JPH06280977A - Shift operation device for automatic transmission of car - Google Patents

Abstract

PURPOSE:To distinguish the situation in which short fail has occurred using a necessary minimum number of switches by combination of sensing of the moving direction in lieu of position sensing for a shift lever. CONSTITUTION:A stationary member 1 to be fixed to a car body supports a swing retainer 2 to be coupled with an automatic transmission and also supports a shift lever 3 with possibility of swinging and tilting. The shift lever 3 is made possible to be separated from the swing retainer 2 in a specified shift position, and a pair of tilt sensing switches SH and swing sensing switches SR are put on with tilting and swinging of this shift lever 3 after being separated. Sensing signals of these switches are subjected to a computational processing by an electronic control device, and the shift position after lever separation is identified where the distinction of the switch with eventual short fail is put into account, and in accordance therewith the automatic and manual shift controls of the automatic transmission are conducted.

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art In an automatic transmission, a driver's intention is positively reflected in a gear shifting operation to realize a vehicle running more suited to human sensibilities and a specific gear stage is manually operated in order to enhance driving pleasure. Gear shift operating devices have been developed that can be achieved by gear shifting. As one form of such a speed change operation device, the position of a shift lever on an H-shaped shift path for manual speed change is electrically detected by a switch, the automatic transmission is controlled in accordance with a detection signal, and the selected specific position is selected. There is one that is fixed to the gear stage.

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

[0004]

By the way, the prior art 1
In the method of detecting only the shift position as described above, the electronic control unit has no choice but to perform the shift control in which it is determined that the drive (D) range for the automatic shift is selected when all the switches are off. If a short failure occurs even with only one switch, it becomes impossible to achieve the D range and it becomes impossible to drive the vehicle in the automatic shift mode. Further, if the switch for manual shift corresponding to the low speed gear is short-circuited during traveling in the D range, the electronic control unit determines that the manual shift corresponding to the switch has been performed, and the shift is suddenly downshifted. On the other hand, in the manual shift mode, it is possible to prioritize the high speed gear side on the switch signal in order to prevent downshifting to the low speed gear stage due to short-circuiting of the switch corresponding to the low speed gear stage while traveling in the high speed gear stage. However, in such a case, if a short-circuit failure occurs in the high-speed gear stage side switch, it may be fixed to the high-speed gear stage side and the vehicle may be unable to start.

On the other hand, in the structure of the prior art 2, in addition to the detection of the shift position, it is possible to detect whether the shift lever is on the high speed gear stage side or the low speed gear stage side, so that each switch is detected. Although it is possible to perform more appropriate shift control in which the situation of occurrence of a short failure is identified by the combination of the signals detected by, the number of switches is greater than or equal to the number of detection positions, and therefore the number of switches increases, resulting in an increase in cost.

In view of such circumstances, the present invention makes it possible to identify a short-fail occurrence situation with a minimum required number of switches by a combination of movement direction detection instead of shift lever position detection, and appropriately adjust accordingly. It is an object of the present invention to provide a shift operation device for an automatic transmission for a vehicle, which enables various shift controls.

[0007]

SUMMARY OF THE INVENTION In order to solve the above problems, the present invention provides a gear shift operating device for operating an automatic transmission, and a stationary member fixed to a vehicle body and swingably supported by the stationary member. And a swing retainer connected to the automatic transmission, a shift lever supported by the stationary member so as to swing and tilt in the same direction as the swing direction of the swing retainer and a direction intersecting with the swing direction, and the shift lever. A connecting and disconnecting mechanism that disconnects the lever from the swing retainer at a predetermined shift position, a switch that detects tilting and swinging of the shift lever after the disconnection, and a signal that is detected by the switch is arithmetically processed to perform the automatic shift. And a pair of swing detection switches for detecting a swing direction of the shift lever, and a pair of swing detection switches for detecting a swing direction of the shift lever. Consists of a switch, the electronic control device has a structure that an arithmetic processing means for specifying a shift position after disconnection of the shift lever by a combination of the detection signals of the respective switches.

[0008]

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

According to the present invention, since the position of the shift lever is always specified by the detection results of the two switches,
It is possible to eliminate the hindrance to the return to the automatic shift control due to the short-fail of at least a single switch. Further, originally, it is impossible for three switches to be turned on at the same time, and therefore it is possible to judge the short-fail of the switch by utilizing this feature. Furthermore, when a short failure occurs, this judgment is used to perform control to return to the automatic gear shift mode, or control to select the higher gear of the possible gears is adopted and manual gear shifting is performed. It is also possible to achieve a gear that is close to the driver's will. In addition, by monitoring the sequence of operation of both switches, it is possible to perform a more accurate determination of short-fail, and to perform manual gear shift control with a small time lag by control that estimates the driver's intention to shift.

[0010]

An embodiment of the present invention will be described below with reference to the drawings. As shown in FIGS. 1 and 2, this gear shift operating device includes a stationary member 1 fixed to a vehicle body (not shown), a shaft disposed in the stationary member 1 and extending in a direction traversing the vehicle body in the installed state (in the description of the embodiments, In the following description, the swing retainer 2 is supported so as to swing back and forth around X and is connected to the automatic transmission, and the swing retainer 2 is capable of swinging and tilting in the same direction as the swing direction and in a direction intersecting with the swing direction. , A shift lever 3 which is supported so as to be tiltable around an axis Y (also referred to as a vertical axis) that intersects the horizontal axis X, and the shift lever 3 is swung at a predetermined shift position (in this example, the automatic transmission D position). A connecting and disconnecting mechanism (described in detail later) for disconnecting from the retainer 2,
Switches SH and SR for detecting tilting and rocking of the shift lever 3 after being separated, and an electronic control unit (E shown in FIG. 6 for controlling the shift of the automatic transmission by processing the signals detected by the switches SH and SR.
CU) and. The switch SW is shown in FIG.
, A pair of tilt detection switches (SH) for detecting tilting of the shift lever 3 from the D position in the left-right direction.
LH and RH, and a pair of rocking detection switches (SR) FR and RR that detect rocking in the front-rear direction in a tilted state,
The electronic control unit (ECU) uses a combination of signals detected by each of these switches (shown as "M / T shift position sensor" in FIG. 6) to specify a shift position (specifically, in FIG. 7). "MT SW input processing")
Have.

Further, a detailed configuration of each unit will be described. First, regarding the mechanical portion, as shown in FIGS. 1 and 2, the stationary member 1 includes a base 11 having an opening 10 in the center.
And a pair of side plates 12 standing upright on the left and right of the opening 10, and a pair of brackets 13 extending downward from both left and right edges of the opening 10 support an axial bolt 14 forming the horizontal axis X. The shaft bolt 14 constitutes a support member for supporting the crossing sleeve 6 having the bolt insertion holes crossing each other on the stationary member 1 so as to be swingable back and forth, and is fitted into one bolt insertion hole of the crossing sleeve 6. Has been done. Then, the other bolt insertion hole of the crossing sleeve 6 is inserted into a fork 31 that is continuously provided below the shift lever 3, and the shaft bolt 15 that constitutes the tilt center of the shift lever 3, that is, the horizontal axis Y is inserted. .

The swing retainer 2 has a downward channel shape, a gate plate 21 is fixed to the upper surface thereof, and a lever-like manual valve connecting member 22 (the connection between this member and the automatic transmission) is provided at the lower end of one side plate thereof. The relationship will be described later.) Is fixed. In addition, the stationary member 1 is provided with an inhibit mechanism 4 which is released by a push button 33 on the upper portion of the shift lever 3 and engages and disengages with the cam hole 23 of the swing retainer 2 at the time of automatic gear shift operation. A detent mechanism 7 is provided between the swing retainer 2 and the detent mechanism 7 for holding the shift lever 3 at each position during a manual shift operation and for producing a detent when moving between them.

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

The connecting / disconnecting mechanism includes the gate plate 2
The lock plate 5 is fitted in the lock plate sliding groove 212 and the side plate 12 of the stationary member 1. The lock plate 5 is composed of a plate having a cross shape in plan view, in which ears 51 and 52 are projected on both sides, and an I-shaped engagement hole 53 into which the stem 32 of the shift lever 3 is fitted is inserted in the center thereof. And a switch operating boss 54 is projectingly provided on the upper surface of one side. This lock plate 5
When the shift lever 3 tilts left and right around the vertical axis Y, it engages with the stem 32 in the engaging hole 53 and slides in the lateral direction while being guided by the lock plate sliding groove 212, When the shift lever 3 swings back and forth about the horizontal axis X, it does not interlock with the movement of the stem 32. The ears 51 and 52 of the lock plate 5 are engageable with the rectangular holes 121 formed in the upper portions of the side plates 12 of the stationary member 1 by the left and right tilting movement of the shift lever 3 in the D position. In addition, as shown in FIG.
A cover 9 is attached to cover the upper portion of the gear shift operation device and display a shift pattern.

In addition to these, neutral return means for the D position of the shift lever is provided across the crossing sleeve 6 and the fork 31 of the shift lever 3. This means includes a torsion spring 66 having a coil wound around the outer circumference of the front part of the crossing sleeve 6, a crossing sleeve 6 side projection which is sandwiched between the parallel operating ends 661 and 662, and a fork 31 side projection. It consists of and. Therefore, when the shift lever 3 is tilted to the left or right with respect to the crossing sleeve 6, the projection on the fork 31 side separates one of the two operating ends 661 and 662 of the torsion spring 66, while the other of the operating ends is separated. Is supported by the projection on the side of the crossing sleeve 6, so that the neutral force of the torsion spring 66 acts on the shift lever 3.

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

A pair of switches LH and RH among the four switches 4 (a limit switch is shown in this example, but other switches such as a proximity switch) in this gear shift operating device are provided in the shift lever 3. In order to detect the tilting by the left and right movements of the lock plate 5, as shown in FIG. 10, the switch operating boss 54 is provided on the upper surface of the gate plate 21 with the notch groove 213 sandwiched therebetween and projecting on the upper surface of the lock plate 5. It is said that it can be turned on and off. Incidentally, when the shift lever 3 is tilted right about the vertical axis Y with the shift lever 3 positioned at the connecting portion of the H-shaped hole of the gate plate 21, the lock plate 5 moves to the right accordingly, and the rear side The switch RH is turned on (see FIG. 10C), and in the opposite case, the front side switch LH is turned on (see FIG. 10A).

As shown in FIGS. 11 and 12, the other pair of switches FR and RR are screwed so as to overlap the cam plate 71 fixed to the crossing sleeve 6 so as to form the cam of the detent mechanism 7. The bracket 67 is fixed so that its position can be adjusted. And
A tip end of a switch operation pin 24 whose base end is fixed to the swing retainer 2 is positioned between the switches FR and RR. Thus, the rear switch FR attached to the bracket 67 detects the forward swing of the shift lever 3, and the front switch RR detects the backward swing. In this way, the forward / backward swing and the left / right tilt of the shift lever 3 cause
Any two on / off operations of the switches occur. For example, if the shift lever 3 is shifted to the first gear position,
As shown in (A) of FIGS. 11 and 12, when the two switches LH and FR are sequentially turned on, and conversely shifting to the fourth speed position, two switches R are also provided as shown in (C).
H and RR are sequentially turned on.

Next, the electronic control unit will be described. This electronic control unit (EC
U) constitutes a control device for the entire automatic transmission, in which sensor signals from various input detection devices provided in various parts of the vehicle are introduced into an input interface circuit via an input processing circuit and stored and processed. After that, it outputs as a control signal through an output interface circuit, and drives and controls a shift solenoid etc. through various drive or processing circuits.

As the input detection device, a T / M input rotation speed sensor for detecting transmission input rotation, vehicle speed sensors SP1, SP2 for detecting transmission output rotation, which position is arranged on the transmission, and which position on the I pattern of automatic transmission are used. Detect whether or not is selected A /
A T shift position sensor, which is arranged in the shift operation unit and detects which position of manual shift is selected M
/ T shift position sensor (corresponding to the four switches), a throttle opening sensor arranged in the engine for detecting the degree of throttle opening by a potentiometer, a brake switch (SW) arranged in the brake pedal section for detecting a brake operation, An idle switch (IDL SW) that is placed in the throttle opening sensor to detect that the accelerator is fully closed, a throttle pedal portion or a throttle opening sensor portion that is fully opened and kick down is required. A kick down switch (K / D SW) for detecting the oil pressure and a T / M oil temperature sensor installed in the transmission for detecting the transmission oil temperature are provided.

On the other hand, on the output side, solenoids (S1 to S3) for switching the hydraulic pressure to operate each shift valve (see FIG. 5) according to each speed stage and a linear solenoid (for controlling lockup, back pressure, line pressure). (SLU, SLN, SLT)
Drive circuit, a solenoid drive circuit that generates a predetermined voltage or current and the operation of each solenoid are checked, a monitor circuit that determines a failure and performs self-diagnosis, an electronic control unit (EFI) for engine control during shifting To reduce the shock of the engine, a torque reduction input / output processing circuit that generates a signal that temporarily reduces the torque generated by the engine, a processing circuit that inputs the engine speed, and a self-diagnosis result output when the electronic control unit (ECU) fails Do D
There are a DG input / output processing circuit for the G checker and a display drive circuit for a display device that displays the state of the transmission.

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

In step 6 ', the shift position is determined by the signal from the M / T shift position sensor.
In this subroutine of MT switch input processing, M / T
Shift position sensor, that is, each switch LH, RH, F
MT shift position flag SW with combination of R and RR
When any one of 1 to 4 is turned on and all the switches are off, all the MT shift position flags SW1 to 4 are turned off.

Next, at step 6, it is judged whether or not any of the MT shift position flags SW1 to SW4 is turned on. At step 7, whether or not the MT mode flag is turned on (whether or not MT mode is selected)
To judge. At step 8, the AT shift data D is read in the shift diagram data MSL. At step 9, the lockup (L-up) diagram data MSLP is added to AT L-
Read up data D. In step 10, the gear shift and L-up are determined based on the data read in steps 8 and 9 and the various conditions previously calculated. Step 1
In step 1, the timing of gear shift and L-up determined in step 10 is determined.

On the other hand, in step 12, the MT mode flag is turned on and the MT mode is selected. Step 1
At 3, the value of the AT mode return timer is reset.
At step 14, a subroutine for reading various data for MT mode is entered. In step 15, the value of the AT mode recovery timer is compared with the set value t ₁ . Step 16
Then, when the condition of step 15 is satisfied, the MT mode flag is turned off and the AT mode is returned to. In step 17, the shift and the L-up are judged based on the data read in the MT map selection subroutine and the various conditions calculated previously. In step 18, the shift and L-up timing determined in step 17 are determined. In step 19 ', the engine brake solenoid S3 is controlled by the manual shift position, the required output gear, etc.
Make a decision. In step 19, a signal is output to each solenoid (S1 to S3) according to the determination in steps 10 and 11 or steps 17, 18, and 19 'to start shifting.

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

As shown in FIG. 8, in the flow of the line pressure increase determination subroutine, the current gear stage and the newly requested gear stage are monitored in step 20-1, and if there is a difference between the two, the shift output is determined. Judge that there was. In step 20-2, it is determined whether the manual mode flag is turned on (whether the MT mode is selected). In step 20-3, if the above two conditions are satisfied, the line pressure boost map selection subroutine is entered to read each data regarding boost. In Step 20-4, Step 20
-3 compares the boosting time t ₁ read in -3 with the timer. In step 20-5, the line pressure boost value read in step 20-3 is set. In step 20-6, if the condition in step 20-4 is satisfied, the line pressure boost value is cleared and the normal control value is restored.

As shown in FIG. 9, in the line pressure increase map selection flow, in step 20-7, it is determined whether or not the selected shift is an upshift. In Step 20-8,
It is determined whether the selected shift type is 1-2 upshift. In step 20-9, if the above condition is satisfied, the preset boost value 1 → 2 is read as data. In step 20-10, when the above conditions are satisfied, the preset boosting time 1 → 2 is used as data t
Read in ₂ . In steps 20-11 to 13, the same control as in steps 20-8 to 10 is performed for the 1 → 3 upshift. In steps 20-14 to 16, the same control as steps 20-8 to 10 is performed for the 1 → 4 upshift. In steps 20-17 to 19, the same control as steps 20-8 to 10 is performed for the 2 → 3 upshift. In steps 20-20 to 22, the same control as steps 20-8 to 10 is performed for the 2 → 4 upshift. In steps 20-23 and 24, steps 20-8, 11, 14, and 1 are performed during upshifting.
If neither 7 nor 20 is satisfied, it is determined that the shift is 3 → 4 upshift, and the time of the boost value is set. Step two
In 0-25 to 27, the same control as in steps 20-8 to 10 is performed for the 2 → 1 downshift. Step two
In 0-28 to 30, the same control as in steps 20-8 to 10 is performed for the 3 → 1 downshift. Step two
In 0-31 to 33, the same control as in steps 20-8 to 10 is performed for the 4 → 1 downshift. Step two
In 0-34 to 36, the same control as in steps 20-8 to 10 is performed for the 3 → 2 downshift. Step two
In 0-37 to 39, the same control as in steps 20-8 to 10 is performed for the 4 → 2 downshift. Step two
0-40, 41: Step 2 in downshift
If none of 0-25, 28, 31, 31, 34 and 37 is satisfied, it is determined that the shift is 4 → 3 downshift, and the boost value and time are set.

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

When the shift lever 3 reaches the D position, the ears 51, 52 of the lock plate 5 are located at the positions corresponding to the holes 121 formed in the side plates, so that the left / right sliding restriction of the lock plate 5 is released. The shift lever 3 can be tilted left and right. To select the first speed with the D position of the shift lever 3, the shift lever 3 is tilted to the left and then pushed forward. By this tilting operation to the left, the ear portion 51 of the lock plate 5 causes the hole 121 of the side plate 12 to move.
And the forward and backward swing of the swing retainer 2 is restricted, and only the shift lever 3 is not restricted. During this operation, the boss 54 of the lock plate 5 turns on the switch LH. Then, in the next forward pushing operation, as shown in FIG.
At 0 (A), the shift lever 3 moves forward along the engagement hole 53 of the lock plate 5, and turns on the switch FR, as shown in FIG. 11 (A). With both of these movements, the switches LH and FR are sequentially turned on, and at these inputs, the first speed signal is output by signal processing in the electronic control unit (ECU) shown in FIG. 6, and the automatic transmission is set to the first speed. Solenoid No. shown in FIG. 1 is activated. On the other hand, since the manual valve connecting member 22 is immovable due to the restraint of the swing retainer 2 to the stationary member 1, the switching of the manual valve via the control rod does not occur.

Similarly, to select the second speed, the shift lever 3 is tilted to the left at the D position and then pulled backward. The operation of the switch LH in this operation is the same as that of the first speed, and the switch RR is turned on this time. Both of these movements identify the second speed. Also in this case, the manual valve connecting member 22 is immobile for the same reason as described above, and therefore the manual valve is not switched. The selection of the third speed is a point-symmetrical movement around the D position as in the case of the second speed, and the shift lever is tilted to the right from the D position and then pushed forward. Since the operation and function of each member at this time are apparent from the above operation description, the description thereof will be omitted.
The third speed is discriminated by the H and switch FR being turned on. The selection of the fourth speed is a point-symmetrical movement with respect to the case of the first speed with the D position interposed therebetween. In this case, switch R
H and RR are turned on. The speed selection signal thus obtained is processed by the electronic control unit (ECU) as described above, and the shift solenoid valve No. It is used to control 1-3.

As described in detail above, in the device of this embodiment, as shown in the manual switch signal table of FIG.
Since the first to fourth gears are always determined by the on operation of two switches, even if any one switch alone causes a short failure, it immediately fails to achieve the D range. There are advantages that do not cause the possibility.

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

Further, since the ON operation of the switch LH or the switch RH for detecting the tilting of the shift lever always precedes the ON operation of the switch FR or the switch RR for detecting the swing, the short failure of the switch is detected by monitoring this sequence. Estimates are possible. For example, when the third speed is selected with the switch RR in the short-fail state,
The sequence of switch actuation is switch RR on, switch RH on, and switch FR on. In this case, the correct actuation can be regarded as the switch RH actuation and the subsequent actuation of the switch FR. Make it a position selection. In this case, switch R
If the switch FR does not turn on even after a predetermined time elapses after the H has turned on, it is determined that the fourth speed at which the switch RR during the short failure should be turned on is selected.

The present invention has been described above in detail based on an embodiment, but the present invention is not limited to the disclosure of the above embodiment, and various details can be obtained within the scope of the matters described in the claims. It goes without saying that the specific configuration can be changed and implemented. For example, in addition to the above-described failure countermeasure, it is also possible to perform the shift-up time reduction control from the second speed to the third speed by utilizing the fact that the shift lever position detection and the position tracking accuracy become high. That is, when the switch RH is turned off, the LH is turned off, and the switch RH is turned on next to the D position signal, it is determined that the driver intends to shift up, and the shift to the third speed gear is started.

Further, by utilizing the above points, the D range return timer can be shortened. That is, conventionally,
Return of the shift lever to the D position from the 2nd speed to the 3rd
Since it is difficult to determine whether the transition to high speed or the D position is selected, it is necessary to set a long timer to a certain degree in order to prevent the D position from being determined during the gear transition and to temporarily return to the automatic transmission mode. However, this caused a time lag for returning to the automatic shift mode, but the time required to judge the position selection was shortened by following the switch operation sequence as described above, so the timer setting time was shortened. It is also possible to reduce the time lag due to.

[Brief description of drawings]

FIG. 1 is a side view showing a mechanical portion of a shift operating device according to an embodiment of the present invention, with a part thereof being cut away.

FIG. 2 is a rear view showing a cross section of a part of the gear shift operating device mechanism.

FIG. 3 is a plan view of a gear shift operating device mechanism portion.

FIG. 4 is a layout view conceptually showing a switch layout for a shift operation.

FIG. 5 is a circuit diagram of a hydraulic control device section of an automatic transmission operated by a shift operating device according to an embodiment.

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

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

FIG. 8 is a flowchart showing a subroutine of line pressure increase determination processing in the general flow.

FIG. 9 is a flowchart showing a subroutine of line pressure increase map selection processing in the general flow.

FIG. 10 is a plan view showing stepwise the operation of the lock plate and the switch of the gear shift operating mechanism of the embodiment.

FIG. 11 is a side view showing stepwise swinging of the shift lever and operation of the switch of the gear shift operating device mechanism.

FIG. 12 is a rear view showing stepwise tilting of the shift lever and operation of the manual switch of the gear shift operating mechanism.

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

[Explanation of symbols]

 1 stationary member 2 swing retainer 3 shift lever 5 lock plate (connecting / separating mechanism) 6'computing means LH, RH tilt detection switch FR, RR swing detection switch ECU electronic control unit

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[Procedure amendment]

[Submission date] October 1, 1992

[Procedure Amendment 1]

[Document name to be corrected] Drawing

[Correction target item name] All drawings

[Correction method] Change

[Correction content]

[Figure 3]

[Figure 4]

[Figure 1]

[Fig. 2]

[Figure 10]

[Figure 5]

[Figure 6]

[Figure 7]

[Figure 8]

[Figure 9]

FIG. 11

[Fig. 12]

[Fig. 13]

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Den Takeda 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Aisin AW Co., Ltd. (72) Takanori Wakasugi 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Aisin・ In AW Co., Ltd. (72) Inventor Yasuo Hojo, 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor, Atsushi 1, Taba 1, Toyota Town, Aichi Prefecture Toyota Motor Co., Ltd. ( 72) Inventor Masato Kaikawa 1 Toyota-cho, Toyota-shi, Aichi Prefecture Toyota Automobile Co., Ltd.

Claims (1)

[Claims] 1. A shift operating device for operating an automatic transmission, comprising: a stationary member fixed to a vehicle body; a swing retainer that is swingably supported by the stationary member and connected to the automatic transmission; A shift lever supported by the stationary member so as to be capable of swinging and tilting in the same direction as the swing direction of the dynamic retainer and in a direction intersecting with the swing retainer, and a connecting and disconnecting device that separates the shift lever from the swing retainer at a predetermined shift position. A mechanism, a switch for detecting tilting and swinging of the shift lever after separation, and an electronic control device for processing the signal detected by the switch to control the shift of the automatic transmission, the switch comprising: The electronic control unit includes a pair of tilt detection switches that detect a tilt direction of the shift lever and a pair of rocking detection switches that detect a rocking direction. A shift operation device for an automatic transmission for a vehicle, comprising arithmetic processing means for specifying a shift position after the shift lever has been separated based on a combination of detected signals.