 18.
When Φ1 and Φ2 are operated, the time t allowed from the time when one of Φ1 and Φ2 rises to the "H" level until both reach the rHJ level is set in advance. Incidentally, in a state where this time t3 is timed up, the third timer T3 outputs a time-up signal to C'PU, and cP
U receives this time-up signal, and as described later,
A fifth failsafe routine is set to be executed interruptively. Then, in this way, step S66
After starting the third timer T3, the process returns to the main routine.

On the other hand, if it is determined in the above-mentioned step S60 that the change mode is the second change mode, it means that when the second interrupt routine is activated, it is determined that the operation direction of the operation switch 18 is the opposite direction. In step S68, a flag F preliminarily specifying the reverse direction is set.
(T reverse) and jumps to the above-mentioned step S64,
Steps S64 and S66 are executed in sequence and the process returns to the main routine.

In this way, in the first second interrupt routine, as the fifth fail judgment operation, one output Φ1. The third timer T3 is set to start counting the time during which Φ2 is maintained at rLJ.

On the other hand, when the operating switch 18 is further operated and moved in the direction of completely entering the next set travel range, the first
A second rising state occurs at the output Φ or the second output Φ2, and at this point the third OR gate circuit 120 also outputs a second pulse signal, and this second interrupt The routine is activated again, ie, the second interrupt routine is activated for the second time.

Here, in the second interrupt routine of the second time, step 856 and step S58 are sequentially executed as in the first time, and in step S60, the third change mode, that is, Ryokawa Φ1. It is determined that both Φ2 have risen to "H". Establishment of this determination means that the operation switch 18 has been removed from the above-mentioned monitoring range, so the flag F (monitoring) defining the monitoring range is reset in step S70.

Then, in the subsequent step S72, it is determined whether the operation direction of the operation switch 18 is normal or reverse.

That is, the preliminary flag F is set in the second interrupt routine for the first time.
If the third change mode is determined in step S60 with (T positive) set, it is determined in step S72 that the operating direction of the operation switch 18 is the positive direction, and step S74 In step S76, a flag F (forward) indicating that the operating direction of the operation switch 18 is the forward direction is set, and in step S76, the flag F (reverse) indicating that the operating direction is the reverse direction is reset, and in step S378, Reset the reserve flag F (T positive).

After this, in step S60 mentioned above, both outputs Φ1
．． Since it is recognized that both Φ2 have changed to rHJ, the third timer T3 of the real-time counter RTC is reset in step S80 in order to prevent the fifth fail determination from being performed. That is, by resetting the third timer T3 in this way, the third timer T3 stops its time counting operation and returns to the initial state. And this step S80
After resetting the third timer T3, the process returns to the main routine.

On the other hand, in the first second interrupt routine, the preliminary flag F
(T Reverse) is set and if the third change mode is determined in step S60, it is determined in the above-mentioned step S72 that the operation direction of the operation switch 18 is the reverse direction, and step In S82,
A flag F (reverse) indicating that the operation direction of the operation switch 18 is the opposite direction is set, and in step S84,
The flag F (positive) indicating that the direction is forward is reset, and in step S86, a preliminary flag F (T
Reset (reverse).

Thereafter, the process jumps to step S80 described above and resets the third timer T3 of the real-time counter RTC.

That is, after setting the third timer T in this way,
Return to main routine.

In this way, in the second interrupt routine for the second time, the third timer T3 is reset and one output Φ1 of the operation switch 18. It stops counting the time during which Φ2 is maintained at "L" and also specifies whether the operating direction of the operating switch 18 is forward or backward. As a result, as previously explained in step S28 of the main routine, even if the final destination position (driving range) for operating the operating switch 18 is not known, at least the direction in which the operating switch 18 is operated is Assuming that the target driving range is unknown, first, control is performed to start the drive motor 22 and start the driving range switching operation in the automatic transmission 12 according to the operating direction of the operation switch 18. It will be executed.

As a result, in this embodiment, the operation switch 18
Even if the driver operates the driving range rapidly, the automatic transmission 12 also starts switching operation of the driving range while following this rapid operation, and the automatic transmission 12 responds well to the driving range switching operation of the driver. An actual driving range switching operation in the machine 12 is accomplished.

Next, step S2 explained in the above-mentioned main routine.
The subroutine for the first fail judgment in 4 is the 22nd subroutine.
This will be explained with reference to the figures. In this first fail determination, after the stop state of the drive motor 22 is theoretically achieved, the time required for the vibration state at the time of stop to converge and the allowable overshoot and undershoot are determined as described above. Even if the time t4 is set to fully allow for the time required for mechanical correction by the detent mechanism, if the drive motor 22 continues to operate beyond the set time t4, an abnormal state will occur. It is set to be determined as a fail if this occurs.

That is, when step S22 is completed in the main routine, step 52 is first executed, as shown in FIG.
In 4A, a flag F (stop) indicating the occurrence of a stop state
It is determined whether or not is set. This step 524A is determined first. In this state, this flag FF (stop) has not been set in advance, so the determination is always No. Then, in step 524B, this flag F (stop) is set, and in step 524
At C, the fourth timer T4 of the real-time counter RTC is activated.

Here, the above-mentioned predetermined time t4 is set in advance in this fourth timer T4. Incidentally, in a state where this time t4 is timed up, the third timer T4 outputs a time-up signal to the CPU, and upon receiving this time-up signal, the CPU interrupts and executes the first failsafe routine as described later. It is set to After starting the fourth timer T4 in step 324C, the process returns to the main routine.

On the other hand, when this first fail determination subroutine is executed for the second time or later, flag F (stop) is set in step 524B of the first subroutine, so NO is determined in step 524A described above. That will happen. Then, if No is determined in this step 524A, step 524
At D, it is determined whether the drive motor 22 is operating. This determination is made, for example, by detecting the output of an encoder 36 attached to the drive motor 22.

If the determination in step 524D is YES, that is, if it is determined that the drive motor 22 continues to operate, the fourth timer T4 is not reset and the process returns to the main routine. On the other hand, step 5
If the determination in step 24D is No, that is, if it is determined that the operation of the drive motor 22 has stopped, step 524 is performed to stop the first fail determination.
At H, the fourth timer T4 is reset. That is,
By resetting the fourth timer T4 in this way, the fourth timer T stops its time counting operation and returns to its initial state. And this step 5
At 24H, after resetting the fourth timer T4,
Return to main routine.

As described above, since the first fail determination subroutine is configured, if the drive motor 22 continues to operate beyond the above-mentioned set time t4, that is, step 524
If E is not executed, a count-up signal is output from the fourth timer T4 to the CPU, and the CPU makes a fail judgment.

Next, step S3 explained in the above-mentioned main routine.
The second fail judgment subroutine in 4 is the 23rd subroutine.
This will be explained with reference to the figures. In this second fail determination, the operation direction of the operation switch 18 determined in the operation direction determination routine of the operation switch 18 in the second interrupt routine described above and the actual direction of the operation of the drive motor 22 are determined.
If the driving direction does not match the driving direction, it is determined that an abnormal condition has occurred and a fail determination is made.

That is, in the main routine described above, step S30
Alternatively, when step S32 is executed, first, in step 534A, the output state of the encoder 36 of the drive motor 34 is read, and in step 334B, the rotation direction of the drive motor 22 is determined based on the read output of the encoder 36. be done. and step 534
If it is determined in step C that the rotation direction of the drive motor 22 is the forward direction, a flag F (positive) indicating that the operation direction of the operation switch 18 is the forward direction is set in step 5340. It is determined whether or not there is one.

If YES is determined in this step 534D, that is, if it is determined that both the rotational direction of the drive motor 22 and the operation direction of the operation switch 18 are positive, there is no equivalent problem, and the main routine Return to. On the other hand, if the determination in step 534D is No, that is, if the rotation direction of the drive motor 22 is the forward direction, but the operation direction of the operation switch 18 is the opposite direction, and it is determined that the two do not match. In step 534E, it is determined that an abnormal condition has occurred, and in step 534E, a second fail-safe operation is performed, and step 53
At 4F, an alarm operation is performed to notify the driver that a fail condition has occurred and that a fail-safe operation is being executed based on this fail condition, and the process returns to the main routine.

On the other hand, if it is determined in step 334C that the rotation direction of the drive motor 22 is in the opposite direction, in step 334F, a flag F (reverse ) is set.

If YES is determined in this step 834F, that is, if it is determined that both the rotational direction of the drive motor 22 and the operating direction of the operation switch 18 are opposite directions, there is no equivalent problem, and the main routine Return to. On the other hand, if the determination in step 334F is No, that is, if the rotation direction of the drive motor 22 is in the opposite direction, but the operation direction of the operation switch 18 is in the forward direction, and it is determined that the two do not match. , it is determined that an abnormal condition has occurred, and step 534E described above is performed.
, executes a failsafe operation, and returns to the main routine.

Next, referring to FIGS. 24 to 27, the first and third
The fifth fail-safe control will be explained.

First, as explained in the first interrupt routine with reference to FIG. 20, when the operation switch 18 is operated and the currently set travel range is changed,
The first and second outputs Φ1. From a state where both Φ2 are rHJ, one passes through a state where one is "L", but the output of this one Φ1. If a predetermined time t has elapsed without the first timer T being reset after Φ2 reached rLJ, that is, when the operation switch 18 is set to one output Φ
3. If the unstable position where rLJ is output from Φ2 is maintained for more than the predetermined time t2, an abnormal operation is being performed or the output state is abnormal, and the third
This means that a fail condition has occurred.

Therefore, when the predetermined time t1 has elapsed, the first timer T outputs a time-up signal to the CPU.
When U receives this time-up signal, the first timer interrupt routine is activated. As shown in FIG. 24, this first timer interrupt routine begins with step S.
In step S88, a fail-safe operation is executed, and in step S90, an alarm operation is executed to notify the driver that a fail condition has occurred and that a fail-safe operation is being executed based on this fail condition, and the main routine is executed. Return to.

On the other hand, as explained in the first and second interrupt routines with reference to FIGS. 20 and 21, by the time the operation switch 18 is operated and the drive range is switched to the next set, First and second outputs Φ1. A situation occurs in which both Φ2 are rLJ, but both outputs Φ
1. If the predetermined time t2 has elapsed without the second timer T2 being reset after both outputs Φ1. Φ2 to rLJ
If the output is held in an unstable position for more than a predetermined time t1, this indicates that an abnormal operation is being performed or the output state is abnormal and a fourth fail state has occurred. It means.

Therefore, when the predetermined time t2 has elapsed, the second timer T outputs a time-up signal to the CPU.
When U receives this time-up signal, a second timer interrupt routine is activated. As shown in FIG. 25, this second timer interrupt routine begins with step S.
In step S92, a fail-safe operation is executed, and in step S94, an alarm operation is executed to notify the driver that a fail condition has occurred and that a fail-safe operation is being executed based on this fail condition, and the main routine is executed. Return to.

Furthermore, as explained in the second interrupt routine with reference to FIG. 21, when the operating switch 18 is operated to switch from the currently set travel range to the next travel range, the First and second output Φ8
．． From a state where both Φ2 are "L", one passes through a state where one is rHJ, but the output of this one Φ2.
If the predetermined time t has elapsed without the third timer T3 being reset after Φ2 became "H", that is, the operation switch 18 is set to one output Φ3. If it is held in an unstable position such as outputting rHJ from Φ2 for more than a predetermined time t1, an abnormal operation is being performed or the output state is abnormal, and the fifth fail state occurs. It means what you did.

Therefore, when the predetermined time t3 has elapsed, the third timer T□ outputs a time-up signal to the CPU.
When U receives this time-up signal, a third timer interrupt routine is activated. As shown in FIG. 26, this third timer interrupt routine begins with step S.
In step S96, a fail-safe operation is executed, and in step S98, an alarm operation is executed to notify the driver that a fail condition has occurred and that a fail-safe operation is being executed based on this fail condition, and the main routine is executed. Return to.

Incidentally, this is the first to third timers TI, "rz.

The total value of the predetermined times t+, ta, and ti respectively set at T3 is defined as the maximum time allowed for the operation switch 18 to pass through the monitoring range.

That is, if the operation switch 18 remains in the monitoring range for a long time, it means that the target travel range set by the operation switch 18 is unknown for a long time, and as a result, the above-mentioned As shown, operation switch 1
The travel range of the automatic transmission 12 is temporarily set to the travel range that No. 8 passed through immediately before. However, the driving range temporarily set by the automatic transmission 12 is never the driving range that the driver intends to set, so if the driving range is set to a driving range that the driver does not intend, Although it is temporary, it must be avoided as much as possible. From this point of view, the predetermined time t
The total value of +, tz, and ts is set to be limited to a predetermined value.

Finally, as described above with reference to FIG. 22, after the condition for stopping the drive motor 22 is logically satisfied, the fourth
If the predetermined time t4 has elapsed without the timer T4 being reset, that is, if the drive motor 22 should have logically stopped but actually continues to operate after the predetermined time t4, This means that the first fail state has occurred.

Therefore, when the predetermined time t4 has elapsed, the fourth timer T4 outputs a time-up signal to the CPU.
When the PU receives this time-up signal, a fourth timer interrupt routine is activated. As shown in FIG. 27, this fourth timer interrupt routine first executes a fail-safe operation in step 5100, and executes an alarm operation in step S102 to notify the driver that a fail condition has occurred. Then, based on this fail state, it is notified that the fail-safe operation is being executed, and the process returns to the main routine.

In this embodiment, the first to fifth fail-safe operations described above are both set to be achieved by cutting off the power supply to the drive motor 22. Here, after the fail-safe operation has been executed in this way, if the driver wants to cancel the fail-safe state and drive the car again, the driver must first:
By turning off the IG switch and then turning on the IB switch again, the CPU returns to its initial state, and the failsafe state is automatically eliminated.

When the vehicle is driven in this restored state and the operation switch 18 is operated to perform the driving range switching operation,
If the fail-safe operation is executed again, the driving range switching operation via the operation switch 18 becomes impossible. In this case, the lid member 5'4a disposed on the cowl panel lower 54 is removed to expose the manual drive mechanism 38, and the switching lever 50 is rotated from the control position to the disconnection position to place the clutch mechanism 34 in the disconnected state. In addition,
By fitting the wrench 48 into the fitting hole 40a of the rotary plate 40 and rotating the rotary plate 40 via this wrench 48 to set an arbitrary travel range, the automatic transmission 12 can be driven. This means that the range can be switched manually.

Here, in the main routine in the CPU described above, in this embodiment, in order to accurately position and stop the travel range of the automatic transmission 12, which is currently being changed, at the target travel range position set by the operation switch 18. is structured as follows.

That is, first, to set the target travel range in the operation switch 18, the stop time of the operation switch stopped at the travel range position is monitored, and when this stop time exceeds a predetermined time, the travel range at the stopped position is set. is determined to be the target driving range. If this determined target driving range is two ranges or more away from the driving range currently set in the automatic transmission 12, a signal indicating a driving range that is a lunge before the target driving range is sent. When is output from the inhibitor switch 32,
The drive motor 22 is subjected to so-called chopping control to substantially reduce the speed by shortening the energization time to the drive motor 22 in a pulse-like manner.
Detent mechanism (not shown) in manual drive mechanism 38
In a mechanically restrained state by a detent mechanism (not shown) provided in the inhibitor switch 32 itself,
It is set to accurately stop and maintain the target driving range.

By controlling the drive motor 22 in this way, the automatic transmission 12
Although the driving range in the automatic transmission 1 is set to exactly match the driving range set by the operation switch 18, overshoot or undershoot in the drive motor 22 may occur due to various conditions, and the automatic transmission 1
There is a possibility that a situation may occur in which the travel range in No. 2 is not accurately defined.

The occurrence of such overshoot or undershoot in the drive motor 22 is detected based on the output of a potentiometer connected to the drive morph 22, and the amount of overshoot and undershoot is also measured. If the occurrence of such overshoot or undershoot is detected, the energization time set in proportion to the amount of overshoot or undershoot will be applied, and if there is an overshoot, the current rotation will be reduced. The drive motor 22 is energized so that it rotates in the opposite direction, and on the other hand, in the event of undershoot, it is set so that the drive motor 22 is energized so that it rotates in the same direction as the previous rotation direction. has been done.

In this way, in this embodiment, even if overshoot or undershoot occurs, the positional deviation will be reliably corrected, and accurate positioning will be achieved.

Note that if this healing operation takes too long or if overshoot or undershoot occurs beyond the range that can be healed, the drive motor 22 will continue to be driven even after the logical stop condition is satisfied. Therefore, the first fail determination described above will be made.

Further, in this embodiment, the inhibitor switch 3
2, the inhibitor sliding terminal is configured to pass through an inhibitor contact having a predetermined width and output an inhibitor signal while the two are in contact. Here, the distance from the origin position of the potentiometer at the time when this inhibitor sliding terminal starts to contact the inhibitor contact is defined as Ll, and the distance of the potentiometer at the time when the inhibitor sliding terminal comes off from the inhibitor contact is defined as Ll. The distance from the origin position is defined as L2, and the inhibitor switch 3
Let Lo be the distance from the origin position of the potentiometer to the stop position that defines each travel range in 2.
This distance L0 is corrected and set each time the inhibitor sliding terminal passes through each inhibitor contact point.

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

Further, in the CPU of this embodiment, the operation switch 18 starts to be operated, and the travel range set by the operation switch 18 is based on the travel range of the automatic transmission 12, that is, the inhibitor signal from the inhibitor switch 32. If the operation switch 18 is operated in the opposite direction in a state where the operating range is more than a lunge away from the driving range, for example, the first output Φ1 changes from "L" to "
After rising to "H", the second output Φ2 changes from "L" to r
In a state where it is determined that the operation switch 18 has been operated in the forward direction by detecting the rise to HJ,
When detecting the next rise, first, the second output Φ2 rises from "L" to rHJ, and then the first output Φ2 rises from "L" to rHJ.
1 rises from rLJ to rHJ, it is determined that the operation switch 18 has been reversely operated.

When it is determined that the operation switch 18 has been operated in the reverse direction, the CPU is configured to temporarily ignore this reverse rotation detection and maintain the current drive direction without driving the drive motor 22 in the reverse direction. ing.

Then, when the driving range set by the operating switch 18 exceeds the driving range defined based on the inhibitor signal output from the inhibitor switch 32, that is, the operating position of the operating switch 18 The drive motor 22 is set to be driven in the reverse direction based on the above-mentioned reverse direction instruction only when the drive motor 22 intersects with the operating position of the machine 12 and exits to the opposite side.

With this configuration, it is reliably prevented that the driving range position of the automatic transmission 12 is set in a state that is ahead of the driving range position set by the operation switch 18, and a good control state is achieved. will be maintained.

It goes without saying that this invention is not limited to the configuration of the one embodiment described above, and can be modified in various ways without departing from the gist of the invention.

For example, in the embodiment described above, the operation switch 1
8 has been described as consisting of a rotary switch, but the present invention is not limited to such a configuration (as shown in FIG. 28 as a first modification, an operation switch 18' is composed of a slide switch, and this slide-type operation switch 18' is slidably mounted along an inclined movement axis S, and the movement axis of this slide-type operation switch 18' extends from the upper end as shown in the figure. It is set diagonally in a state where it is biased forward, and the parking range rPJ and reverse range rRJ are arranged at the upper front.In detail, the driving range from "neutral range rN" to forward l speed range "1" is , so that the switching operation can be performed by extending the middle finger of the left hand while gripping the steering wheel 56, and is set to be disposed inside the operating range that the extended middle finger can reach;
The parking range rPJ and the reverse range rRJ are set to be arranged outside the operation range of the above-mentioned middle finger.

In particular, also in this first modification, the separation distance d2 between the neutral range rNJ and the reverse range rRJ is
Neutral range rNJ and forward drive range rDJ
It is set considerably longer than the separation distance d between the two. In this way, similarly to the above-described embodiment, the configuration is such that the switching operation to the parking range rPJ and the reverse range rRJ is impossible with the operation switch 18 while the left hand is gripping the steering wheel 56. This will reliably prevent dangerous erroneous operations such as backward movement or parking movement while the vehicle is moving forward.

In the above-described embodiment, the relative positional relationship between the operating switch 18 disposed on the left side of the steering column 58 and the wiper operating lever 62 is as shown in FIG. 18, and the wiper operating levers 62 are disposed above the front side, but the present invention is not limited to this configuration (as shown in FIG. 29 as a second modification). As shown, the operation switch 18 is still disposed on the lower front side of the left side of the steering column 58, but the wiper operation lever 6
2 may be arranged above the opposite side. By configuring the second modified example in this way, it is possible to reduce the risk of accidentally operating the wiper operating lever 62 while switching the driving range via the operating switch 18. This will be prevented.

Furthermore, in the embodiment described above, the steering wheel 56 is in its substantially neutral position when the operation switch 1 is pressed.
"N" is an alphanumeric character drawn on the circumference of the mounting ring 64 of No. 8 indicating the driving range.

Spokes 56a extend along three directions, 2 o'clock direction, 6 o'clock direction, and 10 o'clock direction, so that the driver seated in the driver's seat can see through the rDJ and r2J while looking straight ahead. .

56b and 56c, the present invention is not limited to such a configuration (for example, the third
As shown in FIG. 0 as a third modified example, this steering wheel 56' may be configured to include spokes 56d and 56e extending in two directions, 3 o'clock direction and 6 o'clock direction, respectively. . By configuring the steering wheel 56' in this manner, the operation switch 18 can be reliably seen through the space of the steering wheel 56'.

Furthermore, in the embodiment described above, the operation switch 18
The signal generating mechanism 100 for indicating the travel range set in the steering column 58 has a contact group Xp, XR,
,Xo,Xi,X.

are fixed to the outer flange portion 66a of the switch body 66, and the contact groups x,
, x, , x, , xD, x, , and the contact rod 66c that sequentially contacts x, but the present invention is not limited to such a structure (see FIG. 31). It may be configured as shown as a fourth modification.

That is, the signal generating mechanism 100' as this fourth modification example
In this case, as shown in FIG. 31, the outer flange portion 6
6a is formed from a thin plate as a slit disk, and this slit disk 66a has four concentrically set trajectories ψ1. ψ2゜ψ1. ψ4 are sequentially defined at equal intervals from the outer side to the inner side in the radial direction. On the other hand, on the radius corresponding to each travel range, the four trajectories ψ1 described above
．． ψ□, ψ3. A slit is formed at the intersection with ψ4 in the manner shown in the table below.

In this table, slits are not formed in the portions indicated by "0", and slits are formed in the portions indicated by "1". In addition, each driving range is
Corresponding first to third trajectories ψ1. ψ2. rOJ at ψ3 is set to be uniquely defined by the code represented by "1". Furthermore, as is clear from this table,
This code is represented by Gray code.

In this fourth modification, the first to third trajectories ψ1. The slit row formed at ψ2゜ψ is the second contact terminal φzp, φ211・φ2N・φ2D+ ψ,, φ in the above-mentioned embodiment.
, 1, respectively, and the slit in the fourth trajectory ψ4 is defined to correspond to the first contact terminal φ in the above-described embodiment. That is, the first to third trajectories ψ1. ψ2. As shown in FIG. 32, each slit constituting the slit row formed at ψ3 is
The slits are formed in a fan shape having the same center angle, and the front and rear ends of each slit are set to be located on the same radius for each travel range. On the other hand, each slit formed on the fourth trajectory ψ has its center angle
to third locus ψ1. ψ2. Although the slits forming the slit row formed at ψ3 have the same fan shape as the center angle, the first to third trajectories ψ1. For each slit forming the slit row formed at ψ2゜ψ3,
They are set to be offset in the same direction (counterclockwise in this embodiment) by a predetermined distance along the circumferential direction.

Further, as shown in FIG. 31, on the left side surface of the steering column 58 facing the slit disk 66a, four photocouplers 128, 130°132, 134 are provided with first to fourth trajectories ψl, ψ2, respectively. ．． ψ3. They are arranged on the same radius in a state corresponding to ψ4. Here, each photocoupler 128, 130, 132, 134 corresponds to the corresponding trajectory ψ3. ψ2. A light emitting element 128a that emits light toward ψ3ψ.

130a, 132a, 134a and corresponding 128a,
130a, 132a, and 134a, with corresponding trajectories ψ1. ψ2. ψ.

Light receiving elements 128b and 130b receive only the light that has passed through the slit formed on ψ4.

132b and 134b.

By configuring the signal generating mechanism lOO' as an optical type as shown in the fourth modification, it can operate in exactly the same way as the mechanical contact type signal generating mechanism 100 described above, and can also operate mechanically. Compared to the contact type, there is no noise generated at the contact start time or contact end time, and highly reliable operation is achieved.

Also, in the mechanical contact type signal generating mechanism 100 described above, second contact terminals φ2F and φ1 indicating each travel range are used.
．． φ2N+ φ2゜, φ2□, φ2. It is also possible to configure it in a Gray coded state.

Further, in the embodiment described above, the power supply to the drive motor 22 is cut as a fail-safe operation, but the present invention is not limited to such a configuration (for example, , hydraulic valve 1 of automatic transmission 12
In addition to the drive motor 22 described above, a fail-safe auxiliary drive motor is further provided as a drive motor for switching between the automatic transmissions 12 and 6. Normally, the drive motor 22 is set to perform the driving range switching operation in the automatic transmission 12. However, if a fail judgment is made, a fail-safe operation is also considered in which the power supply to the drive motor 22 is cut off while power is supplied to the auxiliary drive motor to drive the automatic transmission 12 by the auxiliary drive motor. It will be done.

In the case where two drive motors are provided in this manner, when a safe judgment is made, the auxiliary drive motor is forced into a predetermined driving range, for example, the forward drive range rDJ, regardless of the setting position of the operation switch 18. Alternatively, a CPU may be provided for fail-safe operation (i.e., 2 CPU/2 drive motor type), so that if a fail judgment is made in the main CPU. Additionally, this fail-safe CPU may be configured to execute a fail-safe operation such as driving and controlling the auxiliary drive motor.

In addition, in the above-mentioned embodiment, the fail judgment is as follows:
Allowed predetermined time t+, ti, ti.

Even if t4 elapses, the corresponding timers TT, 1. T
4 is not reset and the operation switch 18
Although the explanation has been made so that the operation direction in the operation switch 18 and the rotation direction of the drive motor 22 do not match, the present invention is not limited to such a fail determination (for example, if the operation switch 18 Forward drive range (i.e., forward drive range “D”, forward 2nd speed range “
It is extremely preferable from the viewpoint of driving safety when a signal indicating the reverse range rRJ is output from the inhibitor switch 32 of the automatic transmission 12 in a state where the first forward speed range "1") is set. There is no condition.

Specifically, as described above, in the control of this embodiment, when the operation switch 18 is within the monitoring range between the reverse range rRJ and the neutral range rNJ, the operation switch 18 is The travel range of the automatic transmission 12 is temporarily held and set to the reverse range rRJ, which is the travel range passed through. After this, the operation switch 18 is rapidly operated and the neutral range r
If the forward drive range rDJ is suddenly set beyond NJ, for example, there is a risk that the drive motor 22 will be locked and the driving range of the automatic transmission 12 will remain fixed at the reverse range rRJ.

In such a situation, if a fail judgment is not made, the driver will have set the forward travel range himself.
He depresses the accelerator pedal, believing that the automatic transmission is also set to the forward travel range he has set. As a result, the vehicle begins to move backward, contrary to the driver's intention to move forward.

Therefore, as described above, when the forward drive range (i.e., forward drive range "DJ", forward 2nd speed range "2", forward 1st speed range "1") is set in the operation switch 18, the automatic transmission If a signal indicating the reverse range rRJ is output from the 12 inhibitor switch 32, a fail judgment is made, and the fail-safe operation based on this fail judgment is set to execute an operation to turn off the engine. When such a fail-safe operation is executed, the driver will
The automatic transmission 12 is manually switched via the manual drive mechanism 38, the engine is restarted, and the automobile is driven.

Note that this fail-safe operation is not limited to an operation of turning off the engine, but may also include a control operation that completely reduces the oil pressure from the hydraulic system in the automatic transmission 12. In this case, normally, the hydraulic valve 16 is configured so that the forward drive range rDJ is automatically (mechanically) set and fixed when the hydraulic pressure decreases.

Therefore, even after the fail-safe operation is performed, the driver can reliably drive the vehicle and move the vehicle to the nearest repair shop or service station.

Furthermore, in the embodiment described above, the operation switch 18
automatic transmission 12 in the target travel range set in
Although it has been explained that the drive motor 22 is subjected to chopping control from the time when the vehicle passes through the travel range one position before the target travel range in order to accurately set the travel range of the target travel range, the present invention is not limited to such a configuration. (For example, from the time when the target travel range is determined, the drive motor 2
You may perform the chopping control of 2.
Further, instead of performing chopping control, the clutch mechanism 34 may be disengaged to achieve a state in which the driving force is fully applied (not applied). The above-described chopping control of the drive motor may be set to be executed when the driving ranges of the transmission 12 reach a state where they are separated by two ranges.

(Hereinafter, blank space) [Effects of the Invention] As detailed above, the operating device for a vehicle automatic transmission according to the present invention includes an actuator that drives a hydraulic valve for switching the travel range of the automatic transmission, and an actuator that drives a hydraulic valve for switching the travel range of the automatic transmission. In an operating device for an automatic transmission for a vehicle, comprising a control means for controlling an actuator, and a speed change operation means for outputting a range switching command to the control means, the speed change operation means includes a rotary operation switch, and the speed change operation means is equipped with a rotary operation switch, The switch is integrally formed with a switch body rotatably disposed on the side of the steering column and protrudes outward from the switch body. and a finger operation section that is operated to switch at least the forward travel range with the fingers of the hand,
The finger operation section is characterized in that the reverse range is set at a stopped position within a range that terminates in front of a vertical line on the steering handle side among two vertical lines touching the outer periphery of the switch body.

Further, the operating switch of the operating device for an automatic transmission for a vehicle according to the present invention is located at a stopped position in a range that terminates behind a vertical line on the steering handle side among two vertical lines that touch the outer periphery of the switch body. It is characterized by setting a neutral range and a forward travel range.

Therefore, according to the present invention, there is provided an operating device for an automatic transmission for a vehicle that can safely drive a vehicle while preventing erroneous operations when performing a gear change operation.

[Brief explanation of the drawing]

FIG. 1 is a block diagram schematically showing the configuration of an electric drive range switching device to which an embodiment of the operating device for a vehicle automatic transmission according to the present invention is applied; FIG. A wiring diagram showing how the motor is connected to the control system; Figure 3 is a perspective view showing the location of the operating switch and manual drive mechanism inside the vehicle; Figure 4 shows the location of the operating switch when seated in the driver's seat. Figure 5 is a front view as seen from the driver's side; Figure 5 is a side view showing how the operating switches are arranged as seen from the left side; Figure 6 is a perspective view showing the external configuration of the operating switches; The figure is a cross-sectional view showing the internal structure of the operation switch, together with the formation pattern of the guide groove. Figure 8 is a cross-sectional view showing the depth shape of the guide groove formed in the mounting ring; Figure 9 is a cross-sectional view showing the pushed state of the guide bin. 10 is a line diagram showing the different states of operating force of the operation switch when switching the driving range;
Figure 2 is a perspective view and side view showing the arrangement of the operation switches; Figure 13 is a side view illustrating the setting position of the reverse range; Figure 14 shows the driver's left knee in a standing position. A side view for explaining; FIG. 15 is a side view showing the positional relationship between the steering wheel and the operation switch when the telescopic mechanism or tilt mechanism is activated; FIG. 16 is a schematic diagram of the contact structure of the signal generation mechanism in the operation switch. Figure 17 is a wiring diagram specifically showing the connection state between the operating switch and the control unit; Figure 18A is a diagram showing the output levels from the first and second output terminals when the operating switch rotates in the normal direction. Timing chart showing the change order; Figure 18B is a timing chart showing the change order of the output levels from the first and second output terminals when the operation switch is reversed; Figure 19 shows the main routine procedure in the CPU. Flowchart; FIG. 20 is a flowchart showing the procedure of the first interrupt routine in the CPU; FIG. 21 is a flowchart showing the procedure of the second interrupt routine in CPtJ; FIG. 22 is the subroutine of the first fail judgment operation in the CPU FIG. 23 is a flowchart showing the steps of the subroutine of the second fail judgment operation in the CPU; FIGS. 24 to 27 are the steps of the first to fourth timer interrupt routines in the CPU, respectively. A flowchart showing the procedure; FIG. 28 is a perspective view showing the configuration of a first modified example of the operating switch in this embodiment; FIG. 29 is a relative arrangement of the operating switch and the wiper operating lever in this embodiment FIG. 30 is a front view showing a third modification of the steering wheel in this embodiment; FIG. 31 is a fourth modification of the signal generating mechanism in this embodiment; FIG. 32 is a front view of the slit disk shown in FIG. 31 taken out. In the figure, 10... operating device, 12... automatic gear shift number, 1
4... Engine, 16... Hydraulic valve, 18; 18
'... Operation switch, 20... Electric drive range switching device, 22... Drive motor, 24... Drive shaft, 2
6... Rotating arm, 28... Connecting wire, 30...
- Control unit, 32... Inhibitor switch, 32
a... Swivel arm, 34... Clutch mechanism, 36...
...Rotary encoder, 38...Manual drive mechanism, 4
0... Rotating plate, 42... Pinion gear, 44...
Rack member, 46...first auxiliary connection wire, 48...
...Wrench, 50...Switching lever 52...Second auxiliary wire, 54...Cowl panel lower, 54a
... Lid member, 56, 56'... Steering wheel, 56a; 56b; 56c: 56d;
! 56e... Spoke, 58... Steering column, 60... Direction indicator lever, 62... Wiper operation lever, 64... Mounting ring, 66... Switch body, 66a... Outer flange part, 66b... shaft part, 66c... contact rod, 66d... moving part, 66
e...Through hole, 66f...Lock nut, 66g...
Coil spring, 66h...recess, 66i...blind plate, 68...finger operation part, 70...pushing part, 7
2...Hold button, 74...Mode switching button, 76...Day tent mechanism, 76;;76□;
76°; 76, ; 76, ; 76p... day tent hole,
78... Regulatory mechanism, 80... Guide groove, 80a...
- Straight groove portion, 80b...first lateral groove portion, 80c...
Inclined groove part, 80d...Second lateral groove part, 80e...Third lateral groove part, 80f...Connection groove part, 82...Guide bin, 82a...Bin body, 82b...Outside Flange portion, 84... Recess, 84a... First portion, 84
b...Second portion, 86...Lock ring, 88...
- First coil spring, 90... Second coil spring, 92... Armrest, 94... Instrument panel, 96... Driving range indicator, 98... A/T warning lamp, 100... Signal generation mechanism, 102... First connection line, 102a
...branch connection line, 102b...main connection line,
104...first output terminal, 106a to 106f...
・Second connection line, 108a to 108f...Second output terminal, 110...First pulse generation circuit, 112
. . . first OR gate circuit, 114 . . . second OR gate circuit, 116 . . . second pulse generation circuit, 11
8...Third pulse generation circuit, 120...Third OR gate circuit, 122...Fourth pulse generation circuit, 1
24... Multiplexer circuit, 126... Servo amplifier, 128; 130; 132.134... Photocoupler, rPJ: rR to rN''; rD
J; "2";rt"...driving range,
A, B...Grip position, C...Center line, d+;di・
... Separation distance, G... Gap, h+; hx;
hs...depth, ni. ... Axis line, β1; β2; I2
s;β4;β1...Rotation radius, s,,s,;Sn
;So, s2. 8...Inhibitor switch contact, XP:XR;x
n ; Xo ; ;φD ;φ2 ;φ1°°°second contact terminal, Φ1...first output, Φ2...second
output, θ. ;θ2 ;θ3... is the center angle.

Claims (2)

[Claims] (1) A vehicle automatic equipped with an actuator that drives a hydraulic valve for switching the travel range of an automatic transmission, a control means that controls this actuator, and a shift operation means that outputs a range switching command to this control means. In the transmission operating device, the speed change operating means includes a rotary operation switch, and the operation switch includes a switch body rotatably disposed on a side surface of a steering column, and a switch body that protrudes outward from the switch body. a finger operating section that is integrally formed as shown in FIG. An operating device for an automatic transmission for a vehicle, characterized in that a reverse range is set at a stopped position within a range that ends inward from a vertical line that touches the outer periphery of the vehicle. (2) The operation switch sets the neutral range and forward travel range at a stopped position within the range of two vertical lines that touch the outer periphery of the switch body and end outside of the vertical line on the steering handle side. The operating device for an automatic transmission for a vehicle according to claim 1, characterized in that: