JPH03234966A - Operating device for automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To simplify the contents of control by allowing a control means to drive an actuator at a constant speed so as to be controlled, and thereby concurrently applying the brake to the actuator for a specified period of time at a time when a running range set by an automatic transmission coincides with a target running range directed by an operating switch. CONSTITUTION:When it is judged that a running range set by an automatic transmission 12 coincides with a target running range directed by an operating switch 18, a control unit 30 suspends driving a drive motor 22 (actuator), and concurrently controls the brake to be applied to the motor 22 for a specified period of time. Namely, current reverse to normal one is sent to the drive motor 22 for a specified period of time, the brake is applied to the motor 22 by means of reverse current, and the motor 22 is so controlled as to be surely suspended at a running range which is judged to coincide with the target one. This thereby allows a running range set by the automatic transmission 12 to surely coincide with a new running range set by means of switching the switch 15.

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 speed change control means 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] In general, an operating device for a vehicle automatic transmission is directly mechanically connected to a hydraulic valve for switching the driving range of the automatic transmission, and is set to be moved by the driver's hand. The vehicle is equipped with a select lever as a gear shift operation 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.

In such a manual operating device, the select lever and the hydraulic valve are directly mechanically connected via an arm, link, etc., so a strong operating force is required to move the select lever. There was a demand for an operating device that requires only a light operating force.

In order to satisfy this demand, in recent years, for example,
As shown in Japanese Patent No. 37729, in an automatic transmission for an automobile that switches the driving range by controlling a hydraulic valve by a wire connected to a hydraulic valve in the transmission, this wire is driven by a drive motor, and An electric range switching device has been proposed in which the drive motor is operated by operating an electric switch. According to such an electric range switching device,
The driver can now change the driving range via the drive motor simply by operating an electric switch, and the driver can instruct the driver to change the driving range by operating this electrical switch with a light operating force. It will be possible to do so.

[Problem to be Solved by the Invention] However, in such a conventional electric range switching device, the driving range of the automatic transmission is set to exactly match the driving range instructed by the electric switch. For example, by adding a brake mechanism to the drive motor and controlling the operation of this brake mechanism, the travel range specified by the electric switch in an automatic transmission can be accurately set. ing. In this way, when setting a predetermined travel range in the automatic transmission based on the brake mechanism, the state in which the automatic transmission is being switched is constantly detected,
The brake mechanism must be controlled based on this detected information, which poses the problem of complicating the control details.

This invention was made in view of the above-mentioned problems, and an object of the invention is to make it possible to set the driving range of an automatic transmission to match the driving range instructed by the operation switch with simple control. An object of the present invention is to provide an operating device for an automatic transmission for a vehicle.

[Means for Solving the Problems] In order to solve the above-mentioned problems and achieve the 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 signal indicating a currently set travel range to the control means. The means includes a stroke contact type operation switch in which travel ranges to be set are sequentially arranged in parallel on a predetermined locus, and the control means includes:
Drive-controlling the actuator at a constant speed,
When it is determined that the travel range set by the automatic transmission matches the target travel range instructed by the operation switch, the actuator is controlled to apply braking for a predetermined period of time.

Further, the operating device for a vehicle automatic transmission according to the present invention includes:
The switch means electrically detects each travel range position. is formed so as to extend a predetermined distance in both directions along the driving direction of the
The control means is characterized in that it stops the constant speed control of the actuator and switches over and executes the braking operation when the end of the contact point corresponding to the target travel range is detected.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the braking operation is executed for a predetermined period of time required for the actuator to stop at the center position of the contact point corresponding to the target travel range. It is characterized by being set in time.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the control means includes a voltage fluctuation detection means, and even if voltage fluctuation occurs in the power supply, the voltage applied to the actuator is always kept constant. It is characterized by control to maintain it.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the control means includes a temperature fluctuation detection means, and even if a temperature fluctuation occurs, the voltage applied to the actuator is always maintained constant. It is characterized by control.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the control means may control the actuator so as to drive the actuator in a direction opposite to the driving direction in which the actuator is subjected to the braking operation, as a braking operation. It is characterized by

[Operation] Since the operating device for the automatic transmission for a vehicle according to the invention is configured as described above, it is possible to detect when the driving range set in the automatic transmission matches the target driving range instructed by the operation switch. If it is determined, the control means stops driving the actuator and controls the actuator to apply braking for a predetermined period of time.

As a result, by simple control, the driving range of the automatic transmission can be set to match the driving range instructed by the operation switch.

[Embodiment] Hereinafter, the configuration of an embodiment of the operating device for a vehicle automatic transmission according to the present invention will be described in detail 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 of this embodiment operates 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. In order to switch the travel range by being electrically driven, an electric pinch running range switching device (hereinafter simply referred to as a range switching device) 20 is provided. This range switching device 16 includes a reversible drive motor 22 and a rotating arm 26 fixed to a drive shaft 24 of the drive motor 22 and having a predetermined radius.
The drive state of the drive motor 22 is controlled based on the range switching command output from the operating switch 18 and the connecting rod 28 that connects the tip of the rotary arm 26 and the tip of the switching rod 16a of the hydraulic valve 16. A control unit 30 is provided. In addition, the above-mentioned connecting rod 28 is, in detail, rotatably supported by the hydraulic valve 16 and connected to the tip of a switching rod 16a that switches and drives the travel range according to the rotational position of the connecting rod 28. .

Here, the above-mentioned automatic transmission 12 is provided with a changeover switch 32 that is switched and driven in accordance with the drive of the drive motor 22, as shown in FIG. 2A. This changeover switch 32 includes a display inhibitor switch 32a that indicates the switched travel range state according to the travel range switching state by the hydraulic valve 16, and a control inhibitor switch 32a that indicates when to stop driving the drive motor 22. 32b.

In other words, the changeover switch 32 includes a switch body 32d and a fan-shaped changeover member 32e attached to rotate integrally with the changeover rod 16a of the hydraulic valve 16 described above. On the surface of the display inhibitor switch 32a, there are contact points HP corresponding to each travel range of the display inhibitor switch 32a.
, HR, H, , H, , H2, H, and contacts sp, SR, S, , S, , S2, and Sl corresponding to each travel range in the control inhibitor switch 32b are provided.

Here, due to the rotation of the switching member 32e which is switched and driven in accordance with the drive of the drive motor 22, this is the display inhibitor switch 32a.

The control inhibitor switch 32b is configured to selectively contact contacts corresponding to the corresponding travel range.

1 2 Next, the changeover switch 3 in this automatic transmission 12
2 will be explained with reference to FIGS. 2B to 2D.

As shown in FIG. 2B, this changeover switch 32 has
A detent mechanism 33 is provided to accurately mechanically define the stop position of the drive motor 22 in the automatic transmission 12 at a corresponding travel range position. This detent mechanism 33 includes six recesses 33a continuously formed in the arc-shaped end surface of the fan-shaped switching member 32e.
.

33b, 33c, 33d, 33e, and 33f. These recesses 33a, 33b, 33c.

33d, 33e, and 33f are formed at equal intervals along the circular arc surface, and correspond to six driving ranges, namely, parking range "P", reverse range "R", and neutral range "
N”, forward drive range “D”, forward 2nd speed range “2”
”, and is set to correspond to the forward first speed range “1”. Note that these recesses 33 a, 33 b, 33 c
, 33 d.

Although not shown, the separation angle that defines the spacing between the hydraulic valves 33e and 33f is set to be the same as the separation angle that defines the spacing between the six travel range positions defined in the hydraulic valve 16.

On the other hand, a thick portion 33g is integrally formed on the upper surface of the switch main body 32d, facing the arcuate end surface of the switching member 32e. The above-mentioned six recesses 33a, 33b, 33 of this thick part 33g
c, 33d, 33e.

33f, the switching member 32
A through hole 33h is formed along the axis passing through the center of rotation of e. Inside this through hole 33h, there are recesses 33a, 33b, 33c, and 33d that have been rotated to positions opposite thereto.
, 33e.

A ball 33i set to fit one of the balls 33f,
A coil spring 33j that urges the ball 33i to protrude outward and a plug 33k that closes the end of the through hole 33h on the opposite side to the side where the ball 33i is disposed are provided. has been done.

Since the detent mechanism 33 is configured in this manner, the switching member 32e and the switching rod 16a of the hydraulic valve 16 coaxially attached to the switching member 32e are mechanically restrained at each travel range position. It will stop in this state. In other words, by providing the daytent mechanism 33 in this way, this switching member 3
2e, and a hydraulic valve 1 coaxially attached to this
The switching rod 16a of No. 6 is provided with a predetermined insertion range E before and after the position defining each travel range. That is, as shown in FIG. 2C (e), at each travel range position, the corresponding recesses 33 a, 33
b, 33c, 33d, 33e.

The above-mentioned insertion range E is formed in the direction of rotation around the most recessed part of 33f.

On the other hand, in the changeover switch 32 described above, the second
As shown in (b) and (C) of Figure C, the switching member 3
2e, there are two types of switches formed on the surface of the switch body 32d, namely, the display inhibitor switch 3.
The two sliding brushes 32f and 32g are in contact with the respective contacts of the control inhibitor switch 32a and the control inhibitor switch 32b.
is attached. Here, each driving range position is
As shown by the symbol F in FIG. 2C (a), the corresponding recess is defined as the range between adjacent peaks (protrusions).

The contact points of these display inhibitor switch 32a and control inhibitor switch 32b are as follows:
It is formed to extend in a predetermined range along the rotational direction of the switching member 32e, and its center position is set to coincide with the center point CP of the corresponding travel range position. Here, each contact Hp of the display inhibitor switch 32a,
HR, HN, Ho, H2, and H1 are formed over the entire range of each travel register roughly indicated by the symbol E. In addition, each contact point Sp, S of the control inhibitor switch 32a
, 1. SN, SD, S2. Sl is formed in the narrowest range.

Here, as shown below the contacts of the control inhibitor switch 5 6 2 in FIG. and each contact SP, SR, SN of the control inhibitor switch 32a,
Hydraulic pressure generation regions YP, YR, Y, , Y, , Y, , Y, are defined in a state corresponding to SD%S2, S, respectively. These oil pressure generation areas Yp, YR, YN% YD, Y
2, Yl is formed in a range larger than the arrangement range of the contacts of the control inhibitor switch 32b and smaller than the arrangement range of the contacts of the display inhibitor switch 32a.

The size of each contact of the control inhibitor switch 32a, which has the narrowest arrangement range, is larger than the above-mentioned filling range E, as is clear from FIG. 2C (e). In other words, when the ball 33i is inserted into the insertion range E, the corresponding travel range is reliably defined in a mechanically restrained state, and in this way, the travel range is mechanically restricted. When the restrained state is specified, the display inhibitor switch 32a always outputs the display inhibitor signal, the control inhibitor switch 32b outputs the control inhibitor signal, and the hydraulic valve At step 16, a predetermined oil pressure is generated. In this way,
A predetermined signal is reliably outputted to the control unit 30 from the changeover switch 32.

Further, in the drive motor 22 described above, its morph shaft (not shown) is connected to the drive shaft 22 via 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 a normal state, this control unit 30 is set so that the automatic transmission 12 is electrically driven by the drive motor 22 while maintaining the clutch mechanism 34 in the connected state. When it is determined that the switching control operation has failed, the clutch mechanism 34 is set to a disconnected state as a fail-safe, and the automatic transmission 12 is switched to the drive motor 22.
It is set so that it is not driven by.

Furthermore, this drive motor 22 is equipped with a row encoder 3G.
is connected, and its driving amount is constantly detected. This rotary encoder 36 is connected to the control unit 30
is connected to and outputs the detection results. The control unit 30 is configured to recognize the drive amount of the drive motor 22, in other words, the rotational position of the rotary arm 26, in response to the output result from the low rotation encoder 36.

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. It includes a pinion gear 42, 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 placing the clutch in a disconnected state, and this switching lever 50 is connected to the clutch mechanism 9034 via a second auxiliary wire 52. That is, this switching lever 50
When the clutch mechanism 34 is in the control position, the clutch mechanism 34 is set to a controllable state by the control unit 30, and when the clutch mechanism 34 is in the disconnection position, the clutch mechanism 34 is mechanically set to the disconnection state.

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 stroke type switch rotatably mounted around a rotation axis extending along the vehicle width direction.

Here, this operation switch] Steering column 5 of 8
The arrangement position on the left side of 8 is as shown in Fig. 4.
With both hands grasping both sides of the steering wheel 56, which is located at the so-called 8:20 o'clock position, which is in the approximately neutral position (that is, the position where the rotation angle is 0°), a driver seated in the driver's seat faces forward 2. The operation switch 18 is set so that the operation switch 18 can be visually recognized through the space of the steering wheel 56 when looking at the steering wheel 56, and the steering wheel 56 also has three wires to ensure this visibility. Spoke type, specifically three spokes 56a set to extend along the 3 o'clock, 6 o'clock, and 9 o'clock directions, respectively.

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 part 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 shift changes to 3rd speed in the forward drive range 3 4 and 2nd speed in the forward 2nd speed range. are set to be fixed respectively. 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" indicates the parking range, "R" indicates the reverse range, "N" indicates the neutral range, and "D" indicates the forward drive range. ”, indicating the forward 2nd gear range “
2'', and the alphanumeric characters ``rlJ'' indicating the forward l speed indicator 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, the alphanumeric character "N".

rDJ, r2J, and rlJ are arranged in series at equal intervals with a narrow interval d1, but the alphabet rRJ is the alphabet rN.
For J, a wide interval d that is set larger than the interval d1
The alphabet rPJ is arranged in a spaced apart state, and the alphabet rPJ is the alphabet rR.
They are arranged so as to be spaced apart from each other by the narrow interval d1 mentioned above. 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",
The driver can instantly recognize which driving range of F1 6 is currently set by reading the alphanumeric characters rNJ, rDJ, and r2J indicated by the finger operation unit 68, and the driver can switch the driving range with peace of mind. It will be possible to do this.

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 “DJ”, and forward 2nd 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 provided on the outer periphery of the inner surface of the outer flange portion 66a so as to extend along the axial direction 1, that is, toward the surface of the steering column 58. installed.

7 8 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 "P" and reverse range "R" are set, similar to the above-mentioned inhibitor switch 32. ”, neutral range “N”, forward drive range “D”, forward 2nd speed range “2”, and contact points Xp, XR, XN, X[,, XR,
I is attached so as to be able to contact the contact rod 66c. And these contact points Xp, xlI, x, , xo, x
2. x and are arranged at positions corresponding to the display positions of the alphanumeric characters drawn on the outer periphery of the attachment ring 64 that indicate the respective travel ranges.

Here, each of the contacts xP, xR, x, , x, , XR,
Contact points XP, X, l, XN, Xo, XR,
A corresponding range switching command will be output from XI 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 0 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 urged outward, and by pushing it axially inward through the above-mentioned pushing part 70, this switch body 66 is subjected to the urging force of the coil spring. It can be pushed axially inward against this.

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 rNJ to reverse range rRJ, or between reverse range rRJ and parking range rPJ, switching cannot be done simply by rotating the switch body 66, but by rotating the switch body 66 along the axial direction. A regulating mechanism 78 is provided such that the switching operation cannot be performed unless the switch is pushed inward.

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 across exactly 12 degrees between the first forward speed range "1" and the parking range rPJ, and the guide groove 80 and the guide pin 82 are Due to the fitting, the switch body 66 is prohibited from rotating beyond the first forward speed range "1" and the parking range rPJ. Here, the above-mentioned detent mechanism 76 has this guide groove 8 as shown in FIG.
0, based on the above-mentioned arrangement relationship, parking range "P", reverse range "R", neutral range "N", forward drive range "D", forward 2nd speed range "
2” and a day tent hole 76P corresponding to the first forward speed range “1”.

76R, 76N, 76, . 76°, 76, and these daytent holes 76P and 76R.

76N, 76o, 762.76, mounting ring 64
One axis β along the circumferential direction. It is set to be located at the top. In addition, each dayten 1 to hole 76P, 76R, 7
6N, 76o, 76□.

The bottom surface of 761 is attached to the mounting ring 64 as shown in FIG.
It is set at a position extending radially outward by a first depth hl from the inner circumferential surface of.

Further, as shown in the lower part of FIG. 7 in which the circumferential shape is developed on a plane, the guide groove 80 extends from the second forward speed range "2" to the neutral range rNJ at a distance ρ in the circumferential direction. A straight groove part 80a is formed in a straight line along
C. in the circumferential direction from the inner end of the first lateral groove 80b to the retreat 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 4 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
The 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 operation of switching the travel ranges requires two operations: pushing the switch body 66 along the axial direction five times and rotating it five times each time the vehicle passes through each range.

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 circumferential surface of the mounting ring 64 is the same as the detent holes 76P and 76R described above.

76N, 76n, 76□, and 76+ are set to have a second depth h2 that is set slightly shallower than the first depth hl that defines the depth from the inner circumferential surface of the mounting ring 64, respectively. , on the other hand, the guide groove 80 between the forward 2nd speed range "2" and the forward 1st speed range "1" and the neutral range r
The depth of the guide groove 80 between NJ and Birkin Range rPJ is set to have a third depth h3 that is shallower than the second depth h2 described above.

As a result, as is clear from Figure 8, the forward 1st gear range "
1", reverse range "R", and the actual depths (=h, -h3) of the respective detent holes 7676F and 76R in parking range rPJ are neutral range "N",
The respective detent holes 76, . It becomes deeper than the actual depth (=h, -h2) of 76o and 76□.

In this way, in this embodiment, the guide pin 82 is fitted 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, . A strong rotational starting force is required to remove from 76N and 76P, and this will call attention to whether it is really necessary to perform this switching operation, and will prevent erroneous operation. .

On the other hand, the guide bin 82 that fits into the guide groove 80 is
As shown in FIG. 7, the bottle body 82a is integrally formed with a bottle body 82a having a rounded tip and an outer flange portion 82b approximately at the center in the axial direction. Also,
This guide pin 82b is attached with its inner portion inserted from the outer flange portion 82b into a recess 84 formed on the outer peripheral surface of the moving portion 66d. Here, this recess 84 has two consecutive outer flange portions 8 at the opening.
2b, and an outer flange portion 82 formed at the opening of the recess body 84a.
The inner flange portion 84b has a small diameter and is set so that the inner flange portion 84b is inserted through the inner flange portion 84b.

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

In this 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 pin main body 82a than the outer flange 82b 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 abuts the inner end surface of the guide pin 82 and biases it in the direction of protruding 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 pin 82
are each daytent hole 76, . 76□.

76I1, 76N, 76R, 76p and are locked in that position, in other words, the tip of the guide pin 82 is deepened from the inner peripheral surface of the mounting ring 64,
In the state in which the guide pin 82 is in contact with the surface, the outer flange portion 82a of the guide pin 82 is set to be spaced apart from the locking ring 86 which is in contact with the stepped portion by a distance of (h, −h2). As a result, as shown in FIG. 9(B), each detent hole is 7676□, 760,76N
, 76R, 76p, (h, -h2)
The switch is pushed radially inward into the main body 66 by a distance of .

During this pushing operation, the outer flange portion 82b only contacts the locking ring 86 without pushing it inward. As a result, the pushing force required for this pushing operation is sufficient as long as it is a force that resists the biasing force of the first coil spring 88 that engages only the guide pin 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 2nd forward speed range "2" and the 1st forward speed range "1" With the tip of the guide pin 82 in contact with the bottom surface, open each detent hole 76, 76°, 76, . 768.
76R.

76P, it will be pushed inward in the radial direction of the switch body 66 by a distance of (h, -h3). Here, as is clear from the above explanation, (hl 1] a ) > (h + h2), so
During this pushing operation, the outer flange portion 82b comes into contact with the locking ring 86 and pushes it further inward.

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 pin 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 switch body 66 is rotated to switch the driving range between the forward second speed range "2" and the neutral range rNJ (the guide pin 80 is moved along the guide groove 82). When sliding the guide pin 80 and the guide groove 82, the contact force (i.e., frictional engagement force) between the guide pin 80 and the guide groove 82 is defined only by the force opposing the first coil spring 88, and the rotation operation force is It will be relatively weak.

However, when switching the driving range between the neutral range rNJ and the parking range rPJ, and between the forward 2nd speed range "2" and the forward 1st speed range "l", the guide pin 80 and the guide groove 82 The contact force with the first and second coil springs 88 and 90 is determined by the force that opposes the urging force of the first and second coil springs 88 and 90, and a large turning operation force is required. As a result, as shown in FIG. 1O, the rotation operation force is also given a strength and weakness, which is combined with the difference in rotation starting force from the stop position of the switch body 66 based on the difference in the depth of the detent hole 76 mentioned above. , the user is reminded whether it is really necessary to perform this switching operation, and erroneous operations are 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 with both hands gripping the steering wheel 56 at the so-called 8:20 position, 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), if the radius of rotation of the middle finger of the left hand is 41 (for example, 130 mm) and the radius of rotation of the finger operation part 68 is 2 degrees Celsius, then the rotation trajectory of the tip of the middle finger is, The center of rotation of the operation switch 18 and the grip position of the left hand on the steering wheel 56 are set so that the rotation locus of the tip of the finger operation part 68 located in the range from the first forward speed driving range "1" to the neutral range rNJ intersects. A distance I23 between the two is defined. That is, the following inequality (
ρ3 is defined within a range where 1) is satisfied.

ρ3 〈℃1 +β2... (
1) By defining equation (1) in this way, in this embodiment, as shown in FIG. The distance I26 between them 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 this distance I24 satisfies the following inequality (2). In this embodiment, it is set to 130 mm.

β4≧4. ...(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, the driving range can be changed while the vehicle is driving while the steering wheel 56 is still gripped with both hands, and a safe driving state is reliably achieved.

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 from the forward 1st speed range to the neutral range rNJ), the reverse range rRJ was mistakenly changed. This will reliably avoid the situation in which the vehicle is set, and the safety in the driving range switching operation will be reliably ensured in combination with the above-mentioned two-operation requirements.

5 6 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 behind it by a distance β5. 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 operation switch 18 at a rotation radius of 1 and the operation rotation range of the wiper operating lever 62 at a rotation radius of 7 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 upper part is swung upwards due to excess force, the wiper operating lever 62 will not be operated, ensuring reliable operation. 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. It is set to be defined by the finger operation section 687 8 located at the front. In other words,
This reverse range rRJ is such that the switch body 66 is moved via the finger operation part 68 to a position where the knee that is standing between the operation switch 18 and the steering wheel 56 (bent at an acute angle) cannot reach the position. It is set to be defined by rotation. In other words, this retraction range rRJ is arranged at a position where, in addition to the condition shown in inequality (2) above, the condition of being set at a position out of reach of the knees as explained here is added. ing.

That is, in a normal driving posture, the knee of the left leg never reaches the operation switch 18, as shown by the solid line in FIG. 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 possibility 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.

0 However, in the event of a frontal collision or sudden braking as described above, the above-mentioned kneeling state will be achieved with strong force, so in some cases the guide pin 82 may force the end wall mentioned above with strong force. There is a risk 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 reverse range rRJ is forcibly switched to the reverse range rRJ by turning from the reverse range rRJ, the vehicle will stop once by applying the brakes and then continue to reverse 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 condition.

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 with the steering wheel 56 gripped with both hands as described above is maintained constant. 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, the driving range instructed by the operation switch 18 and the inhibit 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 76p corresponding to the parking range rPJ. The pin 82 is pulled out, slides within the third lateral groove 80e, reaches the inner end of the connecting groove 80f, and stops the pushing operation. After that, by rotating the switch body 66 downward, the guide pin 82 slides within the first connecting groove 80f, reaches the inner end R part of the second lateral groove 82d, and rotates. The movement stops.

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. The detent hole 68 corresponding to the reverse range rRJ is inserted into the detent hole 68 and stopped. 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 gripping the switch body 66 with the left hand and rotating it downward, the guide pin 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 pin 8
2 slides within the first lateral groove portion 80b, fits into the detent hole 76N corresponding to the neutral range rNJ, and stops. In this way, the neutral range rNJ
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 "N" 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 knocking down operation, the guide pin 82 comes out from the detent hole 76N corresponding to the neutral range rNJ, slides within the linear groove 80a, and moves forward into the detent hole 76N corresponding to the drive range rDJ. , and stops. 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 presses the accelerator pedal. By pressing the button, the vehicle will be driven forward with automatic gear shifting.

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 pin 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. 76N and stops. 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 pin 82 is lightly pulled out from inside the detent hole 76 corresponding to the drive range rDJ, slides within the linear groove section 80a, and shifts to the forward 2nd speed range "2". It fits into the corresponding detent hole 76□ 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 pin 82 is pulled out from the detent hole 76□ corresponding to the second forward speed range "2" and the fourth It slides in the horizontal groove 80g, reaches the upper end of the second connecting groove 880f, and stops the pushing operation. After that, by rotating the finger operation part 68 downward with the middle finger that was pushing the push-in part 70 (that is, knocking it down from above), the guide pin 82 slides within the second connection groove part 80h. It fits into the detent hole 76 that defines the first forward speed range "1" and stops. In this way, the first forward speed range "1" is switched and set.

In this way, strong engine braking can be achieved by setting the forward first speed range rlJ, 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 second forward speed range "2" to the first forward speed range "1",
”, 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.
The configuration is such that the first forward speed range rlJ cannot be set simply by rotating the gear 9.

As a result, when 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 "2" and the neutral range rNJ.
” 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 (by rotating the switch body 66 in this way, you can move your left hand to the steering wheel). This makes it possible to perform such a driving range switching operation in forward driving without taking the driver off the steering wheel 056 with both hands gripping the steering wheel 056.
A high degree of safety in the operation of the steering wheel 56 will be achieved.

Also, from the forward 2nd speed range "2" to the forward 1st speed range rlJ
To switch and set, extend the middle finger of your left hand and once push in the push-in part 70 of the operation switch 18 along the axial direction, then strongly tap the finger operation part 68 upward to rotate the switch body 66. This makes it possible to switch the travel range to apply such strong engine braking without having to take your left hand off the steering wheel 56 (that is, with both hands gripping the steering wheel 56). , safety in the operation of the steering wheel 56 will likewise be achieved to a high degree.

On the other hand, when reversing from forward running, after once setting the neutral range rNJ by the above-mentioned 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 pin 82 is pulled out from the detent hole 76 corresponding to the neutral range rNJ, slides in the first lateral groove part 80b, and slides in the inclined groove part 80c.
After reaching the lower end and stopping the pushing operation, by tapping the finger operation part 68 upward, the guide pin 82 slides in the inclined groove part 80c and reaches the upper end thereof, and the guide pin 82 reaches the upper end of the inclined groove part 80c. It fits into the corresponding detent hole 76R and stops.

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, an automatic transmission type, a type equipped with a column shift lever, or a type equipped with a floor shift lever, When performing manual gear shifting or automatic gear shifting, be sure to place your left hand on the steering wheel 5.
However, in this embodiment, this problem has been solved at once, and the operation range has to be moved away from the driving range. During operation, this switching operation can be performed without removing the left hand from the steering wheel 56, in other words, with both hands gripping the steering wheel 56, this is a new system that has been dramatically improved in terms of safety. This results in the achievement of accurate driving behavior.

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 output from 00, the drive motor 22 of the electric driving range switching device 20 is driven, and the automatic transmission 12 is switched to the newly set 3 4 driving range by the operation switch 18. and a control unit 30 that controls the settings so that they are set immediately. First, the signal generating mechanism 100 of the operation switch 18 will be explained in detail.

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

Contact groups x, , xR, x, , x, , x2 . formed in a state corresponding to r2J, rlJ, respectively. x, and are fixed to the outer flange portion 66a of the switch body 66, and contact groups x, , xR, xN, x
,,x2. x, and a contact rod 66c that sequentially contacts.

In detail, contact group X p + XR + 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, XR, XN, Xo, X2, and X. The supplied power supply terminal φ.

And this power supply terminal φ. The contact points xP, x
,,x,,xI,,x2. The first contact terminals φ1 are formed independently for each x, and the corresponding first contact terminals φ are sequentially arranged in a line along the rotating direction of the switch body 66, Each contact group xP, xR, xN, x,
.

X2. A second contact terminal φ2p+ is formed uniquely for each
It is composed of φ2R, φ2N, φ2D, φ2□, and φ21.

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 direction of rotation of the switch 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 to be spaced apart from each other by a predetermined center angle θ2 at equal intervals. Each of the first contact terminals φ1 is connected to a contact terminal 6c.
Along the direction orthogonal to the sliding direction of the contact rod 66c, a branch connection line 102a extends sideways from each end edge and these branch connection lines 102a are commonly connected, and the sliding direction of the contact rod 66c They are electrically connected in common by a first connection line 102 consisting of a main connection line 102b extending along the direction, and the end of this first connection line 102 is connected to the first output terminal. 104
It is specified as.

On the other hand, each second contact terminal φ2P, φ2R+ φ2N
+φ2D, φ22. φ2. extends along the direction of the sliding force of the contact rod 66c and is formed in a fan shape having the above-mentioned center angle θ1.
The direction of operation is defined as the direction from PJ to the first forward speed range "1", and the opposite direction of operation is defined as the direction of operation 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) θ3 is set to a value smaller than the separation angle 02 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 Xp, XR, XNXo,
The space between X + will be completely separated.

In FIG. 16, for ease of understanding, the second contact terminals φ2P, φ2R, φ2N, and φ2D are shown.

φ2□, φ2. are depicted so as not to overlap with respect to the sliding direction of the contact rod 66, but in reality, as shown in FIG. 17A, they are arranged in a line along the running direction of the contact rod 66c. , are arranged independently from each other. In addition, each second contact terminal φ2P, φ2R+
φ2N, φ2D, φ22. φ2I 7 8 is a connection that once extends sideways from each end edge along a direction perpendicular to the sliding direction of the contact rod 66c, and then extends along the sliding direction of the contact rod 66c. line 1
06a to 106f are each taken out to the outside,
Ends of each of these second connection lines 106a-106f are defined as second output terminals 108a-108f.

Here, second contact terminals φ2P and φ2R correspond to the first contact terminal φ1 in each travel range.

ψ2N, φ2I1. φ2□, φ2. and the formation range of the corresponding detent hole in the detent mechanism 76 for mechanically restraining each travel range in the operation switch 18, as already explained with reference to FIGS. 7 and 8. The relationship between the two will be explained with reference to FIG. 17B.

As shown in FIG. 17B, the extension range of the torque between the first contact terminal φ1 and the corresponding second contact terminal φ2 in each travel range (i.e., from the left end of the first contact terminal ψ1 to the corresponding second contact terminal φ2) If the range extending to the right end of the contact terminal φ2 of No. 2 (in other words, the range where the electric signal indicating the corresponding driving range is output) is F, then the center of this extended range F and the distance in the corresponding driving range The centers of the detent holes 76 are set to coincide with each other. Further, this extension range F is set wider than the formation range of the corresponding detent hole 76. That is, both ends of the extension range F are on both sides of the corresponding detent hole 76, as shown in the figure. It is set to be formed over the flat top portion of the SD within the moderation that is formed to be located.

In this way, in this embodiment, the extension range F of the contact terminal in each travel range and the corresponding detent hole 7 are
By forming the formation range in association with the formation range of 6, even if the driver operates the operation switch 18 with a little too much force, the center of the daytent hole 76 at the travel register to be set will be changed. Even if the operating switch 18 is turned beyond the 0 position, as long as the moderation range of the travel range to be set is within the moderation range, the detent force will return it to the approximate center position of the detent hole, and , than the moderation range,
Since the extension range of the contact terminal that electrically indicates the travel range is wider, it is certain that an erroneous electrical signal will be output at least in the range where the travel range is mechanically set. This will ensure safety in driving control.

On the other hand, the contact rod 66c described above is connected to the switch body 66.
When the is rotated, the power supply terminal φ is always connected. A first sliding brush 66c1 contacts the first sliding brush 66c1, a second sliding brush 66c2 selectively contacts the first contact terminal φ1, and a second sliding brush 66c2 contacts the second contact terminal φ23. φ2゜.

φ2N, φ2D, φ22. It is equipped with a third sliding brush 66c3 that selectively contacts φ21, and these first to third sliding brushes 66 c + 66 C
The contact rods 266c3 move integrally with the rotation of the switch body 66, and are arranged in a line along a direction perpendicular to the direction of movement of the contact rod 66c.

Here, the second and third sliding brushes 66C2°66c3
are each configured to include a contact end surface (sliding surface) formed in a circular shape having a diameter set smaller than the above-mentioned complete separation amount (02-03). Also, the first
The sliding brush 66c1 and the second sliding brush 66C2, and the first sliding brush 66c1 and the third sliding brush 66c
3 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 diagram 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
While the LJ level signal is being output and the first contact terminal φ is in contact, the rHJ level signal is being output. Further, from the output terminals 108a to 108f of each node 2, the third
While the contact brush 66c3 is in contact with the insulating portion, the rLJ level signal is output, and the corresponding second contact terminal φ2F+φ28. φ2N, φ2D.

While in contact with φ2□ and φ21, the rHJ level signal is output.

In this embodiment, the first output terminal 10
r HJ level signal from 4 and the second output terminal 108
The rHJ level signal from any one of the terminals a to 108f defines a range setting signal indicating the travel range currently set by the operation switch 18, while the rLJ level signal from the first output terminal 104 and the second Output terminal 10 of
Based on the rLJ level signals from 8a 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 108a 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 66c3 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 . ．．
An "L" level signal, that is, a travel range switching signal, is output from any of 108a to 108f.

After this, the second sliding brush 66c2 comes into contact with the first contact terminal φ1 of the forward drive range rDJ adjacent in the positive direction, and the output 4 of the first output terminal 104 rises from the rLJ level to the rHJ level, and continues. , after a predetermined time delay, the forward drive range rDJ
The third sliding brush 66c3 comes into contact with the second contact terminal φ2D, 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 turned in the opposite direction from the state in which the forward drive range "DJ" 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 that, the third sliding brush 66c3 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. 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 104, 108a to 108f rise, and the output from the first output terminal 104 is output first. By detecting that the output from any one of the second output terminals 5 6 108a to 108f rises, it is determined that the operation switch 18 has been operated in the positive direction; 108
It is configured to determine that the operation switch 18 has been operated in the opposite direction by detecting that the output from any one of terminals a to 108f rises first and then the output from the first output terminal 104 rises. ing. In this way, when operating the operation switch 18, the control unit 30 at least determines whether the operation direction of the operation switch 18 is in the forward direction or in the reverse direction, although the destination (that is, the target stop position) is initially unknown. You will be able to recognize what is there.

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 direction of rotation is determined based on a single rising signal, an effect is obtained in which malfunctions due to noise are less likely to occur. That is, in this embodiment, the signal from the signal generating mechanism 100 is composed of an output that changes based on the contact/non-contact operation of the contact terminal and the contact rod 66c. If the signal is defined based on changes in
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 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 portion of the first contact terminal φ1 and the second contact terminal φ2 in each travel range, and the length thereof is as follows: a=
It will be expressed as θl-2×03. 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. 17A.

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, the second contact terminal group φ2P to φ2. Each output terminal 108a for
~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 fall of the human input signal. Further, the output terminal of the first OR gate circuit 112 is connected to the control unit 3
It is connected to the 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 generation circuits 118 and 122 are each configured to output one pulse in response to the rising edge of the human input signal. Further, the output terminal of the third OR gate circuit 120 is connected to a C for executing the control procedure in the control unit 30.
It is connected to the second interconnected terminal INT2 of PU.

9 0 Also, the output terminals 108a to 108f of each node 2 are 8×2
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.
4 is connected to the other human power group terminal. Here, this multiplexer circuit 124 has rLJ at its control terminal.
When the level signal is input manually, the signal input to one input terminal group is output to the input port of the CPU, and when the 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 in 4 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
The device is configured to stop the count-up operation, return to the initial state, and stand by by manually inputting a timer reset signal.

Further, this CPU 22 is connected to a drive motor 22 via a servo amplifier 126, and this servo amplifier 1
26 is a direction latch circuit DIR that defines the rotation direction of the drive motor 22, and an enable latch circuit EN that defines the driving force of the drive motor 22, the details of which will be described later.
It is equipped with A. This direction latch circuit DI
When the "0" signal is input here, R outputs a normal rotation signal that drives the drive motor 22 in the normal rotation, and outputs a "1" signal.
It is configured to output a reverse rotation signal for driving the drive motor 22 in the reverse direction when the signal is input. In addition, when a "1" signal is input here, the enable latch circuit ENA turns on a DC/DC converter 128, which will be described later, and outputs a drive signal for driving the drive motor 22 at a predetermined voltage. Then, when the "0" signal is input, the DC/DCC/equation controller 128 is turned off,
It is set so that no voltage is applied to the drive motor 22.

Although a detailed explanation will be omitted, the CPU determines the rotational direction of the operation switch 18 in the rotational direction determination routine, rotates the drive motor 22 based on the determined rotational direction, and then performs the operation. The main routine includes a routine for controlling the rotation of the drive motor 22 to stop when the newly set travel range at the switch 18 matches the inhibitor signal at the inhibitor switch 32 of the automatic transmission 12. , while the first or second included terminal INT of the CPU, ,
When a pulse signal is input to INT2, the main routine is included, and the first and second interrupt routines are set to be executed separately.

3 Here, the configuration of the two servo amplifiers 126 is
This will be explained in detail with reference to FIG. 7C. This servo amplifier 1
In addition to the above-mentioned enable latch circuit ENA, direction latch circuit DIR, and DC/DC converter 128 functioning as a voltage regulator, 26 includes a first
and second P-type FETs 130 and 132, and first and second
N-type FETs 134 and 136, and a pair of converters 13
8.140. And the first P type F E
T ], the drain of 30 and the first N-type FET 134
The drive motor 22 is connected to the source of the drive motor 22
is connected to one input terminal 22a of the. Also, the second
The drain of the P-type FET 132 and the second N-type FET 13
6 are connected to each other, the drive motor 2
2 is connected to the other input terminal 22b of 2.

The positive terminal of the battery is connected to the input terminal of the DC/DC converter 128, and the output terminal thereof is
It is connected to the respective sources of the first and second P-type FETs 130132. Furthermore, the drains of the first and second N-type FETs 134 and 136 are both grounded. Here, the direction latch circuit DIR has two output terminals, one output terminal is directly connected to the gate of the first P-type FET 130, and the second N-FET is connected via the converter 138 described above. type FET 136. Further, the other output terminal of the direction latch circuit DIR is directly connected to the gate of the first N-type FET 134, and is connected to the second output terminal via the converter 140 described above.
The gate of the P-type FET 132 is connected to the gate of the P-type FET 132.

In addition, the direction latch circuit DIR is connected to the CPU here.
When a "0" signal is input from the output terminal, an r L J level signal is output from both output terminals, and when a "1" signal is input here, an r HJ level signal is output from both output terminals. It is composed of Here, P-type FET1
30 and 132, the N-type FET 1 is turned on when the rLJ level signal is input to its gate, and turned off when the rHJ level signal is input manually.
34 136 is configured to turn off when the rLJ level signal is input to its gate, and turn on when the rHJ level signal is input manually. In addition, in the drive motor 22, current flows from one terminal 22a to the other terminal 22b, so that the drive motor 22 rotates in the forward direction, that is, rotates in the normal direction, and is directed from the other terminal 22b to the one terminal 22a. It is set to rotate in the opposite direction, that is, reverse, when a current flows through it.

That is, in this embodiment, when the rOJ signal is output from the CPU to the direction latch circuit DIR, the rLJ level signal is output from both of its two output terminals, and as a result, the first P-type FET 130 and the second N-type FET 136 are both turned on, and the second P-type FET 136 is turned on.
132 and the first N-type FET 134 are both turned off. Therefore, in this on/off state, D C/
The current output from the DC converter 128 flows from one terminal 22a to the other terminal 221 in the drive motor 22, and in this way, the drive motor 22 rotates normally. On the other hand, by outputting a "1" signal from the CPU to the direction latch circuit DIR, rHJ level signals are output from both of its two output terminals, and as a result, the first P-type FET 130 and the second N
type FET 136 are both turned off, and the second P type FET 13
2 and the first N-type FET 134 are both turned on. Therefore, in this on/off state, D C/D
The current output from the C converter 128 is transferred from the other terminal 22b to the one terminal 22a in the drive motor 22.
In this way, the drive motor 2
2 is reversed.

In addition, the above-mentioned DC/DC converter 128 detects voltage fluctuations in the voltage output from battery B, and converts the DC
In the /DC converter 128, in order to keep the predetermined voltage constant, a voltage fluctuation detection circuit 142 is connected, and in order to keep the predetermined voltage constant regardless of temperature changes, Temperature fluctuation detection circuit 144
is connected. That is, in this embodiment, the DC/DC converter 128 functioning as a voltage regulator is connected to the voltage fluctuation detection circuit 142 and the temperature fluctuation detection circuit 144, so that the DC/DC converter 128 functioning as a voltage regulator can detect voltage fluctuations and voltage fluctuations of the battery B. This means that the output voltage can be maintained at a constant predetermined voltage without changing in response to temperature fluctuations.

Next, with reference to FIGS. 19A to 27, this CPU
The control procedure will be explained below.

First, the main routine in this CPU will be explained with reference to FIG. 19A.

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

Then, in step S12, the rLJ level signal is output to the control terminal of the multiplexer circuit MUX, and the
is connected to one input terminal of this
7 8 signals, that is, the signals output from the second output terminals 108a to 108f, are manually input. After this, in step S14, the second output terminals 108a to 108f
Based on the signal from , the driving range (SRs) currently set at the operation switch 18 is read and operated.

Then, in step 816, 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 R8) match. If it is determined as YES in this step S16, that is, the driving range (SRI) set in the automatic transmission 12,
The driving range set in the operation switch 18 (
SR3), there is no need to drive the drive motor 22 to switch the travel range of the automatic transmission 12, and therefore, in step S18, stop control, which is a feature of the present invention, is executed. Note that the stop control in step 318 is performed in the 19th subroutine.
This will be explained in detail later with reference to Figure B.

Thereafter, in step S20, learning control, which will be described in detail later with reference to FIG. The procedure from step SIO onwards is executed again. Note that this step S24
The first fail determination operation will be described later as a subroutine.

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 operates the operation switch 18 to change the driving range and the next adjacent driving range in the forward or reverse direction is newly set, this newly set driving range is The determination is made when the outputs of the first and second output terminals 104, 108a to 108f both rise, and the activation of the drive motor 22 is determined by the rise timing of these two river forces, as will be described in detail later. Therefore, SR and SR8 are always in a mismatched state.

Therefore, after a mismatch state is detected, both parties
If the distance is only 9 minutes (that is, if the operation switch 18 is operated only up to the adjacent driving range), the drive motor 22 is controlled so that the two ranges match, and if the distance between the two ranges is at least 9 minutes apart. (i.e., when the operation switch] 8 is operated further beyond the adjacent travel range), the travel range of the automatic transmission 12 is set to the travel range set immediately before by the operation switch 18. The drive motor 22 is controlled so as to

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 is defined from the first falling point to the last rising point in mutually adjacent travel ranges, as shown in FIGS. 18A and 18B. And this step S2
In step 6, as described above, if the operating switch 18 is stopped at the adjacent travel range position, the discrepancy between S RI and S Rs has already been detected in step S16. On the other hand, if the operating switch 18 is further operated beyond the adjacent driving range, it will necessarily be YES, since it will definitely enter the next monitoring range. It will be done.

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 by the operation switch 2 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 performed based on the result determined in the operating direction determination routine of step 18.

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 the enable latch circuit ENA of No. 26, and an rOJ signal is output to the direction latch circuit DIR. 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, and if it is determined that flag F (reverse) is set, then in step S32, the enable latch circuit ENA of the servo amplifier 126 and the direction A "1" signal is output to both the 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, a second fail determination operation is executed in step S34, 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 steps from step 810 described above, based on the drive of the drive motor 22, the travel range set in the automatic transmission] 2 approaches the next adjacent travel range; If the travel range (SR,) set by the operation switch 18 and the travel range (SRI) based on the inhibitor switch 32 still do not match,
NO is determined in step S16, and step S2
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, based on the set driving range (SR,) of the operation switch 18 and the inhibitor switch 32 (running range (SR, ) will match, and
As a result, the determination in step S16 becomes YES. Therefore, steps S18 and subsequent steps are executed, and the drive motor 22 is stopped by executing step S22.

Further, if it is determined YES in step 326 described above, 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 (
SRI) and operates.

Then, in step S38, the travel range (SRs, -,) set immediately before by the operation switch 18 is read. That is, this travel range (sRs-i) 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.

This travel range (SR, -,) is the travel range (SR, -,) currently set in the automatic transmission 12.
) is irrelevant (for example, if the operation switch 18 is operated rapidly, the automatic transmission 12
There may also be cases where the operation on the other side is relatively delayed, resulting in a distance of more than two travel ranges.

Then, in step S40, the driving range (SR,) currently set in the automatic transmission 12, read in step 836, and the driving range (SR,) set immediately before by the operation switch 18, read in step 338. A match state with the range (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 current travel range (SR,) set in the automatic transmission machine 12 and the travel range (SR,) set immediately before by the operation switch 18 are
If it is determined that the values R, .

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, in the monitoring range mentioned above, the drive motor 22
Since no stop signal is output, if the operation switch 18 is operated extremely slowly within this monitoring range, the driving range switching speed by the drive motor 22 will be faster and will be set by the automatic transmission 12. The driving range may be set in a state where the vehicle has overtaken the vehicle in front of the driving range set by the operation switch, which may result in loss 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. If no measures are taken here, the stop condition will not be met while the operation switch 18 remains within the monitoring range between the forward dry range rDJ and the forward 2nd speed range "2", so the operation will not be performed within this monitoring range. While the switch 18 is in the position, the drive motor 22 continues to drive, and the travel ranges set in the automatic transmission 12 are 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.
Then, a loop is executed through steps 328, 530 (or 532), and step S34, and then 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 has elapsed, the fourth fail state is established and the fourth fail-safe operation is executed 900 .

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. Step S is performed in the same manner as when only one microwave is switched.
28. Step 530 (or step 532) is executed to drive the drive motor 22, and then step S34. Step SIO, Step S12゜Step S
24 is executed, and step S16 is determined. Then, when the driving range of the automatic transmission 12 has caught up to the driving range set by the operation switch 18, YES is determined in step 816, and YES is determined in step S18. Step S
20. By executing 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. 19B, the stop control subroutine shown in step 318 in the above-mentioned main routine will be described in detail. In this stop control, procedures according to two stop modes are executed. That is, in a state where the drive morph 22 continues to stop, in the case of one stop mode where the travel range instructed by the operation switch 18 and the travel range set by the automatic transmission 12 match, Since they are in a consistent state,
Control is performed to maintain the stopped state. Furthermore, as a result of the drive motor 22 being driven, the operation switch 18
In the case of the other stop mode in a state where the travel range set by the automatic transmission 12 matches the travel range instructed by the drive motor 22 in the travel range set by the automatic transmission 12. Control is performed to stop the

02 That is, YE in step 816 of the main routine described above.
If it is determined as S, this stop control is activated, and first, in step S19, it is determined whether or not a flag (T) indicating the set state of a timer, which will be described later, is set to "1".

In this step S19, No, that is, the flag (T)
If "1" is not set to "1" and it is determined that the timer is not performing a timekeeping operation, the process advances to step S21, and it is determined whether or not the rlJ signal is output to the enable latch circuit ENA. be done.

If NO is determined in this step S21, that is, it is not a result of the operation switch 18 being operated and the drive motor 22 being driven and a YES determination being made in step 816; If it is determined that the travel range and the travel range set in the automatic transmission 12 continue to match, there is no need to drive the drive motor 22, so step S2
In step S2, the flag FC (positive) indicating that the operation switch 18 has been operated in the forward direction is reset.
In step S27, a flag F (reverse) indicating that the operation switch 18 has been operated in the opposite direction is reset, and in step S27, the enable latch circuit E of the servo amplifier 126 is reset.
Outputs a "0" signal to NA and returns to the main routine. As a result, the drive of the drive morph 22 continues to be stopped.

On the other hand, if YES is determined in step S21 described above, that is, if YES is determined in step S16 as a result of the operation switch 18 being operated and the drive motor 22 being driven, this drive motor 22
The driving of the automatic transmission 12 must be stopped, and the driving range of the automatic transmission 12 must be set to accurately match the new driving range set by the operation switch 18. Therefore, in steps S29 and subsequent steps, a current is applied to the drive motor 22 in the opposite direction for a predetermined period of time, and this reverse current applies a brake to the drive motor 22, and a match is determined in step S1.6 described above. The drive motor 22 is controlled to surely stop in the specified travel range.

That is, in step S29, it is determined whether or not a "0" signal is output to the direction latch circuit DIR. If it is determined as YES in this step S29, the rlJ signal is outputted to the direction latch circuit DIR in step S31, and if it is determined as NO in this step S29,
That is, if it is determined that the "1" signal has been output to the direction latch circuit DIR, step S
Conversely, at 33, the rOJ signal is output to the direction latch circuit DIR.

After setting the drive motor 22 to rotate in the opposite direction to the previous rotation direction in this way, the timer T is set in step S35. Here, by setting the timer T, a count-up operation for a predetermined time t, which will be described later, is started. Then, in step S37, a flag (T) indicating that the timer T has been set is set to rl.
Set J and return to the main routine.

On the other hand, if YES is determined in step S16 of the main routine and YES is determined in step S19 of this stop control subroutine, in other words, in order to stop the driving motor 22, When applying a brake by applying current in the opposite direction, step S is performed to measure the time during which the reverse current is applied.
At step 39, it is determined whether or not timer T has timed up. If it is determined NO in this step S39, that is, if it is determined that the timer T has not timed up yet, the process returns to the above-mentioned main routine and continues to drive the drive motor 22 in the opposite direction. The brake continues to be applied by applying current to the brake.

Further, if it is determined to be YES in the step S39 described above, that is, if it is determined that the timer T has timed up and the energization period of the reverse current has ended, the flag (T) is set in the subsequent step S4]. Set or reset rOJ to step 323 described above.
Steps 323 to S27 are sequentially executed to stop the drive motor 22. Then, with the drive motor 22 stopped in this manner, the process returns to the main routine.

Regarding the specific operation of precisely positioning and stopping 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, based on the stop control operation in the CPU described above,
This will be explained below.

That is, first, the target travel range is set using the operation switch 18, when the operation switch 18 is stopped at the travel range position.
The stop time of the vehicle is monitored, and when the stop time exceeds a predetermined time, it is determined that the travel range at the stopped position is the target travel range. If the determined target driving range is two or more ranges away from the driving range currently set in the automatic transmission 12,
When a control inhibit signal is output from the target travel range control inhibitor switch 32b, deceleration (braking) is performed by energizing the drive motor 22 so that it rotates for a predetermined time in the opposite direction to the previous rotation direction. ),
In addition to the above-mentioned detent mechanism 76, a detent mechanism (not shown) in the manual drive mechanism 38 and a detent mechanism 33 provided in the inhibitor switch 32 itself are used to stop the vehicle accurately in the target travel range while being mechanically restrained. and is set to be retained.

That is, as shown in FIG. 19C, by setting this braking time constant, the deceleration of the drive motor 22 is kept constant. Here, as described above, the voltage applied to the drive motor 22 is maintained at a constant voltage by the DC/DC converter 128, and as a result, the drive torque is also constant, and therefore the drive speed is also constant. It will become. That is, from the conditions of constant drive speed and constant deceleration, the distance traveled from the moment the brake is first applied until the switching rod 16a of the hydraulic valve 16 stops is , the switching operation is constant no matter which driving range is the starting point.

As a result, the day tent recess 3 corresponding to each driving range
A contact Sp of the control inhibitor switch 32b is located at a position extending a distance from the center CP of each of 3a to 33f in the demarcation direction.

s,,s,,sD,s2. By forming the automatic transmission 12 so that both ends of the s are located, the target travel range designated by the operation switch 18 can be accurately set.

By controlling the drive motor 22 in this way, the automatic transmission 12
Although the driving range is set to exactly match the driving range set by the operation switch 18, various conditions (for example, initial variations in parts,
During initial installation, overshoot or undershoot may occur in the drive motor 22 due to variations in condition, variations due to timing changes, etc.), and the automatic transmission 1 may
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 motor 22, and the amount of overshoot and undershoot is also measured. In particular, in the first stop control operation after starting the engine, torque fluctuations occur due to the above-mentioned conditions, and overshoots and undershoots are likely to occur. For this reason, after the first stop control operation after the engine is started, learning control for changing the initial parameters is specially set to be executed, as shown in step S20.

Here, before explaining this learning control, the drive motor 22
The duty control for this will be explained. That is, in this embodiment, in a state where the energizing voltage is held constant as described above, in order to cope with fluctuations in the drive torque, the drive is performed at a duty ratio DUTY with an initial setting value of 09 10, for example, 75%. The current supplied to the motor 22 is set to be driven on a duty basis. Here, this duty ratio DUTY is the 19th
As shown in Figure E, DUT Y = (t - T: ) / t is set in a state where the non-energization time is defined as τ when t is a predetermined reference time. That is, by resetting the non-energizing time to be longer, the energizing time that essentially functions as a driving torque becomes shorter, and the driving speed decreases. Further, by resetting the non-energizing time τ to be shorter, the energizing time which essentially functions as a driving torque becomes longer, and the driving speed increases.

In this state where the drive motor is duty-controlled, when the stop control is executed in step S18 of the main routine, this learning control is started, and as shown in FIG. 19D, first, in step S43, the immediately preceding It is determined whether the stop control executed in step S18 is the first stop control after starting the engine. If NO is determined in this step S43, that is, if it is determined that the stop control executed in the immediately preceding step S18 is not the first stop control after the engine starts, but is at least the second or later stop control. Since the initial value changing operation has already been completed, this learning control should be skipped (immediately return to the main routine).

On the other hand, if it is determined YES in this step S43, that is, if it is determined that the stop control executed in the immediately previous step S18 is the first stop control after starting the engine, then step 345 At this point, the stop position in the target travel range is read based on the output value from the encoder 36 connected to the drive motor 22.

In the subsequent step S47, the center position CP in the target travel range is read. Then, in step S49, the position information read in steps S45 and S47 is compared to determine whether or not the stop position is overshooting.

If YES is determined in this step S49, that is,
If it is determined that the stop position is overshooting, an overshoot amount D0VER is calculated from the difference between the two read values in step S51. Then, in step S53, the overshoot is measured. V
Based on ER, correct the above-mentioned non-energizing time and measure the overshoot. Correction time to make VER zero △
Calculate τ. After calculating the correction time in this way, in step 355, τ is added to the correction time to the de-energization time τ to shorten the actual energization time and substantially reduce the torque output from the drive motor 22. Make it lower. That is, by reducing the output torque of the drive motor 22 in this manner, the stop position and the center position of the target travel range will accurately match in the next stop control. In this way, in step S55,
After correcting the non-energizing time τ, the process returns to the main routine.

On the other hand, if it is determined NO in step S49, that is,
If it is determined that the stop position does not overshoot, step S57 is executed;
In step S45, the position information read in step S47 is compared to determine whether or not the stop position is undershooting. If it is determined No in this step S57, it is determined that the stop position is neither overshoot nor undershoot, and the above-mentioned initial setting value of the duty ratio is correct. The control operation is ended and the main routine is returned to without making any corrections.

Here, if it is determined YES in step S57 described above, the undershoot amount D UNDER is calculated from the difference between the two read values in step S59. Then, in step S61, the above-mentioned non-energization time τ is corrected based on the undershoot amount D LINDER, and the undershoot amount DUNo! , a correction time Δ°C to make l zero is calculated. After calculating the correction time Δ in this way, in step 363, the correction time Δτ is subtracted from the non-energization time τ to increase the actual energization time,
The torque output from the drive motor 22 is substantially increased. That is, by increasing the output torque of the drive motor 22 in this manner, the stop position and the center position of the target travel range will accurately match in the next stop control. In this way, step 363
After correcting the non-energizing time τ, the process returns to the main routine.

On the other hand, in addition to overshoot and undershoot 1~ occurring in such first stop control, overshoot and undershoot may not occur based on various upper authorities based on arbitrary stop control. . The occurrence of such overshoots and undershoots is detected.
If it is L, the drive motor will be turned on for the energization time set in proportion to the amount of overshoot and undershoot, and if there is an overshoot, the drive motor will rotate in the opposite direction from the previous rotation direction. 22 is energized, while
When undershoeing occurs, the drive motor 22 is set to be energized so as to rotate in the same direction as the previous rotation direction.

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 morph 22 will continue to be driven even after the logical stop condition is satisfied. Therefore, the first fail determination will be made.

In addition, in the changeover switch 32 of this embodiment, in the display inhibitor switch 32a, the first sliding brush 33f passes through the display inhibitor contact having a predetermined width, and while the two are in contact, the display The inhibitor signal is output, and the indicator 96 is set to display the travel range set in the automatic transmission 12 only while the inhibitor signal is being output. In addition, in the control inhibitor switch 32b, the second sliding brush 33g passes through the control inhibit contact having a predetermined width, and while the two are in contact, a control inhibitor signal is output. At this point, as described above,
Stop constant speed control based on current feedback of the drive motor 22, start braking using reverse current,
It is configured to control the final speed (2) of the drive motor 22.

As a result, as shown in FIG. 2D, in the changeover switch 32 of the automatic transmission 12, the recess for the day tent corresponding to the travel range set by the operation switch 18 comes close to the ball 33i and changes the travel range. First and second sliding brushes 33f are provided at the ends of the defined predetermined range E.
~33g comes into contact, first, the first sliding brush 33
f comes into contact with the corresponding terminal of the display inhibitor switch 32a, and first outputs a display inhibitor signal, causing the indicator 96 to display the travel range to be set. Thereafter, by entering the corresponding oil pressure generation area of the hydraulic valve 16, a predetermined oil pressure is generated, and the oil pressure valve 16 generates the oil pressure necessary for switching to the set travel range. Finally, the second sliding brush 32g comes into contact with the corresponding terminal of the control inhibitor switch 32b, outputs a control inhibitor signal, and starts the braking operation in the drive motor 22.

Here, at the time when the control inhibitor signal is finally output in this manner, the ball 33i has not yet entered the insertion range of the detent recess. Then, as described above, the braking operation of the drive motor is started in response to the output of the control inhibitor signal, and the switching member 32e in which the recessed portion for the detent is formed is rotated, so that the ball is just placed in the recessed portion for the detent. When 33i is inserted, it will be stopped. That is, according to this embodiment, the travel range in the automatic transmission 12 is also accurately switched and set to the travel range finally set by the operation switch 18.

As a result, according to this embodiment, when the travel range set by the operation switch 18 is set in the automatic transmission 12, the final stop position of the switching member 32e in the changeover switch 32 is not detected. Since the final stop position is defined by the recess for the detent, the stop position can be easily controlled. In this way, in this embodiment, there is no need to sequentially detect the rotational position of the switching member 32e using, for example, a potentiometer or the like to accurately recognize the braking start position and final stop position. Furthermore, since the oil pressure generation region is set prior to outputting the control inhibitor signal, the travel range switching operation is reliably executed. In addition, in the changeover switch 32, when the ball 33i is brought into the forming range of the recessed part for the day tent corresponding to the finally set travel range, the output is first output, and the indicator indicates that the last set travel range is selected. I am trying to display the range. In this way, when the driver operates the operation switch 18 to switch and set a new driving range, this driving range will be quickly displayed on the indicator 98, and the display will be optimized. .

Here, Ll is defined as the distance from the origin position of the potentiometer at the time when this inhibitor sliding terminal starts to contact the inhibitor contact, and Ll is defined as the distance from the origin position of the potentiometer at the time when the inhibitor sliding terminal starts to come into contact with the inhibitor contact. The distance from the origin position is defined as L2, and the distance from the origin position of the potentiometer to the stop position that defines each traveling range of the inhibitor switch 32 is defined as L2.

Then this distance. teeth, It is corrected and set every time a dynamic terminal passes through.

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 determined based on the travel range of the automatic transmission 12, that is, based on the inhibitor signal from the inhibitor switch 32. (If the operation switch 18 is operated in the opposite direction when the operating range is more than a lunge away from the driving range, for example, the first output Φ1 changes from rLJ to r
After rising to HJ, 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 rLJ to rHJ, and then the first output Φ2 rises from rLJ 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 driving direction without driving the drive motor 22 in the reverse direction. There is.

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 advance of the driving range position set by the operation switch 18, and a good control state is maintained. will be done.

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

)Φ1 or the output from the second OR gate circuit 114 (
Hereinafter, this will be simply referred to as the second output. ) Two falling states occur at Φ2. 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 operating switch 18 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 Φ3. 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 S46, the first included terminal I
At the time when the first pulse signal is input to N T +, the first and second outputs Φ1. One side of Φ2 r L
Although it has fallen to the J level, the other side is still maintained at the rHJ level, so NO will definitely be determined.

Then, in step 348, the first timer T1 of the real-time counter RTC is activated. Here, when the operation switch 18 is operated, the first timer T outputs the first and second outputs Φ1. One side of Φ2 is “L”
A permissible time t1 from the time when both of them reach the rLJ level is set in advance.

Note that in a state where this time t1 is timed up, the first timer T1 outputs a time-up signal to the CPU, and 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 T1 is set to start counting the time period 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 Φ1. 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 interwoven terminal lNTl], the first and second outputs Φ1. Both Φ2 are rL
Since it has fallen to the J level, YES will definitely be determined.

Then, one output ΦΦ2 of the operation switch 18 is rHJ
From the state of , both have already passed to the state of rLJ, so in order to prevent the third fail judgment from being performed,
In step S52, real-time counter RTC
The first timer T1 is reset. That is, by resetting the first timer T in this manner, the first timer T1 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 both the first and second outputs Φ1 and Φ2 are allowed to maintain the rLJ level state when the operation switch 18 is operated. It 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, the operation switch 18 is turned on by Ryokawa force Φ.
1. 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. 17A, this second interrupt routine is set to be executed each time a pulse signal is input to the second interlaced terminal INT2.

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 S56, the multiplexer circuit M
The rHJ level signal is output to the control terminal of the UX, and the first and second outputs Φ1. Set so that Φ2 is input. Then, in step S58, the first and second outputs Φ3. 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 Φ is "H" and the second output Φ2 is rLJ. A second variation mode in which the first output Φ1 is "L" and the second output Φ2 is rHJ, and Ryokawa force Φ1.
There are three types of third variations in which both Φ2 become rHJ. 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, the activation of this second interrupt routine means that at least one of the outputs Φ1. This means that Φ2 has risen to the "■1" level, so Riki Ryokawa Φ8. The second timer T2 that counts the time during which both Φ2 is rLJ 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 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 Φ and Φ2 are operated, a time t3 allowed from the time when one of Φ and Φ2 rises to the rHJ level until both reach the "■]" level is set in advance.

On the other hand, when the time t3 is up, the third timer T3 outputs a time-up signal to the CPU.
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 868, 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 Φ1 or the second output Φ2, and at this point the second pulse signal is output from the third OR gate circuit 120, and this second interrupt routine is activated again, that is, the second interrupt routine is activated for the second time.

Here, in the second interrupt routine for the second time, first, step 856 and step S58 are sequentially executed as in the first time, and in step S60, the third change mode, that is, Ryokawa Φ3. It is determined that both Φ2 have risen to rHJ. 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 876, a flag F (forward) indicating that the operating direction of the operation switch 18 is the forward direction is set, and in step 876, the flag F (reverse) indicating that the operating direction is the reverse direction is reset, and in step 378, Reset the reserve flag F (T positive).

After this, in step S60 mentioned above, Riki Ryokawa 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,
A flag F (forward) indicating that the direction is forward is reset, and at the same time, in step 386, a preliminary flag F (T reverse) is reset.

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

That is, after resetting the third timer T3 in this way,
Return to main routine.

In this way, in the second second interrupt routine, the third timer T3 is reset and the count of the time during which one of the outputs Φ1 and Φ2 of the operation switch 18 is maintained at [L] is stopped. It also defines whether the operating direction of the operating switch 18 is forward or reverse. 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 the driving range while following this rapid operation, and the automatic transmission 12 responds well to the driver's driving range switching operation. An actual driving range switching operation in the transmission 12 is achieved.

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. In the state where step 524A is first determined, this flag FF (stop) is not set in advance, so it is always N
It is determined that o. Then, in step 324B,
This flag F (stop) is set and step 524C
At this point, 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 524C, 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 step D, it is determined whether the drive morph 22 is operating. This determination is made, for example, by detecting the output of the encoder 36 attached to the drive morph 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 time counting operation of the fourth timer T is stopped and the initial state is restored. 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 drive morph 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 634B, 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 rotational direction of the drive motor 22 is the forward direction, a flag F (positive) indicating that the operating direction of the operation switch 18 is the forward direction is set in step 534D. 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 834E, it is determined that an abnormal condition has occurred, and in step 834E, a second fail-safe operation is performed, and step 83
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 534C that the rotation direction of the drive motor 22 is in the opposite direction, in step 534F, a flag F (reverse ) is set.

If YES is determined in this step 534F, that is, if it is determined that both the rotational direction of the drive motor 220 and the operating direction of the operation switch 18 are opposite directions, there is no equivalent problem and the main routine is continued. Return. On the other hand, if the determination in step 534F 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. In this case, it is determined that an abnormal condition has occurred, and the process jumps to step 334E described above, executes a fail-safe 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 rLJ, but the output of this one Φ3. After Φ2 reaches rLJ, the first timer T1 is not reset and the predetermined time t1
has elapsed, that is, the operation switch 18 switches one output Φ1. If it is held in an unstable position such as outputting rLJ from Φ2 for a predetermined time t8 or more, an abnormal operation is being performed or the output state is abnormal and a third fail state occurs. It means what you did.

Therefore, when the predetermined time t 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 6.
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
If the predetermined time t2 has elapsed without the second timer T2 being reset since both outputs Φ8. 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 T2 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 Φ1
．． From a state where both Φ2 are rLJ, one passes through a state where one is rHJ, but the output of this one Φ1.
If the predetermined time t3 has elapsed without the third timer T3 being reset after Φ2 reached rHJ, that is, the operation switch 18 is set to one output Φ1. If it is held in an unstable position such as outputting rHJ from Φ2 for a predetermined time t3 or more, 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 T3 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. Return to Luzhin.

Note that the predetermined times tl, t2 . The total value of 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, this means that the target travel range set by the operation switch 18 is unknown for a long time.
As a result, as described above, the travel range of the automatic transmission 12 is temporarily set to the travel range through which the operation switch 18 passed immediately before. However, the driving range temporarily set by the automatic transmission 12 is never the driving range that the driver intends to set.
Setting the vehicle to a driving range not intended by the driver must be avoided as much as possible, even if only temporarily. From this point of view, the predetermined times t+, t2
．． The total value of 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 T being set, that is, if the drive motor 22 has logically stopped but actually continues to operate beyond the predetermined time t4. 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, executes a warning operation in step 5102, and detects that a fail condition has occurred to the driver. Based on this fail state, it is notified that a 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 morph 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 54a 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 disengage the clutch mechanism 34. At the same time, the wrench 48 is fitted into the fitting hole 40a of the rotating plate 40, and the rotating plate 40 is rotated through the wrench 48 to set an arbitrary travel range. This means that the travel range of the vehicle can be changed manually.

It goes without saying that the present 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.

(Hereinafter, blank space) 50 [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; In the operating device for an automatic transmission for a vehicle, comprising a control means for controlling the actuator, and a speed change operation means for outputting a range signal indicating a currently set travel range to the control means, the speed change operation means may The control means is equipped with a stroke contact type operation switch in which the travel ranges to be used are sequentially arranged in parallel on a predetermined locus, and the control means drives and controls the actuator at a constant speed, and automatically moves the actuator to the target travel range specified by the operation switch. The present invention is characterized in that when it is determined that the travel ranges set by the transmission match, the actuator is controlled to apply braking for a predetermined period of time.

Further, the operating device for a vehicle automatic transmission according to the present invention includes:
The switch means electrically detects each travel range position. is formed so as to extend a predetermined distance in both directions along the driving direction of the
The control means is characterized in that it stops the constant speed control of the actuator and switches over and executes the braking operation when the end of the contact point corresponding to the target travel range is detected.

Further, in the operating device for a vehicle automatic transmission according to the present invention, the predetermined time for performing the braking operation is the time required for the actuator to stop at the center position of the contact corresponding to the target travel range due to the braking operation. It is characterized by being set to

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the control means includes a voltage fluctuation detection means, and even if voltage fluctuation occurs in the power supply, the voltage applied to the actuator is always kept constant. It is characterized by control to maintain it.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the control means includes a temperature fluctuation detection means, and even if a temperature fluctuation occurs, the voltage applied to the actuator is always maintained constant. It is characterized by control.

Further, in the operating device for an automatic transmission for a vehicle according to the present invention, the control means may control the actuator so as to drive the actuator in a direction opposite to the driving direction in which the actuator is subjected to the braking operation, as a braking operation. It is characterized by

Therefore, according to the present invention, there is provided an operating device for an automatic transmission for a vehicle that can set the driving range of the automatic transmission to match the driving range instructed by the operation switch with simple control. It will happen.

[Brief explanation of drawings]

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 the connection state of the motor to the control system; Figure 2B is a plan view showing the configuration of the changeover switch; Figure 2C is the contact points of the display inhibitor switch, control inhibitor switch, and oil pressure switch in the changeover switch. Figure 2D is a diagram illustrating the rotational state of the switching member and the fitting state of the ball into the corresponding detent recess; Fig. 3 is a perspective view showing the arrangement position of the operation switch and manual drive mechanism in the vehicle interior; Fig. 4 is a front view showing the arrangement state of the operation switch as seen from the driver seated in the driver's seat; Figure 5 is a side view showing the arrangement of the operation switch as seen from the left side; Figure 6 is a perspective view showing the external configuration of the operation switch; Figure 7 is the internal configuration of the operation switch, including the formation of guide grooves. 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 guide bin in its pushed state; Figure 10 is a cross-sectional view showing the travel range. Diagrams 11 and 12 showing different states of operating force of the operating switch when switching
The figures are a perspective view and a side view, respectively, showing the arrangement of the operation switches; Fig. 13 is a side view illustrating the setting position of the reverse range; Fig. 14 is a diagram illustrating the driver's left knee in a standing position. 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 perspective view showing the structure of the signal generation mechanism in the operation switch; Fig. 17A is a wiring diagram specifically showing the connection state between the operation switch and the control unit; Fig. 17B is a connection diagram showing the formation range of the detent hole in the operation switch and the formation range of the contact point that outputs the electric signal indicating the travel range position. Figure 17C is a circuit diagram showing the configuration of the servo amplifier; Figure 18A is a timing chart showing the order in which the output levels from the first and second output terminals change when the operation switch rotates in the normal direction. Go to 1; Figure 18B is a timing chart showing the change order of output levels from the first and second output terminals when the operation switch is reversed; Figure 19A is a flowchart showing the procedure of the main routine in the CPU; Figure 19B Figure 19C is a flowchart showing the control procedure of the stop control subroutine in the main routine; Figure 19C is a diagram for explaining the stopping operation of the drive motor; Figure 19D is a flowchart showing the control procedure of the learning control subroutine in the main routine; Figure 19E The figure is a timing chart for explaining the definition of the duty ratio in duty control of the drive motor; Figure 20 is a flowchart showing the procedure of the first interrupt routine in the CPU; Figure 21 is the flow chart of the second interrupt routine in the CPU. Flowchart showing the procedure; FIG. 22 is a flowchart showing the subroutine of the first fail judgment operation in the CPU; FIG. 23 is a flowchart showing the subroutine of the second fail judgment operation in the CPU; and FIG. 24 27 are flowcharts showing the procedures of the first to fourth timer interrupt routines in the CPU, respectively. In the figure, 10... operating device, 12... automatic transmission, 1
4... Engine, I6... Hydraulic valve, 16a...
・Switching rod, 18... Operation switch, 20...
・Electric drive range switching device, 22... drive motor,
22a; 22b...Terminal, 24...Drive shaft, 2G・
... Rotating arm, 28... Connecting rod, 30... Control unit, 32... Changeover switch, 32a...
・Inhibitor switch for display, 32b...Inhibitor switch for control, 32d...Switch body, 32e・
...Switching member, 32f; 32g...Sliding brush,
33 River day tent mechanism, 33a to 33f... recess, 3
3g...Thick part, 33h...Through hole, 33i...Ball, 33j...Coil spring, 33k...Plug, 34 River clutch mechanism, 36...Low reencoder, 38...・Manual drive mechanism, 40... rotating plate, 4
2... 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.
...Steering wheel, 56a; 56b;
56c: 56d; 56e-spoke, 58...
・Steering column, 60...Direction indicator lever, 6
2... Wiper operation lever 64... Mounting ring, 6
6...Switch body, 66a...Outer flange part (
slit disk), 66b... shaft portion, 66c... contact rod, 66d... moving portion, 66e... through hole, 66
f...locking nut, 66g...coil spring,
66h...Concave portion, 66i...Blind plate, 6858...Finger operation portion, 70...Pushing portion, 72...Bold button, 74...Mode switching button, 76...
・・Day tent mechanism, 76,; 76□; 76o, 76
N; 761I; 76P... Day tent hole, 78.
...Regulation mechanism, 80... Guide groove, 80a... Straight groove part, 80b... First lateral groove part, 80c... Inclined groove part, 80d... Second lateral groove part, 80e... Third lateral groove portion, 80f... Connection groove portion, 82... Guide pin,
82a...Pin body, 82b...Outer flange part,
84... recess, 84a... first part, 84b...
-Second portion, 86...locking 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 lines 108a to 108f...second output terminals, 110...first pulse generation circuit, 112...
First OR gate circuit, 114... Second OR gate circuit, 116... Second pulse generating circuit, 118...
- Third pulse generation circuit, 120... Third OR gate circuit, 122... Fourth pulse generation circuit, 124.
...Multiplexer circuit, 126...Servo amplifier,
128...D C/D C Convergence, 130-13
6...FET, 138.140...Converter, 1
42...Voltage variation detection circuit, 144...Temperature variation detection circuit, rPJ: rRJ; rNJ
; rDJ ; r2J ; "1"... Travel range, A, B... Grip position, C... Center line, d,
; d2... Separation distance, E... Insertion range, F...
・Setting range of travel range position, g...gap, HP;
HR;Hn;H,;H□;H,... Contact of control inhibitor switch, h+; h2; ha...
・Depth, fl, ... axis, ρ+; , I22;
A3; (14; A5... rotation radius, s,;
sp;Sn;So;s,;Sl...Contact of control inhibitor switch, YP;YR;Yo;Yo
;y2;y,..., Hydraulic pressure generation area in the hydraulic valve, xP;XR;X+, ;Xo;X2;X,...
・Operation switch contact, φ0...power supply terminal, φ1...
・First contact terminal, φ2; φ8; φ. :φD ;φ
2; φ1... second contact terminal, φ,... first output, φ2... second output, θ1; θ2; θ,...
・It is the center angle.

Claims (6)

[Claims] (1) An actuator that drives a hydraulic valve for switching the driving range of an automatic transmission, a control means that controls this actuator, and a shift operation means that outputs a range signal indicating the currently set driving range to this control means. In the operating device for an automatic transmission for a vehicle, the shift operating means includes a stroke contact type operating switch in which travel ranges to be set are sequentially arranged in parallel on a predetermined locus, and the control means includes: The actuator is controlled to be driven at a constant speed, and the actuator is braked for a predetermined period of time when it is determined that the travel range set by the automatic transmission matches the target travel range instructed by the operation switch. An operating device for an automatic transmission for a vehicle, which is characterized by controlling the automatic transmission. (2) Further comprising switch means for electrically detecting each travel range position, the switch means having a contact point for outputting a detection signal according to each travel range position, and each terminal having a center point at the corresponding travel range position. The control means is formed to extend a predetermined distance from the position in both directions along the driving direction of the actuator, and the control means controls the constant speed of the actuator when detecting the end of the contact corresponding to the target travel range. 2. The operating device for an automatic transmission for a vehicle according to claim 1, wherein the vehicle automatic transmission operating device stops and switches the braking operation. (3) The predetermined time for executing the braking operation is set to the time required for the actuator to stop at the center position of the contact corresponding to the target travel range due to the braking operation. The operating device for a vehicle automatic transmission according to item 2. (4) The control means includes a voltage fluctuation detection means, and controls the voltage supplied to the actuator to always be kept constant even if voltage fluctuation occurs in the power supply. The operating device for a vehicle automatic transmission according to item 1. (5) The control means includes a temperature fluctuation detection means, and controls the voltage applied to the actuator so as to always maintain it constant even if a temperature fluctuation occurs. Alternatively, the operating device for a vehicle automatic transmission according to item 4. (6) The vehicle according to claim 1, wherein the control means controls the actuator so as to drive the actuator in a direction opposite to the driving direction until the actuator receives the braking operation. Automatic transmission operating device.